IllustrationWhen decelerating, such as taking an off-ramp, it loses power to the brakes and steering, which makes it unsafe.
2008 Ford F-250
Owner reports · Recalls · Investigations
Similar to other model years
Owner complaints for the 2008 Ford F-250 do not stand out strongly from the model-year median of 119.
About this comparison →How this year compares
Owner complaints by model year
Compare all F-250 years →Counts vary with age, sales and reporting. They are not failure rates.
What owners reported most
All reported categories
Tap a category to read its complaints. One report may name several components.
When problems were reported
Mileage at the reported incident
200–25K
4025–50K
2250–75K
1675–100K
34100–150K
28150K+
160 reports with mileage · 35 unknown
NHTSA’s mileage field refers to the reported incident, not necessarily the filing date. This shows report counts, not the likelihood of a failure.
What to inspect
Issues worth paying extra attention to based on owner reports.
- Steering. Review the 80 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
- Suspension. Review the 35 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
- Engine. Review the 18 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
NHTSA owner reports · September 18, 2026 snapshot.
10 crash reports4 fire reports3 injury reports
Service Brakes complaints
11 reportsTL* THE CONTACT OWNS A 2008 FORD F-250. THE CONTACT STATED WHILE REVERSING THE VEHICLE TO HITCH A TRAILER ONTO TO THE VEHICLE, THE CONTACT HEARD A LOUD NOISE AND THE BRAKE PEDAL WENT TO THE FLOORBOARD. THE CONTACT SHIFTED THE VEHICLE INTO PARK. THE CONTACT INSPECTED THE VEHICLE AND FOUND THAT BRAKE FLUID HAD LEAKED FROM THE BRAK…
Read full complaint
TL* THE CONTACT OWNS A 2008 FORD F-250. THE CONTACT STATED WHILE REVERSING THE VEHICLE TO HITCH A TRAILER ONTO TO THE VEHICLE, THE CONTACT HEARD A LOUD NOISE AND THE BRAKE PEDAL WENT TO THE FLOORBOARD. THE CONTACT SHIFTED THE VEHICLE INTO PARK. THE CONTACT INSPECTED THE VEHICLE AND FOUND THAT BRAKE FLUID HAD LEAKED FROM THE BRAKE MASTER CYLINDER. ADDITIONALLY, THE PRESSURE SWITCH WAS FRACTURED AND CAUSED THE BRAKE SWITCH TO BECOME INOPERABLE. THE CONTACT STATED THAT THE FLUID PRESSURE WIRING HARNESS WAS DETACHED AND HANGING DOWN. THE VEHICLE WAS TOWED TO THE RESIDENCE. THE VEHICLE WAS NOT TAKEN TO THE DEALER. THE CONTACT HAD AN UNKNOWN DEALER ORDER A NEW BRAKE PRESSURE SWITCH. THE VEHICLE WAS NOT REPAIRED. THE MANUFACTURER WAS NOTIFIED OF THE FAILURE. THE FAILURE MILEAGE WAS 110,000.*DT CONSUMER STATED MASTER CYLINDER PRESSURE MALFUNCTIONED.*JB
