2000 Ford F-350 Powertrain & Transmission Problems

The first and only notification received was the April 5, 2025 email. The 2000 F350 did experience issues of stalling on the road many times. After several thousand dollars of repairs, the camshaft position sensor was replaced by a commercial diesel mechanic. No warnings of any kind were displayed. The truck stalled on the freeway ramp and other streets. These issues occurred since 2000 when the truck was purchased. The lack of notification and choice of fix caused danger and a lot of repair costs. This is unacceptable.

STOPPED AND PUT IN PARK,SLIPPED OUT OF PARK AND ROLLED. HAS HAPPENED 3 TIMES. *TR

MANUAL TRANSMISSION KEEPING HANGING UP AND IS HARD SHIFTING INTO GEARS

DRIVING DOWN THE ROAD THE OTHER DAY IN ARE 2000 F-350 7.3 DIESEL REG CAB CHASSIS TRUCK PULLING 25,000 LB GOOSENECK TRAILER WAS DIS ENGAGING THE CLUTCH WHEN THE CLUTCH ASSEMBLY BROKE THE BUSHINGS WENT OUT AND BROKE LEAVING THE CLUTCH USELESS DRIVING IN BUSY TRAFFIC CLUTCH STAYED STICKING CAUSED A FIRE UNDER VEHICLE. *TR

TL* THE CONTACT OWNS A 2000 FORD F350 SUPER DUTY. THE CONTACT STATED THAT THE CLUTCH ARM BROKE WHILE THE CONTACT WAS DRIVING APPROXIMATELY 35 MPH. THE VEHICLE WAS REPAIRED BY THE CONTACT. THE MANUFACTURER AND DEALER WERE CONTACTED TO REPORT THE FAILURE. THE FAILURE MILEAGE WAS 151,000 AND THE CURRENT MILEAGE WAS 154,000. UPDATED 08/31/11*LJ UPDATED 2/9/12 *CN

THE CLUTCH FAILED TO ENGAGED WHEN APPLIED. THE CONSUMER NOTICED THAT THE CLUTCH WOULD ENGAGED ON ITS OWN. THE CONSUMER WAS ABLE TO DRIVE IT TO THE DEALER FOR INSPECTION. THE MECHANIC WAS UNABLE TO DUPLICATE THE PROBLEM. JB.....CONSUMER STOPPED AT A TRAFFIC LIGHT WITH THE CLUTCH PEDAL FULLY DEPRESSED WHEN THE VEHICLE LURCHED FORWARD TOWARDS THE CROSSWALK NARROWLY AVOIDING PEDESTRIANS. THE CLUTCH PEDAL WA SFUKKY DEPRESSED. CONSUME RHAD TO SHUT OFF THE IGNITION SWITCH TO STOP THE VEHICLE. CONSUME RTOOK THE VEHICLE TO FREEDOM FORD FOR REPAIRS AND WAS PERENTED WITH A BILL FOR $520.34. CUSTOMER SERVICE REPRESENTATIVE TOLD CONSUMER THAT REPAIRS WERE NOR COVERED UNDER WARRANTY SINCE THE CLUTCH IS NOT PART OF THE POWER TRAIN. *AK

2000 FORD F 350. CLUTCH WILL NOT DISENGAGE DRIVELINE WHEN DEPRESSED. 2 ND FAILURE OF SUCH NATURE. VEHICLE WILL KEEP ROLLING IN CURRENT GEAR AND SPEED WHEN CLUTCH IS DISENGAGED. CAN DO NOTHING BUT STALL THE ENGINE BY HARD BRAKING OR TURNING OFF THE KEY BOTH CREATE OTHER DANGERS. FIRST FAILURE HAPPENED AT 38K MILES SECOND AT 52K. PAID FOR FIRST REPAIR OUT OF POCKET- SAID TO BE THE CLUTCH MASTER CYLINDER BOOT RIPPING WHILE UNDER PRESSURE. SEEKING FORD TO FIX THIS TIME. FORD DEALERSHIPS IN NORFOLK VA AND KNOXVILLE TN DENY THAT THIS IS A SAFETY ISSUE. I DO NOT UNDERSTAND THEIR LOGIC. *AK

