Owner-reported complaints naming the powertrain system, filed with NHTSA
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Powertrain reports that are not specifically the engine or transmission — driveshafts, axles, transfer cases and differentials. Every record below is an owner-reported complaint about the 1997 Ford F-150 submitted to NHTSA — not a confirmed defect, not a recall and not a manufacturer bulletin. 50 reports on file name it.
Complaints are reports submitted by owners and drivers to NHTSA. They are not verified and do not establish that a defect exists.
The 25 most recent of 50, in the owner's own words
The contact owns a 1997 Ford F-150. The contact stated that while driving at undisclosed speeds, the transmission hesitated while shifting gears. The contact stated that when the gear changed, the vehicle would jerk. The contact replaced the control sensor however, the failure recurred. A dealer was not contacted. The manufacturer was not made aware of the failure. The failure mileage was 245,000.
The contact owns a 1997 Ford F-150. The contact stated that while attempting to park the vehicle, the vehicle failed to shift into park(P). The contact stated that when he attempted to shift the vehicle into reverse(R), the vehicle shifted instead shifted into drive(D) and vice versa. Additionally, the contact stated that he had to turn the vehicle off and turn the steering wheel towards the direction of the curb in case the vehicle rolled away, increasing the risk of a crash or an injury. No warning light was illuminated. The vehicle was taken to an independent mechanic where it was diagnosed that the shifter cable assembly had detached from the bracket and needed to be replaced. The vehicle was not repaired. The dealer was not notified of the failure. The contact referenced NHTSA Campaign Number: 97V171000 (Power Train). The manufacturer was notified of the failure and the contact was informed that the VIN was not included in the recall and advised the contact to call the NHTSA Hotline. The failure mileage was approximately 40,000.
LINKAGE BRACKET BROKE WONT SHIFT COMPLETELY INTO PARK WONT STRART I HAVE LOOKED THIS UP AND ALSO THE CRUSE CONTROL SWITCH LEAKS BRAKE FLUID BOTH OF THESE HAVE BEEN RECALLED BY FORD BUT THE DEALERSHIP WHERE I TOO IT SAID MY VIN # WASNT ON RECALL LIST EVEN THOUGH THESE ARE BOTH ADMITTED TO BE FAULTY BY FORD HOW CAN I GET MINE REPAIRED.
TL* THE CONTACT OWNS A 1997 FORD F-150. THE CONTACT STATED THAT THE VEHICLE WOULD NOT SHIFT INTO PARK AND CRASHED INTO THE NEIGHBOR'S FENCE. THERE WERE NO INJURIES AND A POLICE REPORT WAS NOT FILED. WHEN THE CONTACT ATTEMPTED TO SHIFT THE VEHICLE INTO PARK, THE VEHICLE WOULD GO INTO DRIVE. THE VEHICLE WAS NOT TAKEN TO A DEALER OR AN INDEPENDENT MECHANIC. THE VEHICLE WAS NOT REPAIRED. THE MANUFACTURER WAS NOT NOTIFIED OF THE FAILURE. THE APPROXIMATE FAILURE MILEAGE WAS 300,000.
TL* THE CONTACT OWNS A 1997 FORD F-150. THE CONTACT STATED THAT THE GEAR LEVER FAILED TO SHIFT FROM DRIVE INTO PARK. THE VEHICLE WAS TOWED TO AN AUTHORIZED DEALER WHERE THE SHIFT CABLE AND STEERING COLUMN BRACKET WERE REPLACED. THE CONTACT REFERENCED TWO RECALLS UNDER NHTSA CAMPAIGN ID NUMBERS 97V171000 (POWER TRAIN) AND 97V147000 (POWER TRAIN). THE MANUFACTURER WAS NOTIFIED AND THEY INFORMED THE CONTACT THAT THE VIN WAS NOT INCLUDED IN EITHER OF THE TWO RECALLS. THE APPROXIMATE FAILURE MILEAGE WAS 150,000.
