NHTSA owner reports · September 18, 2026 snapshot.
Engine And Engine Cooling complaints
31 reportsClear category filter60,083 miles · Jan 25, 2011
Engine And Engine Cooling
THIS VEHICLE HAS HAD TWO RADIATOR FAILURES. WE HAD THE DEALER DIAGNOSE AND REPAIR BOTH TIMES. EVERY TRUCK IN OUR FLEET OF 7 F-350'S HAS HAD AT LEAST TWO RADIATOR FAILURES AND FORD REFUSES TO WARRANT THE REPAIRS. ON THIS VEHICLE THE FIRST RADIATOR WAS REPLACED AT 60,083 MILES ON 7-8-09; THE SECOND RADIATOR WAS REPLACED AT 119,551…
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THIS VEHICLE HAS HAD TWO RADIATOR FAILURES. WE HAD THE DEALER DIAGNOSE AND REPAIR BOTH TIMES. EVERY TRUCK IN OUR FLEET OF 7 F-350'S HAS HAD AT LEAST TWO RADIATOR FAILURES AND FORD REFUSES TO WARRANT THE REPAIRS. ON THIS VEHICLE THE FIRST RADIATOR WAS REPLACED AT 60,083 MILES ON 7-8-09; THE SECOND RADIATOR WAS REPLACED AT 119,551 MILES ON 11-18-10. *TR
NHTSA ODI #10378568
78,475 miles · Jan 25, 2011
Engine And Engine Cooling
THIS VEHICLE HAS HAD A RADIATOR FAILURE. WE HAD THE DEALER DIAGNOSE AND REPAIR. EVERY TRUCK IN OUR FLEET OF 7 F-350'S HAS HAD RADIATOR FAILURES AND FORD REFUSES TO WARRANT THE REPAIRS. ON THIS VEHICLE THE RADIATOR WAS REPLACED AT 78,475 MILES ON 12-26-09. *TR
NHTSA ODI #10378567
138,005 miles · Jan 25, 2011
Engine And Engine Cooling
THIS VEHICLE HAS HAD TWO RADIATOR FAILURES. WE HAD THE DEALER DIAGNOSE AND REPAIR BOTH TIMES. EVERY TRUCK IN OUR FLEET OF 7 F-350'S HAS HAD AT LEAST TWO RADIATOR FAILURES AND FORD REFUSES TO WARRANT THE REPAIRS. ON THIS VEHICLE THE FIRST RADIATOR WAS REPLACED AT 27,229 MILES ON 5-27-08; THE SECOND RADIATOR WAS REPLACED AT 138,00…
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THIS VEHICLE HAS HAD TWO RADIATOR FAILURES. WE HAD THE DEALER DIAGNOSE AND REPAIR BOTH TIMES. EVERY TRUCK IN OUR FLEET OF 7 F-350'S HAS HAD AT LEAST TWO RADIATOR FAILURES AND FORD REFUSES TO WARRANT THE REPAIRS. ON THIS VEHICLE THE FIRST RADIATOR WAS REPLACED AT 27,229 MILES ON 5-27-08; THE SECOND RADIATOR WAS REPLACED AT 138,005 MILES ON 4-30-10. *TR
NHTSA ODI #10378564
110,154 miles · Jan 25, 2011
Engine And Engine Cooling
THIS VEHICLE HAS HAD TWO RADIATOR FAILURES. WE HAD THE DEALER DIAGNOSE AND REPAIR BOTH TIMES. EVERY TRUCK IN OUR FLEET OF 7 F-350'S HAS HAD AT LEAST TWO RADIATOR FAILURES AND FORD REFUSES TO WARRANT THE REPAIRS. ON THIS VEHICLE THE FIRST RADIATOR WAS REPLACE AT 110,154 MILES ON 3-10-10; THE SECOND RADIATOR WAS REPLACED AT 141,61…
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THIS VEHICLE HAS HAD TWO RADIATOR FAILURES. WE HAD THE DEALER DIAGNOSE AND REPAIR BOTH TIMES. EVERY TRUCK IN OUR FLEET OF 7 F-350'S HAS HAD AT LEAST TWO RADIATOR FAILURES AND FORD REFUSES TO WARRANT THE REPAIRS. ON THIS VEHICLE THE FIRST RADIATOR WAS REPLACE AT 110,154 MILES ON 3-10-10; THE SECOND RADIATOR WAS REPLACED AT 141,617 MILES ON 12-22-10. *TR
NHTSA ODI #10378563
31,992 miles · Dec 8, 2010
Engine And Engine Cooling
TL*THE CONTACT OWNS A 2008 FORD F-350. THE CONTACT STATED THAT THE RADIATOR ON THE VEHICLE WAS LEAKING. THE LEAK WAS NOTICED BY THE DRIVER AFTER DOING A DAILY INSPECTION OF THE VEHICLE. THE VEHICLE WAS NOT INSPECTED BY A DEALER NOR HAS IT BEEN REPAIRED. THE FAILURE MILEAGE WAS APPROXIMATELY 31,992. UPDATED 02/02/11 *CN
NHTSA ODI #10369617
20,774 miles · Dec 8, 2010
Engine And Engine Cooling
TL*THE CONTACT OWNS A 2008 FORD F350. THE CONTACT STATED THAT THE RADIATOR FAILED AND WAS LEAKING. THE VEHICLE WAS INSPECTED BY A DEALER WHO CONFIRMED THAT THE RADIATOR NEEDED TO BE REPLACED. THE VEHICLE WAS REPAIRED. THE FAILURE MILEAGE WAS APPROXIMATELY 20,774. UPDATED 02/02/11 *CN