I HAVE 46000 MILES ON MY TRUCK AND FOUR TIMES MY REAR BRAKES HAVE LOCKED UP ON ME. I BOUGHT THE VEHICLE USED WITH 17000 MILES SO CAN NOT TELL YOU HOW MANY TIMES IT HAS HAPPENED PREVIOUSLY. IT IS NO WONDER I GOT A USED VEHICLE WITH SO LOW OF MILES. I HAVE LOST ALL FAITH IN DRIVING THIS TRUCK FOR ANY KIND OF DISTANCE. I HAVE BEEN …
Read full complaint
I HAVE 46000 MILES ON MY TRUCK AND FOUR TIMES MY REAR BRAKES HAVE LOCKED UP ON ME. I BOUGHT THE VEHICLE USED WITH 17000 MILES SO CAN NOT TELL YOU HOW MANY TIMES IT HAS HAPPENED PREVIOUSLY. IT IS NO WONDER I GOT A USED VEHICLE WITH SO LOW OF MILES. I HAVE LOST ALL FAITH IN DRIVING THIS TRUCK FOR ANY KIND OF DISTANCE. I HAVE BEEN COMPLETELY UNABLE TO MOVE STRANDED ON THE ROAD. ON ANOTHER OCCASION I HAD TO DRIVE FIFTY MILES TOWING A TRAILOR WITH VICE GRIPS CRIMPING MY BRAKE LINE AFTER I BROKE THE CALIPER FREE AND GUESS WHAT THEY ARE LOCKED UP AGAIN.THIS IS A REAL PROBLEM AND VERY DANGEROUS
WHILE IN MOTION, MORE OFTEN ON HOT DAYS, THE BRAKE CALIPERS, IN BOTH THE FRONT AND BACK, LOCK UP AND THE TRUCK NEEDS TO BE LEFT STATIONARY UNTIL THEY RELEASE. THE BRAKE PADS, CALIPERS, AND ROTORS HAVE BEEN CHANGED NUMEROUS TIMES. FORD WILL NOT TAKE CREDIT FOR FAULTY CALIPERS WHEN I EXPLAINED THE PROBLEM AT 30,000 ORIGINAL MILES…
Read full complaint
WHILE IN MOTION, MORE OFTEN ON HOT DAYS, THE BRAKE CALIPERS, IN BOTH THE FRONT AND BACK, LOCK UP AND THE TRUCK NEEDS TO BE LEFT STATIONARY UNTIL THEY RELEASE. THE BRAKE PADS, CALIPERS, AND ROTORS HAVE BEEN CHANGED NUMEROUS TIMES. FORD WILL NOT TAKE CREDIT FOR FAULTY CALIPERS WHEN I EXPLAINED THE PROBLEM AT 30,000 ORIGINAL MILES. WHEN I ASKED AN EXPERIENCED LOCAL MECHANIC ABOUT THE PROBLEM, HE EXPLAINED THAT FORD USED TWO DIFFERENT TYPES OF METALS IN THEIR CALIPERS SO THEY EXPAND AND CONTRACT AT DIFFERENT RATES, CAUSING THEM TO LOCK UP.
MY VEHICLE HAS A DEATH WOBBLE WHEN HITTING A BUMP AT FREEWAY SPEEDS. I RECEIVED A NOTICE FROM FORD THAT THIS IS AN ISSUE WITH THESE VEHICLES; SPECIAL FIELD ACTION 09L02 DATED JANUARY 2018. I WASN'T AWARE THAT THIS WAS A COMMON PROBLEM, BUT RECENTLY TALKED WITH SOMEONE WHO OWNS THE SAME VEHICLE AND HE HAPPENED TO ASK IF I HAD …
Read full complaint
MY VEHICLE HAS A DEATH WOBBLE WHEN HITTING A BUMP AT FREEWAY SPEEDS. I RECEIVED A NOTICE FROM FORD THAT THIS IS AN ISSUE WITH THESE VEHICLES; SPECIAL FIELD ACTION 09L02 DATED JANUARY 2018. I WASN'T AWARE THAT THIS WAS A COMMON PROBLEM, BUT RECENTLY TALKED WITH SOMEONE WHO OWNS THE SAME VEHICLE AND HE HAPPENED TO ASK IF I HAD THE SAME EXPERIENCE. UPON RECEIVING THE NOTICE AND RECALLING THAT CONVERSATION I THOUGHT I SHOULD FILE A FORMAL COMPLAINT. IN