1996 Ford F-250 Engine

TL* THE CONTACT OWNS A 1996 FORD F250. THE CONTACT STATED THAT DURING DECELERATION, SHIFTING INTO REVERSE, OR WHILE IN IDLE THE VEHICLE INTERMITTENTLY STALLED. THE MANUFACTURER WAS NOTIFIED IN REFERENCE TO RECALL# 07V553000, ENGINE AND ENGINE COOLING, ENGINE, DIESEL WHO CONFIRMED THAT HIS VIN WAS EXCLUDED. NO REPAIRS HAVE BEEN MADE. THE VEHICLE IDENTIFICATION NUMBER WAS UNAVAILABLE. THE FAILURE MILEAGE WAS 360,000 AND THE CURRENT MILEAGE WAS UNKNOWN. UPDATED 10/06/09 *BF UPDATED 10/08/09

TL* THE CONTACT OWNS A 1996 FORD F250. HIS VEHICLE CAUGHT ON FIRE WHILE HE WAS MAKING REPAIRS TO THE ENGINE. THE FIRE SPREAD TO THE WIRING HARNESS AND BURNED THE HIGH PRESSURE OIL LINE. HE HAD TO DISCONNECT THE BATTERIES. THE FORD MANUFACTURER WAS NOTIFIED OF THE FAILURE. FORDS LEGAL DEPARTMENT SENT A LETTER DENYING RESPONSIBILITY , BECAUSE THE VEHICLE WAS NOT REPAIRED BY A FORD DEALER. THE FAILURE MILEAGE WAS 210,000.

OUR FORD F-250 4X4 CAUGHT FIRE IN OUR DRIVEWAY ON DEC. 2, 2007. THE TRUCK HAD NOT BEEN STARTED IN OVER A MONTH. IT WAS LIMITED TO THE ENGINE COMPARTMENT AND THE GRILL AREA OF THE VEHICLE. *TR

I HAVE A 1996 FORD F250 7.3 LITER DIESEL TRUCK. IT STALLS ON OCCASION AT LOW SPEEDS WHICH I FEEL IS A SAFETY ISSUE. I FOUND OUT THAT FORD HAD A RECALL ON 1997 AND NEWER TRUCKS BECAUSE OF THE CAM POSITION SENSOR. EVERYTHING I COULD FIND OUT ABOUT MY PROBLEM IS THE SAME. THE CPS UNIT CAUSES THIS PROBLEM. I FEEL FORD SHOULD REPLACE MY CPS UNIT AS WELL. *TR

TL*THE CONTACT OWNS A 1996 FORD F250. THE CONTACT STATED THAT THE CAM POSITION SENSOR FAILED WITHOUT WARNING AND THE MOTOR FAILED AS WELL. THE SENSOR IS LOCATED ON THE LOWER FRONT END OF THE MOTOR OF THE VEHICLE. THE CONTACT STATED THAT THE VEHICLE WOULD SHUT OFF WITHOUT WARNING WHILE DRIVING VARIOUS SPEEDS. HE CALLED THE FORD MANUFACTURER AND THEY STATED THAT THEY HAVE BEEN AWARE OF THE ISSUE SINCE 1996, BUT HAS DONE NOTHING TO CORRECT THE FAILURE. THE FAILURE MILEAGE WAS 102,000. UPDATE 09/10/08 *CW THE CAM SHAFT POSITION SENSOR WAS THE CAUSE OF THE ENGINE STALLING. UPDATED 09/16/08 *JB

MY 1996 F250 WITH A 7.3 LITER POWERSTROKE . WAS HUNTING FOR MONTHS , I ATTRIBUTED THIS TO FUEL , BUT THEN IT STALLED ON MY WIFE . FOLLOWED BY STALLING ON ME THEN HAD TO HAVE IT TOWED HOME . THE PROBLEM , CPS CAMSHAFT POSITION SENSOR. I HAD HEARD ABOUT THIS BEFORE WITH OTHER TRUCKS MOST TIMES LEADING TO AN ACCIDENT. I WAS LUCKY BUT NOT HAPPY YOU SHOULD RECALL THESE VEHICLES AT FORDS EXPENSE FIX THE PROBLEM FOREVER AND REIMBURSE ANY OUT OF POCKET EXPENSES. *TR

