NA! I love em, I think they are very well built! But with so much praise given them here on FTE I began to wonder what comprehensive F-Series defect list the Chevy crowd uses to show the GREATNESS of their rides...

Found this list of stuff they can use against us:

Alternator belt: If the accessory drive belt on 4.9-liter engines chirps, the pulley for the power steering may be misaligned on the pump or the A/C compressor may have to be repositioned. If the belt squeals, the automatic tensioner must be replaced. (1990-94)
Automatic transmission: The transmission may slip and the engine may flare when the transmission shifts into fourth gear, which can often be traced to a bad TR/MLP sensor. (1994-95)
Automatic transmission: If the transmission does not shift from second to third, the valve body separator plate may be distorted. (1990-94)
Ball joints: If water gets into the ball joints, they will wear out early and have to be replaced. (1990-96)
Hard starting: Hesitation, miss, stumble, no-start, or stalling could be due to a short in the wiring harness for the powertrain control module (PCM). (1993-95)
Hard starting: If the engine does not start or cranks for a long time then stalls, the idle air control valve may be sticking. (1995-96)
Manual transmission: On trucks with a diesel engine, the clutch may not release due to a leaking slave cylinder. (1993-95)
Suspension problems: The front leaf springs are prone to sag over time and must be replaced. (1991-94)
Suspension problems: Front tire cupping is common with Twin Axle suspension. Often new springs will help, but sometimes other suspension parts must also be replaced. Regular alignment is crucial. (All)
Vehicle noise: A chattering noise that can be felt coming from the rear during tight turns after highway driving is caused by a lack of friction modifier or over-shimming of the clutch packs in the Traction-Lok differential. (1990-96)

NHTSA Recall History
1990 4x2 w/one-piece driveshaft and E40D transmission: Under certain conditions, snap ring may fracture and park gear would not engage.
1990 w/dual fuel tanks: Supply and return fuel lines may be crossed on some trucks.
1990-91 F-250/350 w/7.3/.5 liter engine, and 4x4 w/5.8-liter: Brake fluid may overheat, diminishing braking effectiveness.
1990-91: Ignition switch could short-circuit and overheat, causing smoke and possible fire.
1990-93 w/dual fuel tanks: Portion of unused fuel from one tank may be returned to the second, causing spillage.
1992 F-250/350 diesel: Sound insulation can contact exhaust manifold.
1992: Door latch may malfunction in below-freezing temperatures.(This happened to me )

1992-94 w/manual shift: Parking-brake pawl can slip; brake might not hold.
1993 F-150 w/Touch Drive: Transfer case can slip out of 4x4 high gear during coasting or with power applied in reverse.
1993 F-150/250/350/450 w/speed control system: The speed control deactivation switch may, under certain conditions, leak internally and then overheat, smoke, or burn. This could result in an underhood fire. Dealers will install a fused wiring harness.
1993 w/dual fuel tanks: Fuel-pressure regulator in the fuel system can wear out during the life of the vehicle, causing high-fuel system pressure.
1994 F-150/250: Airbag and its warning light might not function; or, airbag might deploy when passenger door is slammed while key is turned to start position.
1994-95 Super Cab w/40/20/40 power driver's seat: Wiring harness for power lumbar support could overheat, leading to melting, smoke, or possible ignition of surrounding materials.
1994-96: Cruise-control deactivation switch may overheat, smoke, or burn.
1996 F-250: Certification label shows incorrect rear-tire-inflation pressure.
1996 F-250/F-350/Super Duty: Undersized fasteners on a few trucks can separate, causing fuel-tank strap to become disconnected.

To ALL Ford guys,

 

we should create a list of why THEIR trucks suck!

1) CAUSE THEY AINT FORDS! hahahahaha i crack myself up

 

Ask and you shall receive... Here is a list of Chebby problems from the same sources:

