IllustrationTHE TRUCK SHAKES A LOT WHEN GOING OVER BUMPS ON THE ROAD , AROUND 60 MPH .
2008 Ford F-350
Owner reports · Recalls · Investigations
Similar to other model years
Owner complaints for the 2008 Ford F-350 do not stand out strongly from the model-year median of 93.
About this comparison →How this year compares
Owner complaints by model year
Compare all F-350 years →Counts vary with age, sales and reporting. They are not failure rates.
What owners reported most
All reported categories
Tap a category to read its complaints. One report may name several components.
When problems were reported
Mileage at the reported incident
190–25K
1925–50K
2950–75K
1775–100K
21100–150K
12150K+
117 reports with mileage · 14 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 47 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
- Engine And Engine Cooling. Review the 31 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.
7 crash reports9 fire reports8 injury reports
What owners actually said
131 reportsAFTER HITTING A BUMP IN THE ROAD, THE TRUCK WILL SHAKE VIOLENTLY AND ATTEMPT TO GET OUT OF CONTROL. THE ONLY WAY TO CORRECT THIS IS BRING THE VEHICLE SPEED DOWN TO UNDER 20 MPH. THIS PROBLEM BEGAN OCCURRING SPORADICALLY ABOUT ONE YEAR AGO AND HAS GOTTEN CONSISTENTLY WORSE. IT IS SO SEVER THAT I HAVE DECIDED TO PARK THE VEHICL…
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AFTER HITTING A BUMP IN THE ROAD, THE TRUCK WILL SHAKE VIOLENTLY AND ATTEMPT TO GET OUT OF CONTROL. THE ONLY WAY TO CORRECT THIS IS BRING THE VEHICLE SPEED DOWN TO UNDER 20 MPH. THIS PROBLEM BEGAN OCCURRING SPORADICALLY ABOUT ONE YEAR AGO AND HAS GOTTEN CONSISTENTLY WORSE. IT IS SO SEVER THAT I HAVE DECIDED TO PARK THE VEHICLE OUT OF A CONCERN FOR SAFETY. I HAD THE VEHICLE INSPECTED AT THE LOCAL FORD DEALERSHIP APPROXIMATELY 3-4 MONTHS AGO AND THEY SAID EVERYTHING WAS FINE. TODAY, I RECEIVED IN THE MAIL A NOTICE MARKED "SPECIAL FIELD ACTION 09L02" THAT SAYS THE PROBLEM IS DUE TO TIRE INFLATION. I HAVE THE PROPER SIZE TIRES AND I KEEP THEM PROPERLY INFLATED. AFTER RESEARCHING THIS, I HAVE NOTICED THAT THIS PROBLEM DATES BACK TO 2005 AND FORD HAS SENT THIS SAME NOTICE OUT MANY TIMES. IT IS NOT A TIRE PROBLEM. I BELIEVE IT IS A KNOWN SUSPENSION PROBLEM AND IT IS DANGEROUS. THIS NEEDS TO BE A MANDATORY RECALL AND IT NEEDS TO BE PAID FOR BY FORD. I CALLED THEIR SERVICE LINE TODAY AND WAS TOLD MY VEHICLE WASN'T PART OF ANY NOTICE OR RECALL. THE PAPER I GOT TODAY SAYS "THIS NOTICE APPLIES TO YOUR VEHICLE" AND GOES ON TO GIVE MY VIN #. IT IS A BIG PROBLEM AND NOW IT HAS A BIG COVER-UP TO GO WITH IT.
THE POWER STEERING PUMP STARTED MAKING A NOISE. THE RESERVOIR WAS EMPTY. I FILLED IT UP ABOUT 100 MILES LATER. STEERING WHEEL STARTED HAVING A LOT OF PLAY IN IT BEFORE TURNING THE WHEELS. ON THE WAY TO THE DEALER TO HAVE IT CHECKED OUT, LOST ALL POWER STEERING. I HAD TO CALL A ROLLBACK TO CARRY IT TO DEALER. THIS IS A 2008…
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THE POWER STEERING PUMP STARTED MAKING A NOISE. THE RESERVOIR WAS EMPTY. I FILLED IT UP ABOUT 100 MILES LATER. STEERING WHEEL STARTED HAVING A LOT OF PLAY IN IT BEFORE TURNING THE WHEELS. ON THE WAY TO THE DEALER TO HAVE IT CHECKED OUT, LOST ALL POWER STEERING. I HAD TO CALL A ROLLBACK TO CARRY IT TO DEALER. THIS IS A 2008 F350 WITH APPROXIMATELY 38,000 MILES ON IT. DEALER INFORMED ME IT WILL COST ME $1500 TO REPLACE THE GEAR BOX PLUS $75 TOWING. I FEEL LIKE THIS IS A FACTORY DEFECT AND FORD MOTOR CO. SHOULD PAY FOR ALL REPAIRS. I NEED ADVICE AND HELP TO RESOLVE THIS COMPLAINT.
