Owner-reported complaints naming the steering system, filed with NHTSA
Data refreshed
Reports naming the steering system — racks, columns, power-steering assist and steering linkage. Every record below is an owner-reported complaint about the 2004 Ford F-250 submitted to NHTSA — not a confirmed defect, not a recall and not a manufacturer bulletin. 10 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.
Shown in the owner’s own words, exactly as filed
My 2004 F250 has developed the "Death Wobble" that is normally associated with newer models, but the shudder at or around 40-45mph is identical to the described problems of the newer models in the class action lawsuit and tech bulletins published by Ford. Older models need to be considered in the tech bulletins, customer satisfaction programs, and fixed by ford despite being 1 year older than the current guidelines.
The tie rod broke while the vehicle was in motion. This caused the vehicle to lose control and crash into another vehicle, causing damage to both vehicles. There was no warning and no sign of any issues. Vehicle has been very well maintained, in fact, it has been in the shop at least once per month for the past year due to a number of mechanical issues unrelated to the tie rod.
AT HIGHWAY SPEEDS, BETWEEN 70-80, THE FRONT RIGHT WHEEL VIBRATES/SHAKES VIOLENTLY AT FIRST IT IS MINOR, BUT GET'S WORSE AND WORSE AS IT FORCES THE TIRE OUT OF BALANCE. THIS PROBLEM HAS BEEN REPORTED TO FORD MANY TIMES. THEY SAY THEY CANNOT FIND A PROBLEM. THE PROBLEM FIRST OCCURRED AT 30,387 MILES. THEY COULD NOT FIND THE PROBLEM. ANOTHER DEALERSHIP, AT 36999 MILES, REPLACED THE STEERING DAMPENER, BUT IT DID NOT FIX THE PROBLEM. THEN, THEY TORQUED THE PITMEN ARM AND DECLARED THE PROBLEM FIXED. THE PROBLEM RETURNED BUT THE DEALERSHIPS CONTINUED TO STATE IT WAS A TIRE BALANCING PROBLEM. AFTER NEW TIRES WERE PURCHASED AT 50,252 MILES, THE PROBLEM PERSISTED. AT 56,013 MILES, THE PROBLEM WAS AGAIN REPORTED TO FORD. THEY STATED THEY COULD NOT BALANCE ONE OF THE 'NEW' TIRES. I TOOK THE VEHICLE TO DISCOUNT TIRE, WHICH SOLD ME THE TIRES AND USES THE SAME BALANCING MACHINE AS FORD. THEY REPLACED THE TIRE AND BALANCED THEM AGAIN. THE TECHNICIAN AT DISCOUNT TIRE TOLD ME THAT HAD SEEN THE PROBLEM BEFORE (WHERE HE COULD NOT MAINTAIN BALANCE). THE ONLY FIX WAS TO INSTALL DUAL STEERING STABILIZERS. AFTER RESEARCHING THE INTERNET, IT WAS DISCOVERED THAT THIS ACTUALLY WAS THE FIX. AS IT TURNS OUT, TO INSTALL DUAL STABILIZERS, THE TRUCK MUST HAVE A 2" LEVELING KIT INSTALLED TO ALLOW THE BRACKET TO FIT WITHOUT HITTING THE FRAME WHEN BUMPS ARE HIT.
STEERING GEAR BOX SPLINE SHAFT SNAPPED OFF AT THE PITMAN ARM CONNECTION WHILE DRIVING,CAUSING LOSS OF STEERING CONTROL.
TL* THE CONTACT OWNS A 2004 FORD F-250. THE CONTACT STATED THAT THE FUEL LINES WERE SEVERELY CORRODED AND WERE LEAKING. AS A RESULT, THE TRANSMISSION FAILED WHILE DRIVING AT 40 MPH, CAUSING THE CONTACT TO USE EXCESSIVE FORCE IN ORDER TO DRIVE THE VEHICLE. THE VEHICLE WAS NOT DIAGNOSED OR REPAIRED. THE CONTACT REPLACED THE POWER STEERING FUEL LINE, ONE BRAKE LINE, AND ONE TRANSMISSION FUEL LINE. THE MANUFACTURER WAS NOTIFIED OF THE FAILURE. THE FAILURE MILEAGE WAS 180,000. UPDATE 01/13/16 MA
TL* THE CONTACT OWNS A 2004 FORD F-250 EQUIPPED WITH A DIESEL ENGINE. THE CONTACT WAS DRIVING AT APPROXIMATELY 65 MPH, WHEN THE VEHICLE SUDDENLY SHUT OFF COMPLETELY WITH NO POWER STEERING. HE WAS ABLE TO GET THE VEHICLE SAFELY TO THE SIDE OF THE ROAD AND HAD IT TOWED TO A REPAIR SHOP. THE MECHANIC AT THE REPAIR SHOP REPLACED THE WIRING HARNESS AND ONE OF THE FUEL INJECTORS. HOWEVER, THE WIRING HARNESS SHORTED OUT AGAIN AND A FUEL INJECTOR IN ANOTHER AREA BLEW. THE CONTACT THEN TOOK THE VEHICLE TO THE DEALERSHIP WHERE HE WAS INFORMED THAT THE WIRING HARNESS AND THE FUEL INJECTION MODULE HAD FAILED. HE WAS ALSO ADVISED TO REPLACE THE WIRING HARNESS AND THE MODULE. THE CURRENT AND FAILURE MILEAGES WERE APPROXIMATELY 170,000.
