2000 Ford F-250 Complaint Log

I BOUGHT A NEW ENGINE ABOUT 5 YEARS AGO AND THE SPARK PLUG BLEW OUT. GOT IT "FIXED" FOR $200. *TR

DATE: SEPTEMBER 18, 2011 DRIVING SOUTH ON THE 605 FREEWAY REAR LEFT TIRE BLEW OUT THE TREAD BELT PORTION OF THE TIRE TORE OF AND CAUSED BODY AND PAINT DAMAGE TO THE REAR FENDER. I CAN PROVIDE PICTURES OF THE TIRE AND BODY DAMAGE IT CAUSED. I RECEIVED A RECALL NOTICE AND I MAILED THE DOCUMENTS REQUESTED. BF GOODRICH NOTIFIED ME THAT MY TIRES ARE OUT OF WARRANTY DUE TO AGE AND MY TIRES ARE NOT PART OF THE RECALL NOTICE. I TOLD THE PERSON ON THE PHONE THE INCIDENT IS THE SAME AS NOTED "TIRE TREAD SEPARATION" AS ON THE RECALL NOTICE. I ONLY HAD APPROXIMATELY 10,000 MILES ON THE TIRES WHEN IT HAPPENED. *TR

TIRE SEPARATED LIKE A RETREAD AND CAUSE OVER $3500 DAMAGE TO THE BED OF THE PICKUP ON THE DRIVER'S SIDE. *TR

TL* THE CONTACT OWNS A 2000 FORD F-250. WHILE PARKED, THE CONTACT NOTICED SMOKE COMING FROM UNDER THE HOOD. AFTER OPENING THE HOOD THE CONTACT NOTICED FLAMES. THE FIRE WAS EXTINGUISHED AND THE VEHICLE WAS TOWED TO THE DEALER. THE TECHNICIANS STATED THAT THERE WAS A RECALL UNDER NHTSA CAMPAIGN ID NUMBER: 06V286000 (VEHICLE SPEED CONTROL) THAT COULD POSSIBLY HAVE BEEN RELATED TO THE FAILURE. THE VEHICLE WAS INCLUDED IN THE RECALL BUT WAS NOT REPAIRED PRIOR TO THE FIRE. THE TECHNICIAN STATED THAT THE RECALL REPAIR WOULD BE PERFORMED BUT THE OTHER DAMAGES THAT RESULTED FROM THE FIRE WOULD NOT BE COVERED. THE VEHICLE WAS NOT REPAIRED. THE VIN WAS NOT AVAILABLE. THE APPROXIMATE FAILURE MILEAGE WAS 185,000.

TL* THE CONTACT OWNS A 2000 FORD F-250 4X4. THE CONTACT STATED THAT WHILE DRIVING 5 MPH, A LOUD NOISE WAS HEARD COMING FROM THE ENGINE AND SMOKE EMITTED FROM THE TAIL PIPE. THE VEHICLE WAS TOWED TO A PRIVATE MECHANIC, WHERE THE DIAGNOSTIC TEST INDICATED THAT THE WIRING INJECTOR WAS MELTED FROM A FIRE. THE SAME FAILURE OCCURRED ON THREE SEPARATE OCCASIONS. THE VEHICLE WAS REPAIRED AND THE MANUFACTURER WAS NOTIFIED. THE FAILURE AND CURRENT MILEAGES WERE 134,179. UPDATED 10/31/11 *BF THE CONSUMER STATED EVERY TIME THE WIRING HARNESS FAILED, THERE WAS NO WARNING AND THE VEHICLE INSTANTLY LOST POWER. UPDATED 01/18/12

I WAS TRAVELING ON I-90 IN ERIE,PA AND A SPARK PLUG BLEW OUT OF THE MOTOR. I LOST ALL POWER AND WAS NEARLY HIT FROM BEHIND. THE TRUCK IS A FORD F-250 WITH A TRITAN 5.4 L MOTOR. *TR

WAS PULLING MY BOAT OUT OF THE WATER AND WHEN STOPPING HEARD A LOUD BANG. STOPPED TRUCK AND SAW FLUID LEAKING ON TO THE GROUND FROM JUST FORWARD OF THE DRIVERS SIDE REAR TIRE. FOUND FLUID TO BE BRAKE FLUID. BRAKE STEEL LINE THAT RUNS DOWN THE LEFT FRAME RAIL HAD BURST NEAR FUEL TANK. THIS AREA HARD TO SEE UNLESS USING A MIRROR AND LIGHT. THE BRAKE LINE WAS VERY CORRODED AND HAD RUSTED THRU IN THE AREA THAT IS HARDEST TO SEE. REPLACED THE STEEL BRAKE LINE TO REPAIR. I AM THE ORIGINAL OWNER OF THIS TRUCK. I HAVE PICTURES AND HAVE THE OLD BRAKE LINE. *TR

