2010 Ford F-350 Sd

SUBMISSION FROM CONSTITUENT RE ISSUES WITH FORD F-350 TRUCK (FULL DOCUMENT NOT IMAGED). *SMD THE DEALER HAD THE CONSUMERS VEHICLE FOR 12 DAYS. THE VEHICLE WAS RETURNED TO HIM DAMAGED. WHEN HE ATTEMPTED TO START THE TRUCK, THERE WAS METALLIC ENGINE RATTLE. HE SHUT THE TRUCK OFF AND INSPECTED THE ENGINE, BUT FOUND NO PROBLEM. AS THE CONSUMER DROVE HOME, THE TRUCK STALLED SEVERAL TIMES, THE TRANSMISSION WOULD NOT SHIFT PROPERLY AND THE STEERING WHEEL STARTED TO SHAKE VIOLENTLY AT 30 MPH. THE CONSUMER ALSO STATED THE HEAD LIGHTS DID NOT PROVIDE ADEQUATE LIGHTING OF THE ROAD, THE SEAT BELTS DID NOT RETRACT PROPERLY; THEY WOULD TIGHTENED AS HE WAS DRIVING, WHICH PREVENTED HIM FROM MOVING, THERE CRUISE CONTROL DID NOT ENGAGE PROPERLY, IT WAS DIFFICULT TO MANEUVER THE STEERING WHEEL, THE FUEL GAUGE WAS NOT READING ACCURATELY, THERE WERE NOISES COMING FROM THE DRIVE TRAIN, THE EMERGENCY BRAKE WAS INOPERATIVE, THE VEHICLE SEVERELY PULLED TO THE RIGHT, THE ENGINE LACKED TORQUE AND POWER, THE SUSPENSION WAS NOT ADEQUATE FOR THE VEHICLE, EVERY TIME HE HIT A POT HOLE OR BUMP IN THE ROAD, HE WOULD LOOSE STEERING ABILITY AND THE TIRES WOULD START BOUNCING. IT WOULD TAKE TOO LONG FOR THE VEHICLE TO TAKE OFF, WHEN THE ACCELERATOR WAS APPLIED, THERE WAS AN INSTANT SHUDDER FROM THE VEHICLE, WHEN HE APPLIED THE ACCELERATOR PEDAL. *JB

SINCE I PURCHASED MY TRUCK, USED, IN 2012, UNDER LIMITED CIRCUMSTANCES THE TRUCK WILL GO INTO A VIOLENT SHAKE FROM THE FRONT END AFTER HITTING RATHER SMALL BUMPS. NOW THAT IT IS OLDER AND HAS ABOUT 73000 MILES ON IT, THIS HAPPENS ON A DAILY BASIS. THE VIBRATION STARTS OUT VERY SMALL BUT QUICKLY ESCALATES UNTIL THE TRUCK IS SHAKING OUT OF CONTROL. IT FEELS LIKE THE TRUCK IS ROLLING DOWN THE ROAD WITH SQUARE TIRES IN FRONT. IT USUALLY LASTS AT LEAST 5 SECONDS AND ONLY GOES AWAY WITH AGGRESSIVE BRAKING AND STEERING MANEUVERS. *TR

SINCE 2012 THE LOW BEAM HEADLIGHTS (BOTH SIDES) INTERMITTENTLY TURN OFF. IT HAPPENS WITH THE LIGHT SWITCH TURNED BOTH TO "ON" AND "AUTO". UP UNTIL THIS WEEK, I COULD ALWAYS SWITCH THEM OFF AND BACK ON, OR FROM THE PULLED-OUT POSITION (FOR THE FOG LAMPS TO TURN ON) TO THE PUSHED IN POSITION, AND THE LIGHTS WOULD TURN RIGHT BACK ON. THERE APPEARS TO BE NOT PATTERN OF SPEED. I HAVE USED AUTO LAMPS WITH THE LIGHT SENSOR ON THE DASH COVERED UP AND COMPLETELY CLEAR OF ANY BLOCKAGE OF LIGHT. ALL OF A SUDDEN THIS WEEKEND, THE LOW BEAM HEADLIGHTS HAVE COMPLETELY STOPPED WORKING. I CHANGED THE BULBS AND THEY TOO DON'T WORK. THIS ISSUE HAS BEEN BROUGHT TO THE ATTENTION OF THE LOCAL DEALER IN THE PAST WITH NO RESOLUTION. *TR

