1999 FORD F SUPER DUTY Recalls, Complaints & Safety

1999.5 FORD-F350 DIESEL STEERING SECTOR SHAFT SNAPPED. DRIVING DOWN HIGHWAY, STEERING WHEEL WAS OFF 1/4 TURN. IN PARKING LOT, SHAFT SNAPPED AND STEERING WHEEL SPUN FREELY WITHOUT ANY WHEEL MOVEMENT. LOOKS LIKE THERE WAS AN INVESTIGATION, ACTION # EA01009 (SECTOR SHAFT FRACTURES) BUT NO RECALL. CHAT BOARDS HAVE THIS HAPPENING WAY TOO OFTEN. THE ONLY THINGS ON A CAR THAT SHOULD NOT BREAK ARE THE BREAKS AND THE STEERING! *JS

FUEL TANK STRAPS RUSTING FRONT AND REAR.....THE REAR STRAP BROKE ALLOWING FUEL TANK TO DROP. *TR

VEHICLE HAD A FULL FUEL TANK (APPROX 38 GALLONS). VEHICLE WAS PARKED IN A SHOPPING PLAZA. WHEN I RETURNED TO THE VEHICLE I FOUND THE GAS TANK HAD FALLEN TO THE GROUND. THE REAR SUPPORT STRAP HAD FAILED FROM CORROSION. THE FRONT STRAP WAS STILL INTACT BUT SEVERELY CORRODED AS WELL. FUEL LINES INTO THE TOP OF THE TANK WERE SEVERED DUE TO THE STRAP FAILURE. VEHICLE WAS PURCHASED NEW AND IS LIGHTLY USED, THUS THE LOW MILEAGE FOR THE YEAR OF THE VEHICLE. *JS

I BOUGHT THE TRUCK NEW IN 1999, AND NEVER HAD A PROBLEM UNTIL 2005 WHEN THE FIRST SPARK PLUG BLOW. IT COST ME $520.00 TO HAVE IT TOWED AND REPAIRED. THE SECOND TIME THE PLUG BLOW (2007), IT COST ME $620.00 TO HAVE IT TOWED AND REPAIRED. YESTERDAY (06/02/2012), IT COST ME $740.00 TO HAVE IT TOWED AND REPAIRED. SINCE I HAVE OWNED THE TRUCK I HAVE BEEN EXTREMELY HAPPY WITH THE PERFORMANCE, I HAVE ONLY REPLACED THE ALTERNATOR, WHICH IS GREAT FOR MOST CAR & TRUCKS. BUT! TO HAVE AS MUCH TROUBLE WITH THIS ENGINE AND FROM WHAT I HAVE HEARD ABOUT THE V10 & OTHER FORD TRUCK ENGINES FORD SHOULD CORRECT THE PROBLEM & PAY ATLEAST HALF THE COST! I LOVE MY TRUCK, BUT IF THIS CONTINUE (WITH THE OTHER SEVEN PLUGS), I WILL HAVE TO LOOK AT GM. COME ON FORD.... DON'T LOSE ME!! *TR

FORD F-250 SUPER DUTY PICK UP TRUCK CAUGHT FIRE WHILE SITTING IN THE GARAGE. INSURANCE VEHICLE ARSON INVESTIGATOR DETERMINED CRUISE CONTROL SWITCH COMPONENT WAS SOURCE OF IGNITION IN FIRE. HALF MY HOUSE BURNED DOWN AS A RESULT OF FIRE. *KB

Fire

FORD F-250 SUPER DUTY PICK UP TRUCK CAUGHT FIRE WHILE SITTING IN THE GARAGE. INSURANCE VEHICLE ARSON INVESTIGATOR DETERMINED CRUISE CONTROL SWITCH COMPONENT WAS SOURCE OF IGNITION IN FIRE. HALF MY HOUSE BURNED DOWN AS A RESULT OF FIRE. *KB

Fire

AFTER FILLING UP WITH GAS AND CONTINUING ON THE HIGHWAY, WE BEGAN TO SMELL GAS FUMES. UPON OUR ARRIVAL AT HOME, WE NOTICED THE GAS TANK WAS HANGING BY THE FUEL LINE AND FRONT STRAP. THE REAR STRAP HAD BROKE (FROM RUST) AND FUEL FILLER HOSE WAS OFTEN BROKEN OFF THE VEHICLE. *TR

HAVE HAD MY FORD F250 FOR A FEW YEARS. IT HAS ONLY 43,000 MILES ON IT. THE FRAME IS ROTTING AND IS IN NEED OF A REPLACEMENT. THIS IS NOT THE FIRST TIME I HAVE SEEN THIS ISSUE. THIS SEEMS TO BE A COMMON PROBLEM WIT MANY FORD FRAMES FROM 1997 TO 2004. *TR

