High Severity Issue
This component has been associated with crashes, fires, or deaths.
This Problem Across All Years
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
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
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
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
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
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
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.
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.
FRONT END SHAKING ON 2000 FORD F-250. HAVE REPLACED BALL JOINTS, STEERING ARMS, DRAG LINKS, ETC... STILL SHAKES. IT STARTED WITH FRONT END THUMPING AND PROGRESSED. NOW WITH ALL THESE REPAIRS, THE FRONT END STILL THUMPS AND CAN TELL THE TIRE SHAKING IS HAPPENING. SOMETIMES THE TRUCK HAS A MAJOR PULL TO THE RIGHT. I HAVE BRAND NEW TIRES, AND THE PULL ONLY HAPPENS ONCE IN A WHILE. *TR
FRONT END SHAKING ON 2000 FORD F-250. HAVE REPLACED BALL JOINTS, STEERING ARMS, DRAG LINKS, ETC... STILL SHAKES. IT STARTED WITH FRONT END THUMPING AND PROGRESSED. NOW WITH ALL THESE REPAIRS, THE FRONT END STILL THUMPS AND CAN TELL THE TIRE SHAKING IS HAPPENING. SOMETIMES THE TRUCK HAS A MAJOR PULL TO THE RIGHT. I HAVE BRAND NEW TIRES, AND THE PULL ONLY HAPPENS ONCE IN A WHILE. *TR
I WAS DOING SOME REPAIR WORK ON MY FORD F-250 AND DECIDED TO LOOK AROUND THE UNDERSIDE. I WAS STUNNED TO SEE THAT 2 OUT OF 4 LEAVES OF THE LEFT REAR SPRING HAD BROKEN OFF NEAR THE U BOLT. THE PROBLEM WAS NOT EVIDENT WHILE DRIVING BECAUSE I HAVE NOT PUT ANYTHING HEAVY IN THE TRUCK. I ONLY FOUND THE PROBLEM BECAUSE I WAS PREPARING FOR A LONG TRIP WITH A HEAVY TRAILER. THE TRUCK WAS AT MY FORD DEALER THE WEEK BEFORE AND THEY DID NOT NOTICE THE BROKEN SPRING. WHILE SHOPPING FOR A REPLACEMENT SPRING, I WAS AMAZED HOW MANY STORES MADE COMMENTS LIKE "WE SELL A LOT OF THESE". I CALLED THE FORD CUSTOMER SERVICE LINE TO ASK THEM TO PAY FOR THE REPAIRS AND THEY CLAIMED THAT THEY DO NOT GET ANY REPORTS OF BROKEN SPRINGS. I AM A DEGREED MECHANICAL ENGINEER AND AM REASONABLY FAMILIAR WITH THE DESIGN OF SPRINGS. I FIRMLY BELIEVE THAT NO SPRING SHOULD EVER FAIL UNDER NORMAL USE. HAD THE SPRING FAILED WHILE I WAS ON THE ROAD, I WOULD HAVE LOST CONTROL OF THE TRUCK. MY INFORMAL DATA COLLECTION TELLS ME THAT MOST OF THE FAILURES HAPPEN AFTER THE WARRANTY EXPIRES. IT APPEARS THAT FORD HAS NO WAY TO KNOW ABOUT REPAIRS MADE BY NON-FORD SHOPS. GIVEN THAT THE PRICE DIFFERENCE FOR THE REPAIR IS SUBSTANTIAL, IT WOULD BE REASONABLE TO SUGGEST THE MOST OF THE REPAIRS ARE MADE OUTSIDE OF FORD. THE CUSTOMER SERVICE REP WAS NOT INTERESTED IN THE SAFETY ASPECT AND TOLD ME THERE WAS NO OTHER WAY TO CONTACT ANYONE ELSE IN THE COMPANY. IN MY BEST ENGINEERING JUDGMENT, THE SPRING FAILED DUE TO FATIGUE. THE PROBLEM IS MUCH LARGER THAN FORD REALIZES. AND ALL OF THE VEHICLES WITH THESE SPRINGS ARE GETTING OLDER EVERY DAY. I WAS NOT KILLED OR INJURED BY THIS DEFECT ONLY BECAUSE OF MY ENGINEERING AND MECHANICAL ABILITIES ENABLED ME TO SEE AND FIX IT BEFORE IT FAILED. *TR
