TL* THE CONTACT OWNS A 2008 FORD F-250. THE CONTACT STATED THAT THE STEERING WAS SLUGGISH AND, WHILE MAKING A TURN, THE STEERING WHEEL BECAME STUCK IN THE TURN POSITION. AN INDEPENDENT MECHANIC WAS UNABLE TO DIAGNOSE THE CAUSE OF THE FAILURE. THE VEHICLE WAS NOT REPAIRED AND THE MANUFACTURER WAS NOT NOTIFIED. THE FAILURE MILEAGE…
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TL* THE CONTACT OWNS A 2008 FORD F-250. THE CONTACT STATED THAT THE STEERING WAS SLUGGISH AND, WHILE MAKING A TURN, THE STEERING WHEEL BECAME STUCK IN THE TURN POSITION. AN INDEPENDENT MECHANIC WAS UNABLE TO DIAGNOSE THE CAUSE OF THE FAILURE. THE VEHICLE WAS NOT REPAIRED AND THE MANUFACTURER WAS NOT NOTIFIED. THE FAILURE MILEAGE WAS 75,000.
NHTSA ODI #10610495
125,000 miles · Jul 1, 2014
SteeringSuspensionCrash
ON MY DAILY COMMUTE TO WORK I EXPERIENCED WHAT I HAVE LATER RESEARCHED TO FIND OUT IS CALLED THE "DEATH WOBBLE". THE FIRST OCCURRENCE HAPPENED WHILE MAINTAINING A SPEED OF APPROXIMATELY 55 MPH WHICH WAS THE SUGGESTED ROAD SPEED LIMIT, AFTER RIDING OVER A SMALL BUMP IN THE ROAD MY FRONT LEFT END INITIATED INTO A VIOLENT SHAKING S…
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ON MY DAILY COMMUTE TO WORK I EXPERIENCED WHAT I HAVE LATER RESEARCHED TO FIND OUT IS CALLED THE "DEATH WOBBLE". THE FIRST OCCURRENCE HAPPENED WHILE MAINTAINING A SPEED OF APPROXIMATELY 55 MPH WHICH WAS THE SUGGESTED ROAD SPEED LIMIT, AFTER RIDING OVER A SMALL BUMP IN THE ROAD MY FRONT LEFT END INITIATED INTO A VIOLENT SHAKING SENSATION THAT FELT AS THOUGH I HAD JUST BLOWN A TIRE. AFTER REDUCING MY SPEED ABRUPTLY AND NEARLY BEING REAR ENDED THE FRONT END REGAINED ITS CONTROL AND I CONTINUED AND ARRIVED SAFELY TO WORK AFTER REDUCING MY SPEED TO 45 MPH. I LOOKED IN THE WHEEL HUB AND UNDERNEATH BUT DID NOT SEE ANYTHING OUT OF THE ORDINARY FROM PLANE SIGHT. I EXPERIENCED THE VIOLENT SHAKING ON MULTIPLE OCCASIONS, DIFFERENT LOCATIONS AND FOUND MYSELF EXPERIENCING IT MORE AND MORE AT LOWER SPEEDS AND ON SMALLER ROAD BUMPS/POT HOLES. AFTER DAY 2 I SCHEDULED AN APPOINTMENT FOR 6/30/14 WITH FORD SERVICE TO HAVE THE REPAIR & DIAGNOSES. THE NEXT DAY 6/27/14 WE HAD TO EVACUATE OUR JOB SITE IN LOUISIANA DUE TO EXTREME WEATHER CONDITIONS AND POSSIBLE TORNADOS, ON MY COMMUTE HOME, THE SO CALLED DEATH WOBBLE OCCURRED AGAIN AND THIS TIME RESULTED IN LOOSING CONTROL AND CRASHING INTO A SMALL TREE BECAUSE OF THE VIOLENT SHAKING AND NECESSARY BRAKING TO REGAIN CONTROL. I WAS ABLE TO ESCAPE WITH MINOR DAMAGES TO MY FRONT BUMPER. FORD IS HAVING TO REPLACE MY BALL JOINTS, BEARINGS AND TIE BAR THAT WILL COST WELL OVER $600 IN REPAIRS EXCLUDING A NEW FRONT BUMPER THAT I CANNOT AFFORD TO FIX. I'M AFRAID THIS COULD RESULT IN A SERIOUS INJURY/FATALITY IF NOT RECALLED AND FIXED. HAD I GONE INTO INCOMING TRAFFIC IT COULD HAVE BEEN MY LIFE OR THEIRS AND I WOULD THINK FORD WOULD BE FULLY RESPONSIBLE. THERE ARE HUNDREDS OF SIMILAR CASES FROM OLDER MODELS AND EVEN NEWER UP TO 2013, MINE IS A F-250 2008. HTTP://WWW.TOPIX.COM/FORUM/AUTOS/FORD-F-250-SUPER-DUTY/TOHP1M75VBFBFT9IL/P5. *TR