5.4L FORD TRITON ENGINE SPARK PLUGS WERE CHANGED AT 84,000, AT 110,128 SPARK PLUG ON #7 CYLINDER CAME LOOSE AND BLEW OUT. FUEL AIR MIXTURE COMES OUT THE SPARK PLUG HOLE WHICH IS DANGEROUS(HAS BEEN KNOWN TO START ENGINE FIRES). THERE IS A DESIGN DEFECT IN THE ALUMINUM HEADS NOT HAVING ENOUGH THREADS TO KEEP THE SPARK PLUG TIGHT. THIS IS AN EXPENSIVE REPAIR THAT FORD IS NOT PAYING FOR WHEN IT IS A POOR DESIGN WITH THE POTENTIAL OF IT CONTINUING TO HAPPEN AGAIN ON ANOTHER CYLINDER. *TR

ON MY F-250 SUPER DUTY THE #4 SPARK PLUS BLEW OUT CAUSING IT TO RUN BAD AND FUEL FUME TO ESCAPE THAT COULD HAVE CAUSED A FIRE. FRIEND HAS HAD THIS HAPPEN 3 TIMES SO FAR. I'VE ONLY DRIVEN 9,000 MILES IN THE LAST THREE YEARS BECAUSE OF THE SAFETY ISSUE AND THE COST TO REPAIR IT EACH TIME IT HAPPENS AT OVER 1000.00 DOLLARS A HOLE X10 THAT UNCALLED FOR AND UNSAFE. *TR

WHILE DRIVING ON THE HIGHWAY, CROSSING AN INTERSECTION, OR IDLE IN TRAFFIC, THE DIESEL ENGINE IN MY1999 FORD F250 DIES, LEAVING ME STRANDED IN DANGEROUS SITUATIONS. I HAVE REPLACED 2 IN THE LAST 6 MOS. AT MY COST. *TR

THE CLUTCH THROWOUT BEARING WAS MADE IN PLASTIC WHICH CAUSE THE CLUTCH TO GO OUT FAST AND DAMAGE THE CLUTCH FINGER,IT MAY CAUSE A FATAL IF IT HAPPEN IN TRAFFIC,MORE EVER IT GETS EXPENSIVE ESP. WHEN YOU HAVE TO DO IT TWICE IN A YEAR BUT THE MOST IMPORTANT IS LIFE. *TR

Crash Fire

TORQUE CONVERTER WENT OUT AT 130,000 MILES. IT IS A 1999 F-250 SUPER DUTY XLT. TRUCK IS LOUDER WITH A RATTLE TO IT NOW. I TOOK IT TO A MECHANIC AND HE CONFIRMED IT IS THE TORQUE CONVERTER. I AM CURRENTLY WAITING TO GET IT REPAIRED. *TR

WHILE DRIVING THE VEHICLE I NOTICED A DIFFERENCE IN THE RIDE AND HANDLING CHARACTERISTICS WHICH WAS NOT THERE ON THE PREVIOUS DAY. IT FELT LIKE AN UNRESPONSIVE STEERING AND A VIBRATION. WHEN I ARRIVED AT MY DESTINATION 50 MILES FROM WHERE I STARTED AND LOOKED AT ALL OF MY TIRES. VISUALLY THERE WAS NO APPARENT DEFORMITIES OR ANYTHING OUT OF NORMAL CHARACTER. LATER WHEN I GOT IN THE VEHICLE AND WAS DRIVING HOME THE SAME EFFECTS WERE PRESENT. ABOUT 10 MILES LATER IT SUDDENLY GOT WORSE JUST BEFORE A BANG AND A SUDDEN PULL TO THE LEFT AS WHAT HAPPENS WHEN A TIRE BLOWS OUT. I WAS ABLE TO CONTROL THE STEERING ENOUGH TO PULL TO THE LEFT SIDE OF THE ROAD AND GET OUT OF THE TRAVELED PORTION OF THE HIGHWAY. WHEN I OBSERVED THE DRIVER'S SIDE FRONT TIRE, IT WAS FLAT AND SECTIONS OF THE TREAD LAYER WERE MISSING AS WELL AS DAMAGE TO THE WHEEL WELL AND VACUUM HOSE FOR THE 4 WHEEL DRIVE CONTROL.THE VACUUM LINE WAS RIPPED FROM BOTH ENDS OF ITS CONNECTORS. FORTUNATELY THE BRAKE LINE WAS STILL CONNECTED AS IT IS DRESSED TO THE VACUUM LINE. AFTER CHANGING THE TIRE, I LOOKED AT IT AND OBSERVED THE FOLLOWING; LARGE SECTIONS OF THE TREAD LAYER MISSING WHICH HAD PREVIOUSLY BEEN ON THE TIRE, STEEL BELTS DAMAGED AND BROKEN APART AND PULLED AWAY FROM THE INNER LAYER, 2 SLITS GOING FROM NEAR THE BEAD ON ONE SIDE ACROSS THE AREA WHERE TREAD AND BELTS HAD EXISTED TO THE OTHER BEAD AREA. THE TIRE AND RIM WERE THE REMOVED AND THE SPARE PUT ON TO CONTINUE BACK HOME. AFTER THE SPARE WAS PLACED ON THE VEHICLE THE PROBLEM NOTICED PREVIOUSLY WHILE DRIVING DID NOT EXIST ANYMORE. *TR

