NHTSA owner reports · September 18, 2026 snapshot.
What owners actually said
195 reports245,000 miles · Feb 15, 2018
Service BrakesSteeringSuspension
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.
NHTSA ODI #11073058
65,000 miles · Feb 7, 2018
Steering
HAVE BEEN EXPERIENCING THE INFAMOUS "SUPER DUTY DEATH SHAKE" FOR SEVERAL YEARS NOW ....HAVE HAD DEALER INSPECT THE VEHICLE NUMEROUS TIMES TO NO AVAIL ....ALWAYS TOLD IT IS DUE TO TIRE PRESSURE OR WORN TIRES....I CHECK PRESSURES REGULARLY AND NEVER HAVE TO ADD MORE THAN A # OR TWO.....NEW TIRES MASK THE PROBLEM BUT IT IS STILL TH…
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HAVE BEEN EXPERIENCING THE INFAMOUS "SUPER DUTY DEATH SHAKE" FOR SEVERAL YEARS NOW ....HAVE HAD DEALER INSPECT THE VEHICLE NUMEROUS TIMES TO NO AVAIL ....ALWAYS TOLD IT IS DUE TO TIRE PRESSURE OR WORN TIRES....I CHECK PRESSURES REGULARLY AND NEVER HAVE TO ADD MORE THAN A # OR TWO.....NEW TIRES MASK THE PROBLEM BUT IT IS STILL THERE......SEVERAL ENCOUNTERS HAVE NEARLY CAUSED ACCIDENTS....USUALLY HAPPENS AT HIGHWAY SPEED BUT OCCASIONALLY AT SPEEDS AS LOW AS 35 MPH.....VIOLENT OSCILLATION AT TIMES HAVE BEEN VERY DANGEROUS SITUATIONS ....THIS PROBLEM NEEDS TO BE RECTIFIED .....RECEIVED A "RECALL NOTICE RELATED TO THIS ISSUE ON 2/6/2018 ....WAS TOLD BY FORD ON 2/7/2018 THAT THEY HAVE NO PLANS TO FIX THIS DANGEROUS ISSUE
NHTSA ODI #11067423
54,000 miles · Feb 6, 2018
SteeringSuspension
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?
NHTSA ODI #11067314
170,000 miles · Feb 3, 2018
Suspension
THIS VEHICLE HAS NO AFTERMARKET ALTERATIONS AND THE FRONT END PARTS ARE IN SATISFACTORY CONDITION BUT AT CERTAIN SPEEDS WHEN HITTING A BUMP THE VEHICLE SHAKES UNCONTROLLABLY AS IF IT IS GOING TO EXPLODE! IT ONLY HAPPENS ON THE HIGHWAY.
NHTSA ODI #11066823
Mileage unknown · Jan 11, 2018
Air BagsSeat BeltsCrashInjury
TL* THE CONTACT OWNED A 2008 FORD F-250. WHILE DRIVING AT AN UNKNOWN SPEED, THE VEHICLE SLID OFF THE ROAD DUE TO INCLEMENT WEATHER. THE CONTACT MENTIONED THAT THE SEAT BELT UNLATCHED INDEPENDENTLY. THE AIR BAGS DID NOT DEPLOY. A POLICE REPORT WAS FILED. THE DRIVER SUSTAINED A BROKEN NECK, BROKEN SPINAL CORD, DISLOCATED JAW, DISL…
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TL* THE CONTACT OWNED A 2008 FORD F-250. WHILE DRIVING AT AN UNKNOWN SPEED, THE VEHICLE SLID OFF THE ROAD DUE TO INCLEMENT WEATHER. THE CONTACT MENTIONED THAT THE SEAT BELT UNLATCHED INDEPENDENTLY. THE AIR BAGS DID NOT DEPLOY. A POLICE REPORT WAS FILED. THE DRIVER SUSTAINED A BROKEN NECK, BROKEN SPINAL CORD, DISLOCATED JAW, DISLOCATED SHOULDER, AND SPRAINED RIBS. MEDICAL ATTENTION WAS NOT REQUIRED. THE VEHICLE WAS DESTROYED AND TOWED. THE DEALER AND MANUFACTURER WERE NOT NOTIFIED OF THE FAILURE. THE FAILURE MILEAGE WAS UNKNOWN.
NHTSA ODI #11062104
70,000 miles · Oct 29, 2017
Structure
THE BED RAILS THAT ATTACH THE BED TO THE FRAME ARE ROTTEN AND ARE DETACHED FROM EACH OTHER . THE BED FRAME MOUNTS ARE RUSTING OFF FROM THE BED ITSELF . NO OTHER RUSTING ON THE TRUCK EXCEPT FOR ONE SPOT ON THE OUTER PASSENGER SIDE BED WHEEL WELL.