PARTICULAR AT HIGHWAY SPEEDS, A SLIGHT BUMP IN THE ROAD CAN CAUSE THE VEHICLE TO RATTLE AND SHAKE IN A MANNER THAT MAKES THE VEHICLE UNCONTROLLABLE UNTIL YOU COME TO A VIRTUAL STOP. I HAVE HAD ALMOST A DOZEN OCCURRENCES. MY MECHANIC CHECKED THE VEHICLE AND ALIGNMENT AND STEERING ISSUES, TIE RODS AND BALL JOINT ETC. THEN AFTER IT HAPPENED AGAIN SENT ME TO THE TIRE SHOP. THE TIRE SHOP CHECKED THE TIRES AND SENT ME BACK TO THE MECHANIC. THE MECHANIC CHECKED THE VEHICLE AGAIN, REPLACED SOME WARN PARTS IN THE STEERING COLUMN (I BELIEVE IT WAS A BUSHING SOMEWHERE, BUT CAN CONFIRM IF NEEDED, I HAVE RECORDS SOMEWHERE). THAT DECREASED THE FREQUENCY, BUT I STILL HAVE EXPERIENCED IT TWICE SINCE THEN. IT SEEMS INTERMITTENT, AND FRANKLY ALMOST RANDOM AS I CAN NOT ALWAYS RECREATE THE CONDITIONS THAT CAUSE THE PROBLEM. I CAN TRAVEL ALONG THE SAME ROUTE, SAME SPEED, AND NOT ALWAYS EXPERIENCE THE LOSS OF CONTROL I CALL A DEATH WOBBLE. WHEN IT DOES HAPPEN, AS DESCRIBED IN THE SFA YOU HAVE TO LET OFF THE GAS, APPLY THE BRAKES AND HOLD THE WHEEL STRAIGHT. IT'S A SERIOUS SAFETY ISSUE, AND SCARED THE HELL OUT OF MY FATHER AND DAUGHTER WHEN THEY EXPERIENCED IT WITH ME ON A FREEWAY OVERPASS THAT CURVED AND I HAD TO BRAKE HARD AND COULDN'T STEER.
TAKATA RECALL STEERING LOCK UP AND COMPLETE BRAKE FAILURE WHEN TURNING AND DECELERATING. THREE OCCURRENCES IN LAST 3 MONTHS. LAST 1-10-2017
I WAS ON THE INTERSTATE AND ATTEMPTING TO GET OFF AT AN EXIT WHEN I TOUCHED THE BRAKES THEY GRABBED HARD, THE ABS LIGHT CAME ON, THE ABS WHINE STARTED BUT I DID NOT HAVE MY FOOT ON THE BRAKES. THIS CAUSED STEERING TO BE ALMOST IMPOSSIBLE AND THERE WHERE SIGNIFICANT DOWNGRADES ON BOTH SIDES OF THE ROAD. WHILE USING FORCE TO TURN …
Read full complaint
I WAS ON THE INTERSTATE AND ATTEMPTING TO GET OFF AT AN EXIT WHEN I TOUCHED THE BRAKES THEY GRABBED HARD, THE ABS LIGHT CAME ON, THE ABS WHINE STARTED BUT I DID NOT HAVE MY FOOT ON THE BRAKES. THIS CAUSED STEERING TO BE ALMOST IMPOSSIBLE AND THERE WHERE SIGNIFICANT DOWNGRADES ON BOTH SIDES OF THE ROAD. WHILE USING FORCE TO TURN THE STERRING WHEEL TO THE RIGHT TO KEEP FROM GOIN OVER THE EMBANKMENT THYE BRAKES RELEASED WHICH CAUSE ME TO ALMOST GO OVER THE EMBANCKMENT ON THE RIGHT. THE BRAKES KEEP GRABBING AND RELEASING UNTIL I WAS ABLE TO PULL OFF THE ROADWAY. THE VEHICLE WAS TOWED TO T HE DEALERSHIP AND I AM WAITING TO HEAR FROM THEM. THIS COULD HAVE CAUSED SERIOUS INJURY OR DEATH HAD THE TRUCK GONE OVER THE EMBANKMENT ON EITHER SIDE. I'M USED TO DRIVING AND STAY PRETTY ALERT BUT THERE ARE THOSE THAT THIS WOULD HAVE MADE THEM FREEZE UP AND IT WOULD HAVE ENDED IN TRAGEDY!