TL* THE CONTACT OWNS A 2000 FORD F-250 SD. THE CONTACT STATED THAT WHILE DRIVING APPROXIMATELY 45 MPH, THE BRAKES UNINTENTIONALLY LOCKED WITHOUT WARNING. THE VEHICLE WAS MANEUVERED TO THE SIDE OF THE ROAD, AND REMAINED PARKED OVERNIGHT. THE FOLLOWING DAY, THE CONTACT STARTED THE VEHICLE AND RESUMED DRIVING WITH THE BRAKES FUNCTIONING NORMALLY FOR 15 MILES BEFORE THE FAILURE RECURRED. ONE WEEK PRIOR TO THE FAILURE, ALL OF THE ROTORS AND BOTH REAR CALIPERS WERE REPLACED. IN ADDITION TO THE REPAIR, THE FRONT AND REAR BRAKES WERE REPLACED. THE VEHICLE HAD NOT BEEN DIAGNOSED OR REPAIRED FOR THE MOST RECENT FAILURE. THE MANUFACTURER WAS MADE AWARE OF THE FAILURE AND THE CONTACT WAS INFORMED THAT THERE WERE NO RECALLS RELATED TO THE BRAKES. THE APPROXIMATE FAILURE MILEAGE WAS 178,000.

OUR UNATTENDED FORD F-250 PICKUP CAUGHT FIRE IN OUR CONSTRUCTION YARD. THE SUBSEQUENT FIRE COMPLETELY DESTROYED IT AND AN ADJACENT VEHICLE. THE VEHICLE HAD BEEN PARKED AND NOT MOVED FOR DAYS. I WAS THE LAST PERSON TO DRIVE IT AND I AM NOT AWARE OF ANY DEFECTS THE LAST TIME IT WAS DRIVEN. VIDEO SURVEILLANCE DID NOT CAPTURE THE FIRE OF THE FIRST VEHICLE, HOWEVER IT DOES PROVIDE A TIME LINE FOR THE EVENT AND SUBSEQUENT FIRE OF THE ADJACENT VEHICLE. *TR

MY YEAR 2000 FORD F-250 TRUCK BURST INTO FLAMES IN MY DRIVEWAY TODAY AN HOUR AND A HALF AFTER I PARKED IT. IT'S A TOTAL LOSS. *TR

I HAVE A 2000 FORD F250 3/4 TON 5.4 GAS 2 WHEEL DRIVE LONG BED EXTENDED CAB PICKUP. THE TRUCK SHAKES AND CUPS TIRES BADLY AT HIGHWAY SPEED IF WEIGHT IS PUT ONTO THE RIGHT FRONT WHEEL. I HAVE HEARD OF SEVERAL INCIDENTS OF THE DEATH WOBBLE ON THE F250 BUT MOST WERE 4X4 TRUCKS. I THINK THAT THIS IS DANGEROUS. MY TRUCK ONLY HAS 60K MILES ON IT. *KB

TL* THE CONTACT OWNS A 2000 FORD F-250 SD. THE CONTACT WAS DRIVING 40 MPH WHEN THE SPARK PLUGS DISCONNECTED FROM THE ENGINE. THE VEHICLE WAS INSPECTED BY THE DEALER WHO DRILLED INTO THE ENGINE AND REPLACED THE SPARK PLUGS BUT THE FAILURE RECURRED. THE MANUFACTURER WAS NOTIFIED OF THE FAILURE AND THERE WERE NO FURTHER REPAIRS. THE FAILURE MILEAGE WAS 103,000 AND THE CURRENT MILEAGE WAS 103,050. THE VIN WAS UNAVAILABLE.

I OBSERVE THE VOLUNTARY RECALL ISSUES BY GOODYEAR (NHTSA 12T0030000) AND SINCE I OWN A 4 WHEEL SET OF THOSE TIRES ON MY FORD F-250 SUPER DUTY, I NOTICED THAT MY SIZE WASN'T LISTED. I HAVE HAD TROUBLE WITH MY SET OF SILENT ARMOR TIRES IN THAT THEY CAN NOT BE BALANCED AS THEY SHOULD BE AND VERY PRONOUNCED CRACKS HAVE APPEARED ON THE SIDE WALLS CLOSE TO THE TREAD LINE. I LIMIT MY SPEED TO NO MORE THAN 50MPH. MY TIRES WERE PURCHASED IN SEPTEMBER, 2009 AND IF I COULD CRAWL UNDER MY TRUCK IN SEARCH OF THE PRODUCTION DATES, I'M SURE THEY WOULD BE IN OR CLOSE TO THE LISTED PRODUCTION DATES. THE PROBLEM APPEARS TO BE WITH THE SILENT ARMOR PRODUCTION TECHNOLOGY AND SHOULD NOT BE RECALLED IN SUCH A NARROW DATE RANGE OR SIZE RANGE. PLEASE EXPAND THE RECALL TO ALL SIZES AND A BROADER PRODUCTION DATE RANGE. *TR

