IllustrationTHE DEATH WOBBLE. THE FRONT END STARTS SHAKING REALLY BAD HIT A BUMP IN ROAD GOING ABOVE 50 MPH AND WILL NOT STOP UNLESS I SLOW DOWN TO ALMOST A STOP. *TR
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
Suspension complaints
35 reportsWHILE DRIVING AT HIGHWAY SPEEDS IF I HIT A BUMP THE WHOLE TRUCK SHAKES VIOLENTLY TO THE POINT OF LOSING CONTROL OF THE VEHICLE. I NEED TO BRAKE HEAVILY TO STOP THE SHAKING. I'VE READ UP ON IT AND IT HAS BEEN DUBBED THE 'DEATH WOBBLE' AND APPARENTLY IS A HUGE PROBLEM. IT IS NOT SAFE TO DRIVE THE TRUCK, SO I AM KEEPING IT OFF THE …
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WHILE DRIVING AT HIGHWAY SPEEDS IF I HIT A BUMP THE WHOLE TRUCK SHAKES VIOLENTLY TO THE POINT OF LOSING CONTROL OF THE VEHICLE. I NEED TO BRAKE HEAVILY TO STOP THE SHAKING. I'VE READ UP ON IT AND IT HAS BEEN DUBBED THE 'DEATH WOBBLE' AND APPARENTLY IS A HUGE PROBLEM. IT IS NOT SAFE TO DRIVE THE TRUCK, SO I AM KEEPING IT OFF THE ROAD FOR THE SAFETY OF ME AND THOSE AROUND ME. THANK YOU. *TR
FORD DEATH WOBBLE. TOWING A 5TH WHEEL CAMPER AT 65 MPH. HIT A BUMP ON PA TURNPIKE. THE FRONT END SHOOK VIOLENTLY. ALMOST LOST CONTROL. MADE A PANIC SLOW DOWN TO 25 MPH TO REGAIN CONTROL.
AT 65MPH+- ON THE HIGHWAY, THE TRUCK CAN BECOME DIFFICULT TO CONTROL / STEER STRAIGHT.AND MAINTAIN POSITION IN LANE. HAVE SPENT $6,000.00 +- WITH FORD DEALERSHIP AND ALSO AN INDEPENDENT MECHANIC BUT THEY ARE NOT ABLE TO CORRECT THE PROBLEM. FORD REPLACED THE STEERING BOX TWICE, NEW SHOCKS, NEW TIRES, NEW TIE ROD ENDS, ALIGNMENT,…
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AT 65MPH+- ON THE HIGHWAY, THE TRUCK CAN BECOME DIFFICULT TO CONTROL / STEER STRAIGHT.AND MAINTAIN POSITION IN LANE. HAVE SPENT $6,000.00 +- WITH FORD DEALERSHIP AND ALSO AN INDEPENDENT MECHANIC BUT THEY ARE NOT ABLE TO CORRECT THE PROBLEM. FORD REPLACED THE STEERING BOX TWICE, NEW SHOCKS, NEW TIRES, NEW TIE ROD ENDS, ALIGNMENT, TIRE BALANCING AND OTHER NEW PARTS ASSOCIATED WITH THE SUSPENSION AND STEERING...AND THE PROBLEM STILL PERSISTS. I HAVE BEEN THE SOLE OWNER OF THIS TRUCK AND BOUGHT NEW IN 2009.
HAVE A VERY BAD DEATH WOBBLE. SPEND HUNDREDS OF DOLLARS TO FIX AND STILL HERE.
WHEN TRAVELING MORE THAN 40MPH AND A WHEEL HITS A GROOVE OR BUMP IN THE ROAD, THE ENTIRE TRUCK SHAKES VIOLENTLY AND IS HARD TO CONTROL, FORCING THE DRIVER TO QUICKLY DECELERATE TO REGAIN CONTROL OF THE TRUCK. IT FEELS AS IF THE TIRES ARE BOUNCING UNCONTROLLABLY. THIS HAS BEEN HAPPENING SINCE WE PURCHASED THE VEHICLE NEW IN 200…
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WHEN TRAVELING MORE THAN 40MPH AND A WHEEL HITS A GROOVE OR BUMP IN THE ROAD, THE ENTIRE TRUCK SHAKES VIOLENTLY AND IS HARD TO CONTROL, FORCING THE DRIVER TO QUICKLY DECELERATE TO REGAIN CONTROL OF THE TRUCK. IT FEELS AS IF THE TIRES ARE BOUNCING UNCONTROLLABLY. THIS HAS BEEN HAPPENING SINCE WE PURCHASED THE VEHICLE NEW IN 2009. ALSO WHEN DRIVING OVER RAILROAD TRACKS OR VERY BUMPY ROADS, THE BRAKE PEDAL, WHEN DEPRESSED, GOES ALL THE WAY TO THE FLOOR. AFTER PUMPING THE BRAKES, NORMAL BRAKING RETURNS, BUT THE INITIAL BRAKE FAILURE IS VERY FRIGHTENING AS IS THE UNCONTROLLABLE SHAKING WHEN HITTING A BUMP AT HIGHWAY SPEEDS.