TL*THE CONTACT OWNS A 1999 FORD F SUPER DUTY. THE CONTACT RECEIVED A RECALL NOTICE FOR NHTSA CAMPAIGN ID NUMBER 99V265000 (VEHICLE SPEED CONTROL) IN SEPTEMBER OF 2007. THE CRUISE CONTROL WAS DEACTIVATED IN EITHER DECEMBER OF 2007 OR JANUARY OF 2008 TO AVOID A POTENTIAL FIRE AS DESCRIBED IN THE NOTICE. THE DEALER STATED THAT THE PARTS WERE UNAVAILABLE, BUT WOULD ARRIVE IN DECEMBER OF 2007. HE CALLED THE DEALER AGAIN IN JANUARY OF 2008 AND WAS INFORMED THAT THE PARTS WERE STILL UNAVAILABLE. IN MARCH, HE WAS INFORMED THAT A DEALER HAD THE PARTS AND WAS ADVISED TO BRING HIS VEHICLE. ONCE HE ARRIVED, THE DEALER INFORMED HIM THAT THEY HAD THE WRONG PART AND COULD NOT PERFORM THE REPAIR. THERE HAD BEEN NO FAILURE TO DATE. THE PURCHASE DATE WAS UNKNOWN. THE CURRENT MILEAGE WAS 42,000.

1999 MOTORHOME FORD F SUPER DUTY SPEED CONTROL SENSOR WAS DISCONNECTED BY FORD. CUSTOMER STATED THAT THEY DISCONNECTED THE SPEED SENSOR DUE TO NOT HAVING THE PARTS TO FIX IT. *KB THE CONSUMER STATED HE HAD THE SAME PROBLEM 3 YEARS WITH THE SPEED CONTROL RECALL AND THE PART NEVER COME IN. *JB

AT ABOUT 55,000 MILE THE ENGINE BEGAN TO RANDOMLY STOP. IT WOULD START RIGHT BACK UP. THIS USUALLY HAPPENED WHEN ACCELERATING FROM A STOP. AFTER A WHILE IT BEGAN TO HAPPEN MORE OFTEN AND NOT RESTART RIGHT AWAY. AFTER HAVING THE TRUCK LOOKED AT, I REPLACED THE CAMSHAFT POSITION SENSOR (CPS). I AM UNSURE IF THE OLD PART IS STILL AVAILABLE. *TR

THE PARKING BRAKE CABLE END CAME OFF OF THE CABLE FROM WHERE IT ATTACHES TO THE PARKING BRAKE PEDAL. *NM

THIS HAS HAPPENED AT LEAST 3 TIMES SINCE I HAVE OWNED THIS TRUCK. TRAVELING DOWN THE INTERSTATE THE ENGINE FOR NO REASON AND WITH OUT ANY WARNING JUST SHUT DOWN LEAVING ME WITH NO BRAKING POWER OR ANY STEERING. THIS IN TURN ALMOST CAUSED A WRECK INVOLVING SEVERAL AUTOMOBILES. FROM THERE I HAD IT TOWED INTO MY SHOP WHERE THEY HAD DETERMINED THAT MY CPS HAD GONE OUT. THEY REPLACED THE ITEM AND EVERYTHING WAS FINE THUS FAR. THIS WAS THE FIRST TIME FOR ME THIS HAPPENED AND THERE WHERE TWO MORE TIMES THIS OCCURRED. I DID NOT KEEP ANY OF THE OLD PARTS. ALSO ON THIS COMPLAINT FORM THERE WAS NO CHOICE FOR INTERNATIONAL (IHC) SO THE EQUIPMENT PAGE IS MESSED UP. *NM

FUEL LEAK ON H2O DRAIN VALVE AT FUEL FILTER ON 1999 7.3 POWER STROKE FORD TRUCK. THIS IS A WIDE SREAD PROBLEM AS THE DEALERSHIP IS SELLING 3 TO 4 OF THESE VALVES PER WEEK.*AK

DRIVING 1999 F250 SUPERDUTY SUDDEN AND COMPLETE LOSS OF BRAKE FUNCTION. LATER FOUND RUPTURED CORRODED REAR BRAKE LINE RESPONSIBLE FOR SUDDEN LOSS OF BRAKE PRESSURE, DUAL CIRCUIT MASTER CYLINDER WAS NOT EFFECTIVE IN ALLOWING ALTERNATE BRAKE CIRCUIT TO SLOW TRUCK CREATING A DANGEROUS SITUATION.