TL* THE CONTACT OWNS A 2000 FORD F-250 SD. THE CONTACT STATED THAT HE HEARD A CLICKING NOISE AND THE LIGHTS ON THE INSTRUMENT PANEL FLICKERED ON AND OFF. ONCE HE TURNED THE HEATER CONTROL OFF, THE FLICKERING STOPPED BUT RECURRED WITHIN A FEW MINUTES. THE CONTACT PARKED THE VEHICLE AND WHEN HE RETURNED, THE VEHICLE WAS ATTEMPTING TO START INDEPENDENTLY. HE REMOVED THE POSITIVES AND NEGATIVES FROM THE SOLENOID TO CORRECT THE FAILURE. HE THEN REATTACHED AND THE FAILURE RECURRED. IN ADDITION, SMOKE WAS EMITTING FROM THE VEHICLE. THE VEHICLE WAS NOT INSPECTED OR REPAIRED. THE MANUFACTURER WAS NOT NOTIFIED OF THE FAILURE. THE CURRENT MILEAGE WAS APPROXIMATELY 218,000 AND THE FAILURE MILEAGE WAS APPROXIMATELY 217,000.

TL* THE CONTACT OWNS A 2000 FORD F-250. THE CONTACT STATED THAT THE FRONT DRIVER'S SEAT BELT WOULD EXPERIENCE DIFFICULTY LATCHING INTO THE BUCKLE. THE FAILURE PROGRESSED UNTIL THE SEAT BELT COULD NO LONGER BE REMOVED FROM THE BUCKLE. THE VEHICLE WAS TAKEN TO AN AUTHORIZED DEALER AND THE CONTACT WAS INFORMED THAT THE SEAT BELT BUCKLE WOULD NEED TO BE REPLACED. THE VEHICLE WAS NOT REPAIRED. THE MANUFACTURER WAS MADE AWARE OF THE FAILURE AND OFFERED NO ASSISTANCE. THE FAILURE MILEAGE WAS 120,000.

I HAD A SPARK PLUG BLOW OUT OF THE CYLINDER HEAD, AS MANY OTHER PEOPLE HAVE. THIS IS A MANUFACTURING DEFECT, AND THEY KNOW IT, SINCE THEY CHANGED THE DESIGN. THERE SHOULD BE A RECALL FOR THIS, SINCE IT IS A SAFETY ISSUE, AND IF I CANNOT FIX IT, IT WILL COST ME $2400 FOR A NEW CYLINDER HEAD. *TR

THE SPARK PLUGS ON MY TRUCK HAVE BLOWN OUT OF THE HEAD GASKET WHILE DRIVING ON THE HIGHWAY. I HAVE SPENT OVER $1300 REPAIRING/REPLACING THE SPARK PLUG AND THREADS ON THE HEADS. I HAVE BEEN READING ON THE INTERNET WHERE OTHER FORD OWNERS ARE HAVING THE SAME PROBLEM AND IT APPEARS THAT NOTHING IS BEING DONE TO CORRECT THE PROBLEM. THIS HAS HAPPENED TWICE TO ME SINCE I HAVE OWNED THE TRUCK. THE FIRST TIME WAS IN FEBRUARY 2011, SECOND TIME WAS APRIL 2015.

2000 F250 SUPER DUTY FRONT DRIVERS SIDE LEAF SPRING BROKE IN HALF AT 165,000 MILES OTHER THEN THAT I REALLY LIKE THE TRUCK HAS THE V10 ALOT OF POWER. *TR

BLEW #2 PLUG OUT OF CYLINDER HEAD ON A FORD F 250 V10 TRITON ENGINE AT 36K MILES AND THEN RECENTLY AT 85 K MILES. PROBLEM LIES IN THE MANUFACTURING/DESIGN BY FORD. SPARK PLUGS HAVE FEW THREADS TO HOLD THEM IN THE CYLINDERS. ALSO ALUMINUM HEADS WON'T HOLD THE PLUGS. THOUSANDS ARE HAVING THIS SAME PROBLEM WITH THEIR FORDS. WHY NO RECALL????? I HAVE TO REPLACE THE HEAD TOTALING NEARLY $ 4000.00 TO FIX THIS! TALKED TO 3 OTHER FORD TRUCK OWNERS LOCALLY, AND THEY ALL HAVE HAD PLUGS BLOW OUT OF THEIR FORD TRUCKS TOO! WHAT GIVES????? THIS IS SAD AS THIS HAS BEEN HAPPENING FOR SEVERAL YEARS NOW AND FORD STILL FEELS LIKE THEY ARE NOT RESPONSIBLE!!! *TR