I WAS DOING SOME REPAIR WORK ON MY FORD F-250 AND DECIDED TO LOOK AROUND THE UNDERSIDE. I WAS STUNNED TO SEE THAT 2 OUT OF 4 LEAVES OF THE LEFT REAR SPRING HAD BROKEN OFF NEAR THE U BOLT. THE PROBLEM WAS NOT EVIDENT WHILE DRIVING BECAUSE I HAVE NOT PUT ANYTHING HEAVY IN THE TRUCK. I ONLY FOUND THE PROBLEM BECAUSE I WAS PREPARING FOR A LONG TRIP WITH A HEAVY TRAILER. THE TRUCK WAS AT MY FORD DEALER THE WEEK BEFORE AND THEY DID NOT NOTICE THE BROKEN SPRING. WHILE SHOPPING FOR A REPLACEMENT SPRING, I WAS AMAZED HOW MANY STORES MADE COMMENTS LIKE "WE SELL A LOT OF THESE". I CALLED THE FORD CUSTOMER SERVICE LINE TO ASK THEM TO PAY FOR THE REPAIRS AND THEY CLAIMED THAT THEY DO NOT GET ANY REPORTS OF BROKEN SPRINGS. I AM A DEGREED MECHANICAL ENGINEER AND AM REASONABLY FAMILIAR WITH THE DESIGN OF SPRINGS. I FIRMLY BELIEVE THAT NO SPRING SHOULD EVER FAIL UNDER NORMAL USE. HAD THE SPRING FAILED WHILE I WAS ON THE ROAD, I WOULD HAVE LOST CONTROL OF THE TRUCK. MY INFORMAL DATA COLLECTION TELLS ME THAT MOST OF THE FAILURES HAPPEN AFTER THE WARRANTY EXPIRES. IT APPEARS THAT FORD HAS NO WAY TO KNOW ABOUT REPAIRS MADE BY NON-FORD SHOPS. GIVEN THAT THE PRICE DIFFERENCE FOR THE REPAIR IS SUBSTANTIAL, IT WOULD BE REASONABLE TO SUGGEST THE MOST OF THE REPAIRS ARE MADE OUTSIDE OF FORD. THE CUSTOMER SERVICE REP WAS NOT INTERESTED IN THE SAFETY ASPECT AND TOLD ME THERE WAS NO OTHER WAY TO CONTACT ANYONE ELSE IN THE COMPANY. IN MY BEST ENGINEERING JUDGMENT, THE SPRING FAILED DUE TO FATIGUE. THE PROBLEM IS MUCH LARGER THAN FORD REALIZES. AND ALL OF THE VEHICLES WITH THESE SPRINGS ARE GETTING OLDER EVERY DAY. I WAS NOT KILLED OR INJURED BY THIS DEFECT ONLY BECAUSE OF MY ENGINEERING AND MECHANICAL ABILITIES ENABLED ME TO SEE AND FIX IT BEFORE IT FAILED. *TR
TL*THE CONTACT OWNS A 2000 FORD F-250 SD. WHILE THE VEHICLE WAS RECEIVING AN OIL CHANGE, THE MECHANIC DISCOVERED THAT BOTH LOWER AND UPPER BALL JOINTS NEEDED TO BE REPLACED. THE REAR END COVER WAS RUSTED. THE CURRENT MILEAGE WAS 36,931 AND FAILURE MILEAGE WAS 36,923.
TL*THE CONTACT OWNS A 2000 FORD F-250 SD. WHILE THE VEHICLE WAS RECEIVING AN OIL CHANGE, THE MECHANIC DISCOVERED THAT BOTH LOWER AND UPPER BALL JOINTS NEEDED TO BE REPLACED. THE REAR END COVER WAS RUSTED. THE CURRENT MILEAGE WAS 36,931 AND FAILURE MILEAGE WAS 36,923.
