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
What owners actually said
195 reports
102,000 miles · May 6, 2017
Steering
MAKING A LEFT HAND TURN IN MY F250 SD , THE STEERING LOCKED AND WOULD NOT STRAIGHTEN OUT QUICKLY AS NORMAL. I HAD TO QUICKLY ANIMAL STEERING BACK TO NEUTRAL POSITION BARLEY MISSING OPPOSITE LANE TRAFFIC. AS I STRAIGHTENED THE TRUCK OUT I FELT THE WHEEL BEING PULLED TO THE LEFT AND RIGHT BY ITSELF. I DECIDED TO TAKE MY HAND…
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MAKING A LEFT HAND TURN IN MY F250 SD , THE STEERING LOCKED AND WOULD NOT STRAIGHTEN OUT QUICKLY AS NORMAL. I HAD TO QUICKLY ANIMAL STEERING BACK TO NEUTRAL POSITION BARLEY MISSING OPPOSITE LANE TRAFFIC. AS I STRAIGHTENED THE TRUCK OUT I FELT THE WHEEL BEING PULLED TO THE LEFT AND RIGHT BY ITSELF. I DECIDED TO TAKE MY HANDS OFF THE WHEEL AND IT DARTED TO THE LEFT. I STRAIGHTENED IT OUT AND HELD THE WHEEL FIGHTING THE JERKING OF THE WHEEL. AFTER A COUPLE OF MILES IT SEEMED TO STOP. I BROUGHT IT TO MY MECHANIC. HE SAID MY FRONT LEFT CALIBER IS STICKING. I DECIDED TO DO A COMPLETE BRAKE JOB. 4 NEW CALIBERS, ROTORS, BRAKE HOSES ETC. ALSO HE ALIGNED THE FRONT AND CHECKED ALL STEERING COMPONENTS. HE COULD NOT FIND ANYTHING WRONG WITH THE STEERING. I GOT THE TRUCK BACK AND IT STOPPED REALLY GOOD. UNFORTUNATELY THE FOLLOWING DAY THE STEERING ACTED UP. MY MECHANIC COULD NOT DUPLICATE WHAT I EXPERIENCED . KNOWING THAT HE CHECKED EVERYTHING, THERE COULD ONLY BE TWO ITEMS LEFT. STEERING PUMP OR STEERING BOX. I HAD THE MECHANIC CHANGE THE STEERING PUMP AND FLUSH THE STEERING SYSTEM. NOW AFTER SPENDING A TON OF MONEY ON ALL OF THIS I WAS HOPING IT WOULD BE SOLVED. AFTER THE STEERING PUMP HAD BEEN REPLACED IT SEEMED TO DRIVE LIKE NEW. THE NEXT DAY IM DRIVING THE TRUCK FEELING THAT THE PROBLEM IS SOLVED WHEN I MADE A LEFT HAND TURN, I HEARD A LOUD POPPING NOISE AND FELT MY STEERING WHEEL AND COLUMN SHAKE. STEERING LOCKED AGAIN AND I HAD TO NAIL THE BRAKES SO I WOULD NOT COLLIDE WITH THE MEDIAN. I BARELY GOT THE WHEEL TO STRAIGHTEN OUT. THIS TIME THE TRUCK WAS PULLING LEFT TO RIGHT MORE DEFINED. I DID ALL I COULD TO KEEP IT STRAIGHT. LUCKILY I WAS ONLY A COUPLE OF MILES FROM MY HOUSE. I COULD NOT GO OVER 20MPH OR I WOULD HAVE LOST TOTAL CONTROL OF THE TRUCK. I LATER HAD THE TRUCK TOWED TO MY MECHANIC AND HE IS GOING TO REPLACE THE STEERING BOX. LIVES ARE AT RISK.
NHTSA ODI #10983859
93,000 miles · Apr 20, 2017
SteeringCrash
TL* THE CONTACT OWNS A 2008 FORD F-250. WHILE DRIVING APPROXIMATELY 10 MPH, A POPPING NOISE CAME FROM THE STEERING COLUMN AND THE STEERING WHEEL MALFUNCTIONED. THE CONTACT WAS UNABLE TO STEER THE VEHICLE IN EITHER DIRECTION AND CRASHED INTO A PARKED VEHICLE. THERE WERE NO INJURIES AND A POLICE REPORT WAS NOT FILED. THE VEHICLE W…
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TL* THE CONTACT OWNS A 2008 FORD F-250. WHILE DRIVING APPROXIMATELY 10 MPH, A POPPING NOISE CAME FROM THE STEERING COLUMN AND THE STEERING WHEEL MALFUNCTIONED. THE CONTACT WAS UNABLE TO STEER THE VEHICLE IN EITHER DIRECTION AND CRASHED INTO A PARKED VEHICLE. THERE WERE NO INJURIES AND A POLICE REPORT WAS NOT FILED. THE VEHICLE WAS TOWED TO THE DEALER WHERE IT WAS DIAGNOSED THAT THE STEERING SHAFT WAS FRACTURED AND DETACHED. THE VEHICLE WAS NOT REPAIRED. THE MANUFACTURER WAS NOTIFIED OF THE FAILURE. THE FAILURE MILEAGE WAS 93,000.
