Ford F-100 Recalls

PICKUP TRUCKS WITH OPTIONAL SIDE-MOUNTED TIRE CARRIERS. THE REINFORCEMENT FOR THE IN-BOX SPARE TIRE CARRIER MAY HAVE BEEN ATTACHED USING INCORRECT HEX HEAD BOLTS. UNDER CERTAIN CON

VEHICLES MANUFACTURED AT THE KANSAS CITY ASSEMBLY PLANT. VEHICLES MAY HAVE BEEN MANUFACTURED WITH MISLOCATED OR INADEQUATELY TIGHTENED MID-SHIP FUEL TANK STRAPS. THIS CONDITION COU

TWO-WHEEL DRIVE, 133 INCH WHEELBASE LIGHT TRUCKS. THE UNSHIELDED FUEL TANK MAY BE DAMAGED BY THE CENTRE UNIVERSAL JOINT OF THE TWO-PIECE DRIVESHAFT WHEN THE VEHICLE IS TESTED IN A

VEHICLES MAY BE EQUIPPED WITH WHEEL ASSEMBLIES THAT HAVE CRACKS NEAR THE BOLT HOLES IN THE WHEEL DISC. THESE CRACKS COULD PROPAGATE AND RESULT IN A PARTIAL OR COMPLETE SEPARATION O

VEHICLES EQUIPPED WITH 15 X 6.0 INCH WHEEL ASSEMBLIES. SOME WHEEL ASSEMBLIES MAY HAVE SUB-STANDARD ARC WELDS AT THE DISC TO RIM ATTACHMENT THAT COULD RESULT IN FATIGUE CRACKS IN TH

VEHICLES PRODUCED BETWEEN SEPT. 19 AND OCT. 19, 1978. SOME 15 X 5.5 INCH WHEEL ASSEMBLIES MAY HABE SUB-STANDARD SPOT WELDS AT THE DISC TO RIM ATTACHMENT THAT COULD RESULT IN METAL

THE EVAPORATIVE EMISSION (CARBON CANISTER) FUEL VAPOUR PURGE VALVE MAY BE DISCONNECTED AND COULD ALLOW A SMALL QUANTITY OF FUEL VAPOUR TO BE RELEASED TO THE ATMOSPHERE.

VEHICLES WERE MANUFACTURED WITHOUT A FUEL TANK SHIELD AT THE RIGHT FRONT CORNER OF THE MIDSHIP FUEL TANK. THIS CONDITION ALLOWS THE MIDSHIP FUEL TANK TO CONTACT THE TRANSMISSION EX

4X4 LIGHT DUTY TRUCKS. THE DRIVER SIDE UPPER TORSO RESTRAINT RETRACTOR ATTACHING BRACKET ASSEMBLY WAS IMPROPERLY MODIFIED AT THE ASSEMBLY PLANT AND MAY FAIL TO WITHSTAND THE STRENG

VEHICLES EQUIPPED WITH 15X6 INCH STANDARD OR OPTIONAL STYLED STEEL WHEELS. POSSIBILITY THAT THE SUBJECT WHEELS CONTAIN MAHCINE TOOLING MARKS IN THE RIM BEADSEAT AREA. THIS CONDITIO

VEHICLES EQUIPPED WITH MANUAL STEERING. THE MANUAL STEERING GEAR RECIRCULATING BALLS MAY FRACTURE DUE TO IMPROPER HEAT TREATMENT. FRACTURED RECIRCULATING BALLS WILL INCREASE STEERI

VEHICLES EQUIPPED WITH 300 C.I.D. ENGINES AND CARTER IV CARBS. A WORN, TAPERED THREAD TAPPING TOOL WAS USED INSTEAD OF THE SPECIFIED STRAIGHT THREAD TAPPING TOOL. THE NON-UNIFORM T

VEHICLES EQUIPPED WITH C-6 AUTOMATIC TRANSMISSIONS. SOME AUTOMATIC TRANSMISSIONS HAVE PARK ACTUATION CAM SUPPORT PLATES THAT MAY BREAK DUE TO IMPROPER HEAT TREATMENT. FRAGMENTS FRO

VEHICLES MAY NOT HAVE HAD THE PITMAN ARM TO STEERING GEAR ATTACHMENT NUT TORQUED CORRECTLY. THE NUTS COULD LOOSEN AND FALL OFF ALLOWING THE PITMAN ARM TO SEPARATE FROM THE STEERING