1999 FORD F250 SUPER DUTY DIESEL PICKUP (63K MILES), TRUCK WOULD START WITH NO DASH CLUSTER GAUGES OR LIGHTS AND NO THROTTLE RESPONSE. I HAD THE TRUCK DIAGNOSED AT A LOCAL SHOP AND SCAN TOOL INDICATED THROTTLE CONTROL MODULE WHICH WAS REPLACED AND STILL SAME PROBLEM PERSISTS. HAD TRUCK TOWED TO LOCAL FORD DEALERSHIP AND DIAGNOSED AS A FUSE PANEL PROBLEM AND FORD HIGHLY RECOMMENDS REPLACEMENT OF FUSE PANEL DUE TO A HIGH RISK OF FIRE. I HAVE SPOKEN TO SEVERAL FORD TECHNICIANS AND TELL ME THIS IS COMMON WITH THE EARLY FORD SUPER DUTIES.*AK

ON ACCLERATION FROM A COMPLETE STOP,SINCE PURCHASE.I GET A CLUNK OR A JOLT.NOT ALWAYS BUT OFTEN. *AK

AT LOW SPEED, SPARK PLUG BLEW OUT OF ENGINE, CAUSING LOUD EXHAUST NOISE AND GASOLINE FUMES WERE IMMEDIATELY SMELLED INSIDE PASSENGER COMPARTMENT. IF THIS WERE TO HAPPEN AT HIGH SPEED WITH ENGINE UNDER LOAD WHEN IMMEDIATE ENGINE SHUTDOWN WAS NOT SAFE OR POSSIBLE, THIS CONDITION WOULD CAUSE LARGE AMOUNTS GASOLINE/AIR MIXTURE TO BE EXPOSED TO HOT EXHAUST COMPONENTS, CAUSING FIRE HAZARD. IF THIS OCCURRED WHEN POWER WAS CRITICAL (PASSING OR TURNING IN FRONT OF TRAFFIC), THE LOSS OF POWER COULD ALSO CAUSE AN ACCIDENT. IF THIS OCCURRED WHEN DRIVING ON SLICK ROAD CONDITIONS, IT COULD CONTRIBUTE TO LOSS OF CONTROL OF VEHICLE. THIS IS CONSIDERED A "HEAVY DUTY" ENGINE, BUT DOES NOT USE A HARDENED THREADED INSERT IN THE CYLINDER HEADS TO STRENGTHEN THE THREADS THAT THE SPARK PLUGS SCREW INTO. SEARCHING ON THE INTERNET FOR (TRITON BLEW SPARKPLUG) REVEALS THAT THIS IS NOT AN ISOLATED INCIDENT. ALSO, THE MANUFACTURERS TORQUE SPECIFICATION FOR THE SPARK PLUGS IS QUITE LOW - PROBABLY DUE TO THE ALUMINUM THREADS IN THE HEAD. THIS COULD BE A CAUSE FOR THE SPARK PLUGS LOOSENING. *AK

FORD MOTOR COMPANY REFUSES TO ACKNOWLEDGE A RECALL OF MY TRUCK (1999 FORD F-250) THAT IS LISTED ON YOUR WEBSITE. THE RECALL IS FOR A FAULTY PARKING BRAKE, AND MINE HAS BROKEN AS NOTED IN THE RECALL. WHAT IF ANY RECORURSE DO I HAVE THROUGH YOUR AGENCY TO FORCE FORD TO REPAIR THIS VEHICLE? THE INFORMATION I HAVE BEEN ABLE TO GET INDICATES THAT THE RECALL NUMBERS ARE AS FOLLOWS: NHTSA 02V068 FORD RECALL NUMBER 02S34 *LA

WHILE DRIVING 35 MPH, THE CONSUMER DEPRESSED THE CLUTCH AND THE PEDAL STAYED ON THE FLOOR OF THE VEHICLE. THE PEDAL EVENTUALLY CAME BACK UP, BUT UPON DEPRESSING IT AGAIN THE PEDAL STAYED DOWN ON THE FLOOR OF THE VEHICLE. THE VEHICLE WAS TAKEN TO DEALER AND IT WAS FOUND THAT THE CLUTCH FORK WAS DEFECTIVE. THE DEALER REPAIRED THE PROBLEM WITH A CLUTCH FORK OF A DIFFERENT CONFIGURATION. *JB