NHTSA ODI #10979637
96,000 miles · Mar 15, 2017
Electrical SystemEngine
WHILE DRIVING THE ENGINE LIGHT CAME ON, THEN THE BATTERY LIGHT INTERMITTENTLY ILLUMINATED, THEN IT JUST DIED. IT CRANKED BUT WOULDN'T START. TOOK IT TO MY MECHANIC TO WHICH HE SAID THE ENTIRE CAB HAD TO BE REMOVED (PER FORD CONSULTANT) TO REPAIR ELECTRICAL SHORT. $$$$$$ I CANT AFFORD THIS! THOUSANDS OF DOLLARS!
NHTSA ODI #10966071
110,000 miles · Feb 4, 2017
Steering
WE HAVE NO PROBLEM WITH OUR TRUCK UNTIL A COUPLE OF DAYS THE POWER STEERING GEARBOX STOP WORKING WHILE DRIVING. IT BARLEY WORKS IF THE TRUCK IS AT A STAND STILL IT WILL NOT TURN AT ALL. THEIR IS NOTHING WRONG WITH MY POWER STEERING PUMP. I LOOK AT THE TOP OF THE GEAR-BOX AND NOTICE A LEAK COMING AROUND THE SET SCREW THAT HOLDS T…
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WE HAVE NO PROBLEM WITH OUR TRUCK UNTIL A COUPLE OF DAYS THE POWER STEERING GEARBOX STOP WORKING WHILE DRIVING. IT BARLEY WORKS IF THE TRUCK IS AT A STAND STILL IT WILL NOT TURN AT ALL. THEIR IS NOTHING WRONG WITH MY POWER STEERING PUMP. I LOOK AT THE TOP OF THE GEAR-BOX AND NOTICE A LEAK COMING AROUND THE SET SCREW THAT HOLDS THE BEARINGS.
NHTSA ODI #10949581
27,000 miles · Jan 20, 2017
Service BrakesSteering
TAKATA RECALL STEERING LOCK UP AND COMPLETE BRAKE FAILURE WHEN TURNING AND DECELERATING. THREE OCCURRENCES IN LAST 3 MONTHS. LAST 1-10-2017
NHTSA ODI #10946653
Mileage unknown · Dec 31, 2016
Engine
TOTAL DAMAGE IN THE ENGINE, DEALER SALE WITH THIS PROBLEM
NHTSA ODI #10938876
65,000 miles · Sep 10, 2016
Steering
I HAVE HAD NOTHING BUT PROBLEMS WITH THE STEERING AND FRONT END OF THIS TRUCK. THE DEALERSHIP HAS REPLACED EVERYTHING THEY CAN AND NOW THEY TELL ME IT IS THE STEERING GEAR BOX THAT NEEDS REPLACING BUT THAT PART IS ON BACK ORDER INDEFINITELY. I SEE NOW THAT THE NHSTA HAS AN OPEN INVESTIGATION REGARDING THIS MATTER AND I AM WAITIN…
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I HAVE HAD NOTHING BUT PROBLEMS WITH THE STEERING AND FRONT END OF THIS TRUCK. THE DEALERSHIP HAS REPLACED EVERYTHING THEY CAN AND NOW THEY TELL ME IT IS THE STEERING GEAR BOX THAT NEEDS REPLACING BUT THAT PART IS ON BACK ORDER INDEFINITELY. I SEE NOW THAT THE NHSTA HAS AN OPEN INVESTIGATION REGARDING THIS MATTER AND I AM WAITING FOR A RECALL TO BE ISSUED. IT IS VERY DANGEROUS AND WANDERS ALL OVER THE ROAD.
NHTSA ODI #10905488
Mileage unknown · Sep 1, 2016
Wheels
COOPER DISCOVERY TIRES LT275/65R18 SEPARATIONS (ALL FOUR WITHIN A MONTH) NOTICED ROUGH / WOBBLY RIDE AT ALL SPEEDS. TOOK TO TIRE STORE WHERE PURCHASED, TOLD TREAD / BELTS SEPARATING. REPLACED THE TWO BAD TIRES, TOLD THERE WAS NO RECALL, RECEIVED PRORATE ON TIRES AS THERE WAS GOOD TREAD REMAINING. COUPLE OF WEEKS LATER THE OTHE…
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COOPER DISCOVERY TIRES LT275/65R18 SEPARATIONS (ALL FOUR WITHIN A MONTH) NOTICED ROUGH / WOBBLY RIDE AT ALL SPEEDS. TOOK TO TIRE STORE WHERE PURCHASED, TOLD TREAD / BELTS SEPARATING. REPLACED THE TWO BAD TIRES, TOLD THERE WAS NO RECALL, RECEIVED PRORATE ON TIRES AS THERE WAS GOOD TREAD REMAINING. COUPLE OF WEEKS LATER THE OTHER TWO HAVE SAME ISSUE. REPLACED WITH ANOTHER BRAND TIRE.