NHTSA ODI #10607347
118,765 miles · May 14, 2014
Steering
THIS PROBLEM OCCURS WHEN THE VEHICLE IS AT A STOP SIGN OR RED LIGHT AND I TURN LEFT OR RIGHT . THAT'S WHEN THE TRUCK DARTS FROM LEFT TO RIGHT. I HAVE A TOUGH TIME KEEPING IT ON THE ROAD. AFTER ABOUT A MILE DOWN THE ROAD IT SEEMS TO GO AWAY. WHEN IT DOES HAPPEN IT IS A VERY DRASTIC LEFT PULL THEN HARD TO THE RIGHT PULL. IT FEELS…
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THIS PROBLEM OCCURS WHEN THE VEHICLE IS AT A STOP SIGN OR RED LIGHT AND I TURN LEFT OR RIGHT . THAT'S WHEN THE TRUCK DARTS FROM LEFT TO RIGHT. I HAVE A TOUGH TIME KEEPING IT ON THE ROAD. AFTER ABOUT A MILE DOWN THE ROAD IT SEEMS TO GO AWAY. WHEN IT DOES HAPPEN IT IS A VERY DRASTIC LEFT PULL THEN HARD TO THE RIGHT PULL. IT FEELS LIKE THE WHEEL HAS TO BE TURNED TO COMPENSATE FOR THIS ACTION, THEN IT TAKES OFF IN THE OTHER DIRECTION. *TR
NHTSA ODI #10588426
44,000 miles · Jan 31, 2014
Steering
TL* THE CONTACT OWNS A 2008 FORD F250. THE CONTACT STATED WHILE DRIVING THE STEERING WHEEL WAS LOOSE AND CAUSED THE VEHICLE TO SWERVE. THE LOCAL MECHANIC INSPECTED THE VEHICLE AND FOUND THE STEERING WHEEL GEAR BOX NEEDED TO BE REPLACED. THE VEHICLE WAS NOT REPAIRED. THE MANUFACTURER WAS NOT NOTIFIED OF THE FAILURE. THE FAILURE …
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TL* THE CONTACT OWNS A 2008 FORD F250. THE CONTACT STATED WHILE DRIVING THE STEERING WHEEL WAS LOOSE AND CAUSED THE VEHICLE TO SWERVE. THE LOCAL MECHANIC INSPECTED THE VEHICLE AND FOUND THE STEERING WHEEL GEAR BOX NEEDED TO BE REPLACED. THE VEHICLE WAS NOT REPAIRED. THE MANUFACTURER WAS NOT NOTIFIED OF THE FAILURE. THE FAILURE MILEAGE WAS 44,000 AND THE CURRENT MILEAGE WAS 45,000.
NHTSA ODI #10562341
97,695 miles · Jan 29, 2014
Service BrakesSteering
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…
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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
NHTSA ODI #10562145
37,000 miles · Jan 12, 2014
Steering
SUPER DUTY DIESEL IS WANDERING LEFT AND RIGHT GOING DOWN HIGHWAY ABOVE 35 MPH. STEERING BOX CREATING LOOSE STEERING RESPONSES. *TR
NHTSA ODI #10559493
195,000 miles · Dec 9, 2013
Steering
TL* THE CONTACT OWNS A 2008 FORD F-250. THE CONTACT STATED THAT WHILE DRIVING APPROXIMATELY 30 MPH, THE STEERING GEAR BOX FAILED WITHOUT WARNING. THE VEHICLE WAS TOWED TO AN INDEPENDENT MECHANIC HOWEVER, HAD NOT BEEN DIAGNOSED OR REPAIRED. THE MANUFACTURER WAS NOT MADE AWARE OF THE FAILURE. THE APPROXIMATE FAILURE MILEAGE WAS 19…
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TL* THE CONTACT OWNS A 2008 FORD F-250. THE CONTACT STATED THAT WHILE DRIVING APPROXIMATELY 30 MPH, THE STEERING GEAR BOX FAILED WITHOUT WARNING. THE VEHICLE WAS TOWED TO AN INDEPENDENT MECHANIC HOWEVER, HAD NOT BEEN DIAGNOSED OR REPAIRED. THE MANUFACTURER WAS NOT MADE AWARE OF THE FAILURE. THE APPROXIMATE FAILURE MILEAGE WAS 195,000.