SPARK PLUG BLEW OUT OF ENGINE, CAUSING $3000.00 DAMAGE TO ENGINE. *JB

WATER LEAKED AT THE FRONT SLIDE OUT. THE FLOOR SHEARED OFF THE SIDEWALL IN THE RIGHT FRONT CORNER.*TS. A BROKEN WELD WAS DISCOVERED BETWEEN THE CHASSIS AND EXTENDED OVER HANG,ALSO THE DASH HAD TO BE REPLACED BECAUSE THE BRACKETS WERE BROKE. *JB

THE DEALERSHIP CLAIMS THAT FORD HAS BEEN EXPERIENCING PROBLEMS WITH SPARK PLUGS JUST "BLOWING OUT" OF THE HEADS IN NEWER FORD VEHICLES. THIS CAUSES THE COIL ON TOP OF THE SPARK TO SHATTER AGAINST THE HOOD OF THE VEHICLE AND THE INJECTORS CONTINUE TO PUMP FUEL INTO THE CYLINDER. THE COIL IS PRODUCING RANDOM SPARKING TO ANY GROUND IT CAN FIND. IF A PERSON DIDN'T STOP IMMEDIATELY, THIS CONDITION MIGHT LIKELY CAUSE AN ENGINE FIRE.*AK

BOTH TIMES IT WAS A TREAD SEPARATION. ONE COMPLETELY BLEW, THE OTHER JUST LOST THE TREAD. WE WERE TRAVELING, AND CHECKED WITH THE DEALER THERE FOR ANY RECALLS, WHICH THERE WERE NONE. WE DID NOT BRING THE 2 TIRES HOME WITH US, BUT LEFT THEM AT THE DEALER. WE HAVE RECEIPTS FOR THESE TWO REPLACEMENT TIRES. THIS WILL SHOW THE ACTUAL DATES OF INCIDENT. WE ALSO HAVE A PICTURE OF THE TIRE AND DAMAGE DONE FROM THE LAST ONE. THE EMERGENCY REPAIR SERVICE WHO REPLACED OUR TIRE WILL REMEMBER THE INCIDENT. IF NEEDED, I CAN CONTACT THEM FOR VERIFICATION.*AK

MANUAL TRANSMISSION IS DIFFICULT TO GET INTO LOW GEARS AND GRINDS GOING INTO HIGH GEARS DUE TO THE ORIGINAL CLUTCH ASSEMBLY DEFECT. UNDER NORMAL AND ABOVE OPERATING TEMPS, WHEN CLUTCH IS PUSHED IN, THE HYDRAULIC LINE IN THE CLUTCH ASSEMBLY EXPANDS USING MORE HYDRAULIC OIL THAN THE SYSTEM CAN HOLD. THIS CAUSES THE CLUTCH DISCS TO NOT GET PROPEER SEPERATION DISENGAGING POWER TO THE TRANSMISSION CAUSING DIFFICULTY IN SHIFTING. FORD TOLD ME I NEEDED AN UPDATED CLUTCH ASSEMBLY AT MY COST OF $465.00 PLUS TAX. FORD MUST HAVE KNOWN OF THIS PROBLEM OR WHY WOULD THEY ALREADY HAVE AN UPDATED CLUTCH ASSEMBLY TO OFFER? BY NOT BEING ABLE TO SHIFT PROPERLY, IT IS EXTREMELY UNSAFE AND IS CAUSING TRANSMISSION DAMAGE. I FEEL THAT THIS IS A FACTORY DEFECT AND IT SHOULD BE RECALLED IMMEDIATELY AND ANYONE HAVING TO PAY SHOULD BE REFUNDED. I WORK WITH A MAN WHO HAS AN F350 WHO HAS TO SHUT HIS ENGINE OFF IN ORDER TO GET IT INTO 1ST GEAR. I FAILED TO LIST THAT THIS TRUCK DOES HAVE FUEL INJECTION.*AK