TL*THE CONTACT OWNS A 2004 FORD F250. WHILE DRIVING AT ANY SPEED, THE VEHICLE LOST POWER AND THE ENGINE COMPLETELY SHUT OFF IN THE MIDDLE OF THE ROAD. THE ROAD CONDITIONS AND WEATHER WERE NOT A FACTOR. THE VEHICLE WOULD OCCASIONAL TAKE TEN MINUTES OR LONGER BEFORE IT WOULD RESTART. THE VEHICLE BECAME VERY DIFFICULT TO STEER AND LOST ALL POWER STEERING AND BRAKING ABILITY. THE FAILURES ALWAYS OCCUR WITHOUT WARNING. THE DEALER STATED THAT THE INJECTOR CONTROL PRESSURE (ICP) SENSOR WAS THE CAUSE OF THE FAILURE. THE VEHICLE WAS NOT INCLUDED IN THE RECALL. THE FAILURE MILEAGE WAS 100,000.
DT*: THE CONSUMER STATED WHEN DEPRESSING THE BRAKE PEDAL THE VEHICLE LOST ALL STEERING. THE VEHICLE WAS TAKEN TO THE DEALERSHIP. THE DEALERSHIP RAN DIAGNOSTICS TEST ON THE VEHICLE; THE PROBLEM WAS UNABLE TO BE DUPLICATED. THE VEHICLE WAS DRIVEN FOR TWO MONTHS AND THE CONSUMER WAS STILL EXPERIENCING THE SAME PROBLEMS WITH THE STEERING. THE VEHICLE WAS TAKEN BACK TO THE DEALERSHIP A SECOND TIME, AGAIN THE VEHICLE UNDER WENT A DIAGNOSTICS TEST. AT THIS TIME THE BALL JOINTS WERE REPLACED. AFTER TAKEN THE VEHICLE FROM THE DEALERSHIP THE VEHICLE WAS STILL LOSING ALL STEERING WHEN APPLYING THE BRAKE PEDAL. THE THIRD TIME THE VEHICLE WAS TAKEN BACK THE DEALERSHIP COULD NOT FIND ANYTHING WRONG WITH THE VEHICLE, WHILE DRIVING, THE CONSUMER LOST STEERING POWER AGAIN. *JB
2004 FORD F250 HAS A DEFECTIVE STEERING BOX. *MR *SC
TRUCK FAILED TO RESPOND TO STEERING. ATTEMPTING TO CORRECT FOR RIGHT DRIFT TRUCK CROSSED OVER LEFT SHOULDER CAUSING DAMAGE. *BF VEHICLE FAILED TO RESPOND TO STEERING WHILE CONSUMER DROVE AROUND A CURVE AT 35 MPH. AFTER INSPECTING THE VEHICLE THE CONSUMER FOUND THAT THE RIGHT FRONT HUB LOCKING TAB WAS POSITIONED IN LOCK WHILE THE LEFT FRONT WAS FREE. THE TIRES WERE MARKED ON THE SIDEWAYS AS M & S (MUD AND SNOW) TIRES WERE OVER INFLATED FOR THE LOAD CONDITION. WHILE ATTEMPTING TO CORRECT THFOR THE RIGHT DRIFT THE TRUCK CROSSED OVER TO THE LEFT SHOULDER CROSSING THE TWO LANE ROAD HITTING A FENCE AND ON THE SUBSEQUENT CROSSOVER HIT A BERM AND ROLLED ACROSS THE HIGHWAY ENDING UP WITH THE RIGHT SIDE IN A DITCH. *TC
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
Data on this page last refreshed .