CONSUMER STATED THAT WHILE DRIVING, WHEN HE ATTEMPTED TO CHANGE GEARS AND PUT HIS FOOT ON THE CLUTCH IT WENT ALL THE WAY DOWN TO THE FLOOR. HE MANAGED TO PULL TO THE SIDE AND HAD VEHICLE TOWED TO THE DEALER. THE DEALER TOLD THE CONSUMER THAT THE CLUTCH WAS GONE. CONSUMER INDICATED THAT HE NEVER LOST CONTROL BECAUSE HE WAS NOT GOING FAST. HOWEVER, HE WAS VERY UNHAPPY BECAUSE THIS IS A 2000 MODEL AND THE GEARS WERE ALREADY GONE. HE HAD TO PAY $1527.00 TO HAVE VEHICLE REPAIRED. *AK THE CLUTCH PEDAL HAD GONE TO THE FLOOR BOARD AND WOULD NOT COME BACK UP. THE CLUTCH PEDAL ALSO LEAKED FLUID. *SCC *JB

THE REAR AXLE FAILED. CONSUMER PAID $180.OO FOR AXLE REPLACEMENT. *CB

CLUTCH RELEASE BEARING (THROW OUT BEARING) ACTUATOR ARM FAILURE RESULTING IN MOVEMENT OF VEHICLE WHILE CLUTCH PEDAL IS DEPRESSED THIS IS THE SECOND FAILURE OF THE SUBJECT PART IN THE LIFE OF THIS SERIAL NUMBER TRUCK. THE FIRST OCCURRED AT APX. 37,000 MILES; THE SECOND AT APX. 95,000 MILES. BOTH REPAIRS WERE COMPLETED USING OEM PARTS. I AM IN POSSESSION OF THE SECOND FAILED PART AND WILL MAKE IT AVAILABLE FOR INSPECTION UPON REQUEST. THIS FAILURE IS A MAJOR SAFETY ISSUE AS THE POWER TRAIN CAN NOT BE INTERRUPTED BY NORMAL MEANS. THAT IS, ONE NORMALLY DEPRESSES THE CLUTCH PEDAL TO INTERRUPT POWER TRANSMISSION AND APPLIES BRAKE ACTION TO STOP THE VEHICLE. WHEN THE SUBJECT ARM FAILS, ONE DEPRESSES THE CLUTCH PEDAL AND THE VEHICLE CONTINUES MOVEMENT, CAUSING AN INHERENT REACTION DELAY TO ASSES THE ABNORMALITY, SUBSEQUENTLY FOLLOWED BY APPLICATION OF BRAKE PRESSURE TO STOP THE VEHICLE, CAUSING A SIGNIFICANT BIND IN THE TRANSMISSION, RESULTING IN THE INABILITY TO MOVE THE TRANSMISSION SHIFTER OUT OF GEAR, THEN ONE MUST EITHER TURN OFF THE IGNITION OR APPLY BRAKE PRESSURE OF SUFFICIENT FORCE TO STALL THE ENGINE; ALL OF WHICH HAS CONSUMED AND EXCEEDED A REASONABLY PLANNED STOPPING DISTANCE. THE RESULTING DELAY MAY RESULT IN INJURY OR DEATH OF BY STANDERS, SHOULD THEY BE PINCHED BETWEEN THE FAILURE VEHICLE AND A STATIONARY OBJECT. THE OPERATING NATURE OF A TRUCK OF THIS DESIGN INCREASES THE RISK OF INJURY OR DEATH, FOLLOWING THE DESCRIBED FAILURE. THE MANUFACTURER MARKETS THIS TRUCK TO COMMERCIAL OPERATORS AND ONE WILL ROUTINELY FIND THE VEHICLE EMPLOYED ON WORK SITES AND SIMILARLY CONGESTED AREAS. THIS FAILURE LEAVES THE TRUSTING AND CAPABLE OPERATORS OF THIS VEHICLE AND UNSUSPECTING BY-STANDERS AT RISK OF INJURY OR DEATH; WHILE AT PLAY OR ON THE WORK PLACE.