MY NAME IS [XXX] AND MY WIFE AND I WERE INJURED IN A ROLLOVER ACCIDENT IN MY 1999 FORD F-350 SUPER DUTY POWERSTROKE. THE ACCIDENT OCCURRED APRIL 20TH,ON MY DRIVEWAY DUE TO A FAILURE WITH THE POWER STEERING / BRAKE ASSIST PUMP. THE TRUCK WAS TOTALED AND MY WIFE SUSTAINED A SEVERE NECK STRAIN AND MISSED FIVE WEEKS OF WORK. WE REPORTED THE ACCIDENT TO FORD THE WEEK OF APRIL 22. OUR INSURANCE COMPANY HAS RETAINED THE SERVICES OF A TRAFFIC ACCIDENT ENGINEER, AND WE ARE WORKING TO NEGOTIATE A SETTLEMENT WITH FORD.SINCE I HAVE BEGUN TO RESEARCH THE PROBLEM WITH THE POWER ASSIST, I HAVE LEARNED OF ANOTHER ACCIDENT CAUSED BY THE SAME DESIGN FLAWS IN THE PS/PB PUMP. IN MY CASE THE PUMP FAILED COMPLETELY LEAVING ME WITHOUT ANY ASSIST IN BRAKES OR STEERING, AND DUE TO THE FACT THAT I WAS APPROACHING A SWITCHBACK THAT DROPS AT AN 18% GRADE I SELECTED AN EMBANKMENT TO STOP THE VEHICLE, CAUSING THE ROLLOVER. I CALLED THE NHTSA TODAY, 8/17, AFTER FINDING OUT ABOUT YOUR WEBSITE. I READ THE COMMENTS FROM NHTSA ACTION #EA00017 THAT SHOWED THE INVESTIGATION CLOSED 7/29 (TWO WEEKS AGO) WITH NO RECALL # IT SEEMS THERE IS NO MORE INFORMATION READILY FORTHCOMING FROM THE NHTSA. I WOULD LIKE TO FIND OUT ABOUT YOUR FINDINGS AND GIVE YOU MORE INFORMATION AS WELL. PLEASE CONTACT ME @ [XXX] OR VIA EMAIL @ [XXX] Y MAILING ADDRESS IS PARTS OF THIS DOCUMENT HAVE BEEN REDACTED TO PROTECT PERSONALLY IDENTIFIABLE INFORMATION PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6).

Crash 2 injured

MY NAME IS [XXX] AND MY WIFE AND I WERE INJURED IN A ROLLOVER ACCIDENT IN MY 1999 FORD F-350 SUPER DUTY POWERSTROKE. THE ACCIDENT OCCURRED APRIL 20TH,ON MY DRIVEWAY DUE TO A FAILURE WITH THE POWER STEERING / BRAKE ASSIST PUMP. THE TRUCK WAS TOTALED AND MY WIFE SUSTAINED A SEVERE NECK STRAIN AND MISSED FIVE WEEKS OF WORK. WE REPORTED THE ACCIDENT TO FORD THE WEEK OF APRIL 22. OUR INSURANCE COMPANY HAS RETAINED THE SERVICES OF A TRAFFIC ACCIDENT ENGINEER, AND WE ARE WORKING TO NEGOTIATE A SETTLEMENT WITH FORD.SINCE I HAVE BEGUN TO RESEARCH THE PROBLEM WITH THE POWER ASSIST, I HAVE LEARNED OF ANOTHER ACCIDENT CAUSED BY THE SAME DESIGN FLAWS IN THE PS/PB PUMP. IN MY CASE THE PUMP FAILED COMPLETELY LEAVING ME WITHOUT ANY ASSIST IN BRAKES OR STEERING, AND DUE TO THE FACT THAT I WAS APPROACHING A SWITCHBACK THAT DROPS AT AN 18% GRADE I SELECTED AN EMBANKMENT TO STOP THE VEHICLE, CAUSING THE ROLLOVER. I CALLED THE NHTSA TODAY, 8/17, AFTER FINDING OUT ABOUT YOUR WEBSITE. I READ THE COMMENTS FROM NHTSA ACTION #EA00017 THAT SHOWED THE INVESTIGATION CLOSED 7/29 (TWO WEEKS AGO) WITH NO RECALL # IT SEEMS THERE IS NO MORE INFORMATION READILY FORTHCOMING FROM THE NHTSA. I WOULD LIKE TO FIND OUT ABOUT YOUR FINDINGS AND GIVE YOU MORE INFORMATION AS WELL. PLEASE CONTACT ME @ [XXX] OR VIA EMAIL @ [XXX] Y MAILING ADDRESS IS PARTS OF THIS DOCUMENT HAVE BEEN REDACTED TO PROTECT PERSONALLY IDENTIFIABLE INFORMATION PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6).