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

THERE WERE NO PARTICULAR EVENTS LEADING UP TO THE FAILURE. WHEN STARTING THE VEHICLE ENGINE, THE ENGINE WILL NOT KEEP RUNNING ON ITS OWN. TO KEEP THE ENGINE RUNNING LIGHT PRESSURE MUST BE APPLIED TO THE ACCELERATOR TO MAINTAIN AN 800 TO 1000 RPM. THE VEHICLE CAN BE DRIVEN, HOWEVER, THE LEFT FOOT MUST BE USED FOR BRAKING SINCE THE RIGHT FOOT MUST BE USED TO KEEP CONTINUOUS PRESSURE ON THE ACCELERATOR TO PREVENT THE ENGINE FROM STALLING. THE ACCELERATOR ISSUE WILL SOMETIMES CORRECT ITSELF AFTER THE ENGINE HAS BEEN RUNNING FOR A PERIOD OF TIME AFTER STARTUP, HOWEVER, IN MOST CASES THIS PRESENTS A DANGEROUS SITUATION. WHEN THE ENGINE IDLE CORRECTS ITSELF, THE RPMS WILL TAKE A +1000 RPM JUMP FROM THE CURRENT RPM POSITION. FOR EXAMPLE, IF YOU ARE STOPPED AT A STOP LIGHT ONLY A FEW FEET FROM THE CAR IN FRONT OF YOU WITH LIGHT PRESSURE ON THE BRAKE, THE JUMP FROM 1000 RPM TO 2000 RPM MAY SEND THE VEHICLE LURCHING FORWARD REAR-ENDING THE VEHICLE IN FRONT OF YOU IF YOU DO NOT SLAM ON THE BRAKES QUICKLY! ANOTHER SITUATION THAT HAS ALSO CAUSED A "CLOSE CALL" IS WHEN DRIVING THE VEHICLE 5 MPH AT 1000 RPM IN A PARKING LOT. THE REASON THIS SITUATION IS EVEN MORE DANGEROUS IS DUE TO THE FACT THAT THE BRAKE IS TYPICALLY NOT BEING APPLIED AT ALL, SO WHEN THE +1000 RPM JUMP TO 2000 RPMS OCCURS IT CAN SEND YOUR VEHICLE LURCHING FORWARD INTO ANOTHER VEHICLE OR PEDESTRIAN THAT IS CROSSING IN FRONT OF THE VEHICLE. I ATTEMPTED TO FIX THE FAILURE BY REMOVING THE AIR BREATHER ASSEMBLY AND CLEANING THE INTAKE THROAT WITH CARBARATOR CLEANER, HOWEVER, THIS DID NOT RESOLVE THE FAILURE. *TR

SPARK PLUG EJECTION IN MY 2000 FORD F250 5.4L ENGINE. THIS IS THE 3RD TIME IN 2 YEARS THIS HAS HAPPENED. IT IS MY UNDERSTANDING THIS IS COMMON WITH THESE ENGINES AND THERE ARE NO RECALLS BY FORD MOTORS. BEFORE THE SPARK PLUG IS EJECTED, THERE IS A LOUD TAPPING SOUND FOLLOWED BY THE EJECTION SHORTLY THEREAFTER. THIS IS A SERIOUS ISSUE BECAUSE FUEL ESCAPES FROM THE HOLE AND CAN BE IGNITED BY THE SPARK PLUG THAT IS STILL ATTACHED TO THE COIL PACK AND FIRING. THIS CAN CAUSE AN ENGINE FIRE AND WORSE. FORD SHOULD BACK UP THEIR PRODUCT AND FIX THIS ISSUE. *TR

2000 FORD F-250 6.8L ENGINE BLEW SPARK PLUG OUT OF HEAD AT 73,300 MILES. *TR

TL* THE CONTACT OWNS A 2000 FORD F250 SUPER DUTY. THE CONTACT STATED WHILE DRIVING AT 55 MPH, THERE WAS AN ABNORMAL VIBRATION IN THE VEHICLE. THE VEHICLE WAS TAKEN TO A LOCAL REPAIR FACILITY WHERE THE CONTACT WAS INFORMED THAT THE FRONT DRIVER SIDE HUB BEARING WAS DEFECTIVE AND COULD POTENTIALLY CAUSE THE TIRE TO FRACTURE FROM THE VEHICLE. THERE WAS NOT A RECALL FOR THE FAILURE. THE VEHICLE WAS LEFT AT THE REPAIR FACILITY WHERE THE CONTACT WAS AWAITING REPAIRS. THE MANUFACTURER WAS NOT CONTACTED. THE VIN WAS NOT AVAILABLE. THE FAILURE MILEAGE WAS 185,950 AND THE CURRENT MILEAGE WAS APPROXIMATELY 186,000.

