NHTSA owner reports · September 18, 2026 snapshot.
What owners actually said
101 reports13,000 miles · Jun 3, 2011
Fuel System, Diesel
TL* THE CONTACT OWNS A 2008 FORD F-350 SD. THE CONTACT STATED THAT WHILE HAVING THE PCM REPROGRAMMED UNDER NHTSA CAMPAIGN I.D. NUMBER: 07V139000 (POWER TRAIN:AUTOMATIC TRANSMISSION:CONTROL MODULE (TCM, PCM), THE DEALER NOTICED THAT THE FUEL TANK WAS DELAMINATING. THE DELAMINATING FUEL TANK COULD CAUSE CLOGGING PROBLEMS IN THE …
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TL* THE CONTACT OWNS A 2008 FORD F-350 SD. THE CONTACT STATED THAT WHILE HAVING THE PCM REPROGRAMMED UNDER NHTSA CAMPAIGN I.D. NUMBER: 07V139000 (POWER TRAIN:AUTOMATIC TRANSMISSION:CONTROL MODULE (TCM, PCM), THE DEALER NOTICED THAT THE FUEL TANK WAS DELAMINATING. THE DELAMINATING FUEL TANK COULD CAUSE CLOGGING PROBLEMS IN THE FUEL INJECTORS. THE DEALER SUGGESTED THAT THE FUEL TANK BE REPLACED. THE DEALER REPLACED THE FUEL TANK. THE CONTACT STATED THE FUEL TANK SHOULD NOT HAVE DELAMINATED IN TWO YEAR OF OWNING THE VEHICLE AND WAS A SERIOUS SAFETY ISSUE. THE FAILURE MILEAGE WAS 13,000.
NHTSA ODI #10404392
26,000 miles · May 25, 2011
Fuel System, OtherFire
TL*THE CONTACT OWNS A 2008 FORD F-350 SD. THE CONTACT STATED WHILE DRIVING 45 MPH THE FUEL SYSTEM EXPLODED. THE VEHICLE WAS TAKEN TO THE DEALER WHO CONFIRMED THAT THE FUEL SYSTEM WAS CONTAMINATED. THE VEHICLE WAS REPAIRED TWICE AND IT WAS REPAIRED THREE TIMES FOR THE SAME FAILURE. THE MANUFACTURER WAS CONTACTED. THE FAILURE …
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TL*THE CONTACT OWNS A 2008 FORD F-350 SD. THE CONTACT STATED WHILE DRIVING 45 MPH THE FUEL SYSTEM EXPLODED. THE VEHICLE WAS TAKEN TO THE DEALER WHO CONFIRMED THAT THE FUEL SYSTEM WAS CONTAMINATED. THE VEHICLE WAS REPAIRED TWICE AND IT WAS REPAIRED THREE TIMES FOR THE SAME FAILURE. THE MANUFACTURER WAS CONTACTED. THE FAILURE MILEAGE WAS 26,000 AND THE CURRENT MILEAGE WAS 31,000. THE VIN WAS UNAVAILABLE.