THE FRONT DRIVERS SIDE RIM HAS AN APPROXIMATE 5" CRACK THAT RUNS PARALLEL TO THE BEAD BETWEEN SPOKES. THE CRACK IS VISIBLE FROM THE OUTSIDE AND INSIDE OF THE RIM. RIMS ARE ORIGINAL FROM PURCHASE OF VEHICLE. TRUCK HAS LESS THAN 33,000 MILES AND RIM SHOWS NO OTHER FAULTS (IE OUT OF ROUND, DENTS ETC.) I TOOK THE VEHICLE TO THE LOCAL DEALERSHIP. THEY STATED THERE WERE NO KNOW DEFECTS. AFTER REVIEWING SEVERAL SITES AND INSTANCES ONLINE, I AM HOPEFUL THAT NHTSA WILL DO SOME RESEARCH INTO THIS ALL TO COMMON PROBLEM. *TR

DURING ITS WARRANTY PERIOD, THE VEHICLE EXHIBITED RUST AT LOAD-BEARING AREAS OF SEVERAL CROSSMEMBERS WHICH SUPPORT THE PICKUP BED. THE RUST OCCURS EXCLUSIVELY BETWEEN THE STAMPED STEEL CROSSMEMBER ITSELF AND A STAMPED STEEL REINFORCING PLATE WHICH IS SPOT-WELDED TO EACH CROSSMEMBER WHERE IT INTERSECTS AND MAKES LOAD-BEARING CONTACT WITH THE VEHICLE'S FRAME. BECAUSE THE RUST AND ANY MOISTURE, SALT, ETC. ARE CAPTIVE BENEATH THE REINFORCING PLATE, RUST IS CONCEALED FROM VIEW UNTIL IT PROCEEDS BEYOND THE PERIPHERY OF EACH PLATE. THIS MAKES IT DIFFICULT TO KNOW THE DEPTH TO WHICH RUST HAS PENETRATED EACH CROSSMEMBER. AS THE LOAD-BEARING PORTIONS OF THE PICKUP BED CROSSMEMBERS ARE WEAKENED BY RUST, THE VEHICLE'S RATED PAYLOAD CAPACITY IS COMPROMISED ACCORDINGLY AND THE POTENTIAL FOR CROSSMEMBERS TO COLLAPSE AT OR BELOW THE VEHICLE'S RATED PAYLOAD CAPACITY BECOMES A CONCERN. COLLAPSE OF THE CROSSMEMBERS WHICH SUPPORT THE PICKUP BED AND ITS PAYLOAD COULD RESULT IN SUDDEN DESTABILIZATION OF THE PAYLOAD AND THE VEHICLE, LEADING TO LOSS OF CONTROL OF THE VEHICLE AND POSSIBLY A CRASH. FURTHER CONCERN IS THAT THE UPPERMOST PORTION OF THE FUEL TANK IN THIS VEHICLE (WITH GASOLINE ENGINE) IS PROTECTED BY A CLEARANCE BETWEEN IT AND THE UNDERSIDE OF THE PICKUP BED, AS MAINTAINED BY THE HEIGHT OF THE CROSSMEMBERS. EXPOSED ATOP THE FUEL TANK IS THE EXTERIOR PORTION OF THE FUEL TANK SENDER ASSEMBLY AND ITS FITTINGS, COMPRISED OF A PRESSURIZED FUEL LINE AND CORRESPONDING FUEL RETURN LINE, FUEL VAPOR LINES, AND ELECTRICAL POWER TO THE FUEL PUMP. THERE IS CONCERN THAT THE UNDERSIDE OF THE PICKUP BED MAY MAKE DAMAGING CONTACT WITH THESE FITTINGS SHOULD A COLLAPSE OF ITS CROSSMEMBERS OCCUR. THE VEHICLE HAS BEEN SURRENDERED TWICE FOR WARRANTY REVIEW, EACH DENIED. A THIRD ATTEMPT AT REPAIR IS PRESENTLY IN NEGOTIATION WITH FORD MOTOR COMPANY IN AN OPEN CASE, CUSTOMER TO ASSUME HALF OF ALL COSTS. *TR

TL* THE CONTACT OWNS A 2010 FORD F-350 SD. THE CONTACT STATED THAT THERE WERE SPRINGS PROTRUDING FROM THE DRIVER'S SEAT. THE VEHICLE WAS NOT TAKEN TO THE DEALER. THE MANUFACTURER WAS MADE AWARE OF THE FAILURE BUT DID NOT OFFER ANY ASSISTANCE SINCE THE VEHICLE WAS NOT INCLUDED IN ANY RECALLS. THE VEHICLE WAS NOT REPAIRED. THE FAILURE MILEAGE WAS 130,000 AND THE CURRENT MILEAGE WAS 161,000. *TR

