I HAVE A 2008 FORD F350 SUPER DUTY ,, AND THERE ARE MANY KNOWN PROBLEMS ON THIS TRUCK THAT FORD IS AWARE OF AND YET THE REFUSE TO FIX THEM .. THIS IS A VERY EXPENSIVE TRUCK AND I AM VERY DISAPOINTED IN THIS TRUCK .. A WEEK AFTER I GOT THE TRUCK THE RAIDIATOR STARTED LEAKING .. TWO DAYS AFTER THAT MY POWER STEERING GOES OUT ,,…
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I HAVE A 2008 FORD F350 SUPER DUTY ,, AND THERE ARE MANY KNOWN PROBLEMS ON THIS TRUCK THAT FORD IS AWARE OF AND YET THE REFUSE TO FIX THEM .. THIS IS A VERY EXPENSIVE TRUCK AND I AM VERY DISAPOINTED IN THIS TRUCK .. A WEEK AFTER I GOT THE TRUCK THE RAIDIATOR STARTED LEAKING .. TWO DAYS AFTER THAT MY POWER STEERING GOES OUT ,, NOW I HAVE WHITE SMOKE POURING OUT OF THE BACK OF MY TRUCK EVERY MORNING ,, I AM EMBARRASSED TO BE SEEN DRIVING THIS TRUCK .. I WISH I KNOW WHAT I KNOW NOW BEFORE I FORKED OUT TONS OF DOLLERS TO PURCHASE THIS PIECE OF JUNK .. I AM NOT HAPPY ,, AND I WILL TELL EVERYONE I KNOW NEVER TO BUY A FORD!
NHTSA ODI #10823867
65,000 miles · Apr 14, 2014
Engine
TL* THE CONTACT OWNS A 2008 FORD F350. THE CONTACT STATED THAT THE MANIFOLD SCREWS BECAME FRACTURED AND DETACHED FROM THE VEHICLE WHILE THE CONTACT WAS DRIVING. THE VEHICLE WAS TAKEN TO THE DEALER WHERE THE TECHNICIAN DIAGNOSED THAT THE MANIFOLD NEEDED TO BE REPLACED. THE MANUFACTURER WAS NOTIFIED OF THE FAILURE. NO REPAIRS WERE…
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TL* THE CONTACT OWNS A 2008 FORD F350. THE CONTACT STATED THAT THE MANIFOLD SCREWS BECAME FRACTURED AND DETACHED FROM THE VEHICLE WHILE THE CONTACT WAS DRIVING. THE VEHICLE WAS TAKEN TO THE DEALER WHERE THE TECHNICIAN DIAGNOSED THAT THE MANIFOLD NEEDED TO BE REPLACED. THE MANUFACTURER WAS NOTIFIED OF THE FAILURE. NO REPAIRS WERE MADE TO THE VEHICLE. THE FAILURE MILEAGE WAS 65,000 AND THE CURRENT MILEAGE WAS 85,000.
NHTSA ODI #10579561
74,500 miles · Mar 21, 2014
Engine
RADIATOR LEAKING FROM BOTH TANKS REPLACED BY/ON SERVICE DATE: 11/08/2010 DEALER OR LOCATION:RAY SKILLMAN FORD, INC. 1300 SOUTH U.S. 31 GREENWOOD, IN 46143 (317) 885-9800SERVICE ORDER #:067622MILES:30545COST:$0.00 SERVICE: UNKNOWN COOLING SERVICE DETAILS:UNKNOWN COOLING AND LEAKING AGAIN ON 03/21/2014. *TR
NHTSA ODI #10574049
36,000 miles · Nov 25, 2013
Engine
TL* THE CONTACT OWNS A 2008 FORD F-350. THE CONTACT STATED THAT THE ENGINE OVERHEATED WHILE DRIVING AT VARIOUS SPEEDS. UPON INSPECTION, IT WAS FOUND THAT THERE WAS A COOLANT LEAK. THE VEHICLE WAS TAKEN TO A PRIVATE MECHANIC WHERE IT WAS FOUND THAT THE RADIATOR NEEDED TO BE REPLACED. THE VEHICLE WAS REPAIRED BUT THE FAILURE RECUR…
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TL* THE CONTACT OWNS A 2008 FORD F-350. THE CONTACT STATED THAT THE ENGINE OVERHEATED WHILE DRIVING AT VARIOUS SPEEDS. UPON INSPECTION, IT WAS FOUND THAT THERE WAS A COOLANT LEAK. THE VEHICLE WAS TAKEN TO A PRIVATE MECHANIC WHERE IT WAS FOUND THAT THE RADIATOR NEEDED TO BE REPLACED. THE VEHICLE WAS REPAIRED BUT THE FAILURE RECURRED TWICE. THE MANUFACTURER WAS CONTACTED ABOUT THE FAILURE. THE FAILURE MILEAGE WAS 36,000.