TL* THE CONTACT OWNS A 1997 FORD F-150. THE CONTACT STATED THAT THE VEHICLE WAS PARKED AND TURNED OFF WHEN IT ROLLED AWAY DOWN A HILL AND CRASHED INTO A NEIGHBOR'S HOME. THE EMERGENCY BRAKE WAS ENGAGED AT THE TIME OF THE FAILURE. THE POLICE ARRIVED ON THE SCENE AND FILED A REPORT OF THE INCIDENT. THE CONTACT'S INSURANCE COMPANY INSPECTED THE VEHICLE AND ADVISED THAT THERE WAS AN ISSUE WITH THE STEERING COLUMN. THE VEHICLE HAD NOT BEEN INSPECTED BY AN AUTHORIZED DEALER. THE MANUFACTURER WAS NOT CONTACTED. THE FAILURE MILEAGE WAS 107,076. *TR
TL* THE CONTACT OWNS 1997 FORD F-150. THE CONTACT STATED THAT AFTER RECEIVING NOTIFICATION OF NHTSA CAMPAIGN I.D. 11V385000 (FUEL SYSTEM, GASOLINE: STORAGE: TANK ASSEMBLY: MOUNTING) THE CONTACT TOOK THE VEHICLE TO THE DEALER. THE DEALER STATED THAT THE FUEL STRAPS WERE CORRODED. THE DEALER WAS UNABLE TO PERFORM THE RECALL REMEDY DUE TO THE SEVERITY OF THE CORROSION ON THE FUEL TANK STRAPS. THE CONTACT CALLED THE MANUFACTURER REGARDING THE RECALL REPAIR AND WAS ADVISED THAT THE MANUFACTURER THE FUEL TANK MOUNT WOULD HAVE TO BE REPAIRED AT THE CONTACT'S EXPENSE. THE VEHICLE WAS NOT REPAIRED. THE FAILURE MILEAGE WAS 150,000. THE CONSUMER STATED THE FRAME BRACKET HAD ROTTED AND THE RECALL COULD NOT BE PERFORMED. THE CONSUMER STATED THE VEHICLE HAS A SLIGHT HESITATION, THERE WAS A NOISE WHEN THE GEAR WAS IN DRIVE, THE BRAKES FELT SPONGY, THE BRAKE LINE HAD TO BE REPLACED, AS WELL AS THE BRAKES, CALIPERS AND HOSES. UPDATED 04/17/12 UPDATED 04/25/12*LJ UPDATED 05/02/12 *JB
GEM MODULE FAILURE AT HIGH SPEED. CAUSED 4X4 TO ENGAGE AT HIGH SPEED CAUSING LOSS OF CONTROL OF VEHICLE. ALSO, DURING TURNS, CAUSES LOSS OF CONTROL OF STEERING. DID SOME RESEARCH OF SEVERAL FORD F150 WEB SITES AND FOUND SEVERAL COMPLAINTS FOR SIMILAR OR THE SAME PROBLEMS. TOOK THE VEHICLE TO THE FORD DEALER FOR REPAIR AND WAS TOLD THE GEM MODULE WAS THE CULPRIT AND THAT THERE WAS SIGNIFICANT CORROSION IN THE ADJACENT FUSE JUNCTION PANEL. THE SERVICE DEPARTMENT CONFESSED THAT THEY HAVE HAD SEVERAL COMPLAINTS FOR THESE KINDS OF CONDITIONS AND HAVE HAD TO REPLACE MANY OF THESE GEM MODULES AND FUSE PANELS BECAUSE OF LEAKS IN THE WINDSHIELD OR HOOD COWLING. THEY FURTHER TOLD ME THAT UNLESS I REPLACED THESE COMPONENTS AND ANY OTHER ELECTRICAL COMPONENT, AT MY EXPENSE, THEY WOULD NOT WARRANTY ANY REPAIRS. AFTER A REPAIR BILL OF $1000.00, FORD REFUSED TO HELP CLAIMING IT WAS NOT A DESIGN OR COMPONENT PART PROBLEM. MY CONCERN IS THE POSSIBILITY OF ELECTRICAL FAILURES IN THE FUTURE OR EVEN DAMAGE TO THE DRIVE TRAIN COMPONENTS.