Automatic transmission: Trucks with the 6.5L engine may have a transmission shudder when the torque-converter clutch applies and releases. (1991-94)
Automatic transmission: 700-R4 automatic transmissions may shift late or not upshift at all. The problem is a stuck throttle valve inside the transmission. (1990-92)
Brake wear: Vehicle pull or premature front brake pad wear, may be corrected with revised rear brake shoes. (1992-98)
Clutch: A grinding noise during clutch engagement and difficulty shifting into first or reverse is caused by a clutch master cylinder pushrod that is too long. (1992-93)
Cruise control: The cruise control cuts out and won't reset unless the key is turned off because the cruise control module is too sensitive to vibrations at the brake pedal. (1994-95)
Engine knock: Engine knock at startup on 4.3-, 5.7-, or 7.4-liter engines is usually eliminated by using an oil filter with a check valve. If this does not fix it, GM has revised PROMs for the computers and will even replace the main bearings if all else fails. (1990-95)
Engine misfire: Damaged injection pump or lift pump on 6.5-liter diesel may clog the fuel filter. (1994-98)
Engine noise: The exhaust valves on 4.3-, 5.0-, or 5.7-liter engines may not get enough lubrication causing a variety of noises. Usually, the same engine consumes excess oil because the valve-guide seals on the exhaust valves are bad and have to be replaced. (1996)

NHTSA Recall History
1990 diesel: Fuel lines can contact automatic-transmission linkage shaft and/or propshaft.
1990: Brake-pedal pivot bolt could disengage.
1992 extended cab w/high-back bucket seats: Seat recliner-to-frame bolts can loosen, fatigue, and fracture, allowing seatback to recline suddenly.
1992: Brake-pedal pivot bolt could disengage.
1994: Brake-pedal retainer may be missing, mispositioned, or poorly seated.
1994: Reversed polarity of brake switch can cause contacts to wear prematurely; may result in loss of brake lights without warning.
1994: Some drivers' seats could loosen.
1994-95 extended cab C10/15 w/high-back front bucket seats or 60/40 split bench seat: Recliner-to-frame bolts could loosen, fatigue, and fracture, allowing seatback to recline suddenly.
1994-95 extended-cab C10/15 w/gas engine or 6.5-liter H.O. turbodiesel: If lap- and shoulder-belt energy-management loops on front seatbelt assemblies release at or near the same time, acceleration forces can cause release mechanism to activate and allow buckle to separate from latch. Also, a few trucks lack those loops.
1994-96 C10: Solder joints can crack, causing windshield wipers to work intermittently.
1995: Steering-column shaft nut could loosen and detach.
1995-96 Reg. andExtended Cab: The windshield wiper motor may fail on certain vehicles. Dealer will inspect and replace affected parts.
1995-96 w/gasoline engine: Throttle cable may contact dash mat, which could bind the throttle; engine speed might then not return to idle.
1995-97 Crew Cab: The windshield wiper motor may fail on certain vehicles. Dealer will inspect and replace affected parts.
1995-97 extended cab w/Easy Entry: Pinch point in recliner mechanism can trap and pinch a person's hand or fingers when Easy-Entry feature is activated.
1995-98 crew cab: Front inner corner of fuel tank can contact body sill, wearing a hole in or cracking the tank; can result in fuel leakage.
1996 C10/15 w/7.4-liter engine: Fuel-rail assemblies may have improperly crimped end retainer clip that results in leak.
1996: Four U-bolts on either side of rear axle were under-torqued and could loosen and eventually fall off; could result in sudden loss of control.
1997 C10/20: On some trucks, one or two front-seat mounting bolts were not installed.
1998 C10 extended cab and 4-door utility: Steering-gear bolt can loosen and fall out, resulting in separation of shaft from gear.
1998 C10753 extended cab: Rear brake line can contact left front-fender wheelhouse inner panel; a hole could be worn in brake line, allowing loss of fluid and reducing rear-brake effectiveness.
1998: On certain vehicles, the outside rearview mirror switch may short circuit. Dealer will inspect and replace affected parts.
1998: On some trucks, one or both front brake rotor/hubs may have out-of-spec gray iron that can fail during life of vehicle.

Looks like few more recalls than the F-Series...

 

I'm an Econoline type of guy so don't kick me out. I was a die hard Chevyman but, Last year I needed a vehicle passed over 3 chevy vans and bought a 88 Ford E-150
1) The Ford had a actual frame under it My old 76 Chevy unibody could not even replace front fenders damaged in a deer hit
2) Body parts interchange easily with the Expection of computer and HVAC parts 87-88
3) About 12 more inches of hood older chevys was like the old Econolines.
I agree every vehicle has its perks and querks. I actual paid $200 more for a Ford than staying with Chevy. But I won't part with My IROC

 

Hey coleman I myself is also a die hard Chevy fan however these fords are growing on me...

You forgot to list the small gauge wire under the dash!!!!