NHTSA ODI #10902997
115,850 miles · Mar 14, 2016
Vehicle Speed Control
I JUST HAD PURCHASED A 2008 FORD F-250 SUPER DUTY. I HAVE DRIVEN MANY DIFFERENT VEHICLES OVER THE YEARS AND HAVE NEVER EXPERIENCED SOMETHING LIKE THIS. THE ACCELERATOR PEDAL AND BRAKE PEDAL ARE TOO CLOSE TOGETHER AND APPROXIMATELY THE SAME LEVEL AS WELL. I WAS PUTTING ON THE BRAKE TO STOP AND IT IS TOO EASY TO KEEP PRESSING TH…
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I JUST HAD PURCHASED A 2008 FORD F-250 SUPER DUTY. I HAVE DRIVEN MANY DIFFERENT VEHICLES OVER THE YEARS AND HAVE NEVER EXPERIENCED SOMETHING LIKE THIS. THE ACCELERATOR PEDAL AND BRAKE PEDAL ARE TOO CLOSE TOGETHER AND APPROXIMATELY THE SAME LEVEL AS WELL. I WAS PUTTING ON THE BRAKE TO STOP AND IT IS TOO EASY TO KEEP PRESSING THE ACCELERATOR PEDAL WHILE TRYING TO PUSH THE BRAKE PEDAL. I HAVE ONLY DRIVEN IT FOR A FEW HOURS TO TRANSPORT IT, BUT IT HAS HAPPENED FOUR TIMES IN THE FIRST SEVEN STOPS. I'M THINKING THERE SHOULD BE A FIX OR SAFETY RECALL FOR THIS SORT OF THING. IF THIS SORT OF THING IS HAPPENING TO NEW DRIVERS, IT IS A POTENTIAL HAZARD. I'M AFRAID TO LET OTHERS DRIVE THE VEHICLE. I WAS VERY FORTUNATE. I ALMOST CRASHED INTO A CAR AND A POST.
NHTSA ODI #10846365
69,000 miles · Feb 15, 2016
Service Brakes
I WAS ON THE INTERSTATE AND ATTEMPTING TO GET OFF AT AN EXIT WHEN I TOUCHED THE BRAKES THEY GRABBED HARD, THE ABS LIGHT CAME ON, THE ABS WHINE STARTED BUT I DID NOT HAVE MY FOOT ON THE BRAKES. THIS CAUSED STEERING TO BE ALMOST IMPOSSIBLE AND THERE WHERE SIGNIFICANT DOWNGRADES ON BOTH SIDES OF THE ROAD. WHILE USING FORCE TO TURN …
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I WAS ON THE INTERSTATE AND ATTEMPTING TO GET OFF AT AN EXIT WHEN I TOUCHED THE BRAKES THEY GRABBED HARD, THE ABS LIGHT CAME ON, THE ABS WHINE STARTED BUT I DID NOT HAVE MY FOOT ON THE BRAKES. THIS CAUSED STEERING TO BE ALMOST IMPOSSIBLE AND THERE WHERE SIGNIFICANT DOWNGRADES ON BOTH SIDES OF THE ROAD. WHILE USING FORCE TO TURN THE STERRING WHEEL TO THE RIGHT TO KEEP FROM GOIN OVER THE EMBANKMENT THYE BRAKES RELEASED WHICH CAUSE ME TO ALMOST GO OVER THE EMBANCKMENT ON THE RIGHT. THE BRAKES KEEP GRABBING AND RELEASING UNTIL I WAS ABLE TO PULL OFF THE ROADWAY. THE VEHICLE WAS TOWED TO T HE DEALERSHIP AND I AM WAITING TO HEAR FROM THEM. THIS COULD HAVE CAUSED SERIOUS INJURY OR DEATH HAD THE TRUCK GONE OVER THE EMBANKMENT ON EITHER SIDE. I'M USED TO DRIVING AND STAY PRETTY ALERT BUT THERE ARE THOSE THAT THIS WOULD HAVE MADE THEM FREEZE UP AND IT WOULD HAVE ENDED IN TRAGEDY!
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
2008 Ford F-250 Problems, Complaints & Recalls | Skip That Year
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