NHTSA ODI #11040874
143,000 miles · Jul 22, 2017
Steering
STEERING GETS STIFF AND VEHICLE WANDERS FROM SIDE TO SIDE, REQUIRING A FORCEFUL TUG IN THE OPPOSITE DIRECTION TO CORRECT STEERING. WHEN ATTEMPTING TO DRIVE IN A STRAIGHT LINE, IT FEELS LIKE A BOAT CHINE WALKING, EXCEPT IS MUCH HARDER TO CORRECT. THIS HAS HAPPENED AT ALL SPEEDS AND ON ALL ROAD SURFACES. BEGAN IN THE LAST 250 M…
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STEERING GETS STIFF AND VEHICLE WANDERS FROM SIDE TO SIDE, REQUIRING A FORCEFUL TUG IN THE OPPOSITE DIRECTION TO CORRECT STEERING. WHEN ATTEMPTING TO DRIVE IN A STRAIGHT LINE, IT FEELS LIKE A BOAT CHINE WALKING, EXCEPT IS MUCH HARDER TO CORRECT. THIS HAS HAPPENED AT ALL SPEEDS AND ON ALL ROAD SURFACES. BEGAN IN THE LAST 250 MILES WITH ABOUT 143,000 MILES ON VEHICLE.
NHTSA ODI #11010053
264,000 miles · Jun 30, 2017
Steering
STEERING WHEEL LOCKED UP GETTING OFF EXIT WHEN APPLYING BRAKES, THIS HAS HAPPENED 4 TIMES.
NHTSA ODI #11002442
47,000 miles · Jun 17, 2017
Steering
WHILE DRIVING ON THE HIGHWAY AT ABOUT 50 MPH, TRUCK SEEMED TO WANT TO WANDER DUE TO EXCESSIVE PLAY IN THE STEERING BOX. STEERING WHEEL WOULD TURN ABOUT 1/4 TO 1/2 WAY BEFORE IT WOULD REACT. I TOOK IT TO MY LOCAL MECHANIC AND HE TOLD ME IT COULD POSSIBLY BE ADJUSTED. HE CHECKED ALL THE LINKAGE AND STEERING BOX BOLTS FOR LOOSENESS…
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WHILE DRIVING ON THE HIGHWAY AT ABOUT 50 MPH, TRUCK SEEMED TO WANT TO WANDER DUE TO EXCESSIVE PLAY IN THE STEERING BOX. STEERING WHEEL WOULD TURN ABOUT 1/4 TO 1/2 WAY BEFORE IT WOULD REACT. I TOOK IT TO MY LOCAL MECHANIC AND HE TOLD ME IT COULD POSSIBLY BE ADJUSTED. HE CHECKED ALL THE LINKAGE AND STEERING BOX BOLTS FOR LOOSENESS. HE TRIED TO ADJUST THE BOX BUT THERE WAS A FLAT SPOT ON THE STEERING GEAR THAT HAD WORN AND COULD NOT ADJUST BECAUSE IT WOULD CAUSE THE STEERING TO BIND UP AND NOT RETURN CORRECTLY. HE TOLD ME THIS WAS VERY UNUSUAL FOR A STEERING BOX TO BE WORN OUT WITH ONLY 47,000 MILE ON THE TRUCK AND THAT IT SHOULD BE REPLACED BECAUSE IT WOULD BE VERY UNSAFE TO DRIVE. AFTER RETURNING IT TO ME I DROVE IT FOR A FEW DAYS AND DECIDED IT WAS BEST TO HAVE THE STEERING BOX REPLACED. MY COST WAS OVER $700. I FEEL THIS IS REALLY A VERY UNSAFE SITUATION FOR DRIVERS TO BE IN AND HAVE NO ALTERNATIVE BUT TO HAVE IT REPAIRED. I HOPE FORD REALIZES THAT I AM NOT THE ONLY ONE THAT HAS EXPERIENCED THIS PROBLEM AND CARES ENOUGH ABOUT THERE CUSTOMERS TO FIX THIS PROBLEM BEFORE IT KILLS SOMEONE. I HAVE OWNED MANY VEHICLES IN MY LIFE AND NEVER EXPERIENCED A PROBLEM LIKE THIS WITH SUCH LOW MILAGE.
NHTSA ODI #10995700
47,000 miles · May 26, 2017
Steering
STEERING BOX WORN OUT AFTER 47000 MILES. EXCESSIVE PLAY THAT CANNOT BE ADJUSTED OUT BY ANY ASE CERTIFIED MECHANIC. CAUSES ME TO OVER STEER THE VEHICLE TO KEEP CONTROL.
NHTSA ODI #10991853
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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