NHTSA owner reports · September 18, 2026 snapshot.
Steering complaints
80 reportsClear category filter55,000 miles · Aug 19, 2013
Steering
TL* THE CONTACT OWNS A 2008 FORD F-250. THE CONTACT STATED THAT WHILE TRAVELING 60 MPH, THE STEERING WHEEL SHOOK VIOLENTLY. THE VEHICLE WAS TAKEN TO THE DEALER WHERE IT WAS FOUND THAT THE STEERING BOX HAD FAILED. THE VEHICLE WAS REPAIRED BUT THE FAILURE RECURRED. THE MANUFACTURER WAS NOT CONTACTED ABOUT THE FAILURE. THE FAILURE …
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TL* THE CONTACT OWNS A 2008 FORD F-250. THE CONTACT STATED THAT WHILE TRAVELING 60 MPH, THE STEERING WHEEL SHOOK VIOLENTLY. THE VEHICLE WAS TAKEN TO THE DEALER WHERE IT WAS FOUND THAT THE STEERING BOX HAD FAILED. THE VEHICLE WAS REPAIRED BUT THE FAILURE RECURRED. THE MANUFACTURER WAS NOT CONTACTED ABOUT THE FAILURE. THE FAILURE MILEAGE WAS 55,000.
NHTSA ODI #10536189
34,409 miles · Jul 29, 2013
Steering
THE STEERING WHEEL GOT STUCK WHEN I TURNED AND NEVER RETURNED BACK ON ITS OWN. THE GEAR BOX HAS BEEN REPLACED TWICE, THIS IS NOW THE THIRD TIME I HAVE TO REPLACE THE GEARBOX, ON TOP OF ALL THE AGGRAVATION AND SAFETY CONCERNS I HAVE THE DEALERSHIP NOW SAYS THEY CANNOT GET THE PART, IT IS ON BACK ORDER BEING BUILT??? AND THAT THEY…
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THE STEERING WHEEL GOT STUCK WHEN I TURNED AND NEVER RETURNED BACK ON ITS OWN. THE GEAR BOX HAS BEEN REPLACED TWICE, THIS IS NOW THE THIRD TIME I HAVE TO REPLACE THE GEARBOX, ON TOP OF ALL THE AGGRAVATION AND SAFETY CONCERNS I HAVE THE DEALERSHIP NOW SAYS THEY CANNOT GET THE PART, IT IS ON BACK ORDER BEING BUILT??? AND THAT THEY MIGHT HAVE TO GIVE ME A NON FORD BUILT GEARBOX???I HAVE BEEN WAITING FOR OVER 1 MONTH WITH NO SUCCESS. THIS TRUCK IS A BUSINESS TRUCK AND I AM SOOO UPSET HOW THIS HAS BEEN HANDLED BY FORD. I AM NOW GOING TO TRY TO FILE THE TRUCK UNDER THE LEMON LAW. WE NEED OUR TRUCK. PLEASE HELP!!!! *TR
NHTSA ODI #10532558
250,000 miles · Jul 1, 2013
Steering
TL* THE CONTACT OWNS A 2008 FORD F-250. THE CONTACT STATED THAT WHILE DRIVING 35 MPH, THE STEERING ASSIST FAILED AND THE CONTACT WAS UNABLE TO STEER THE VEHICLE. THE VEHICLE WAS TOWED TO A DEALER FOR INSPECTION WHERE THEY STATED THAT THE TIE ROD, RACK AND PINION AND THE GEAR BOX NEEDED TO BE REPLACED. THE VEHICLE WAS NOT REPAIRE…
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TL* THE CONTACT OWNS A 2008 FORD F-250. THE CONTACT STATED THAT WHILE DRIVING 35 MPH, THE STEERING ASSIST FAILED AND THE CONTACT WAS UNABLE TO STEER THE VEHICLE. THE VEHICLE WAS TOWED TO A DEALER FOR INSPECTION WHERE THEY STATED THAT THE TIE ROD, RACK AND PINION AND THE GEAR BOX NEEDED TO BE REPLACED. THE VEHICLE WAS NOT REPAIRED. THE MANUFACTURER WAS NOTIFIED OF THE FAILURE. THE FAILURE MILEAGE WAS 250,000. THE VIN WAS UNAVAILABLE.