CLUTCH ASSEMBLY BECOMES INOPERATIVE WHILE DRIVING. WHEN OPERATOR TRIES TO STOP THE TRUCK THE CLUTCH WILL NOT DISENGAGE. THIS CAUSES THE TRUCK TO BCOME A MISSILE. THE ONLY WAY TO STOP THE TRUCK IS TO KILL THE ENGINE. THIS HAS HAPPEN TWICE THE FIRST TIME WHILE EXITING FROM A INTERSTATE HWY AT 70 MPH WHILE PULLING A GOOSENECK TRAILER. THE TRUCK PUSHED THE OCCUPANTS INTO ONCOMING SIDE ROAD TRAFFIC. THE SECOND TIME THE TRUCK HAD TO BE DRIVEN UP ONTO THE SIDEWALK IN A CROWED STREET. BOTH TIMES THE OCCUPANTS WERE NOT INJURED. THIS PROBLEM COMES UNEXPECTED AND WITH NO WARNING. THE MANUFACTURE REPAIRED THE DEFECT THE FIRST TIME BUT REFUSES TO REPAIR THE SAME PROBLEM THIS TIME. *AK

CONSUMER STATES WHILE DRIVING, VEHICLE EXPERIENCED A COMPLETE FAILURE OF THE TRANSMISSION, CONSUMER WAS INFORMED THAT THE TRANSMISSION FAILURE WAS CAUSED BY A COOLER LINE LEAK, CONSUMER STATED THAT A SIMILIAR LEAK WAS REPAIRED PREVIOUSLY WHILE STILL UNDER WARRANTY AND WAS TOLD THAT NO OTHER DAMAGE HAD OCCURED.*JB

VEHICLE'S UNDERCARRIAGE CAUGHT ON FIRE.*MR THE VEHICLE WAS TOWED TO THE DEALERSHIP AND THE CONSUMER WAS INFORMED THE TRANSMISSION HAD OVERHEATED. THE CONSUMER'S INSURANCE COMPANY STATED A TECHNICAL SERVICE BULLETIN HAD BEEN ISSUED WHICH STATED IF THE VEHICLE WAS USED FOR TOWING THE TRANSMISSION MAY OVERHEAT, BUT THE CONSUMER WAS NEVER NOTIFIED. THE DEALER REFUSED TO PERFORM THE UPGRADE ON THE COOLING SYSTEM BECAUSE THEY WERE UNABLE TO PULL UP THE CODES. ONE YEAR LATER, THE SAME PROBLEM HAPPENED AGAIN, THE VEHICLE WAS TAKEN TO THE DEALER AND THIS TIME THEY WERE ABLE TO SEE THAT THE TRANSMISSION DID INDEED OVERHEAT, THE TRANSMISSION WAS REPLACED UNDER WARRANTY, HOWEVER IF THE CONSUMER WANTED THE UPGRADE HE WOULD BE RESPONSIBLE FOR THE CHARGES. *JB *NLM

WHILE TRAVELING AT 40 MPH, WAS UNABLE TO GET OUT OF GEAR BECAUSE SPRING IN CLUTCH HOUSING FAILED. DEALER WAS NOTIFIED AND MADE THE REPAIRS. FEEL FREE TO PROVIDE ANY FURTHER INFORMATION ON THIS MATTER.*AK

TRUCK WAS PARKED ON A CAR PORT (COVERED). TRUCK IN GEAR AND PARKING BRAKE ON. I WAS IN GARAGE AT BOTTOM OF HILL. TRUCK ROLLED OFF CAR PORT STRUCK AN OLD JUNK CAR HALF WAY DOWN HILL AND DROVE IT THROUGH THE GARAGE DOOR AND PINNED ME ON THE BACK WALL OF THE GARAGE. I BELIEVE TRUCK WAS IN GEAR AND PARKING BRAKE ON. POLICE CONFIRMED PARKING BRAKE WAS ON WHEN THEY PULLED ME FROM ACCIDENT. *AK