TL* THE CONTACT OWNS A 2008 FORD F-250. WHILE DRIVING 40 MPH, THE VEHICLE SHOOK. THE VEHICLE WAS TAKEN TO AN INDEPENDENT MECHANIC, BUT WAS NOT DIAGNOSED OR REPAIRED. THE MECHANIC STATED THAT THE VEHICLE EXHIBITED THE SAME SYMPTOMS AS LISTED IN NHTSA CAMPAIGN NUMBER: 08E026000 (EQUIPMENT). THE MANUFACTURER WAS NOTIFIED AND TRANSF…
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TL* THE CONTACT OWNS A 2008 FORD F-250. WHILE DRIVING 40 MPH, THE VEHICLE SHOOK. THE VEHICLE WAS TAKEN TO AN INDEPENDENT MECHANIC, BUT WAS NOT DIAGNOSED OR REPAIRED. THE MECHANIC STATED THAT THE VEHICLE EXHIBITED THE SAME SYMPTOMS AS LISTED IN NHTSA CAMPAIGN NUMBER: 08E026000 (EQUIPMENT). THE MANUFACTURER WAS NOTIFIED AND TRANSFERRED THE CONTACT TO NHTSA. THE DEALER WAS NOT CONTACTED. THE FAILURE MILEAGE WAS APPROXIMATELY 186,000.
TL* THE CONTACT OWNS A 2008 FORD F-250. WHILE DRIVING VARIOUS SPEEDS AND WHEN DRIVING OVER BUMPS IN THE ROAD, THE FRONT END OF THE VEHICLE SUDDENLY BECAME EXTREMELY UNSTABLE, SHOOK, AND VIBRATED. THE VEHICLE WAS TAKEN TO AN INDEPENDENT MECHANIC WHO WAS UNABLE TO DETERMINE THE CAUSE OF THE FAILURE. THE MANUFACTURER AND LOCAL DEAL…
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TL* THE CONTACT OWNS A 2008 FORD F-250. WHILE DRIVING VARIOUS SPEEDS AND WHEN DRIVING OVER BUMPS IN THE ROAD, THE FRONT END OF THE VEHICLE SUDDENLY BECAME EXTREMELY UNSTABLE, SHOOK, AND VIBRATED. THE VEHICLE WAS TAKEN TO AN INDEPENDENT MECHANIC WHO WAS UNABLE TO DETERMINE THE CAUSE OF THE FAILURE. THE MANUFACTURER AND LOCAL DEALER WERE NOT NOTIFIED OF THE FAILURE. THE FAILURE MILEAGE WAS 13.
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 …
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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.
SINCE OWNING MY F250, IT HAS RANDOMLY EXPERIENCED A SEVERE VIBRATION "DEATH WOBBLE" AFTER HITTING BUMPS AT HIGHWAY SPEED. SO BAD, THAT I INSTALLED A STEERING STABILIZER TO HELP MITIGATE THE ISSUE (FORD DIDN'T SEEM TO HAVE A BETTER FIX). I ALWAYS KEEP MY LOAD "E "RATED TIRES INFLATED PER RECOMMENDED PRESSURES YET THE PROBLEM PER…
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SINCE OWNING MY F250, IT HAS RANDOMLY EXPERIENCED A SEVERE VIBRATION "DEATH WOBBLE" AFTER HITTING BUMPS AT HIGHWAY SPEED. SO BAD, THAT I INSTALLED A STEERING STABILIZER TO HELP MITIGATE THE ISSUE (FORD DIDN'T SEEM TO HAVE A BETTER FIX). I ALWAYS KEEP MY LOAD "E "RATED TIRES INFLATED PER RECOMMENDED PRESSURES YET THE PROBLEM PERSISTED. ON SEVERAL OCCASIONS I THOUGHT THAT I WAS GOING TO LOSE CONTROL OF THE VEHICLE WHEN THE VIBRATIONS HAPPENED. FORD HAS YET TO ADDRESS THIS ISSUE OTHER THAN TO SAY SLOW DOWN WHEN THE SEVERE VIBRATION OCCURS. FOR NEARLY 10 YEARS THIS HAS BEEN AN ACCIDENT WAITING TO HAPPEN FOR MANY F250 OWNERS AND FORD'S ANSWER IS WHEN IT HAPPENS ," SLOW DOWN"? THIS IS NOT AN ISOLATED OCCURRENCE UNIQUE TO MY VEHICLE; THERE ARE LITERALLY THOUSANDS WHO HAVE EXPERIENCED THE ABOVE ISSUE. NUMEROUS POST, BLOGS AND VIDEOS ARE AVAILABLE ON LINE, YET FORD CONTINUES TO BLAME THE OCCURRENCE ON LOW TIRE PRESSURE AND PASS THE RESPONSIBILITY FOR CONTROLLING A VERY HAZARDOUS "DEATH WOBBLE" TO THE VEHICLE OWNERS. THIS IS AN ISSUE THEY HAVE KNOWN ABOUT FOR MANY YEARS, YET HAVE FAILED TO TAKE RESPONSIBILITY AND CORRECT THE HIGHLY DANGEROUS CONDITION FORD CREATED. ANY DATA ON HOW MANY ACCIDENTS CAN BE ATTRIBUTED TO THEIR POOR ENGINEERING/DESIGN ELEMENTS THAT OBVIOUSLY CONTRIBUTE TO THE UNSAFE HANDLING OF THEIR 7000 LB PLUSS TRUCKS?
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