NHTSA ODI #10369615
33,000 miles · Dec 1, 2010
Engine And Engine Cooling
2008 FORD F350 6.4 DIESEL. JOB 1 TRUCK PRODUCTION LINE. 33,000 MILES, LEAKING RADIATOR. DEALER REPLACED AND DETERMINED DEFECTIVE. $1709.43 COST. TRUCK PURCHASED 6/07. TRUCK IS 6 MONTHS OUT OF WARRANTY. MOST OWNERS OF THIS MODEL REPORTING SAME PROBLEM. *TR
NHTSA ODI #10368528
Mileage unknown · Oct 14, 2010
Engine And Engine Cooling
MY F350 CREW CAB HAS FUMES THAT ENTER THE CAB OF THE TRUCK WHEN THE EXHAUST SYSTEM IS CLEANING. THIS HAS BEEN HAPPENING FOR AS LONG AS I HAVE OWNED THIS TRUCK, YOU CAN'T LEAVE THE WINDOWS UP AND BREATH BECAUSE IT IS A HEALTH HAZARD. SUNBELT FORD IN CORDELE GEORGIA IS AWARE OF THIS PROBLEM AS THEY HAVE LOOKED AT THE TRUCK. I WAS …
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MY F350 CREW CAB HAS FUMES THAT ENTER THE CAB OF THE TRUCK WHEN THE EXHAUST SYSTEM IS CLEANING. THIS HAS BEEN HAPPENING FOR AS LONG AS I HAVE OWNED THIS TRUCK, YOU CAN'T LEAVE THE WINDOWS UP AND BREATH BECAUSE IT IS A HEALTH HAZARD. SUNBELT FORD IN CORDELE GEORGIA IS AWARE OF THIS PROBLEM AS THEY HAVE LOOKED AT THE TRUCK. I WAS ADVISED THAT MY TRUCK IS THE ONLY ONE THAT DOES THIS. I KNOW THERE IS A PROBLEM AS I HAVE BEEN A SATISFIED FORD TRUCK OWNER FOR YEARS AS WELL AS USING FORD TRUCKS IN MY CONSTRUCTION BUSINESS AND HAVE NEVER ENCOUNTERED THIS TYPE OF PROBLEM BEFORE. PLEASE ADVISE ME IN WRITING AS I FEEL THAT FORD MOTOR COMPANY HAS A PROBLEM. *TR
NHTSA ODI #10360511
50,000 miles · Sep 14, 2010
Engine And Engine CoolingFire
TL* THE CONTACT OWNS A 2008 FORD F-350. WHILE DRIVING APPROXIMATELY 50 MPH, THE SERVICE WARNING INDICATING THAT THE VEHICLE WAS ENTERING REGENERATION MODE ILLUMINATED ON THE DASHBOARD. THE VEHICLE THEN LOST SOME POWER AND SMOKE BEGAN TO EMIT FROM UNDER THE HOOD. THE VEHICLE WAS PULLED OVER AND SHUT OFF. THE CONTACT HAD THE V…
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TL* THE CONTACT OWNS A 2008 FORD F-350. WHILE DRIVING APPROXIMATELY 50 MPH, THE SERVICE WARNING INDICATING THAT THE VEHICLE WAS ENTERING REGENERATION MODE ILLUMINATED ON THE DASHBOARD. THE VEHICLE THEN LOST SOME POWER AND SMOKE BEGAN TO EMIT FROM UNDER THE HOOD. THE VEHICLE WAS PULLED OVER AND SHUT OFF. THE CONTACT HAD THE VEHICLE TOWED TO AN AUTHORIZED DEALER WHERE SHE WAS INFORMED THAT THE ENTIRE ENGINE HAD MELTED. THE VEHICLE WAS THEN TOWED TO ANOTHER AUTHORIZED DEALER WHERE IT WAS REPAIRED. THE FAILURE DID NOT RECUR. THE FAILURE MILEAGE WAS 50,000 AND THE CURRENT MILEAGE WAS 50,500.
NHTSA ODI #10355551
19,300 miles · Jul 14, 2010
Engine And Engine CoolingFuel System, Diesel
2008 FORD 350 DIESEL PICK UP. CONSUMER EXPRESSES DISCONTENT WITH FORD MOTOR COMPANY *TGW THE CONSUMER STATED THE ENGINE LOCKED UP ON HIS VEHICLE WITH ONLY 19,300 MILES. THE CONSUMER FOUND A TSB REGARDING SYMPTOMS OF WATER IN THE FUEL TANK VENT AREA. THE CONSUMER STATED IT SEEMED THAT FORD WAS AWARE OF THE POSSIBILITY OF WATER…
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2008 FORD 350 DIESEL PICK UP. CONSUMER EXPRESSES DISCONTENT WITH FORD MOTOR COMPANY *TGW THE CONSUMER STATED THE ENGINE LOCKED UP ON HIS VEHICLE WITH ONLY 19,300 MILES. THE CONSUMER FOUND A TSB REGARDING SYMPTOMS OF WATER IN THE FUEL TANK VENT AREA. THE CONSUMER STATED IT SEEMED THAT FORD WAS AWARE OF THE POSSIBILITY OF WATER ENTERING THE FUEL TANK VENT AREA DUE TO SNOW AND ICE BUILD-UP.
NHTSA ODI #10343288
Official recalls
6Jul 28, 2008
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.
Apr 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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