NOISY FRONT RIGHT WHEEL GRINDING NOISE. UNSAFE TO DRIVE, THE BEARING HAD APPROX 3 INCHES OF PLAY AND GRINDING ON THE ROTOR. REPLACED FRONT HUB ASSEMBLY AND BEARING AND BRAKES. THE VEHICLE HAD THE IDENTICAL FAILURE JULY 2010 ON THE LEFT FRONT WHEEL. MECHANICAL FAILURE THAT COULD RESULT IN DEATH.

THE TRUCK HAS AN INTERMITTENT HIGH IDLE PROBLEM. WHEN SLOWING DOWN, (EITHER BY DOWNSHIFTING THE MANUAL TRANSMISSION OR COASTING TO A STOP), THE ENGINE WILL SOMETIMES IDLE AT 1500 RPM RATHER THAN THE NOMINAL 700-800 RPM. IF I DON'T COME TO A COMPLETE STOP (LIKE WHEN TURNING ONTO MY STREET), THE IDLE WILL REMAIN HIGH TRYING TO MAKE THE TRUCK GO FASTER. IF I DO COME TO A COMPLETE STOP (LIKE AT A STOP SIGN), THE ENGINE WILL IDLE DOWN THE SECOND I COME TO A COMPLETE STOP. I AM CONCERNED ABOUT NOT ONLY MY BUT OTHERS SAFETY AS THE TRUCK TRIES DRIVING FASTER THAN I WANT WHEN THE IDLE IS HIGH. I HAVE TAKEN THE TRUCK TO SEVERAL DEALERS WHO HAVE PERFORMED MANY SERVICES TO THE TRUCK IN AN ATTEMPT TO DIAGNOSE AND SOLVE THE PROBLEM BUT TO NO AVAIL. I HAVE REPLACED NUMEROUS SENSORS ON THE TRUCK WITH ORIGINAL FORD EQUIPMENT BUT AGAIN NO IMPROVEMENT. I HAVE CONTACTED FORD DIRECTLY BUT ALL THEY TELL ME IS TO TAKE THE TRUCK TO MY FORD DEALER. I AM OUT OF OPTIONS AS THE FORD DEALER CANNOT SEEM TO DIAGNOSE THIS PROBLEM AND ALONG WITH IT MY CONCERN FOR SAFETY. *TR

TL*THE CONTACT OWNS A 2000 FORD F250. THE CONTACT STATED THE VEHICLE CAUGHT FIRE WHILE PARKED AND THE FIRE SPREAD TO THE CAB AND TIRES. THE FIRE DEPARTMENT STATED THAT THE FIRE ORIGINATED UNDER THE HOOD. THE CONTACT PLANNED TO SPEAK WITH THE MANUFACTURER. THE CURRENT AND FAILURE MILEAGES WERE APPROXIMATELY 207,000. UPDATED 07/28/10. *LJ ACCORDING TO THE INVESTIGATOR, THE FIR ORIGINATED WITHIN THE LEFT OR DRIVERS SIDE REAR OF THE ENGINE COMPARTMENT, IN THE IMMEDIATE AREA OF THE MASTER CYLINDER AND BRAKE FLUID RESERVOIR. THE FIRE WAS BEING CLASSIFIED AS ELECTRICAL IN NATURE. IT WAS NOTED THAT THE SPEED CONTROL DEACTIVATION SWITCH WAS LOCATED WITHIN THE AREA AND HAS BEEN RECALLED. 10/14/10*JB

your records are inaccurate, the issues have been repaired by me because Ford refused to comply. update your records

FUEL TANK COMING APART TRUCK STALLS AT HIGH RATE OF SPEED WITH HEAVY LOADS REPLACED FUEL TANK ON 5/26/10 FORD DEALERSHIP TOLD ME THEY WERE PUTTING A NEW AND IMPROVED FUEL TANK BACK ON TRUCK NOW ITS 3/21/12 TRUCK IS BACK IN SHOP AT A DIFFERENT FORD DEALERSHIP SAME PROBLEM TANK DID NOT EVEN LAST 2 YEARS BOTH TRIPS TO SHOP COSTING OVER $6000.00 BECAUSE OF TANKS LABOR FILTERS INJECTORS VC GASKETS ETC ALL FORD CAN SAY IS 12000 MILES OR 1 YEAR WARRANTY HUNDREDS OF PEOPLE HAVING SAME PROBLEM WITH FUEL TANKS WHICH LED TO SHUT DOWN OF TRUCK RUNNING DOWN THE ROAD HOW MANY PEOPLE HAVE TO DIE BEFORE SOMETHING IS DONE??????? *TR