TL*THE CONTACT OWNS A 1997 FORD F150. WHILE DRIVING 55 MPH, THE CONTACT HEARD A LOUD POP AND THE VEHICLE PULLED TO THE RIGHT. THE VEHICLE WAS TOWED TO THE DEALER AND THEY STATED THAT THE AXLE TUBE WAS FRACTURED. THE REPAIR SHOP REPLACED THE CV AXLE AND THE AXLE TUBE. THE CURRENT MILEAGE WAS 136,000 AND FAILURE MILEAGE WAS 135,000.
WHILE DRIVING 30 MPH UPHILL IN SNOW FRONT TIRES LOCKED AND VEHICLE STARTED SLIDING DOWN HILL. VEHICLE WAS TOWED TO DEALER, LEFT SIDE OF DIFFERENTIAL WAS BROKEN. PART HAD TO BE REPLACED. *AK
WHILE DRIVING FRONT FRAME AXLE CRACKED. AXLE HAD BEEN REPLACED TWICE. HAD CONTACTED DEALERSHIP. *AK
THE UNIVERSAL JOINT ON THE END OF THE STEERING COLUMN DISCONNECTED CAUSING LOSS OF STEERING ABILITY, THE CONSUMER IS REQUESTING REIMBURSEMENT, THE STEERING GEAR BOX WAS ALSO REPLACED. NLM
PULLED UP IN DRIVEWAY AND DRIVESHAFT WENT OUT. ALSO, DRIVER'S SIDE WHEEL BALL JOINTS FELL OFF.*AK
WHILE DRIVING WOULD STEP ON BRAKES AND LEFT REAR TIRES LOCKED. CONSUMER WAS TOLD THAT DEFECT ON VEHICLE HAD BEEN REAR AXLE SEAL THAT WHEN RAINING COULD LOCK UP. *AK CONSUMER STATES THAT AFFECTED BRAKES WERE SATURATED WITH LUBRICANT AND WOULD DO NOTHING WHEN ACTIVATED. *SLC
SPEEDOMETER STICKS AND MISREADS HOW FAST VEHICLE IS GOING. DEALER AND MANUFACTURER HAVE BEEN NOTIFIED.*AK
NO SUMMARY
THE DRIVESHAFT WAS REPLACED. *SLC
NO SUMMARY
WHILE DRIVING ON INTERSTATE 68 GOING UP A MOUNTAIN AND TOWING A RV, UPON REACHING TOP OF THE MOUNTAIN HEARD A LOUD NOISE. STARTED SLOWING DOWN, PASSED THE GUARDRAIL, AND ALL OF A SUDDEN VEHICLE JACK KNIFED OUT OF CONTROL. RV IMPACT FORCED TRUCK OFF THE ROAD. SHATTERED THE REAR CAB. WHEN THEY TOWED VEHICLE TO DEALER, WAS TOLD BY THE MECHANIC THAT THIS WAS A COMMON PROBLEM BECAUSE BEARINGS FAILED DUE TO BEARING SPINS IN THE HOUSING UNIT FREEZING UP. *AK
WHEN IN NEUTRAL AND COASTING DOWN A HILL, DRIVELINE RATTLES OVER BUMPS. DRIVELINE CLUNKS ON ACCELERATION OR DECELERATION. CONTACTED DEALER. SERVICE MANAGER CHECKED THE BULLETINS, FORD CLAIMS THAT IT WILL NOT CAUSE DAMAGE TO ANYTHING IN THE DRIVELINE. PRIVATE MECHANIC SAID THAT IT WILL OVER TIME. *AK *ML
HOOD BEGAN COMING UP AROUND JUNE OF 1999, RELEASES 2 TO 3 TIMES A WEEK. DOES NOT RELEASE SECOND LATCH TO FLY ALL THE WAY UP. THE SPEEDOMETER GAUGES STARTED WORKING IMPROPERLY LATE FEBRUARY OF 2000, THE MILEAGE COUNTER STOPS, THEN AFTER 3-4 HUNDRED MILES STARTS WORKING AGAIN. THIS HAS HAPPENED 3 TIMES SINCE.
