Owner-reported complaints naming the transmission system, filed with NHTSA
Data refreshed
Reports naming the automatic or manual transmission, including shifting behaviour, shudder, slipping and transmission control modules. Every record below is an owner-reported complaint about the 1999 Ford F Super Duty submitted to NHTSA — not a confirmed defect, not a recall and not a manufacturer bulletin. 12 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
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
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
ON ACCLERATION FROM A COMPLETE STOP,SINCE PURCHASE.I GET A CLUNK OR A JOLT.NOT ALWAYS BUT OFTEN. *AK
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
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
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
AUTOMATIC TRANSMISSION FAILURE AT 52,000 MILES, PROBLEM OCCURRRED EVERY 13,000 MILES, ALL REPAIRS WERE MADE AT DEALER.*AK CONSUMER STATES THE FIRST INCIDENT WAS A LOOSE REVERSE GEAR ON AN INCLINE DOWN TO A STREAM, THE TRANSMISSION WAS MODIFIED FOUR TIMES.*JB
LUCKILY NO DAMAGE OR INJURY, HOWEVER THERE IS THE POTENTIAL FOR A SERIOUS ACCIDENT IF THIS CONTINUES TO OCCUR.NO SAFETY DEFECT MENTIONED. *AK
THE PROBLEM IS A POTENTIALLY CATASTROPHIC ONE AS A SINGLE FAILURE OF ANY COMPONENT FROM THE REAR OF THE TRANSMISSION TO THE REAR WHEELS WILL, WHEN PARKED, WILL ALLOW THE VEHICLE TO MOVE. THE ONLY PARKING BRAKE PROVIDED IS A DRUM BRAKE AT THE TRANSMISSION OUTPUT SHAFT. WHEN PARKED BESIDE THE ROAD IN STEEP TERRAIN LIKE ROCKY MTN NAT'L PARK WITH NO GUARD RAIL A SINGLE FAILURE WILL LIKELY RESULT IN LOSS OF LIFE AS WELL AS VEHICLE. THE BOLTS ON MY FRONT U-JOINT HAVE ALREADY BEEN FOUND LOOSE. THIS IS UNACCEPTABLE. ALL AUROMOBILES AND OLDER MOTORHOMES HAVE BOTH CABLE OPERATED REAR PARKING BRAKES AS WELL AS A TRANSMISSION LOCK. ANY SINGLE FAILURE IN EITHER SYSTEM WILL STILL LEAVE THE VEHICLE SECURELY PARKED. I AM NOT WILLING TO BET MY LIFE OR MY WIFE'S LIFE ON NOT HAVING A SINGLE FAILURE. I AM SEEKING MODIFICATION/REPLACEMENT OF REAR CALIPERS TO PROVIDE REDUNDANT PARKING BRAKE, LIKE MOST OTHER VEHICLES.*AK
AT 323 MILES ENGINE WOULD NOT SHIFT INTO HIGHER GEARS, AT 14,182 DEALERSHIP REPLACED TRANSMISSION CONTROLLER, MAIN CONTROL VALVE BODY AND SYLINOID ASSEMBLY DUE TO ENGINE NOT SHIFT THRU GEARS, AT 34,800 DEALERSHIP REPLACED ENTIRE TRANSMISSION BECAUSE WHEN SHIFTING FROM PARK TO A GEAR(DRIVE OR REVERSE) TRUCK WOULD ACT LIKE IT WAS IN NEUTRAL WHEN YOU PRESSED ACCELERATOR.
CLUTCH/CLUTCH HYDRAULIC INTERMITTENT FAILURE. EXCESSIVE FREE TRAVEL IN CLUTCH PEDAL AND INSUFFICIENT CLUTCH PEDAL RESERVE(CLUTCH BEGINS TO ENGAGE WITH PEDAL NEARLY BOTTOMED AND CLUTCH DOES NOT BEGIN TO DISENGAGE UNTIL PEDAL HALFWAY THROUGH FULL LENGTH OF TRAVEL.) WAS PREVIOUSLY REPAIRED BY WINTER HAVEN FORD WINTER HAVEN, FL. PROBLEM HAS SINCE REOCCURED.
I HAVE THE TRITON 5.4 V8 THIS MOTOR HAS A INTERNAL KNOCK WHICH HAPPEN DURING COLD START UP, AS WELL AS RPM'S AT THE TRANSMISSION SHIFT. FORD HAS REPLACED WITH A REMAN, AND THIS MOTOR HAS SAME PROBLEMS. I HAVE BEEN TOLD THAT THIS IS PISTON SLAP AGAINST CYLINDER WALLS. THIS CONCERNS ME.
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 .