TL*THE CONTACT OWNS A 2000 FORD F-250 SD. WHILE THE VEHICLE WAS RECEIVING AN OIL CHANGE, THE MECHANIC DISCOVERED THAT BOTH LOWER AND UPPER BALL JOINTS NEEDED TO BE REPLACED. THE REAR END COVER WAS RUSTED. THE CURRENT MILEAGE WAS 36,931 AND FAILURE MILEAGE WAS 36,923.
TL*THE CONTACT OWNS A 2000 FORD F-250 SD. WHILE THE VEHICLE WAS RECEIVING AN OIL CHANGE, THE MECHANIC DISCOVERED THAT BOTH LOWER AND UPPER BALL JOINTS NEEDED TO BE REPLACED. THE REAR END COVER WAS RUSTED. THE CURRENT MILEAGE WAS 36,931 AND FAILURE MILEAGE WAS 36,923.
TL*THE CONTACT OWNS A 2000 FORD F-250 SD. WHILE THE VEHICLE WAS RECEIVING AN OIL CHANGE, THE MECHANIC DISCOVERED THAT BOTH LOWER AND UPPER BALL JOINTS NEEDED TO BE REPLACED. THE REAR END COVER WAS RUSTED. THE CURRENT MILEAGE WAS 36,931 AND FAILURE MILEAGE WAS 36,923.
TL*THE CONTACT OWNS A 2000 FORD F-250 SD. WHILE THE VEHICLE WAS RECEIVING AN OIL CHANGE, THE MECHANIC DISCOVERED THAT BOTH LOWER AND UPPER BALL JOINTS NEEDED TO BE REPLACED. THE REAR END COVER WAS RUSTED. THE CURRENT MILEAGE WAS 36,931 AND FAILURE MILEAGE WAS 36,923.
I HAVE A 2000 FORD F-250 SUPERDUTY. IT'S COMMON KNOWLEDGE AMONG FORD OWNERS THAT THE BALLJOINTS IN THE SUPERDUTY LINE ARE PRONG TO PREMATURE FAIURE. I'VE HEARD OF FAILURES ON VEHICLES WITH MILEAGE AS LOW AS 24,000. CHECK SOME OF THE FORD TRUCK FORUMS ON THE INTERNET, THERES ALOT OF DATA TO BACK MY CLAIMS. MINE FAILED BEFORE 50,000. REPAIRS/REPLACEMENT WILL COST $960.00. THATS EXPENSIVE, I HAD TO KEEP DRIVING MY TRUCK TILL I COULD AFFORD TO FIX. WHILE DRIVING IT WAS HARD TO STEER STRAIT AND WORE OUT MY FRONT TIRES, SO NOW I HAVE TO PUT TIRES ON TO THATS ANOTHER $300.00. THE LAST TIME I DROVE IT BEFORE IT WENT TO THE SHOP FOR REPAIRS THE FRONT TIRES STARTED TO SHAKE VIOLENTLY. IT SHOOK SO HARD I ENDED UP IN THE DITCH. ALOT OF PEOPLE AGREE THAT FORD SHOULD RECALL THESE BALLJOINTS EVEN LARGE FLEET OPERATIONS. THESE ARE HEAVY DUTY TRUCKS AND SHOULD'NT FAIL WITH LESS THAN 50,000 MILES. I WORK WITH LOW INCOME PEOPLE AND THE LONGER THESE TRUCKS ARE IN SERVICE THE MORE LIKELY YOUR GOING TO SEE SERIOUS ACCIDENTS. AS THESE TRUCKS FILTER DOWN THE ECONOMIC LADDER THE LESS LIKELY THE OWNERS CAN AFFORD TO MAKE THESE REPAIRS. THESE PEOPLE WILL KEEP DRIVING THEM UNTIL THE WORST HAPPENS. I REALIZE THIS IS AN ODD WAY TO LOOK AT THIS ISSUE BUT PEOPLE ARE GOING TO GET HURT, IF NOT NOW IN THE FUTURE. *TR
I HAVE A 2000 FORD F-250 SUPERDUTY. IT'S COMMON KNOWLEDGE AMONG FORD OWNERS THAT THE BALLJOINTS IN THE SUPERDUTY LINE ARE PRONG TO PREMATURE FAIURE. I'VE HEARD OF FAILURES ON VEHICLES WITH MILEAGE AS LOW AS 24,000. CHECK SOME OF THE FORD TRUCK FORUMS ON THE INTERNET, THERES ALOT OF DATA TO BACK MY CLAIMS. MINE FAILED BEFORE 50,000. REPAIRS/REPLACEMENT WILL COST $960.00. THATS EXPENSIVE, I HAD TO KEEP DRIVING MY TRUCK