NHTSA ODI #10402738
103,110 miles · May 11, 2011
Wheels
THE ORIGINAL EQUIPMENT 20" ALLOY RIM MOUNTED ON THE FRONT PASSENGER SIDE OF MY 2008 FORD F350 SUPER DUTY DEVELOPED A STRESS FRACTURE THAT WHEN IN MOTION AND SUPPORTING THE FULL WEIGHT OF THE VEHICLE, OPENS AND CLOSES WITH EACH ROTATION OF THE WHEEL, CAUSING AIR PRESSURE TO VENT AND THE TIRE TO GO FLAT AFTER SEVERAL MILES OF DRIV…
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THE ORIGINAL EQUIPMENT 20" ALLOY RIM MOUNTED ON THE FRONT PASSENGER SIDE OF MY 2008 FORD F350 SUPER DUTY DEVELOPED A STRESS FRACTURE THAT WHEN IN MOTION AND SUPPORTING THE FULL WEIGHT OF THE VEHICLE, OPENS AND CLOSES WITH EACH ROTATION OF THE WHEEL, CAUSING AIR PRESSURE TO VENT AND THE TIRE TO GO FLAT AFTER SEVERAL MILES OF DRIVING. THE FRACTURE DOES NOT VENT WHEN THE WHEEL IS REMOVED FROM THE VEHICLE OR WHEN THE VEHICLE IS STATIONARY WITH NO STRESS ON THE FRACTURED AREA. THE FRACTURE IS NOT CAUSED BY ACCIDENT OR ABUSE. IT SEEMS TO BE A MANUFACTURING DEFECT THAT TOOK SEVERAL YEARS TO DEVELOP INTO A DETECTABLE FAULT. STRESS FRACTURES OF THIS TYPE ARE EXTREMELY DANGEROUS BECAUSE THEY ARE POTENTIALLY CAPABLE OF 100% FAILURE AT VEHICULAR SPEED, RESULTING IN RIM FAILURE AND SUBSEQUENT LOSS OF VEHICLE CONTROL. *TR
NHTSA ODI #10400037
43,253 miles · Apr 15, 2011
Wheels
2008 FORD F 350 FX4 EQUIPPED WITH FORD'S PREMIUM WHEELS, THE PLASTIC FULL SIZE WHEEL COVERS ARE FALLING OFF OF THE WHEELS THAT THEY ARE ATTACHED TO. THE TAPE THAT HOLDS THE PLASTIC WHEEL COVERTO THE STEEL WHEEL IS FAILING. I AM CONCERNED THAT THESE WHEEL COVERS WILL FLY OFF AND HIT SOMEONE CAUSING AN ACCIDENT OR INJURIES. THERE …
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2008 FORD F 350 FX4 EQUIPPED WITH FORD'S PREMIUM WHEELS, THE PLASTIC FULL SIZE WHEEL COVERS ARE FALLING OFF OF THE WHEELS THAT THEY ARE ATTACHED TO. THE TAPE THAT HOLDS THE PLASTIC WHEEL COVERTO THE STEEL WHEEL IS FAILING. I AM CONCERNED THAT THESE WHEEL COVERS WILL FLY OFF AND HIT SOMEONE CAUSING AN ACCIDENT OR INJURIES. THERE IS NO DAMAGE TO ANY OF THESE WHEEL COVERS. 1 COVER HAS ALREADY FALLEN OFF AND THE OTHER 3 ARE BECOMING LOOSE LIKE THE FIRST. I CALLED FORD'S CUSTOMER SERVICE PHONE NUMBER AND HAD THE TRUCK INTO THE DEALER. BOTH FORD & THE DEALER STATED THAT THE TRUCK WAS OUT OF IT'S WARRANTY PERIOD (I PURCHASED FORD'S BEST EXTENDED WARRANTY WHEN THE TRUCK WAS PURCHASED; SAME ANSWER) AND NOT COVERED BY WARRANTY. THEY DID EVEN LOOK AT THE WHEELS. *TR
NHTSA ODI #10396045
16,050 miles · Apr 6, 2011
Engine And Engine Cooling
I BROUGHT THIS 2008 FORD F-350SD TO THE DEALER TODAY BECAUSE OF ANTI-FREEZE LEAKING FROM BOTTOM OF RADIATOR ON THE DRIVERS SIDE. THE TRUCK HAS ABOUT 16000 MILES ON IT. DEALER SAYS THE RADIATOR MUST BE REPLACED AND NO WARRANTY SO I AM RESPONSIBLE FOR REPAIRS. I CALLED FORD AND ASKED FOR HELP AND WAS TURNED DOWN. THE FORD DEAL…
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I BROUGHT THIS 2008 FORD F-350SD TO THE DEALER TODAY BECAUSE OF ANTI-FREEZE LEAKING FROM BOTTOM OF RADIATOR ON THE DRIVERS SIDE. THE TRUCK HAS ABOUT 16000 MILES ON IT. DEALER SAYS THE RADIATOR MUST BE REPLACED AND NO WARRANTY SO I AM RESPONSIBLE FOR REPAIRS. I CALLED FORD AND ASKED FOR HELP AND WAS TURNED DOWN. THE FORD DEALER CONTACTED FORD AND ASKED FOR HELP AND WAS TURNED DOWN. I HAVE READ OF NUMEROUS RADIATOR FAILURES ON THIS YEARS F350 SO EVIDENTLY THERE IS A PROBLEM WITH THE DESIGN OF THEIR COOLING SYSTEM AND FORD SHOULD REIMBURSE FOR THESE FAILURES. NO RADIATOR SHOULD FAIL IN 16000 MILES.