NHTSA ODI #10555364
113,000 miles · Nov 18, 2013
SteeringCrash
TL* THE CONTACT OWNS A 2008 FORD F-250. THE CONTACT STATED THAT WHILE DRIVING APPROXIMATELY 55 MPH, THE CONTACT LOST CONTROL OF THE STEERING. THE VEHICLE TRAVELED OFF-ROAD, OVER A DITCH AND INTO AN OPEN PASTURE BEFORE CRASHING INTO A ROW OF TREES. THE DRIVER'S SIDE MIRROR WAS TORN OFF THE PANEL AND ENTERED THE DRIVER'S SIDE WIND…
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TL* THE CONTACT OWNS A 2008 FORD F-250. THE CONTACT STATED THAT WHILE DRIVING APPROXIMATELY 55 MPH, THE CONTACT LOST CONTROL OF THE STEERING. THE VEHICLE TRAVELED OFF-ROAD, OVER A DITCH AND INTO AN OPEN PASTURE BEFORE CRASHING INTO A ROW OF TREES. THE DRIVER'S SIDE MIRROR WAS TORN OFF THE PANEL AND ENTERED THE DRIVER'S SIDE WINDOW. THE CONTACT DID NOT SUSTAIN ANY INJURIES. A POLICE REPORT WAS FILED OF THE INCIDENT. THE CONTACT HAD THE VEHICLE TOWED TO HIS RESIDENCE AND WAS NEITHER DIAGNOSED NOR REPAIRED. THE MANUFACTURER WAS NOT MADE AWARE OF THE FAILURE. THE APPROXIMATE FAILURE MILEAGE WAS 113,000. THE VIN WAS NOT AVAILABLE.
NHTSA ODI #10552685
45,000 miles · Oct 18, 2013
Steering
MY DEALERSHIP IDENTIFIED DURING ROUTINE SERVICING THAT THE STEERING GEAR BOX ON MY 2008 FORD F250 DIESEL TRUCK IS FAULTY AND NEEDS REPLACING. THE STEERING WHEEL DOES NOT RETURN EASILY COMING OUT OF A TURN. THEY RECOMMEND THE STEERING GEAR BOX BE REPLACED WITH OFFICIAL FORD PARTS BUT THEN STATED IT COULD TAKE UP TO 120 DAYS TO GE…
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MY DEALERSHIP IDENTIFIED DURING ROUTINE SERVICING THAT THE STEERING GEAR BOX ON MY 2008 FORD F250 DIESEL TRUCK IS FAULTY AND NEEDS REPLACING. THE STEERING WHEEL DOES NOT RETURN EASILY COMING OUT OF A TURN. THEY RECOMMEND THE STEERING GEAR BOX BE REPLACED WITH OFFICIAL FORD PARTS BUT THEN STATED IT COULD TAKE UP TO 120 DAYS TO GET THE PART. IT WAS RECOMMENDED I DON'T DRIVE THE TRUCK IN THE MEANTIME. I UNDERSTAND AN INVESTIGATION HAS BEEN STARTED ON THIS PROBLEM AS PEOPLE HAVE REPORTED COMPLETE LOSS OF STEERING. IT IS NOT CONSIDERED A RECALL YET. I AM VERY CONCERNED AND AM NOT DRIVING MY TRUCK BUT CANNOT WAIT LONG FOR A SOLUTION. *TR
NHTSA ODI #10548341
27,600 miles · Aug 30, 2013
Steering
TL* THE CONTACT OWNS A 2008 FORD F-250. THE CONTACT STATED THAT WHILE DRIVING APPROXIMATELY 60 MPH OVER AN UNEVEN ROAD SURFACE, THE STEERING WHEEL BECAME DIFFICULT TO CONTROL AS THE VEHICLE SHOOK ABNORMALLY. THE FAILURE OCCURRED WHEN THE CONTACT WAS DRIVING BETWEEN 55 AND 60 MPH AND REQUIRED EXCESSIVE FORCE IN ORDER TO BRAKE. TH…
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TL* THE CONTACT OWNS A 2008 FORD F-250. THE CONTACT STATED THAT WHILE DRIVING APPROXIMATELY 60 MPH OVER AN UNEVEN ROAD SURFACE, THE STEERING WHEEL BECAME DIFFICULT TO CONTROL AS THE VEHICLE SHOOK ABNORMALLY. THE FAILURE OCCURRED WHEN THE CONTACT WAS DRIVING BETWEEN 55 AND 60 MPH AND REQUIRED EXCESSIVE FORCE IN ORDER TO BRAKE. THE VEHICLE WAS TAKEN TO THE DEALER FOR DIAGNOSIS. THE TECHNICIAN WAS UNABLE TO DIAGNOSE THE FAILURE. THE TIRES WERE REPLACED AND THE STEERING WHEEL WAS ADJUSTED BUT THE FAILURE CONTINUED. THE MANUFACTURER WAS MADE AWARE OF THE FAILURE. THE VEHICLE WAS NOT REPAIRED. THE APPROXIMATE FAILURE MILEAGE WAS 27,600. THE VIN WAS NOT AVAILABLE.
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.
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.
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.
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.
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
1
PE13014 · 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
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