TRUCK WAS TAKEN TO FORD DEALER AND DIAGNOSED WITH LOW PRESSURE FUEL PUMP AND HIGH PRESSURE FUEL PUMP OUT.PRIOR TO THIS WHITE SMOKE ROLLED OUT OF EXHAUST WHILE DRIVING ON HIGHWAY AND ENGINE SHUT OFF.TRUCK WAA TOWED TO DEALER WITH ABOVE FINDINGS.FORD DIESEL MECHANIC STATED SEVERAL ISSUES WITH HIGH AND LOW PRESSURE FUEL PUMPS ON TH…
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TRUCK WAS TAKEN TO FORD DEALER AND DIAGNOSED WITH LOW PRESSURE FUEL PUMP AND HIGH PRESSURE FUEL PUMP OUT.PRIOR TO THIS WHITE SMOKE ROLLED OUT OF EXHAUST WHILE DRIVING ON HIGHWAY AND ENGINE SHUT OFF.TRUCK WAA TOWED TO DEALER WITH ABOVE FINDINGS.FORD DIESEL MECHANIC STATED SEVERAL ISSUES WITH HIGH AND LOW PRESSURE FUEL PUMPS ON THESE MODELS.PLEASE LOOK INTO THIS.ESTIMATED COST IS 13,000 DOLLARS TO FIX.
TL* THE CONTACT OWNS A 2008 FORD F-350. THE CONTACT STATED THAT THE EXHAUST MANIFOLD DETACHED FROM THE HEAD OF THE ENGINE AND CAUSED EXHAUST FUMES TO ENTER THE VEHICLE. THE VEHICLE WAS TAKEN TO AN INDEPENDENT MECHANIC WHO CONFIRMED THE FAILURE. THE DEALER WAS NOT CONTACTED. THE MANUFACTURER WAS CONTACTED AND ADVISED THE CONTACT …
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TL* THE CONTACT OWNS A 2008 FORD F-350. THE CONTACT STATED THAT THE EXHAUST MANIFOLD DETACHED FROM THE HEAD OF THE ENGINE AND CAUSED EXHAUST FUMES TO ENTER THE VEHICLE. THE VEHICLE WAS TAKEN TO AN INDEPENDENT MECHANIC WHO CONFIRMED THE FAILURE. THE DEALER WAS NOT CONTACTED. THE MANUFACTURER WAS CONTACTED AND ADVISED THE CONTACT TO TAKE THE VEHICLE TO A FORD DEALER. THE VIN WAS INVALID. THE FAILURE MILEAGE WAS APPROXIMATELY 53,000. ...UPDATED 10/19/17 *BF CONSUMER STATED MY INDEPENDENT MECHANIC CONFIRMED THE DRIVERS SINE EXHAUST MANIFORD HAD SEPARATED FROM THE HEAD BECAUSE ALL OF THE STUDS & KNOTS WERE RUSTED OFF. UPDATED 10/3/18*JB
UPON RETURNING FROM A SHORT DRIVE I NOTICED OIL ON THE GROUND...HAD TRUCK TOWED TO LOCAL FORD DEALER ...WHEN INSPECTED I WAS INFORMED THE SELF CLEANING EXHAUST SYSTEM CAUSED THE RINGS TO WEAR PREMATURELY AND BUILD PRESSURE IN THE CRANKCASE CAUSING OIL TO SPEW OUT ANY OPENING IE THE DIPSTICK TUBE. A DIESEL ENGINE SHOULD HAVE BEEN…
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UPON RETURNING FROM A SHORT DRIVE I NOTICED OIL ON THE GROUND...HAD TRUCK TOWED TO LOCAL FORD DEALER ...WHEN INSPECTED I WAS INFORMED THE SELF CLEANING EXHAUST SYSTEM CAUSED THE RINGS TO WEAR PREMATURELY AND BUILD PRESSURE IN THE CRANKCASE CAUSING OIL TO SPEW OUT ANY OPENING IE THE DIPSTICK TUBE. A DIESEL ENGINE SHOULD HAVE BEEN EXPECTED TO LAST 2-3 TIMES THE 165,000 MILES ON THE TRUCK.
EXCESSIVE WHITE SMOKE OUT OF EXHAUST, ESPECIALLY WITH ACCELERATION. SMOKE HAS A FOUL ODOR ALSO. CAN HEAR A KNOCKING SOUND IN ENGINE ON DECELERATION (SIMILAR TO BAD WHEEL BEARING HUMS), ONLY DOES IT IF TURBO IS OVER 150-200 PSI, BUT WILL DO IT EVERY SINGLE TIME. 'DRIVE TO CLEAN EXHAUST' DISPLAYED ON DASH. COMPLETED RECOMMENDED …
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EXCESSIVE WHITE SMOKE OUT OF EXHAUST, ESPECIALLY WITH ACCELERATION. SMOKE HAS A FOUL ODOR ALSO. CAN HEAR A KNOCKING SOUND IN ENGINE ON DECELERATION (SIMILAR TO BAD WHEEL BEARING HUMS), ONLY DOES IT IF TURBO IS OVER 150-200 PSI, BUT WILL DO IT EVERY SINGLE TIME. 'DRIVE TO CLEAN EXHAUST' DISPLAYED ON DASH. COMPLETED RECOMMENDED DRIVE CYCLE (OVER 30MPH FOR AT LEAST 20 MINUTES, I DROVE FOR 45 MINS) AND MESSAGE STILL APPEARS. "WRENCH" SYMBOL DISPLAYED ON DASH. PER OWNER'S GUIDE THE RTT DISPLAYS WHEN ENGINE HAS DEFAULTED TO "LIMP-HOME" OPERATION OR WHEN TRANSMISSION PROBLEM HAS BEEN DETECTED.. THE LIGHT COMES ON EVERY TIME VEHICLE IS DRIVING NOW, AND STAYS ON ENTIRE TIME.