TL* THE CONTACT OWNS A 2008 FORD F-250. WHILE DRIVING APPROXIMATELY 65 MPH, THE BRAKE PEDAL WAS DEPRESSED AND FAILED TO RESPOND. THE FAILURE RECURRED TWICE. THE VEHICLE WAS TAKEN TO AN INDEPENDENT MECHANIC, WHO REPLACED THE FRONT AND REAR ROTORS, THE CALIPERS AND THE FRONT AND REAR BRAKES. THE VEHICLE WAS REPAIRED. THE MANUFACTU…
Read full complaint
TL* THE CONTACT OWNS A 2008 FORD F-250. WHILE DRIVING APPROXIMATELY 65 MPH, THE BRAKE PEDAL WAS DEPRESSED AND FAILED TO RESPOND. THE FAILURE RECURRED TWICE. THE VEHICLE WAS TAKEN TO AN INDEPENDENT MECHANIC, WHO REPLACED THE FRONT AND REAR ROTORS, THE CALIPERS AND THE FRONT AND REAR BRAKES. THE VEHICLE WAS REPAIRED. THE MANUFACTURER WAS NOTIFIED OF THE FAILURE. THE APPROXIMATE FAILURE MILEAGE WAS 42,000.
SLOWING DOWN EXITING TO THE LEFT OFF HI-WAY AFTER ABOUT A HALF AN HOUR AT 70MPH. BRAKE PEDAL FELT LIKE IT KICKED BACK, BOTH BRAKES AND STEERING LOCKED UP, SLID UNTO SHOULDER, THEN EVERYTHING RELEASED LIKE NORMAL. BROUGHT TO DEALER, THEY REPLACED HYRO-BOOSTER SYSTEM AND FLUIDS. ISSUE SEEMED CORRECTED, EXITING RIGHT ON HWY NO I…
Read full complaint
SLOWING DOWN EXITING TO THE LEFT OFF HI-WAY AFTER ABOUT A HALF AN HOUR AT 70MPH. BRAKE PEDAL FELT LIKE IT KICKED BACK, BOTH BRAKES AND STEERING LOCKED UP, SLID UNTO SHOULDER, THEN EVERYTHING RELEASED LIKE NORMAL. BROUGHT TO DEALER, THEY REPLACED HYRO-BOOSTER SYSTEM AND FLUIDS. ISSUE SEEMED CORRECTED, EXITING RIGHT ON HWY NO ISSUE, HOWEVER EVERYTHING LOCKED UP AGAIN FIRST TIME EXITING LEFT. AFTER 10 DAYS RESEARCHING ISSUE, DEALER ASSURED REPLACING DAMPER ASSEMBLY(?) AND ALL FOUR TIRES WOULD RESOLVE. ISSUE HAPPENED AGAIN SAME DAY AS PICKUP. BEING TOWED BACK TO DEALER FOR THIRD ATTEMPT TO CORRECT. *TR
WHEN EXITING THE HIGHWAY I LOST THE POWER STEERING AND BRAKES. THIS HAPPENED MULTIPLE TIMES OVER THE COURSE OF SEVERAL WEEKS. THE VEHICLE WOULD ALSO LOSE STEERING PULLING INTO PARKING SPACES AND UNDER NORMAL DRIVING CONDITIONS. THE BRAKES FADE SIGNIFICANTLY UNDER HEAVY USE AND WHILE TOWING. THE STEERING PUMP WAS REPLACED AND THE…
Read full complaint
WHEN EXITING THE HIGHWAY I LOST THE POWER STEERING AND BRAKES. THIS HAPPENED MULTIPLE TIMES OVER THE COURSE OF SEVERAL WEEKS. THE VEHICLE WOULD ALSO LOSE STEERING PULLING INTO PARKING SPACES AND UNDER NORMAL DRIVING CONDITIONS. THE BRAKES FADE SIGNIFICANTLY UNDER HEAVY USE AND WHILE TOWING. THE STEERING PUMP WAS REPLACED AND THE PROBLEM STILL HAS NOT GONE AWAY. *TR