I HAVE A 1996 F250 THAT I HAVE HAD TO REPLACE THE CAM SENSOR FOR THE SAME REASON THAT THE 97-03 HAVE HAD TO REPLACE THEIRS THIS IS A 7.3 LITER POWERSTROKE WHY AM I NOT GETTING A RECALL NOTICE FOR THIS YEAR MODEL ITS THE SAME PROBLEM AND HAVE HAD SEVERAL REALLY CLOSE CALLS WITH IT DYING IN TRAFFIC THIS HAS HAPPENED SEVERAL TIMES A DAY EVERY TIME I DROVE IT. *TR

1996 F250 4X4 DIESEL AUTOMATIC. I STARTED UP FROM A TRAFFIC LIGHT AND THE TRUCK SHUT OFF, LIKE A KEY SHUT DOWN. IT WOULD TURN OVER BUT NOT LIGHT OFF, BOTH FUEL TANKS FULL AND PRESSURIZED FUEL WAS PUMPING THROUGH FILTER DRAIN WHILE CRANKING. 4 GUYS HELPED PUSH ME OUT OF THE 4 LANE ROAD. THIS IS THE 2ND CPS IN 3 YEARS. AUGUST 2003 IT FAILED IN SAVANNAH, GA AND I WAS TOWED AGAIN TO THE INTERNATIONAL TRUCK SHOP. THEY TAUGHT ME ABOUT THE CPS PROBLEM IN FORDS. *JB

THE CPS ON MY 1996 FORD F-250 WITH 7.3 LITER DIESEL FAILED WHILE TRAVELING ON INTERSTATE 77, WITH FAMILY ABOARD. COASTED TO STOP WITH DIFFICULTY STEERING. SAME PROBLEM OCCURRED ON NC HWY 115, AND WOULD NOT RESTART. COASTED TO STOP ON SIDE OF ROADWAY, TO BE TOWED TO DEALERSHIP. *NM

DT*: THE CONTACT STATED THE VEHICLE CAUGHT ON FIRE WHILE PARKED IN THE DRIVEWAY. THE FIRE BEGAN WITHOUT ANY WARNING AND STARTED IN THE ENGINE COMPARTMENT. THE CONTACT COULD NOT DETERMINE WHETHER THE FIRE CAUSED BY ELECTRICAL SOURCE OR FUEL. THE ENGINE MASTER CYLINDER MELTED. PICTURES WERE TAKEN. THE MANUFACTURER WAS CONTACTED WHO EXPRESSED THAT THE LEGAL DEPARTMENT WOULD RETURN THE CALL. THERE WAS NO IMMEDIATE ACTION TAKEN BY THE MANUFACTURER. THE SERVICE DEALER WAS ALSO CONTACT AND THE DEALER DETERMINED SINCE THERE WAS NO IMMEDIATE ACTION TAKEN BY THE MANUFACTURER, THE DEALER WOULD NOT PERFORM OR ASSIST IN REPAIRING THE VEHICLE NOR OFFER COMPENSATION.

THERE WAS A KNOCKING NOISE COMING FROM THE EXHAUST MANIFOLD AREA. DEALERSHIP WAS AWARE OF PROBLEM.*AK. THE DEALER REPLACED BOTH EXHAUST MANIFOLDS, Y PIPE AND THE CATALYTIC CONVERTER WHICH CAUSED THE OVERHEATING.*JB

THE TRUCK WAS PARKED FOR 10+ DAYS WITHOUT BEING STARTED. THE TRUCK CAUGHT FIRE IN THE ENGINE COMPARTMENT AND WAS SO SEVERE THAT THE INSPECTORS COULD NOT DETERMINE THE CAUSE. THERE WAS NO OTHER IGNITION SOURCE ANYWHERE AROUND THE VEHICLE.*AK

IDLER PULLEY CAME OFF OF THE MOTOR, CAUSING SERPENTINE BELT, POWER STEERING, POWER BRAKES, AND VACUUM PUMP TO FAIL. *SLC

RUBBERT INTAKE BOOT FROM CLEANSER TO TURBO HAS FALLEN APART. HAD TO HAVE AN UPGRADED VERSION OF INTAKE BOOT REPLACED BY AN INDEPENDENT MECHANIC.*AK

THE TRUCK STALLS AND GOES COMPLETELY DEAD. THERE IS NOT A SET PATTERN TO THE PROBLEM. SOME WEEKS IT HAPPENS MORE THEN OTHERS. IT HAPPENS IN BOTH TWO WHEEL AND FOUR WHEEL OPERATION, LOAD AND NO LOAD CONDITIONS. IT IS MOST DANGEROUS IN TRAFFIC AND MANEUVERS SINCE THE POWER STEERING IS GONE