Yup Im currently replacing my cab harness as we speak... She got alittle hot

 

Over the years I watched my dad, ( a die hard GM guy) have t he following issues:

'69 C-10 4x2 Low oil pressure which ultimately caused engine failure, premature clutch wear, excessive rust
no dealer or GM assistance

'73 C-20 4x2 Distributor in rear of engine gets wet at the threat of rain or snow, truck won't start.
Premature rust body fell apart
No dealer or GM assistance

'79 C-20 4x4 Transfer case failure at 65k, cooling system failure, head gasket failure
The dealer and GM soaked him good

'84 C-20 4x4 Premature clutch failure at 30k. Cooling system failure, excessive rust
The dealer and GM are ringing thier hands together and laughing all the way to the bank.

'87 C-10 4x4 Head head gasket failure at 85K, cooling system failure, transfer case issues.
The dealer soaked him one last time.

In '92 he had had enough and bought a used '89 F-150 4x4 plow truck. The truck had 80k on the clock and he ran the hell out of it until he died in '94. He didn't rub two dimes togther to fix it.

Tim

 

ALL vehicles have GOOD and EVIL points.

from kias to ferraris.

 

Not everybody is going to experience all or probably even a few of those problems either.

 

I've got a Dodge Cummins, a Toyota Tundra, and a Ford F350. My brother has a Duramax. My Ford is my least favorite, mainly because the engine is so hard to work on. Obviously the fuel injection system was designed to discourage owner maintenance. Elsewise, why would the engineers make the EFI cover the passenger side valve cover??? I could remove and install five-to-ten Chevy TPI's in the time it takes to remove and install one Ford EFI.

 

I have 194k plus on my '88 and have never had to remove the intake for any reason least of all to work work on the fuel rail and injection system. You can come up with a better reason than that. I will agree however that it would suck if I had to remove the intake.

Tim

 

There is good and bad in every thing and every one.

 

It seems that the list of NHTSA recalls are longer for GM than Ford. And more serious in nature.

I managed a fleet of telephone trucks 25 years ago-and I can tell you that the Fords were less trouble and more dependable by a long shot.

The GMs had real heavy clutch springs for some reason and was hard to drive in heavy city traffic. And all leaked from the rear main bearing seal. I could tell were a Ford usually was parked in the company garage--no fluids on the ground. The GMs would leak so bad that it would cause a safety hazard.

The GM vans of the 70s didn't have a factory placed splash shield between the passenger front wheel and the distributor of the straight six 250-and cause the engine to quit running after going thru water--a definite issue with a fleet of trucks during the rainy season! It was necessary to take the "dog house" out of the cab and remove the distributor cap and dry it out.


Also had trouble with the clutch linkage falling apart and the clutch pedal going to the floor on the GMs.

The three-on-the-tree manual shift linkages also wore out quicker on the GMs than the Fords. But Dodges were the absolute worse for this.

Also had trouble with the "death wobble" on GMs after high mileage.

It is true that everyone and everything has good and bad points/issues. But it is also true that truck companies have personalities and procivities that are good or bad also. I firmly believe that GM has had more issues and bad customer relations over the years-than (though not perfect) Ford has.

 

Umm yea Ford EFI is so easy, I have the intake out in like 30 min flat, and thats to the heads. about 5 min to get the upper intake off.
Ill add to the GM and Ford List

Ford
99+ E+F Series Ball Joints at 20K
5.4L Plugs Blowing out
5.4L 3V Plugs not comming out
Our gen F-Series gas tanks rot out

GM
96+ SUV+Trucks Front idles and pitman's lose from factory wasted at 30K
96+ Spider Fuel Injection
96+ Intake Gaskets leak all the coolant out at 50K
96+ Fuel pumps gone at 50K
Manual trans dont shift(Firebirds, Camaros, Trans AM's)

I work in an IND shop and see most cars, and to be honest, we get more Toyota and Hondas towed in then anything, Chevy would be 3rd and Ford would like a 4th. Im die hard Ford and i get my ***** busted for any Ford probs, but GM is far worse.

 

[QUOTE=95F350XL;7027092]Umm yea Ford EFI is so easy, I have the intake out in like 30 min flat, and thats to the heads. about 5 min to get the upper

I wish you were in my neck of the woods--30 minutes to remove the upper and lower intake?? That is good!! Do you charge the customers 60 minutes labor time to R/R?? The Ford house here wanted over 4 hours to R/R.

 

yeah the new diesels look like theyd be nasty to work on...but i know of a few of them from the rigs that have yet to be to the shop for anything other than an oil change