Official recalls
508V191000 · Fuel System, Gasoline:delivery
Apr 25, 2008
FORD IS RECALLING 64,754 MY 2008 F-250 AND F-350 SINGLE REAR WHEEL, 4X4, 156 INCH WHEEL BASE PICK UP TRUCKS EQUIPPED WITH A TWO PIECE DRIVE SHAFT FOR FAILING TO CONFORM TO THE FUEL SPILLAGE REQUIREMENTS OF FEDERAL MOTOR VEHICLE SAFETY STANDARD NO. 301, "FUEL SYSTEM INTEGRITY." DURING A 30 MPH FRONTAL IMPACT INTO A RIGID BARRIER, THE FUEL TANK CAN MOVE FORWARD AND CONTACT A FRAME CROSS MEMBER, POTENTIALLY CAUSING DAMAGE TO THE FUEL DELIVERY MODULE WHICH CAN RESULT IN FUEL SPILLAGE.
Consequence & remedy
Consequence: FUEL SPILLAGE, IN THE PRESENCE OF AN IGNITION SOURCE, COULD RESULT IN A FIRE.
Remedy: DEALERS WILL INSTALL A BRACKET ON THE AFFECTED VEHICLES FREE OF CHARGE. THE RECALL BEGAN ON MAY 23, 2008. OWNERS MAY CONTACT FORD AT 1-800-392-3673.
08V096000 · Seats
Feb 28, 2008
FORD IS RECALLING 87,515 MY 2008 F250, F-350, F-450, AND F-550 VEHICLES FOR FAILING TO COMPLY WITH ALL THE REQUIREMENTS OF FEDERAL MOTOR VEHICLE SAFETY STANDARD NO. 207, "SEATING SYSTEMS." SOME 40% SPLIT AND CAPTAIN'S CHAIR DRIVER'S SEATS, EQUIPPED WITH LUMBAR SUPPORTS, MAY HAVE IMPROPER WELDS AT THE JOINT OF THE SEAT BACK PIVOT BRACKET AND THE SEAT BACK FRAME.
Consequence & remedy
Consequence: IN THE EVENT OF A CRASH, THE SEAT SIDE PIVOT BRACKET MAY CRACK OR BREAK, INCREASING THE RISK OF INJURY TO THE SEAT OCCUPANT.
Remedy: DEALERS WILL ADD A REINFORCEMENT TO THE DRIVER'S SEAT BACK FRAME ON THE 40% SPLIT OR CAPTAIN'S CHAIR SEAT EQUIPPED WITH LUMBAR SUPPORT OR, IF NECESSARY, THE SEAT BACK FRAME WILL BE REPLACED. THE RECALL BEGAN ON MARCH 28, 2008. OWNERS MAY CONTACT FORD AT 1-800-392-3673.
07V541000 · Air Bags:frontal:driver Side:inflator Module
Nov 21, 2007
CERTAIN VEHICLES FAIL TO CONFORM TO THE REQUIREMENTS SPECIFIED IN FEDERAL MOTOR VEHICLE SAFETY STANDARD NO. 208, 'OCCUPANT CRASH PROTECTION.' THE DRIVER AIR BAG MODULE MAY NOT HAVE BEEN PROPERLY ASSEMBLED.
Consequence & remedy
Consequence: THIS CONDITION MAY PREVENT THE DRIVER AIR BAG FROM PROPERLY DEPLOYING AND REDUCE OCCUPANT PROTECTION IN THE EVENT OF A CRASH.
Remedy: DEALERS WILL REPLACE YOUR DRIVER AIR BAG MODULE FREE OF CHARGE. THE RECALL BEGAN ON NOVEMBER 20, 2007. OWNERS MAY CONTACT FORD AT 1-800-392-3673.