TILL I COULD AFFORD TO FIX. WHILE DRIVING IT WAS HARD TO STEER STRAIT AND WORE OUT MY FRONT TIRES, SO NOW I HAVE TO PUT TIRES ON TO THATS ANOTHER $300.00. THE LAST TIME I DROVE IT BEFORE IT WENT TO THE SHOP FOR REPAIRS THE FRONT TIRES STARTED TO SHAKE VIOLENTLY. IT SHOOK SO HARD I ENDED UP IN THE DITCH. ALOT OF PEOPLE AGREE THAT FORD SHOULD RECALL THESE BALLJOINTS EVEN LARGE FLEET OPERATIONS. THESE ARE HEAVY DUTY TRUCKS AND SHOULD'NT FAIL WITH LESS THAN 50,000 MILES. I WORK WITH LOW INCOME PEOPLE AND THE LONGER THESE TRUCKS ARE IN SERVICE THE MORE LIKELY YOUR GOING TO SEE SERIOUS ACCIDENTS. AS THESE TRUCKS FILTER DOWN THE ECONOMIC LADDER THE LESS LIKELY THE OWNERS CAN AFFORD TO MAKE THESE REPAIRS. THESE PEOPLE WILL KEEP DRIVING THEM UNTIL THE WORST HAPPENS. I REALIZE THIS IS AN ODD WAY TO LOOK AT THIS ISSUE BUT PEOPLE ARE GOING TO GET HURT, IF NOT NOW IN THE FUTURE. *TR
THE BALL JOINTS IN MY VEHICLE ARE WORN OUT & I NEED TO HAVE ALL 4 BALL JOINTS (BOTH UPPERS & LOWERS) REPLACED ON MY 2000 FORD F250 SUPER DUTY PICKUP TRUCK BECAUSE THERE IS NO WAY TO GREASE THE JOINT-NO GREASE FITTING!!!! IT SEEMS THAT THIS IS A COMMON PROBLEM AMONG FORD TRUCK OWNERS. AFTER YOU REPLACE THE BALL JOINTS WITH NEW JOINTS WITH A GREASE FITTING IN IT THE FAILURE PROBLEM NO LONGER OCCURS. *NM
THE BALL JOINTS IN MY VEHICLE ARE WORN OUT & I NEED TO HAVE ALL 4 BALL JOINTS (BOTH UPPERS & LOWERS) REPLACED ON MY 2000 FORD F250 SUPER DUTY PICKUP TRUCK BECAUSE THERE IS NO WAY TO GREASE THE JOINT-NO GREASE FITTING!!!! IT SEEMS THAT THIS IS A COMMON PROBLEM AMONG FORD TRUCK OWNERS. AFTER YOU REPLACE THE BALL JOINTS WITH NEW JOINTS WITH A GREASE FITTING IN IT THE FAILURE PROBLEM NO LONGER OCCURS. *NM
THE BALL JOINTS IN MY VEHICLE ARE WORN OUT & I NEED TO HAVE ALL 4 BALL JOINTS (BOTH UPPERS & LOWERS) REPLACED ON MY 2000 FORD F250 SUPER DUTY PICKUP TRUCK BECAUSE THERE IS NO WAY TO GREASE THE JOINT-NO GREASE FITTING!!!! IT SEEMS THAT THIS IS A COMMON PROBLEM AMONG FORD TRUCK OWNERS. AFTER YOU REPLACE THE BALL JOINTS WITH NEW JOINTS WITH A GREASE FITTING IN IT THE FAILURE PROBLEM NO LONGER OCCURS. *NM
THE BALL JOINTS IN MY VEHICLE ARE WORN OUT & I NEED TO HAVE ALL 4 BALL JOINTS (BOTH UPPERS & LOWERS) REPLACED ON MY 2000 FORD F250 SUPER DUTY PICKUP TRUCK BECAUSE THERE IS NO WAY TO GREASE THE JOINT-NO GREASE FITTING!!!! IT SEEMS THAT THIS IS A COMMON PROBLEM AMONG FORD TRUCK OWNERS. AFTER YOU REPLACE THE BALL JOINTS WITH NEW JOINTS WITH A GREASE FITTING IN IT THE FAILURE PROBLEM NO LONGER OCCURS. *NM
DT*: THE CONTACT STATED WHILE TRAVELING AT VARIOUS SPEEDS METAL FELL OFF OF THE REAR END OF THE VEHICLE. THIS WAS NOTICED ON TWO OCCASIONS. THE DEALERSHIP DETERMINED THE LEAF SPRING ON BOTH THE REAR DRIVER AND PASSENGER SIDE HAD A TOTAL OF SIX FRACTURES. THE LEAF SPRINGS ARE BEING REPLACED.