NHTSA ODI #10396152
88,900 miles · Mar 23, 2011
Suspension
EXPERIENCED VIOLENT SHUDDER / WOBBLE AFTER HITTING BUMP AT 65 MPH WHILE TOWING 7,000 LBS. CAMPER. EXPERIENCED SAME WOBBLE AT 40 MPH AFTER HITTING POT HOLE 7 DAYS LATER. AFTER REVIEWING ONLINE FOOTAGE, I APPEAR TO HAVE EXPERIENCED THE EVENT COMMONLY REFERRED TO AS 'DEATH WOBBLE'. PROBLEM GOES AWAY AFTER COMING TO A COMPLETE STO…
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EXPERIENCED VIOLENT SHUDDER / WOBBLE AFTER HITTING BUMP AT 65 MPH WHILE TOWING 7,000 LBS. CAMPER. EXPERIENCED SAME WOBBLE AT 40 MPH AFTER HITTING POT HOLE 7 DAYS LATER. AFTER REVIEWING ONLINE FOOTAGE, I APPEAR TO HAVE EXPERIENCED THE EVENT COMMONLY REFERRED TO AS 'DEATH WOBBLE'. PROBLEM GOES AWAY AFTER COMING TO A COMPLETE STOP. *TR
NHTSA ODI #10392712
64,000 miles · Mar 11, 2011
Engine And Engine Cooling
I BOUGHT A 2008 SUPER DUTY WITH THE 6.4 L DIESEL ENGINE IN IT. I NOTICED THAT THE RADIATOR WAS LEAKING ON THE BOTTOM DRIVER SIDE. I DECIDED TO DO SOME RESEARCH ON THE INTERNET TO SEE IF IT WERE A COMMON PROBLEM , TO MY SURPRISE IT WAS. EVERYONE THAT HAS A SUPER DUTY TRUCK WITH THE 6.4 L COMPLAINT ABOUT THE SAME PROBLEM , RADIATO…
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I BOUGHT A 2008 SUPER DUTY WITH THE 6.4 L DIESEL ENGINE IN IT. I NOTICED THAT THE RADIATOR WAS LEAKING ON THE BOTTOM DRIVER SIDE. I DECIDED TO DO SOME RESEARCH ON THE INTERNET TO SEE IF IT WERE A COMMON PROBLEM , TO MY SURPRISE IT WAS. EVERYONE THAT HAS A SUPER DUTY TRUCK WITH THE 6.4 L COMPLAINT ABOUT THE SAME PROBLEM , RADIATOR LEAKING ON THE BOTTOM DRIVER SIDE. SOME OF THE OWNERS RECORDED THAT IT WAS THEIR 3 RD RADIATOR IN THEIR TRUCK. I DID SOME RESEARCH ON CARFAX AND NOTICED THAT ATLEAST 7 TRUCKS OUT OF 20 THAT WERE FOR SALE IN THE MEMPHIS AREA HAD THEIR RADIATORS REPLACED AND SOME TRUCKS MORE THAN 3 TIMES. I WENT TO THE DEALER AND THEY LOOK AT MY RADIATOR AND TOLD ME THAT THEY WOULD REPLACE IT UNDER WARRANTY. THEY ALSO LOOKED AND MADE SURE THAT MY TRUCK HAD THE VENTURI KIT INSTALLED ON IT, THAT FORD HAD A RECALL ON THE COOLING SYSTEM BACK IN 08 , IT WAS INSTALLED. AFTER THEY REMOVED MY RADIATOR THE SERVICE MAN TOLD ME THAT IF MY THERMOSTATS WERE NOT AT FAULT THAT I HAD TO PAY FOR THE RADIATOR. MY THERMOSTATS HE SAID WERE FINE SO I WAS RESPONSIBLE TO PAY FOR A NEW RADIATOR. I STRONGLY BELIEVE FORD SHOULD BE HOLD ACCOUNTABLE FOR THESE COOLING SYSTEMS THAT IS FAILING . TO ME THEY ARE ONLY PATCHING A PROBLEM AND HOPE IT WILL LAST TILL THE WARRANTY IS OVER AND THEN IT IS THE OWNERS PROBLEM . TO MANY OWNERS OUT THERE HAS THE SAME PROBLEM FOR ME TO EXCEPT RESPONSIBILITY FOR WHAT IS CLEARLY A BAD DEFECT ON THE COOLING SYSTEM. MY TRUCK HAS ONLY 64 000 MILES ON IT, AND I DON'T EVEN TOW ANYTHING. *TR