Crash 2 injured

THE RIGHT REAR AXLE SEAL FAILED UNDER WARRANTY AT 34427 MILES AND WAS REPLACED BY PARK FORD. THE RIGHT REAR AXLE SEAL FAILED AGAIN AT 70400 MILES. THE FAILURE CAUSES AXLE OIL TO LEAK OUT ONTO THE BRAKE PADS. THE TRUCK IS DIFFICULT TO CONTROL DURING HARD BRAKING. I CALLED FORD CUSTOMER SERVICE AND TALKED TO PARK FORD MULTIPLE TIMES REQUESTING THEM TO FIX THE PROBLEM. THEY SAID THE TRUCK WAS OUT OF WARRANTY AND THEY WOULD NOT HELP. I TOOK THE TRUCK TO ANOTHER MECHANIC WHO FOUND THAT THE PLASTIC FITTING (BREATHER ELEMENT) AT THE TOP OF THE REAR AXLE VENT LINE WAS PLUGGED. IT WAS MOLDED SHUT FROM THE FACTORY. THIS CAUSED THE AXLE SEAL TO FAIL TWICE AND CAUSES A SAFETY PROBLEM WHEN OIL LEAKS ONTO THE BRAKE PADS.*AK

MANUAL TRANSMISSION IS DIFFICULT TO GET INTO LOW GEARS AND GRINDS GOING INTO HIGH GEARS DUE TO THE ORIGINAL CLUTCH ASSEMBLY DEFECT. UNDER NORMAL AND ABOVE OPERATING TEMPS, WHEN CLUTCH IS PUSHED IN, THE HYDRAULIC LINE IN THE CLUTCH ASSEMBLY EXPANDS USING MORE HYDRAULIC OIL THAN THE SYSTEM CAN HOLD. THIS CAUSES THE CLUTCH DISCS TO NOT GET PROPER SEPERATION DISENGAGING POWER TO THE TRANSMISSION CAUSING DIFFICULTY IN SHIFTING. FORD TOLD ME I NEEDED AN UPDATED CLUTCH ASSEMBLY AT MY COST OF $465.00 PLUS TAX. FORD MUST HAVE KNOWN OF THIS PROBLEM OR WHY WOULD THEY ALREADY HAVE AN UPDATED CLUTCH ASSEMBLY TO OFFER? BY NOT BEING ABLE TO SHIFT PROPERLY, IT IS EXTREMELY UNSAFE AND IS CAUSING TRANSMISSION DAMAGE. I FEEL THAT THIS IS A FACTORY DEFECT AND IT SHOULD BE RECALLED IMMEDIATELY AND ANYONE HAVING TO PAY SHOULD BE REFUNDED. I WORK WITH A MAN WHO HAS AN F350 WHO HAS TO SHUT HIS ENGINE OFF IN ORDER TO GET IT INTO 1ST GEAR.*AK

RIGHT REAR CALIPERS CAUSED EXCESSIVE WEAR ON INSIDE OF ROTOR AND WORE DOWN TO CALIPER PISTONS, IN THE FIRST INCIDENT. TWO SUBSEQUENT OCCURRENCES, THE CALIPER REBUILD KITS HAVE LEAKED. THE FORD DEALER SAYS CALIPERS HAVE TO BE TOTALLY REPLACED. IN DISCUSSIONS W/ PARTS HOUSES, IT WAS DETERMINED THAT A LOT OF THESE SAME REPAIR ITEMS ARE BEING REQUIRED. IT WOULD APPEAR THAT IF SUCH LARGE QUANTITIES OF THESE ITEMS ARE BEING SOLD, A "FAULTY" DESIGN EXISTS WITH THE BRAKING SYSTEM..

I BOUGHT THIS TRUCK FOR HAULING AND THE DEALERS RESPONSE WAS THAT I WAS TOWING TOO HEAVY LOADS.. THE FIRST TIME THIS HAPPENED I HAD TAKEN A TRIP WITH A TRAILER THAT HAD TRAILER BRAKES AND THANK GOD I MADE IT HOME..MY SON TOOK IT TO THE STORE AND WITH OUT WARNING HAD NO BRAKES COMING HOME THE LINES COMPLETELY SEVERED WHEN THE ROTORS BROKE OFF THE IN THE BACK OFF THE TRUCK....NOW I AM HAVING TROUBLE WITH THE FRONT BRAKES ...THE SHOES HAVE BEEN CHANGED BUT IN A SHORT TIME IN THE FRONT NOW I HAD TO REPLACE THE ROTOR. *AK

ONGOING PROBLEM WITH THE VEHICLE HESITATING DURING ACCELERATION AND INTERMITTENTLY STALLING. VEHICLE BEEN TO DEALER SHOP ON SEVERAL OCCASIONS, AND PROBLEM STILL REOCCURRING. FEEL FREE TO PROVIDE ANY FURTHER INFORMATION.*AK

THE ABS IN THIS VEHICLE HAS BEEN ACTIVATING DURING NORMAL BRAKING AT STOP SIGHNS WHEN THERE IS A BUMP OR SLIPPERY SURFACE AND TAKES TO LONG TO RE-ENGAGE THE BRAKES ONCE THEY HAVE BEEN RELEASED, RESULTING IN NOT STOPING UNTIL YOU HAVE PASSED THROUGH THE SIGN. *AK