NO SUMMARY LISTED FOR ABOVE VEHICLE. *AK
NO REAR AXLE BRAKES IN EMERGENCY STOP ATTEMPT, RESULTING IN CRASH. *AK
WHILE DRIVING THE WHEEL BEARINGS SEPARATED FROM THE VEHICLE, TIRE AND RIM ALSO EPARATED FROM VEHICLE, RESULTING IN A COLLISION. THE DEALER HAS BEEN NOTIFIED. *AK
IN MAY 99 HEARD RATTLE FROM LEFT REAR. FOUND SPRING CLAMP MISSING BUSHING, NO BIG DEAL. BUT DID NOTICE BOTTOM LEAF WAS KICKED OUT ON AFT END (AND KICKED IN OF FWD END) APPX 1/4 TO 3/8". WHILE DEALER REPLACE LUGS: NUTS ON RECALL SAID LEAF SPRING NO BIG DEAL. I WRAPPED LOOSE CLAMP IN TAPE TO STOP RATTLE. NOW IN 11/99 WHILE WASHING CAR I NOTICED LOWER LEAF IS KICKED OUT CONSIDERABLY FARTHER, NOW MEASURING A FULL 1". I HAVE CONTACTED FORD CAC, AND THE DEALER WILL PROBABLY INSTALL A KIT PER SB99-6477. HOWEVER, I VIEW THIS AS A VERY BIG PROBLEM/SAFETY ISSUE BECAUSE THE FORD TSB KIT ONLY REPLACES THE EXISTING CLAMP FOR THE TWO UPPOER LEAFS. THE LOWER LEAF IS "ADJUSTED" BACK INTO PLACE. INTERNET RESEARCH SHOWS NUMEROUS PEOPLE WITH SAME COMPAINT. THIS IS NOT A SATISFACTORY SOLUTION. IN MY CURRENT SITUATION THE LOWER LEAF, AT A 1" AFT KICKOUT, IS CONTACTING THE FWD INSIDE AND AFT OUTSIDE U-BOLT. THERE CAN BE NO OTHER OUTCOME TO THIS THAN FOR THE SPRING TO EXERT ENOUGH FORCE OVER TIME TO WEAKEN BOTH U-BOLTS TO THE POINT OF FAILURE. IN MY CASE I'LL BE WATCHING LIKE A HAWK. HOWEVER WERE IT NOT FOR THE INITIAL RATTLE I DOUBT THAT I WOULD HAVE EVER SEEN THE PROBLEM UNTIL AT SOME POINT IN THE FUTURE WHEN MY AXLE FELL OFF. I'VE BEEN HAPPY WITH THE TRUCK AND FORD IN GENERAL UNTIL NOW, BUT I FEEL LIKE THEY NEED TO WAKE UP AND ADDRESS THIS. LOOKING AT CHEVROLET TRUCKS THEY HAVE WHAT SEEMS TO BE A BETTER DESIGN PHILOSOPHY; THE CHEVROLET TRUCK HAS "SQUARE" U-BOLTS, THREADS DOWN , WHICH STRADDLE THE LEAF SPRING ASSEMBLIES WITH CLOSE TOLERANCE TO KEEP THE STACK TOGETHER ON TOP OF AXLE. FORD'S DESIGN HAS THE U-BOLTS ON EITHER SIDE OF THE SPRING STACK, THREADS UP, AND RELIES ON THE COMPRESSION FORCE TO KEEP THE STACK TOGETHER INSTEAD OF THE U-BOLT ITSELF. I WOULD ENCOURAGE YOU TO LOOK AT THIS ISSUE; OVER TIME AS THESE TRUCKS ACQUIRE MORE MILEAGE THERE MAY BE SOME U-BOLT FAILURES. *AK
Higher-selling and older vehicles accumulate more reports. Counts are not failure rates and are not directly comparable between vehicles that sold in very different numbers.
Categories with enough reports to have a page of their own
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