NHTSA ODI #10553717
67,532 miles · Aug 24, 2013
EngineEngine And Engine Cooling
CUSTOMER SATISFACTION PROGRAM 08B06 WAS ISSUED BY FORD IN DECEMBER 2008. THIS NOTICE EXPIRED IN JUNE 30, 2009. I RECENTLY PURCHASED THE VEHICLE WITHIN THE LAST YEAR. THE SAME ISSUE HAS DEVELOPED THAT WAS IDENTIFIED IN THE ABOVE BULLETIN. THE PREVIOUS OWNER DID NOT GET THE SERVICE PERFORMED AND NOW FORD WILL NOT HONOR THE BUL…
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CUSTOMER SATISFACTION PROGRAM 08B06 WAS ISSUED BY FORD IN DECEMBER 2008. THIS NOTICE EXPIRED IN JUNE 30, 2009. I RECENTLY PURCHASED THE VEHICLE WITHIN THE LAST YEAR. THE SAME ISSUE HAS DEVELOPED THAT WAS IDENTIFIED IN THE ABOVE BULLETIN. THE PREVIOUS OWNER DID NOT GET THE SERVICE PERFORMED AND NOW FORD WILL NOT HONOR THE BULLETIN. THIS ISSUE SHOULD BE A RECALL ISSUE OR THE FORD CUSTOMER SATISFACTION BULLETIN SHOULD BE REOPENED OR RECREATED. THIS IS WITH REGARDS TO ENGINE COOLANT LEAK AND A KNOWN DEFICIENCY WITHIN THE COOLING SYSTEM. *TR
NHTSA ODI #10537039
67,532 miles · Aug 24, 2013
EngineEngine And Engine Cooling
FAILURE OF FLEXIBLE JOINT IN THE EXHAUST UP-PIPE CREATES A FATAL SAFETY HAZARD FOR ALL OCCUPANTS OF THE VEHICLE. EXHAUST GASES LEAK FROM THE FAILED JOINT AND ENTER THE CAB OF THE TRUCK THROUGH THE HEATER VENTS. THIS CAN CAUSE THE OCCUPANTS TO BE OVERCOME BY EXHAUST GASES WHILE DRIVING, LEADING TO A FATALITY. THERE HAVE BEEN S…
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FAILURE OF FLEXIBLE JOINT IN THE EXHAUST UP-PIPE CREATES A FATAL SAFETY HAZARD FOR ALL OCCUPANTS OF THE VEHICLE. EXHAUST GASES LEAK FROM THE FAILED JOINT AND ENTER THE CAB OF THE TRUCK THROUGH THE HEATER VENTS. THIS CAN CAUSE THE OCCUPANTS TO BE OVERCOME BY EXHAUST GASES WHILE DRIVING, LEADING TO A FATALITY. THERE HAVE BEEN SEVERAL COMPLAINTS IDENTIFIED IN FORD BLOGS WITH REGARDS TO THIS AND NOTHING HAS BEEN DONE TO CORRECT THIS. *TR
NHTSA ODI #10537037
36,266 miles · Nov 7, 2012
EnginePower Train
FORD F350 WITH 6.4L DIESEL HAD CHECK ENGINE LIGHT (CEL) ILLUMINATE WHILE DRIVING. ENGINE IMMEDIATELY SLOWED TO IDLE (800RPM) AND WOULD NOT RESPOND TO THROTTLE INPUTS. WAS NOT ABLE TO CLEAR ROADWAY AND BLOCKED TRAFFIC ON BUSY URBAN ROAD. DEALER WAS "NOT ABLE TO FIND ANYTHING WRONG", YET "PERFORMED CALIBRATION UPDATE ON PCM". I WA…
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FORD F350 WITH 6.4L DIESEL HAD CHECK ENGINE LIGHT (CEL) ILLUMINATE WHILE DRIVING. ENGINE IMMEDIATELY SLOWED TO IDLE (800RPM) AND WOULD NOT RESPOND TO THROTTLE INPUTS. WAS NOT ABLE TO CLEAR ROADWAY AND BLOCKED TRAFFIC ON BUSY URBAN ROAD. DEALER WAS "NOT ABLE TO FIND ANYTHING WRONG", YET "PERFORMED CALIBRATION UPDATE ON PCM". I WAS INFORMED "THIS NEEDS TO BE DONE AS VEHICLE AGES AND SENSORS WEAR." REVIEWED OWNERS MANUAL AND DID NOT LOCATED MAINTENANCE INTERVAL FOR "CALIBRATION UPDATES TO PCM." I AM CERTAIN THIS IS AN INHERENT PCM SOFTWARE CODE ERROR LEADING TO COMPLETE LOSS OF ENGINE OPERATION. A DANGEROUS SITUATION ON CONGESTED ROADWAYS. *TR