NHTSA ODI #10389875
111 miles · Feb 17, 2011
Engine And Engine Cooling
TL*THE CONTACT OWNS A 2008 FORD F-350 SD. THE CONTACT STATED THAT WHILE DRIVING AT VARIOUS SPEEDS, HE WOULD HEAR A LOUD NOISE COMING FROM THE HOOD. THE VEHICLE WAS INSPECTED BY A DEALER WHO ADVISED THE CONTACT THAT HE NEEDED TO REPLACE THE ROCKER ARMS IN THE ENGINE. THE DEALER ALSO ADVISED HIM THAT IF NOT REPLACED, THEY WOULD …
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TL*THE CONTACT OWNS A 2008 FORD F-350 SD. THE CONTACT STATED THAT WHILE DRIVING AT VARIOUS SPEEDS, HE WOULD HEAR A LOUD NOISE COMING FROM THE HOOD. THE VEHICLE WAS INSPECTED BY A DEALER WHO ADVISED THE CONTACT THAT HE NEEDED TO REPLACE THE ROCKER ARMS IN THE ENGINE. THE DEALER ALSO ADVISED HIM THAT IF NOT REPLACED, THEY WOULD PUNCTURE THE MOTOR CAUSING THAT TO FAIL AS WELL. THE VEHICLE WAS REPAIRED. THE FAILURE AND CURRENT MILEAGES WERE 111.
NHTSA ODI #10383108
27,000 miles · Feb 10, 2011
Tires
TIRE CRACKED THROUGH WHILE DRIVING CAUSING RAPID DEFLATION. *TR
NHTSA ODI #10381478
94,442 miles · Jan 31, 2011
Engine And Engine Cooling
TL*THE CONTACT OWNS A 2008 FORD F-350 SD. WHILE DRIVING APPROXIMATELY 60 MPH, THE ENGINE POWER DECREASED SIGNIFICANTLY. THE CONTACT WAS ABLE TO CONTINUE IN OPERATION WITH THE POOR TURBO PERFORMANCE. THE VEHICLE WAS TAKEN TO AN AUTHORIZED DEALER FOR DIAGNOSIS. THE TECHNICIAN STATED THAT THE TURBOCHARGER COMPRESSOR SHAFT COMPLETEL…
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TL*THE CONTACT OWNS A 2008 FORD F-350 SD. WHILE DRIVING APPROXIMATELY 60 MPH, THE ENGINE POWER DECREASED SIGNIFICANTLY. THE CONTACT WAS ABLE TO CONTINUE IN OPERATION WITH THE POOR TURBO PERFORMANCE. THE VEHICLE WAS TAKEN TO AN AUTHORIZED DEALER FOR DIAGNOSIS. THE TECHNICIAN STATED THAT THE TURBOCHARGER COMPRESSOR SHAFT COMPLETELY FRACTURED AND BOTH THERMOSTATS HAD BROKEN. THE VEHICLE WAS NOT REPAIRED. THE FAILURE MILEAGE WAS APPROXIMATELY 94,442.
NHTSA ODI #10379656
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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