TL* THE CONTACT OWNS A 2008 FORD F-350. WHILE DRIVING 25 MPH, THE CONTACT HEARD AN ABNORMAL SOUND AND THE STEERING WHEEL FRACTURED WITHOUT WARNING. THE CONTACT WAS ABLE TO COAST INTO A PARKING LOT, WHERE THE VEHICLE WAS PARKED. THE VEHICLE WAS NOT DIAGNOSED OR REPAIRED. THE MANUFACTURER WAS NOT MADE AWARE OF THE FAILURE. THE VIN…
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TL* THE CONTACT OWNS A 2008 FORD F-350. WHILE DRIVING 25 MPH, THE CONTACT HEARD AN ABNORMAL SOUND AND THE STEERING WHEEL FRACTURED WITHOUT WARNING. THE CONTACT WAS ABLE TO COAST INTO A PARKING LOT, WHERE THE VEHICLE WAS PARKED. THE VEHICLE WAS NOT DIAGNOSED OR REPAIRED. THE MANUFACTURER WAS NOT MADE AWARE OF THE FAILURE. THE VIN WAS UNKNOWN. THE FAILURE MILEAGE WAS 215,000.
TL* THE CONTACT OWNS A 2008 FORD F-350. WHILE DRIVING APPROXIMATELY 55 MPH, THE STEERING WHEEL AND BRAKING ABILITY SEIZED AND BECAME DIFFICULT TO MANEUVER WITHOUT WARNING. THE FAILURE RECURRED SEVERAL TIMES. THE VEHICLE WAS NOT DIAGNOSED OR REPAIRED. THE MANUFACTURER WAS NOT NOTIFIED OF THE FAILURE. THE APPROXIMATE FAILURE MILEA…
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TL* THE CONTACT OWNS A 2008 FORD F-350. WHILE DRIVING APPROXIMATELY 55 MPH, THE STEERING WHEEL AND BRAKING ABILITY SEIZED AND BECAME DIFFICULT TO MANEUVER WITHOUT WARNING. THE FAILURE RECURRED SEVERAL TIMES. THE VEHICLE WAS NOT DIAGNOSED OR REPAIRED. THE MANUFACTURER WAS NOT NOTIFIED OF THE FAILURE. THE APPROXIMATE FAILURE MILEAGE WAS 118,000.
THE HIGH PRESSURE FUEL PUMP FAILED, CAUSING THE TRUCK TO LOSE POWER WHILE MERGING ONTO THE INTERSTATE. OUR VEHICLE DID NOT DIE COMPLETELY, AS I'VE HEARD MOST DO. IF WE HAD BEEN HAULING OUR RV, IT COULD HAVE BEEN CATASTOPHIC IN THAT SITUATION. FORD HAS HAD THESE PUMPS RECALLED ON OTHER VEHICLES (A VAN?), BUT BECAUSE THE REPAIR I…
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THE HIGH PRESSURE FUEL PUMP FAILED, CAUSING THE TRUCK TO LOSE POWER WHILE MERGING ONTO THE INTERSTATE. OUR VEHICLE DID NOT DIE COMPLETELY, AS I'VE HEARD MOST DO. IF WE HAD BEEN HAULING OUR RV, IT COULD HAVE BEEN CATASTOPHIC IN THAT SITUATION. FORD HAS HAD THESE PUMPS RECALLED ON OTHER VEHICLES (A VAN?), BUT BECAUSE THE REPAIR IS COSTLY, I BELIEVE THAT FORD MAY NOT WANT TO RECALL THESE VEHICLES. THE WORST PART OF IT IS THAT ANYONE THAT OWNS AN F350 BUYS IT TO HAUL SOMETHING. IN OUR CASE, A 13000 POUND RV. IF WE LOST POWER STEERING AND BRAKES IN THE MOUNTAINS OF COLORADO AND WYOMING, IT WOULD NOT BE GOOD. EVERY MECHANIC WE TALKED TO ABOUT THIS SEEMS TO FEEL THIS IS A COMMON PROBLEM ON THE F350 6.4L POWERSTROKE
Official recalls
608V344000 · Trailer Hitches
Jul 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.
08V191000 · Fuel System, Gasoline:delivery
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.
08V096000 · Seats
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.
07V541000 · Air Bags:frontal:driver Side:inflator Module
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.
07V139000 · Power Train:automatic Transmission:control Module (tcm/pcm/tecm)
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.
07V140000 · Electrical SYSTEM:12V/24V/48V Battery
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