SINCE PURCHASING OUR VEHICLE NEW WE HAVE HAD SEVERAL INCIDENTS OF SUDDEN ACCELERATION. OUR FIRST COMPLAINT WAS FILED WITHIN THE 1ST MONTH (ODI ID NUMBER : 10330335). WITHIN 16000 MILES WE HAD 3 INCIDENTS. ALL OF THESE INCIDENTS WERE AT HIGHWAY SPEED WITH THE CRUISE CONTROL OFF. EACH TIME WE WERE ABLE TO PLACE THE GEAR SHIFT INTO NEUTRAL OR STOMP ON THE ACCELERATOR PEDAL UNTIL IT STOPPED ACCELERATING. EACH TIME THE VEHICLE WAS TAKEN TO THE FORD DEALERSHIP, NO EXPLANATION COULD BE FOUND HOWEVER ON THE INCIDENT AT ~16000 MILES THE DEALERSHIP STATED THEY HAD REPROGRAMMED THE COMPUTER. WE HAD DRIVEN THE TRUCK WITHOUT INCIDENT SINCE THAT TIME UNTIL DECEMBER 24, 2012 AT APPROXIMATELY 0800 HOURS. MY WIFE WAS DRIVING WESTBOUND ON I-40 AT APPROXIMATELY 65 MPH WHEN THE VEHICLE ACCELERATED ON ITS OWN. HER FIRST REACTION WAS TO TRY TO PUT THE VEHICLE IN NEUTRAL, HOWEVER SHE WAS UNABLE TO MOVE THE SHIFT LEVER. THE VEHICLE ACCELERATED TO MAXIMUM SPEED QUICKLY AS SHE ATTEMPTED TO APPLY THE BRAKES. HER ORDEAL LASTED FOR SEVERAL MINUTES AND SHE NEARLY LOST CONTROL SEVERAL TIMES AS THIS SECTION OF HIGHWAY TRAVELS THROUGH A CANYON AND HAS SIGNIFICANT CURVES. SHE WAS EVENTUALLY ABLE TO PLACE THE VEHICLE IN NEUTRAL AND COAST OFF THE HIGHWAY. BY THIS POINT THE BRAKES WERE INEFFECTIVE FROM HER TRYING TO STOP THE VEHICLE. THE VEHICLE WAS TAKEN TO RICH FORD. THEY HAVE HAD THE VEHICLE FROM DEC. 24 UNTIL TODAY. ONCE AGAIN THEY CAN FIND NOTHING WRONG WITH THE VEHICLE. THE ADVICE GIVEN BY THE SERVICE MANAGER WAS "WHEN IT HAPPENS AGAIN, TURN OFF THE KEY. DON'T TOUCH THE ACCELERATOR AT ALL, AND HAVE IT TOWED HERE." NOT "IF", "WHEN". MY WIFE'S RESPONSE WAS: "IF I LIVE THROUGH THE NEXT TIME, I'LL DO THAT." *TR

RAILROAD HYRAIL VEHICLE EQUIPPED, AFTER MARKET, WITH HYRAIL WHEEL ASSEMBLIES WHICH ALLOW THE VEHICLE TO OPERATE ON RAILROAD TRACKS. ONCE HYRAIL (FLANGED) WHEELS ARE RETRACTED, THE VEHICLE IS OPERATED OVER THE HIGHWAYS AND PUBLIC ROADS LIKE ANY OTHER VEHICLE. ON OR ABOUT 5/15/12 NEAR NEWCASTLE, WY, RAILROAD EMPLOYEE WAS OPERATING HYRAIL-EQUIPPED VEHICLE ON PUBLIC ROADWAY WHEN IT STRUCK A COW AT APPROX. 18-20 MPH. VEHICLE STRUCK COW WITH RIGHT FRONT END, SPINNING THE COW AROUND TO STRIKE THE SIDE OF THE PICKUP ALSO. STEERING WHEEL (FRONTAL) AIRBAGS DID NOT DEPLOY, BUT OTHER (SIDE) AIRBAG(S) DID DEPLOY. CONCERN IS THAT THE INSTALLATION OF HYRAIL WHEEL ASSEMBLIES MIGHT BE IMPACTING THE AIRBAG SENSOR. THE HYRAIL WHEEL ASSEMBLIES EXTEND APPROX. ONE FOOT OF STEEL FRAMEWORK AHEAD OF THE FRONT AND REAR BUMPERS. THE PLACEMENT OF THESE ASSEMBLIES MIGHT INADVERTENTLY BE AFFECTING AIRBAG DEPLOYMENT IN CRASHES ON THE RAILROAD TRACK AND ON PUBLIC ROADS. *TR