SPARK PLUG BLOWING OUT OF HEAD ON MY FORD 250 SUPER DUTY V10 2000 YEAR. *TR

2000 FORD F250 V10 SPARK PLUG BLEW OUT OF HEAD, THREADS ARE STRIPPED. *TR

TL*THE CONTACT OWNS A 2000 FORD F-250. WHILE DRIVING 25 MPH, THE REAR PARKING BRAKE WAS WEDGED AGAINST THE REAR BRAKE DRUM WHICH CAUSED THE REAR WHEELS TO LOCK. THE CONTACT HAS NOT TAKEN THE VEHICLE TO THE DEALER TO BE REPAIRED SINCE HE FEELS THAT THE MANUFACTURER SHOULD BE RESPONSIBLE FOR THE REPAIRS. THE CONTACT IS CONCERNED ABOUT THE SAFETY RISK WHICH COULD RESULT IN A CRASH IF THE STEERING WHEEL CONTINUES TO LOCK. THE FAILURE MILEAGE WAS 130,000.

The contact owns a 2000 Ford F-250. The contact stated that the passenger’s side and driver’s side rear door locking mechanism was faulty and the doors could no longer be opened. The cause of the failure was not determined. The local dealer and manufacturer were not notified of the failure. The VIN was not available. The failure mileage was unknown.

MY 2000 FORD F250 TRUCK QUIT IN THE MIDDLE OF A BUSY STREET IN MY TOWN. THERE WAS A RECALL FOR A CAM POSITION SENSOR BUT DID NOT HAVE IT REPLACED YET. I DID HAVE SPARE AND REPLACED IT MYSELF. IT DID FIX THE PROBLEM. ALSO HAD A FRIEND RESET THE CHECK ENGINE LIGHT. *TR

TL* THE CONTACT OWNS A 2000 FORD F-250. WHILE DRIVING 50 MPH THE ENGINE MISFIRED AND CAUGHT FIRE. THE VEHICLE WAS COMPLETELY DESTROYED. THE FIRE DEPARTMENT EXTINGUISHED THE FLAMES. THERE WERE NO INJURIES. HE WAS IN THE PROCESS OF OBTAINING A FIRE REPORT. THE MANUFACTURER WAS NOTIFIED AND STATED THAT HE WOULD RECEIVE A RESPONSE WITHIN 15 DAYS. THE FAILURE AND CURRENT MILEAGES WERE 120,000.

WHILE DRIVING TO WORK ON OCTOBER 7, 2009 I HAD A SPARK PLUG BLOW OUT OF CYLINDER #3 OF MY 2000 FORD SUPER DUTY V-10. THIS COST ME $125 DOLLARS OF TOWING, AND $350.00 IN REPAIR. I PULLED OVER IMMEDIATELY TO REDUCE THE CHANCE OF ANYMORE DAMAGE TO THE VEHICLE. I DON'T KNOW WHAT HAPPENED TO THE SPARK PLUG AFTER HEARING IT BOUNCING UNDER THE VEHICLE. HOPEFULLY IT DIDN'T CAUSE ANY DAMAGE TO OTHER VEHICLES ON THE FREEWAY AT THE TIME. *TR

DRIVING TO WORK YESTERDAY EVENING I STOPPED TO GAS UP. AFTER FUELING THE TRUCK I STARTED THE ENGINE AND HEARD A LOUD POP FOLLOWED BY LOUD ENGINE NOISE. I SHUT DOWN THE ENGINE TO INVESTIGATE AND FOUND THE SPARK PLUG FROM THE SECOND CYLINDER ON THE PASSENGER SIDE EJECTED DESTROYING THE COIL IN THE PROCESS. I HAVE YET TO REPAIR THE PROBLEM AND HAVE CONCERNS THAT IT WILL HAPPEN AGAIN. *TR

1. FAILURE OF CRUISE CONTROL IT WOULD STOP WORKING THEN STOP 2. JUST WHEN TRIED TO USE IT WOULD EITHER WORK OR NOT THEN IT CAUGHT FIRE IN THE DRIVE WAY 3. NOTHING YET WE THINK THE TRUCK IS TOTALED OUT. *TR

SEPARATION OF STEEL BELTS ON TIRES IMPORTED BY FOREIGN TIRE SALES OF NEW JERSEY. AFTER CONTACTING THEM TWO YEARS AGO ABOUT THE RECALL, THEY SAID MY TIRES WERE NOT IN THE BATCH FOR THE RECALL. TWO OF THE FOUR TIRES I PURCHASED HAVE FAILED WITH BELT SEPARATION ON TWO DIFFERENT OCCASIONS, CAUSING DAMAGE TO MY VEHICLE. MY TIRES DOT NO. S ARE DOT7DT4FTS 1303 AND 0403. THE BATCH IN THE RECALL ARE DOT7DT4FTS 0404. *TR