DT*: THE CONTACT STATED WHILE TRAVELING AT VARIOUS SPEEDS METAL FELL OFF OF THE REAR END OF THE VEHICLE. THIS WAS NOTICED ON TWO OCCASIONS. THE DEALERSHIP DETERMINED THE LEAF SPRING ON BOTH THE REAR DRIVER AND PASSENGER SIDE HAD A TOTAL OF SIX FRACTURES. THE LEAF SPRINGS ARE BEING REPLACED.
DT: THE CONTACT STATED THE FRONT BALL JOINTS ON FORD, F250 SUPER DUTY WERE DEFECTIVE BACK IN AUGUST. THE TRUCK STARTED WALKING ALL OVER THE ROAD ON AUGUST 1, 2005. CHANGED THE BALL JOINT AT THE END OF AUGUST. THE TRUCK ONLY HAD 68,000 MILES ON IT THEN. HE REPORTED HAVING NO PROBLEMS SINCE CHANGING THEM IN AUGUST. THE DEALERSHIP TOLD THE CONTACT THERE WERE NO RECALLS ON IT. THE CONTACT HAS NOT YET TALKED TO THE MANUFACTURER. THE CONTACT DID HAVE TO PAY FOR THE PARTS, HE DID THE LABOR HIMSELF.*AK
DT: THE CONTACT STATED THE FRONT BALL JOINTS ON FORD, F250 SUPER DUTY WERE DEFECTIVE BACK IN AUGUST. THE TRUCK STARTED WALKING ALL OVER THE ROAD ON AUGUST 1, 2005. CHANGED THE BALL JOINT AT THE END OF AUGUST. THE TRUCK ONLY HAD 68,000 MILES ON IT THEN. HE REPORTED HAVING NO PROBLEMS SINCE CHANGING THEM IN AUGUST. THE DEALERSHIP TOLD THE CONTACT THERE WERE NO RECALLS ON IT. THE CONTACT HAS NOT YET TALKED TO THE MANUFACTURER. THE CONTACT DID HAVE TO PAY FOR THE PARTS, HE DID THE LABOR HIMSELF.*AK
DT: THE CONTACT STATED THE FRONT BALL JOINTS ON FORD, F250 SUPER DUTY WERE DEFECTIVE BACK IN AUGUST. THE TRUCK STARTED WALKING ALL OVER THE ROAD ON AUGUST 1, 2005. CHANGED THE BALL JOINT AT THE END OF AUGUST. THE TRUCK ONLY HAD 68,000 MILES ON IT THEN. HE REPORTED HAVING NO PROBLEMS SINCE CHANGING THEM IN AUGUST. THE DEALERSHIP TOLD THE CONTACT THERE WERE NO RECALLS ON IT. THE CONTACT HAS NOT YET TALKED TO THE MANUFACTURER. THE CONTACT DID HAVE TO PAY FOR THE PARTS, HE DID THE LABOR HIMSELF.*AK
DT: THE CONTACT STATED THE FRONT BALL JOINTS ON FORD, F250 SUPER DUTY WERE DEFECTIVE BACK IN AUGUST. THE TRUCK STARTED WALKING ALL OVER THE ROAD ON AUGUST 1, 2005. CHANGED THE BALL JOINT AT THE END OF AUGUST. THE TRUCK ONLY HAD 68,000 MILES ON IT THEN. HE REPORTED HAVING NO PROBLEMS SINCE CHANGING THEM IN AUGUST. THE DEALERSHIP TOLD THE CONTACT THERE WERE NO RECALLS ON IT. THE CONTACT HAS NOT YET TALKED TO THE MANUFACTURER. THE CONTACT DID HAVE TO PAY FOR THE PARTS, HE DID THE LABOR HIMSELF.*AK
KNOCKING NOISE FRONT END WHEN BRAKING OR BACKING UP APPLYING BRAKES. INSPECTION REVEALED UPPER AND LOWER BALL JOINTS WORN OUT, RIGHT AND LEFT SIDES.