WHILE DRIVING AND THEN STOPPING AT A GAS STATION COULD NOT DRIVE VEHICLE. CALLED TOW TRUCK, AND THEY FOUND OUT THAT CLUTCH HAD FALLEN APART.*AK

PILOT SHAFT BUSHING GOES OUT AND CAUSES THE MANUAL TRANSMISSION TO LOCK UP. DEALER HAS YET TO BE CONTACTED. *AK DEALER REPLACED 2 UJOINTS AND THE CAM SENSOR DUE TO DRIVETRAIN VIBRATION. *JB

VEHICLE JUMPED OUT OF GEAR AND ROLLED BACK. CONSUMER WAS NOT PARKED ON AN INCLINE. PLEASE PROVIDE FURTHER DETAILS.*AK

VEHICLE STALLS. TRANSMISSION OIL FILTER SHIFTS IN A MANNER THAT IT CUTS OUT TRANSMISSION FLOW WHICH CAUSES THE ENGINE TO SHUTDOWN. FORD DOESN'T HAVE THE FILTERS AVAILABLE. DEALERS HAD TO DRILL HOLES ON THE SIDE TO ALLOW OIL TO FLOW. FORD AWARE OF THE PROBLEM, TSB ISSUED, BUT MODIFIED FILTERS STILL NOT AVAILABLE. *AK *ML

I HAVE HAD THE VEHICLE A SHORT TIME AND THE VEHICLE HAS DEVELOPED A BINDING IN THE REAR WHEN TURNING AND THE GAS MILEAGE STARTED TO DECREASE THE TRASSFER CASE WAS NOISY IN 4 WHEEL DRIVE I TOOK IT TO THE DEALER AND THEY SAID THAT THERE WAS A PROBLEM WITH THE REAREND AND THEY ORDERED PARTS IT TOOK 8 DAYS TO GET MY TRUCK BACK WHEN I PICKED IT UP IT STILL HAD ALL THE SAME PROBLEMS AND AT THAT TIME I TOOK A MECHANIS FOR A RIDE HE NOTICED THE SAME THINGS THAT I DID AT THAT TIME I WAS ASKED TO BRING THE TRUCK BACK ON MONDAY AT WHICH I DID THEN THE SERVICE MANAGER TOLD ME THE PROBLEMS WHERE NOT THERE I ALSO HAD ANOTHER PROBLEM WITH THE REAR DIFF SEAL LEAKING THEY REPLACED THE SEAL AND CALLED ME TO COME AND PICK IT UP AT WHICTCK TIME I ASKED ABOUT THE NOISE THAT WAS IN THE DRIVE LINE HE TOLD ME THAT HE DROVE THE TRUCK SEVERAL MILES AND HE COULD NOT DUPLICATE THE PROBLEM AND THE TRUCK WAS READY FOR PICK-UP I STATED THAT I WOULD NOT PICK UP THE TRUCK UNTILL I TALKED TO A REP AND HE TOLD ME THAT I COULD NOT TALK TO ONE AT THAT I ENDED THE PHONE CALL I CALLED HIS BOSS AND EXPLAINED THE PROBLEM HE STATED HE WOULD LOOK INTO IT THE FIRST SERVICE MANAGER CALLED ME BACK AT WHITCH TIME HE TOLD ME THAT HE DROVE ONE WITH A GAS THAT HAD 700 MILES ON IT AND IT DID NOT HAVE THE SAME PROBLEM AND THAT THE TRANSFER CASE WAS DEFF I TALKED TO HIM TODAY AND AT THIS TIME THEY CAN NOT FIND EXACTUALLY WHERE THE NOIS IS BUT IT IS IN THE DRIVE LINE