NHTSA ODI #10522586
41,000 miles · May 30, 2013
Steering
TL* THE CONTACT OWNS A 2008 FORD F250. THE CONTACT STATED THAT WHILE DRIVING 45 MPH, THE STEERING FAILED AND LEAKED OIL FROM THE VEHICLE. THE VEHICLE WAS TAKEN TO THE DEALER FOR DIAGNOSIS WHERE IT WAS ADVISED TO THE CONTACT THAT THE GEAR BOX NEEDED TO BE REPLACED. THE VEHICLE WAS NOT REPAIRED. THE MANUFACTURER WAS NOT NOTIFIED. …
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TL* THE CONTACT OWNS A 2008 FORD F250. THE CONTACT STATED THAT WHILE DRIVING 45 MPH, THE STEERING FAILED AND LEAKED OIL FROM THE VEHICLE. THE VEHICLE WAS TAKEN TO THE DEALER FOR DIAGNOSIS WHERE IT WAS ADVISED TO THE CONTACT THAT THE GEAR BOX NEEDED TO BE REPLACED. THE VEHICLE WAS NOT REPAIRED. THE MANUFACTURER WAS NOT NOTIFIED. THE APPROXIMATE FAILURE MILEAGE WAS 41,000. *TR
NHTSA ODI #10514344
29,000 miles · May 15, 2013
SteeringCrash
TL* THE CONTACT OWNS A 2008 FORD F-250 DIESEL. THE CONTACT STATED THAT WHILE DRIVING 45 MPH, THE STEERING BOX MALFUNCTIONED CAUSING HIM TO LOSE CONTROL OF THE VEHICLE. THE CONTACT HAD TO CRASH INTO A POLE IN ORDER TO BRING THE VEHICLE TO A STOP. NO INJURIES WERE REPORTED. THE VEHICLE WAS TAKEN TO AN INDEPENDENT MECHANIC WHO STAT…
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TL* THE CONTACT OWNS A 2008 FORD F-250 DIESEL. THE CONTACT STATED THAT WHILE DRIVING 45 MPH, THE STEERING BOX MALFUNCTIONED CAUSING HIM TO LOSE CONTROL OF THE VEHICLE. THE CONTACT HAD TO CRASH INTO A POLE IN ORDER TO BRING THE VEHICLE TO A STOP. NO INJURIES WERE REPORTED. THE VEHICLE WAS TAKEN TO AN INDEPENDENT MECHANIC WHO STATED THAT THE STEERING GEAR BOX NEEDED TO BE REPLACED. THE MANUFACTURER WAS MADE AWARE OF THE FAILURE BUT DID NOT OFFER ANY ASSISTANCE. THE VEHICLE WAS REPAIRED. THE FAILURE AND CURRENT MILEAGE WAS 29,000. *TR
NHTSA ODI #10512061
65,000 miles · May 12, 2013
Steering
INTERMITTENT PROBLEM WITH STEERING. SOMETIMES STEERING IS FINE.OTHER TIMES TRUCK WANTS TO PULL LEFT AFTER MAKING A LEFT TURN. SAME CONDITION AFTER RIGHT TURNS. I'VE HAD A COUPLE OF EXPERIENCES WHILE STEERING IS PULLING RIGHT OR LEFT, TRYING TO CORRECT THE TRUCKS JUMPS FROM LANE TO LANE. NO ACCIDENT YET ! VERY SCARY! I LOOKED T…
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INTERMITTENT PROBLEM WITH STEERING. SOMETIMES STEERING IS FINE.OTHER TIMES TRUCK WANTS TO PULL LEFT AFTER MAKING A LEFT TURN. SAME CONDITION AFTER RIGHT TURNS. I'VE HAD A COUPLE OF EXPERIENCES WHILE STEERING IS PULLING RIGHT OR LEFT, TRYING TO CORRECT THE TRUCKS JUMPS FROM LANE TO LANE. NO ACCIDENT YET ! VERY SCARY! I LOOKED THE PROBLEM UP ON THE INTERNET THEY CALL THIS PROBLEM " MEMORY STEER". I ALSO READ THE PROBLEM IS THE STEERING PUMP. THE SPOOLS IN THE PUMP THAT SHUTTLES POWER STEERING FLUID TO RIGHT OR LEFT TURNS ARE STICKING. I STRONGLY SUGGEST A RECALL BEFORE A FATAL ACCIDENT HAPPENS. *TR
NHTSA ODI #10511557
34,000 miles · Mar 26, 2013
SteeringSuspension
BEGAN IN 2010...DEATH WOBBLE....HITTING A BUMP,,STEERING WHEEL SHAKES VIOLENTLY.....LOSS OF CONFIDENCE IN THE ABILITY OF THE VEHICLE TO PROVIDE SAFE TRANSPORTATION.....DEALERSHIP VISIT WAS NOT HELPFUL...SAID IT WAS TIRE PRESSURE...ADDED A DIFFERENT TRAC BAR IN 2012...HELPED SOME BUT TIL PRODUCES THE WOBBLE AT LOWER SPEEDS. *TR