NHTSA ODI #10483651
7,451 miles · Jul 25, 2012
Engine
LEASED FORD 350 TRUCK ON 10/23/08. NOTICED STRANGE SMELL IN THE CAB WHEN IDLING OR WHEN HEATER OR AIR CONDITIONER WAS RUNNING. TOOK THE VEHICLE INTO SUNRISE FORD DEALERSHIP 8 TIMES FOR THIS SAME ISSUE AND WAS NOT EVER FIXED UNTIL 9TH TIME AND THEY REPLACED MANIFOLD GASKET . SO ALL THE WHILE INHALING CARBON MONOXIDE POISON.…
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LEASED FORD 350 TRUCK ON 10/23/08. NOTICED STRANGE SMELL IN THE CAB WHEN IDLING OR WHEN HEATER OR AIR CONDITIONER WAS RUNNING. TOOK THE VEHICLE INTO SUNRISE FORD DEALERSHIP 8 TIMES FOR THIS SAME ISSUE AND WAS NOT EVER FIXED UNTIL 9TH TIME AND THEY REPLACED MANIFOLD GASKET . SO ALL THE WHILE INHALING CARBON MONOXIDE POISON. NEEDLESS TO SAY ONLY AFTER 6 MONTHS OF GETTING MY FORD 350 I GOT A HEART ATTACK AND HAD TO GET AN OPERATION ON MY HEART. THEN AGAIN JULY 4TH 2011 HAD HEART ATTACK AND HAD TO GET ANOTHER OPERATION ON MY HEART; AT FIRST DID NOT SEE THE CORRELATION UNTIL MY SPOUSE RODE IN THE TRUCK: EYES BURNED, MIGRAINE HEADACHE, AND PASSED OUT WHEN RETURNED HOME AND TASTED EXHAUST THE NEXT DAY. THAT WAS THE POINT THAT WE ALERTED FORD AND THE DEALERSHIP TO FIX THE PROBLEM AND FINALLY ON JUNE 12TH 2012 THE SUNRISE DEALERSHIP FINALLY FIXED THE TRUCK. THE DAMAGE TO MY HEART IS IRREVERSIBLE AND I AM ON CONSTANT MEDICATION . I NEED TO BE RECOMPENSED FOR THIS GROSS NEGLIGENCE FROM FORD AND IT AFFILIATES BECAUSE I AM SOLE PROVIDER OF 8 CHILDREN AN A VETERAN WHO SERVED THIS COUNTRY. *TR
KNAPHEIDE IS RECALLING 108 MY 2006-2008 PRO SERIES TRUCK BEDS EQUIPPED WITH AN ICC BUMPER WHICH INCLUDED A PROVISION FOR A BALL HITCH. THERE MAY BE AN INSUFFICIENT WELD ATTACHING THE HITCH CHANNEL TO THE SUPPORTING STRUCTURE.
Consequence & remedy
Consequence: THIS COULD RESULT IN BENDING OF THE HITCH CHANNEL OR THE HITCH COULD BE PULLED OFF THE VEHICLE, INCREASING THE RISK OF A CRASH.
Remedy: KNAPHEIDE WILL OFFER TWO REMEDIES TO ITS CUSTOMERS: (1) FOR THOSE CUSTOMERS WHO DO NOT USE THE HITCH, THE HITCH WILL BE REMOVED FROM THE TRUCK BED AND REPLACED WITH AN ICC BUMPER; OR (2) FOR THOSE CUSTOMERS WHO NEED A HITCH, A RECEIVER HITCH ASSEMBLY WILL BE ADDED TO THE EXISTING HITCH ASSEMBLY AND ALL SUSPECT WELD JOINTS WILL BE RE WELDED. THE RECALL BEGAN ON AUGUST 15, 2008. OWNERS MAY CONTACT KNAPHEIDE AT 1-877-473-5763.
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
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