07V139000 · Power Train:automatic Transmission:control Module (tcm/pcm/tecm)
Mar 26, 2007
ON CERTAIN TRUCKS EQUIPPED WITH A 6.4L DIESEL ENGINE, EXCESSIVE TEMPERATURES IN THE DIESEL PARTICULATE FILTER IN THE EXHAUST SYSTEM MAY RESULT FROM EXCESS HYDROCARBONS IN THE EXHAUST.
Consequence & remedy
Consequence: LACK OF POWER OR ROUGH OPERATION, UNUSUAL NOISES FROM THE ENGINE OR EXHAUST, WHITE SMOKE FROM THE EXHAUST, AND POTENTIALLY A VISIBLE FLAME OUT THE TAILPIPE CAN OCCUR.
Remedy: DEALERS WILL REPROGRAM THE POWER TRAIN CONTROL MODULE. THE RECALL BEGAN ON APRIL 3, 2007. OWNERS MAY CONTACT FORD AT 1-800-392-3673.
07V140000 · Electrical SYSTEM:12V/24V/48V Battery
Mar 26, 2007
ON CERTAIN TRUCKS EQUIPPED WITH A 6.4L DIESEL ENGINE, INSUFFICIENT CLEARANCE OF THE BATTERY POSITIVE (B+) WIRE TO THE RIGHT HAND SPLASH SHIELD BOLT MAY RESULT IN THE BATTERY B+ WIRE CONTACTING THE SPLASH SHIELD BOLT.
Consequence & remedy
Consequence: LONG TERM CONTACT COULD CAUSE WIRE CHAFE, RESULTING IN COPPER WIRE BEING EXPOSED. IF THIS CONDITION OCCURS, THE BATTERY B+ WIRE COULD SHORT TO GROUND INCREASING THE RISK OF A FIRE.
Remedy: DEALERS WILL INSPECT THE BATTERY B+ WIRE LOCATION AND, IF NECESSARY, REPOSITION THE WIRE. THE RECALL BEGAN ON APRIL 3, 2007. OWNERS MAY CONTACT FORD AT 1-800-392-3673.
Model-level recall history does not show whether a particular VIN is affected or has received a repair. Check a VIN with NHTSA ↗
NHTSA investigations
1PE13014 · Alleged Loss Of Steering
Opened May 7, 2013 · Closed Jan 31, 2014
Status: closed (inferred from source dates) · Steering; Steering:gear Box (other Than Rack And Pinion)
The Office of DefectsInvestigation (ODI) opened PE13-014 after identifying five complaints alleging steering gear failure in model year (MY) 2008 Ford F-250 and F-350 Super Duty pick-up trucks and to evaluate the relationship between the design history of the steering gear assembly and the alleged defect.As background, ODI investigated steering gear sector shaft fractures in approximately 1.3 million MY 1999 - 2001 Ford Super Duty pick-up trucks and MY 2000 - 2001 Ford Excursion sport utility vehicles in Engineering Analysis EA01-009.The investigation determined that the sector shaft failures were the result of extraordinary, possibly multiple, impacts and not the result of fatigue.No defect in design, manufacturing or materials was identified in the sector shaft.EA01-009 was closed August 19, 2003 with 169 complaints, resulting in a rate of 12.9 incidents per 100,000 vehicles after approximately one year of service.Ford increased the diameter of the sector shaft from 1.375 inches to 1.625 inches at the start of MY 2005 production, increasing the resistance of the steering gear assembly to torsional overload by approximately 48% and changing the failure mode from sector shaft fracture to cracked or broken sector shaft gear teeth.The redesigned steering gear assembly was used in approximately 1.1 million MY 2005 through 2009 Ford Super Duty pick-up trucks, including the subject vehicles.Figure 1 shows the basic steering system design used in Ford Super Duty trucks investigated in EA01-009 and PE13-014. Figure 2 shows the locations of failures resulting from impact related torsional overloading of the sector shaft for the subject vehicles and the prior generation Ford Super Duty trucks investigated in EA01-009.Figure 3 shows an example of a failed sector shaft investigated in EA01-009 and comparisons of fracture surfaces of sector shafts failing from fatigue loading and from torsional overload.Ford provided field return part analysis of failed steering gears from MY 2005 through 2009 Super Duty trucks found evidence of broken sector shaft gear teeth and piston damage consistent with incidents of single event overload (Figure 4).Laboratory analysis found no evidence of fatigue or material property defects in any of the fractures.Analysis of complaint rates by vehicle build month showed no patterns indicating potential manufacturing quality issues and no difference before and after Ford introduced design changes to the input shaft and sector shaft seals in July 2007 to address potential leak concerns (Figure 5).Analysis of failures by time in service indicates a