NHTSA ODI #10504525
59,000 miles · Jan 22, 2013
SteeringSuspension
2008 F250 6,4 POWERSTROKE 4X4 DRIVE ABOVE 55 AND HIT ROLLING BUMP AND THE FRONT END STARTS SHAKING VIOLENTLY STEERING WHEEL ALSO SHAKES. I HAVE HAD EVERYTHING INSPECTED AND EVERYTHING IS TIGHT AS A VEHICLE WITH ONLY 59,000 MILE SHOULD BE. THE MORE I DRIVE IT THE WORSE IT GETS ITS STARTING TO JUST SHAKE RANDOMLY WITHOUT HITTING A…
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2008 F250 6,4 POWERSTROKE 4X4 DRIVE ABOVE 55 AND HIT ROLLING BUMP AND THE FRONT END STARTS SHAKING VIOLENTLY STEERING WHEEL ALSO SHAKES. I HAVE HAD EVERYTHING INSPECTED AND EVERYTHING IS TIGHT AS A VEHICLE WITH ONLY 59,000 MILE SHOULD BE. THE MORE I DRIVE IT THE WORSE IT GETS ITS STARTING TO JUST SHAKE RANDOMLY WITHOUT HITTING A BUMP. *TR
NHTSA ODI #10493785
45,000 miles · Dec 11, 2012
Steering
TL* THE CONTACT OWNS A 2008 FORD F-250 SUPER DUTY. THE CONTACT STATED THAT WHEN DRIVING OVER A ROAD BUMP AND TRAVELING 45-65 MPH, THE FRONT END OF THE VEHICLE WOULD WOBBLE UNCONTROLLABLY. THE CONTACT HAD TO REDUCE SPEED IN ORDER TO BRING THE VEHICLE UNDER CONTROL. THE FAILURE WAS EXPERIENCED SEVERAL TIMES. THE VEHICLE WAS NOT T…
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TL* THE CONTACT OWNS A 2008 FORD F-250 SUPER DUTY. THE CONTACT STATED THAT WHEN DRIVING OVER A ROAD BUMP AND TRAVELING 45-65 MPH, THE FRONT END OF THE VEHICLE WOULD WOBBLE UNCONTROLLABLY. THE CONTACT HAD TO REDUCE SPEED IN ORDER TO BRING THE VEHICLE UNDER CONTROL. THE FAILURE WAS EXPERIENCED SEVERAL TIMES. THE VEHICLE WAS NOT TAKEN TO THE DEALER TO HAVE A DIAGNOSTIC PERFORMED. THE VEHICLE WAS NOT REPAIRED. THE FAILURE MILEAGE WAS 45,000 AND THE CURRENT MILEAGE WAS 50,000.
NHTSA ODI #10488010
105,000 miles · Oct 20, 2012
Service BrakesSteering
DRIVING 65MPH AND CHANGING LANES POWER STEERING WAS LOST AS WELL AS POWER BRAKING. AFTER FIGHTING THE WHEEL HARD TO STRAIGHTEN OUT AND BRAKING HARD I FINALLY EASED OVER TO A STOP. WHEN STOPPED DISCOVERED THE SERPENTINE BELT HAD BROKEN, SECOND ISSUE IN 20K MILES WITH SAID BELT. BELT AND TENSIONER WERE REPLACED 1.5 YEARS AND 20…
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DRIVING 65MPH AND CHANGING LANES POWER STEERING WAS LOST AS WELL AS POWER BRAKING. AFTER FIGHTING THE WHEEL HARD TO STRAIGHTEN OUT AND BRAKING HARD I FINALLY EASED OVER TO A STOP. WHEN STOPPED DISCOVERED THE SERPENTINE BELT HAD BROKEN, SECOND ISSUE IN 20K MILES WITH SAID BELT. BELT AND TENSIONER WERE REPLACED 1.5 YEARS AND 20K MILES PRIOR. TENSIONERS DESTROYING BELTS ARE A KNOWN FAULT WITH 6.4L ENGINES. I AM NOT A SMALL GUY AND I FEEL MANY WOULD NOT HAVE BEEN ABLE TO GET THE TRUCK UNDER CONTROL WITH NO POWER STEERING OR BRAKES. LUCKILY I WAS NOT TOWING AT THE TIME OR I WOULDN'T HAVE HAD CONTROL. *TR
NHTSA ODI #10481263
Official recalls
5Apr 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.
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.
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.
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.
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
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