WIRING IN THE STEERING COLUMN HAS BEEN COMING APART AND PIECES FALLING OUT OF THE COLUMN. THE CRUISE CONTROL, AIRBAG AND HORN ARE ALL NOT WORKING AS A RESULT OF THIS FAILURE. IT IS A FLAT (RIBBON WIRE) WIRE THAT APPEARS TO RUN FROM THE STEERING WHEEL THROUGH THE CENTER OF THE COLUMN. *TR

TL*THE CONTACT OWNS A 2000 FORD F-250 SD. WHILE DRIVING 10 MPH, THE CONTACT SMELLED BURNING WIRES IN THE VEHICLE AND NOTICED SMOKE COMING FROM THE HOOD. HE PULLED THE VEHICLE OVER AND OPENED THE HOOD. THE SMOKE CEASED, BUT THERE WAS A MELTED BLACK WIRE UNDER THE MASTER CYLINDER, WHICH HE BELIEVES CAUSED THE SMOKE. THE CONTACT DROVE BACK HOME, LOOKED UNDER THE HOOD AGAIN, AND NOTICED THAT IT WAS THE BRAKE PRESSURE SWITCH. THROUGH RESEARCH, HE FOUND THAT THERE WAS A RECALL, BUT IT DID NOT INCLUDE DIESEL ENGINES. THE DEALER WAS UNABLE TO ASSIST. THE CURRENT AND FAILURE MILEAGES WERE 160,000.

TL*THE CONTACT OWNS A 2000 FORD F250. WHILE DRIVING APPROXIMATELY 50 MPH, THE INSTRUMENT PANEL CLUSTER STOPPED FUNCTIONING. THE CONTACT NEARLY CRASHED, BUT WAS ABLE TO MANEUVER OFF THE ROADWAY. HE DROVE TO A DEALER, BUT THEY COULD NOT ASSIST. THE CONTACT HAD TO PURCHASE A NEW PANEL FROM THE DEALER. THE CURRENT AND FAILURE MILEAGES WERE 89,000.

I WAS DRIVING MY FORD F250 WITH THE 5.4 TRITON V8 GAS ENGINE DOWN THE ROAD WHEN IT SOUNDED AS IF THE ENGINE HAD BLOWN. UPON INVESTIGATION AT A LOCAL REPAIR SHOP IT WAS DETERMINED THE LEFT REAR SPARK PLUG HAD BLOWN OUT OF THE CYLINDER HEAD. THE COST FOR THE REPAIR WAS QUOTED BETWEEN $300 TO $3000 PENDING ON HOW BAD THE DAMAGE WAS TO THE SPARK PLUG THREADS. IT IS CURRENTLY PARKED UNTIL THE REPAIR CAN BE MADE. *TR

WHEN ACCELERATING, DRIVER NOTICED AN EXTRA SOUND FROM THE ENGINE (LIKE A SPARK KNOCK). EXAMINATION REVEALED THAT MULTIPLE BOLTS (BOTH MANIFOLDS) HAD BROKEN OFF RESULTING IN THE SOUND. HAS THIS HAPPENED TO ANYONE ELSE'S F250 TRITON V-10? MILEAGE IS 60,000 AND VEHICLE IS WELL MAINTAINED AND NOT ABUSED. *TR

I OWN A 2000 FORD F-250 POWERSTROKE 7.3 LITER TRUCK THAT WAS RECALLED FOR A CAMSHAFT POSITION SENSOR THAT FAILS INTERMITTENTLY. IT WILL LEAVE THE TRUCK NOT RUNNING, AND CAN RESULT IN NOT HAVING POWERSTEERING OR BRAKES. I HAD THE SENSOR REPLACED AND MY BIGGEST COMPLAINT IS THAT IT MADE MY TRUCK RUN WORSE. IT NOW HAS A MISFIRE THAT IS DIRECTLY ATTRIBUTED TO THE 'NEW' IMPROVED SENSOR. I AM NOT PLEASED AND WOULD LIKE SOME ACTION. *TR