random failure pattern/distribution, consistent with incidents of impact induced overload (Figure 6). The complaint rate for the subject vehicles after approximately 5 to 6 years, 7.1 incidents per 100,000 vehicles, is lower than the rate observed in EA01-009. Furthermore, similar to the condition investigated in EA01-009, a number of incident records include evidence of impact loads (e.g., curb strikes) and several alleged crashes include incidents in which information suggests that the steering gear failure was most likely a result of crash forces, rather than the cause of the crash.A safety-related defect has not been identified at this time and further use of agency resources does not appear to be warranted.Accordingly, this investigation is closed.The closing of this investigation does not constitute a finding by NHTSA that a safety-related defect does not exist.The agency will monitor this issue and reserves the right to take further action if warranted by the circumstances.The ODI complaints cited above can be reviewed at ww
Additional source detail variants (2)
Steering
The Office of DefectsInvestigation (ODI) opened PE13-014 after identifying five complaints alleging steering gear failure in model year (MY) 2008 Ford F-250 and F-350 Super Duty pick-up trucks and to evaluate the relationship between the design history of the steering gear assembly and the alleged defect.As background, ODI investigated steering gear sector shaft fractures in approximately 1.3 million MY 1999 - 2001 Ford Super Duty pick-up trucks and MY 2000 - 2001 Ford Excursion sport utility vehicles in Engineering Analysis EA01-009.The investigation determined that the sector shaft failures were the result of extraordinary, possibly multiple, impacts and not the result of fatigue.No defect in design, manufacturing or materials was identified in the sector shaft.EA01-009 was closed August 19, 2003 with 169 complaints, resulting in a rate of 12.9 incidents per 100,000 vehicles after approximately one year of service.Ford increased the diameter of the sector shaft from 1.375 inches to 1.625 inches at the start of MY 2005 production, increasing the resistance of the steering gear assembly to torsional overload by approximately 48% and changing the failure mode from sector shaft fracture to cracked or broken sector shaft gear teeth.The redesigned steering gear assembly was used in approximately 1.1 million MY 2005 through 2009 Ford Super Duty pick-up trucks, including the subject vehicles.Figure 1 shows the basic steering system design used in Ford Super Duty trucks investigated in EA01-009 and PE13-014. Figure 2 shows the locations of failures resulting from impact related torsional overloading of the sector shaft for the subject vehicles and the prior generation Ford Super Duty trucks investigated in EA01-009.Figure 3 shows an example of a failed sector shaft investigated in EA01-009 and comparisons of fracture surfaces of sector shafts failing from fatigue loading and from torsional overload.Ford provided field return part analysis of failed steering gears from MY 2005 through 2009 Super Duty trucks found evidence of broken sector shaft gear teeth and piston damage consistent with incidents of single event overload (Figure 4).Laboratory analysis found no evidence of fatigue or material property defects in any of the fractures.Analysis of complaint rates by vehicle build month showed no patterns indicating potential manufacturing quality issues and no difference before and after Ford introduced design changes to the input shaft and sector shaft seals in July 2007 to address potential leak concerns (Figure 5).Analysis of failures by time in service indicates a random failure pattern/distribution, consistent with incidents of impact induced overload (Figure 6). The complaint rate for the subject vehicles after approximately 5 to 6 years, 7.1 incidents per 100,000 vehicles, is lower than the rate observed in EA01-009. Furthermore, similar to the condition investigated in EA01-009, a number of incident records include evidence of impact loads (e.g., curb strikes) and several alleged crashes include incidents in which information suggests that the steering gear failure was most likely a result of crash forces, rather than the cause of the crash.A safety-related defect has not been identified at this time and further use of agency resources does not appear to be warranted.Accordingly, this investigation is closed.The closing of this investigation does not constitute a finding by NHTSA that a safety-related defect does not exist.The agency will monitor this issue and reserves the right to take further action if warranted by the circumstances.The ODI complaints cited above can be reviewed at ww