Crash

EXCESSIVE WEAR OF ALL FOUR BRAKE ROTORS UNDER 25,000 MILES. DEALER WAS CONTACTED, AND INFORMED CONSUMER THAT IT WAS NOT COVERED UNDER A RECALL. FEEL FREE TO PROVIDE ANY FURTHER DETAILS ON THIS MATTER. *AK

IMPROPERLY DESIGNED WHEEL HOLE OPENINGS AND TIRE VALVES MAKE IT IMPOSSIBLE TO PROPERLY MAINTAIN DUAL REAR WHEEL TIRE PRESSURE AT SAFE LEVELS. OUR VEHICLES ARE BOX TYPE AMBULANCES MOUNTED ON FORD E-SUPER DUTY CHASSIS - AS ARE 90+% OF BOX TYPE AMBULANCES, MANY SMALL SCHOOL BUSES, RV'S, AND BOX TRUCKS, MANY OF WHICH ARE ON THE ROAD WITH UNDERINFLATED REAR TIRES, AND CARRYING HEAVY LOADS. THE PROBLEM RESULTS FROM THE ACCESS HOLES IN THE WHEELS BEING TOO SMALL AND THE WRONG TIRE VALVES BEING USED. THE VALVES ARE TOO SHORT AND ARE THE WRONG TYPE. FORD USES CAR TYPE RUBBER VALVES INSTEAD OF RIGID METAL TRUCK VALVES. THIS UNDERINFLATION/MAINTENANCE PROBLEM MAY BE RELATED TO REPORTED FIRESTONE TIRE FAILURES ON AMBULANCES. FORD NEEDS TO RE-CALL THESE VEHICLES AND INSTALL METAL VALVE STEMS OF THE PROPER ANGLE AND LENGTH, OR METAL STEMS WITH VALVE EXTENDERS. THIS IS AN EXTREMELY DANGEROUS SITUATION.

STEERING WHEEL WILL LOCK UP UNDER HARD BRAKING AT LOW SPEEDS WHEN YOU NEED TO STEER AROUND SOMETHING. *AK

FRONT ROTORS GET OUT OF ROUND AFTER ABOUT 12,000 MILES AND MUST BE TURNED. THIS IS TOO OFTEN AND SUGGESTS THEY ARE UNDERSIZED FOR THE VEHICLE. THEY NEED TO BE TURNED AGAIN AND I BELIEVE THAT THE ROTORS DO NOT HAVE SUFFICIENT FACING TO PERMIT THIS.*AK

THIS VEHICLE EXHIBITS A PROBLEM WITH THE DRIVETRAIN. UPON DECELERATING RAPIDLY IN FIRST OR SECOND GEAR SOMETHING IN THE DRIVETRAIN BEGINS TO BANG BACK AND FORTH. SOMETIMES IT IS SO VIOLENT THAT THE VEHICAL IS DIFFICULT TO CONTROL. THIS IS ESPECIALLY NOTICABLE ON ROUGH ROADS. I THINK THAT IN CERTAIN SITUATIONS IT COULD RESULT IN A CRASH. I HAVE TRIED TO ADDRESS THIS PROBLEM WITH FORD. THEY CLAIM IT IS AN INHERENT CONDITION WITH THIS MODEL OF VEHICAL AND HAVE CHOSEN TO DO NOTHING. IF THIS IS AN INHERENT CONDITION WITH THIS VEHICAL, I FEEL A RECALL MAY BE IN ORDER AS I FEEL THIS TO BE A VALID MECHANICAL AND SAFETY CONCERN.

I WAS DRIVING, THE TREAD SEPARATED AND THE TIRE THEN BLEW. VERY SCARY. I CONTACTED FIRESTONE. THEY ADVISED THAT IT WAS AN IMPACT BREAK SOMETIME IN THE LIFE OF THE TIRE. VERY RUDE. AFTER $1000 DAMAGE TO MY VEHICLE, I COULD NOT IN GOOD FAITH TRUST THE TIRES ON THE VEHICLE. I REPLACED THEM WITH MICHELAN'S. I NEVER IN OVER 35 YEARS OF DRIVING EVER HAD A TIRE TREAD SEPARATE AND THEN BLOW OUT. THIS IS A DEFECT THAT FIRESTONE WILL NOT ADMIT. THE COST AND DAMAGES TO MY VEHICLE TO REPLACE AND REPAIR IS OVER $2000. FIRESTONE COULD CARE LESS. (DOT NUMBER: VD1L1XD178 TIRESIZE: 225/75R16)