THE REAR BRAKE LINE FAILED DUE TO CORROSION. THE FAILED BRAKE LINE ALLOWED THE BRAKE FLUID TO TOTALLY DRAIN THE RESERVOIR ON THE MASTER CYLINDER. THE RESERVOIR FOR THE REAR BRAKES IS SHARED WITH THE FRONT BRAKES SO THAT THE FRONT BRAKES WERE NO LONGER ABLE TO FUNCTION AS WELL. THE OPERATOR THEN HAS NO BRAKES AT ALL ON THE VEHICLE WITH THE EXCEPTION OF THE PARKING BRAKE. IN THE CASE OF THE FIRST FAILURE, I WAS ABLE TO USE THE MANUAL TRANSMISSION TO SLOW THE VEHICLE AND THEN SHIFT INTO REVERSE (IT HAS SYNCHROS IN REVERSE AS WELL) TO STOP THE VEHICLE. IN THE CASE OF THE SECOND FAILURE, THE VEHICLE WAS IN MY DRIVEWAY WHEN THE FAILURE OCCURRED. EVEN THOUGH THE BRAKE PEDAL WAS ONLY PUSHED ONCE, THE RESERVOIR STILL COMPLETELY DRAINED LEAVING ABSOLUTELY NO BRAKES. I FEEL THAT THIS BRAKE FAILURE MODE DOES NOT COMPLY WITH THE INTENT OF WHAT I UNDERSTAND THE LAW TO BE, THAT REQUIRES A SPLIT BRAKE SYSTEM THAT ENABLES THE OPERATOR TO STOP THE VEHICLE WHEN EITHER FRONT OR REAR BRAKES FAIL. THE CURRENT BRAKE SYSTEM DOES HAVE A SPLIT MASTER CYLINDER BUT THE COMMON RESERVOIR FEATURE PREVENTS THE SPLIT MASTER CYLINDER FROM OPERATING AS INTENDED/REQUIRED.

TL*THE CONTACT OWNS A 2000 FORD F-250 SUPERDUTY. WHILE DRIVING 40 MPH, THE ENGINE SHUT OFF AND THE VEHICLE CONTINUED TO ROLL. THE DRIVER ATTEMPTED TO DEPRESS THE BRAKE PEDAL TO STOP THE VEHICLE, BUT IT WOULD NOT STOP. THE VEHICLE FINALLY ROLLED TO A STOP IN THE GRASS WITHOUT A CRASH. THE VEHICLE WAS VERY HOT AND FLAMES WERE NOTICED COMING FROM THE FRONT OF THE VEHICLE, DIRECTLY UNDER THE ENGINE. THE FIRE DEPARTMENT ARRIVED AND EXTINGUISHED THE FIRE. THE VEHICLE WAS BURNED FROM THE TIRES TO THE WINDSHIELD AND DASHBOARD. THE MANUFACTURER STATED THAT THE VEHICLE WAS NOT INCLUDED IN NHTSA CAMPAIGN ID NUMBER 07V553000 (ENGINE AND ENGINE COOLING:ENGINE:DIESEL). THE CURRENT AND FAILURE MILEAGES WERE APPROXIMATELY 160,000. UPDATED 03/18/09. *LJ UPDATED 03/18/09.*JB

WHILE DRIVING 65 MPH ON THE FREEWAY, THE SPARK PLUG BLEW OUT OF THE ENGINE. NOW I AM LOOKING FOR A WAY TO REPAIR THIS. THERE IS NO WAY TO PUT AN NEW SPARK PLUG IN THE VEHICLE. I RESEARCHED THIS PROBLEM ONLINE AND SEEMS TO BE A BIG PROBLEM WITH FORD VEHICLES. *TR

FORD 5.4L SPARK PLUGS. I JUST EXPERIENCED MY THIRD BLOWOUT. LUCKILY, I WAS CLOSE TO HOME AND DID UNPLUG THE FUEL INJECTOR. SOMEONE LESS KNOWLEDGEABLE MAY HAVE DRIVEN THEIR VEHICLE AND WITH UNBURNED GASOLINE PUMPING ONTO A HOT ENGINE, WITH THE BLOWNOUT SPARK PLUG NEAR BY, THUS CAUSING A FIRE, OR WORSE AN EXPLOSION. IT IS MY RECOMMENDATION THAT FORD BE REQUIRED TO REPLACE THE CYLINDER HEADS ON THE DEFECTIVE VEHICLES, AT THEIR EXPENSE, WITH THEIR NEWLY REDESIGNED CYLINDER HEADS. IF THE CYLINDER HEADS WERE NOT DEFECTIVE, THEY WOULD NOT HAVE REDESIGNED THEM!!! DOES SOMEONE NEED TO DIE IN A SERIOUS AUTOMOBILE FIRE, BEFORE THEY ARE FORCED TO RECTIFY THEIR PROBLEM? IF THEY CAN ASK THE FEDERAL GOVERNMENT TO BAIL THEM OUT, THEY CAN STEP UP AND TAKE CARE OF THE MESS THEY HAVE CREATED. *TR

THE TREAD CAME OFF REAR TIRE AND CAUSED DAMAGE TO THE VEHICLE. THE COOPER DISCOVERER ATR LT285/75R16, THE YEAR OF THE TIRES IS 2005. *TR