KNOCKING NOISE FRONT END WHEN BRAKING OR BACKING UP APPLYING BRAKES. INSPECTION REVEALED UPPER AND LOWER BALL JOINTS WORN OUT, RIGHT AND LEFT SIDES.
KNOCKING NOISE FRONT END WHEN BRAKING OR BACKING UP APPLYING BRAKES. INSPECTION REVEALED UPPER AND LOWER BALL JOINTS WORN OUT, RIGHT AND LEFT SIDES. *AK
KNOCKING NOISE FRONT END WHEN BRAKING OR BACKING UP APPLYING BRAKES. INSPECTION REVEALED UPPER AND LOWER BALL JOINTS WORN OUT, RIGHT AND LEFT SIDES. *AK
WHILE DRIVING AT 40 MPH LEFT FRONT WHEEL LOCKED UP, CAUSING THE FRONT AXLE TO BREAK. ALSO, THERE WAS A BROKEN ROTOR AND A DESTROYED ANTI LOCK BRAKE SENSOR. CURRENTLY, THE RIGHT WHEEL BEARING MALFUNCTIONED. *AK
WHILE DRIVING AT 40 MPH LEFT FRONT WHEEL LOCKED UP, CAUSING THE FRONT AXLE TO BREAK. ALSO, THERE WAS A BROKEN ROTOR AND A DESTROYED ANTI LOCK BRAKE SENSOR. CURRENTLY, THE RIGHT WHEEL BEARING MALFUNCTIONED. *AK
REAR END BOUNCES VIOLENTLY WHEN YOU HIT A BUMP ON EXPRESSWAY. LITERALLY HAVE TO SLOW DOWN TO 35 OR 40 MPH FOR IT TO STOP. *LA
REAR END BOUNCES VIOLENTLY WHEN YOU HIT A BUMP ON EXPRESSWAY. LITERALLY HAVE TO SLOW DOWN TO 35 OR 40 MPH FOR IT TO STOP. *LA
ONE OF THE RIGHT REAR LEAF SPRINGS BROKE IN HALF ON MY 2000 F250. *AK
ONE OF THE RIGHT REAR LEAF SPRINGS BROKE IN HALF ON MY 2000 F250. *AK
TWO BUSTED AXEL BOLTS ON RIGHT REAR WHEEL WERE FOUND IN THE HUB CAP BY A FORD TECHNICIAN DURING A 42,000 ANNUAL SERVICE. THEY WERE FOUND BECAUSE I REQUESTED A TIRE ROTATION. I WAS TOLD THAT I WOULD NEED TO REPLACE THE HUB, AXEL, 16 BOLTS AND SEAL AT A COST OF 757.14 PLUS TAX. *NLM
TWO BUSTED AXEL BOLTS ON RIGHT REAR WHEEL WERE FOUND IN THE HUB CAP BY A FORD TECHNICIAN DURING A 42,000 ANNUAL SERVICE. THEY WERE FOUND BECAUSE I REQUESTED A TIRE ROTATION. I WAS TOLD THAT I WOULD NEED TO REPLACE THE HUB, AXEL, 16 BOLTS AND SEAL AT A COST OF 757.14 PLUS TAX. *NLM