SERPENTINE BELT TENSIONER FAILURE DUE TO PREMATURELY WORN BUSHING. PROBLEM IS WELL KNOWN AMONG DEALERSHIP MECHANICS. THIS PART CONTROLS THE TENSION ON THE SINGLE SERPENTINE BELT WHICH OPERATES THE POWER STEERING PUMP (MAY RESULT IN LOSS OF ABILITY TO STEER UPON FAILURE), THE AC COMPRESSOR, THE WATER PUMP (MAY CAUSE VEHICLE TO OVERHEAT UPON FAILURE) AND THE ALTERNATOR FOR THE VEHICLE'S ELECTRICAL SYSTEM. *AK

ENGINE PULLEY WAS COMING OFF THE CRANKSHAFT DUE TO SHEARED OFF BOLTS. DEALER NOTIFIED, AND REPAIRS MADE AT CONSUMER'S COST. *AK THE CRANKSHAFT PULLEY FAILED BECAUSE IT IS DEFECTIVE. *YH

WHEN DRIVING THROUGH A SMALL SNOW DRIFT, ON AN ISOLATED COUNTRY ROAD, SNOW DISLODGED THE SERPENTINE BELT, THUS DISCONNECTING POWER STEERING, POWER BRAKES, THE COOLING SYSTEM AND DISCHARGING THE BATTERY. LUCKILY A PASSING SNOW PLOW OPERATOR ASSISTED US OR THIS COULD HAVE HAD MORE TRAGIC RESULTS. WE HAVE ASKED FORD ENGINEERS TO ASSIST WITH A SOLUTION. SKID PLATES ARE NOT MADE FOR THIS VEHICLE NOR CAN THEY APPARENTLY BE MANUFACTURED BECAUSE OF THE NATURE OF THE SUSPENSION SYSTEM. WHILE OUR LOCAL DEALER IS HELPING TO PROBLEM SOLVE, WE CONTINUE TO HAVE NO REPLY NOR INTEREST FROM FORD, WHO CLAIMS THAT ANY SOLLUTION WOULD BE CONSIDERED AN ACCESSORY OR IMPROVEMENT RATHER THAN A REPAIR. WE FEEL THAT SINCE THIS VEHICLE IS ADVERTISED AS A RUGGED OFF-ROAD FOUR-WHEEL DRIVE VEHICLE THAT IS DEPICTED BLASTING THROUGH DEEP SNOW DRIFTS ON COMMERCIALS, IT PROBABLY SHOULDN'T BREAK DOWN AND STRAND PASSENGERS WHEN THE TRUCK IS CONFRONTED WITH NORMAL WINTER DRIVING CONDITIONS. FURTHER, IT SHOULDN'T LEAVE THE PASSENGERS STRANDED WITHOUT POWER,ENGINE COOLING, POWER STEERING AND BRAKES.

THE LEFT FRONT RADIATOR SUPPORT BROKE. *SLC

I WAS TOLD BY LOCAL DEALER THE EXAHUST MANIFOLDS WERE NOT COVERED UNDER WARNTY. WHEN I TOOK THE TRUCK TO MY LOCAL DEALERSHIP THE FIRST TIME REPORTING THE PROBLEM THEY SAID THE PINGING AT HIGHWAY SPEEDS WAS NOT A PROBLEM. NOW WEVE HAD TO PAY A $1100 REPAIR WITH LESS THAN 36,000 MILES OF USE.

THE AUTO TRANS WILL LOCK UP IN 1ST GEAR AND WILL NOT SHIFT TO 2ND. THIS HAS HAPPEND MANY TIMES . WHEN IT DOSE LOCK IN FIRST GEAR THE ENGINE WILL RUN TO THE GOV. AND STAY THERE AS LONG AS YOU HOLD THE THROTTLE DOWN AND THEN SHIFT WITH A BANG. IF YOU LET OFF OF THE THROTTLE THE TRUCK WILL FREE WHEEL. EVERY TIME THIS HAS HAPPEND

BUSHING ON BELT TENSIONER ON 7.3 LITER DIESEL ENGINE FAILS - KNOWN DEFECT BY FORD PERSONELL. *MJS

EXPERIENCED FRONT MAIN SEAL FAILURE DURING SUB-ZERO TEMPERATURES, RESULTING IN RUPTURE OF MAIN OIL SEAL WHICH CAUSED COOLING FAN TO BLOW OIL ONTO ENGINE, DEALER KEPT VEHICLE FOR CONCERN OF POSSIBLE FIRE RISK. *AK