Steering:gear Box (other Than Rack And Pinion)
The Office of DefectsInvestigation (ODI) opened PE13-014 after identifying five complaints alleging steering gear failure in model year (MY) 2008 Ford F-250 and F-350 Super Duty pick-up trucks and to evaluate the relationship between the design history of the steering gear assembly and the alleged defect.As background, ODI investigated steering gear sector shaft fractures in approximately 1.3 million MY 1999 - 2001 Ford Super Duty pick-up trucks and MY 2000 - 2001 Ford Excursion sport utility vehicles in Engineering Analysis EA01-009.The investigation determined that the sector shaft failures were the result of extraordinary, possibly multiple, impacts and not the result of fatigue.No defect in design, manufacturing or materials was identified in the sector shaft.EA01-009 was closed August 19, 2003 with 169 complaints, resulting in a rate of 12.9 incidents per 100,000 vehicles after approximately one year of service.Ford increased the diameter of the sector shaft from 1.375 inches to 1.625 inches at the start of MY 2005 production, increasing the resistance of the steering gear assembly to torsional overload by approximately 48% and changing the failure mode from sector shaft fracture to cracked or broken sector shaft gear teeth.The redesigned steering gear assembly was used in approximately 1.1 million MY 2005 through 2009 Ford Super Duty pick-up trucks, including the subject vehicles.Figure 1 shows the basic steering system design used in Ford Super Duty trucks investigated in EA01-009 and PE13-014. Figure 2 shows the locations of failures resulting from impact related torsional overloading of the sector shaft for the subject vehicles and the prior generation Ford Super Duty trucks investigated in EA01-009.Figure 3 shows an example of a failed sector shaft investigated in EA01-009 and comparisons of fracture surfaces of sector shafts failing from fatigue loading and from torsional overload.Ford provided field return part analysis of failed steering gears from MY 2005 through 2009 Super Duty trucks found evidence of broken sector shaft gear teeth and piston damage consistent with incidents of single event overload (Figure 4).Laboratory analysis found no evidence of fatigue or material property defects in any of the fractures.Analysis of complaint rates by vehicle build month showed no patterns indicating potential manufacturing quality issues and no difference before and after Ford introduced design changes to the input shaft and sector shaft seals in July 2007 to address potential leak concerns (Figure 5).Analysis of failures by time in service indicates a random failure pattern/distribution, consistent with incidents of impact induced overload (Figure 6). The complaint rate for the subject vehicles after approximately 5 to 6 years, 7.1 incidents per 100,000 vehicles, is lower than the rate observed in EA01-009. Furthermore, similar to the condition investigated in EA01-009, a number of incident records include evidence of impact loads (e.g., curb strikes) and several alleged crashes include incidents in which information suggests that the steering gear failure was most likely a result of crash forces, rather than the cause of the crash.A safety-related defect has not been identified at this time and further use of agency resources does not appear to be warranted.Accordingly, this investigation is closed.The closing of this investigation does not constitute a finding by NHTSA that a safety-related defect does not exist.The agency will monitor this issue and reserves the right to take further action if warranted by the circumstances.The ODI complaints cited above can be reviewed at ww