The 2000 Ford F-250 has no open NHTSA recalls. Owners report 8 recurring issue clusters, led by “Spark plug ejection from cylinder head.” Ford uses the Intelligent Oil-Life Monitor (IOLM) to determine when oil changes are due based on actual driving load — not just mileage. Ford's published cap is 10,000 miles or 1 year, whichever comes first. The schedule below reflects Ford's Normal service intervals; F-Series trucks and Super Duty have additional towing-specific items.
No open recalls on file. NHTSA lists no unrepaired safety recalls for this year, make and model. A recall can be issued at any time, and a specific car can still have one open — check yours by VIN at nhtsa.gov/recalls.
What drivers and federal regulators have officially reported about the 2000 Ford F-250.
ENGINE AND ENGINE COOLING
40 NHTSA complaints · 2006-04 → 2017-08
“THE VEHICLE WAS TAKEN TO AN INDEPENDENT MECHANIC WHO DIAGNOSED THAT THE SPARK PLUG THREAD IN THE ENGINE HEAD FAILED AND CAUSED THE SPARK PLUG TO SEPARATE FROM THE ENGINE”
“I WAS TRAVELING ON I-90 IN ERIE,PA AND A SPARK PLUG BLEW OUT OF THE MOTOR”
“IN MY 2000 FORD F-250 SUPER DUTY 6.8L V-10 THE SPARK PLUG BLEW OUT OF THE HEAD CAUSING A VERY DANGEROUS SITUATION”
FUEL/PROPULSION SYSTEM
5 NHTSA complaints · 2012-06 → 2019-06
“THE STRAPS ON THE FUEL TANK BROKE WHILE I WAS DRIVING”
“BRACKETS HOLDING FUEL TANKS HAVE CORRODED ALLOWING THE FUEL TANK TO DROP”
“THE REAR STRAP SECURING THE GAS TANK FAILED”
SERVICE BRAKES, HYDRAULIC
6 NHTSA complaints · 2006-12 → 2012-05
“THE REAR BRAKE LINE FAILED DUE TO CORROSION”
“BRAKE PEDAL WENT TO FLOOR,FOUND BRAKE LINE TO REAR WHEELS RUSTED THROUGH”
“BRAKE STEEL LINE THAT RUNS DOWN THE LEFT FRAME RAIL HAD BURST NEAR FUEL TANK”
TIRES
25 NHTSA complaints · 2006-05 → 2022-05
“WHILE DRIVING 60 MPH, THE TREAD SEPARATED FROM THE REAR TIRE”
“TIRE SEPARATED LIKE A RETREAD AND CAUSE OVER $3500 DAMAGE TO THE BED OF THE PICKUP ON THE DRIVER'S SIDE”
“THE CONTACT STATED WHILE DRIVING 65 MPH, THE TREAD ON THE LEFT REAR TIRE SEPARATED”
SUSPENSION
9 NHTSA complaints · 2006-11 → 2019-11
“WHEN DRIVING AND HITTING A BUMP ESPECIALLY IN A TURN, THE FRONT WHEELS SHUTTER VIOLENTLY”
“I MANAGED TO STEER IT TO THE SIDE OF THE ROAD WHERE I DISCOVERED THE LEFT FRONT HUB ASSEMBLY/ WHEEL BEARING HAD FAILED AND THE TIRE AND WHEEL WERE FALLING OFF THE VEHICLE”
“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!!!!”
SEAT BELTS
3 NHTSA complaints · 2008-09 → 2013-03
“THE CONTACT STATED THAT THE FRONT DRIVER'S SEAT BELT WOULD EXPERIENCE DIFFICULTY LATCHING INTO THE BUCKLE”
“SEAT BELT ON DRIVER SIDE WILL NOT LATCH EVERY TIME”
“THE BELT WOULD GET CAUGHT IN THE DOOR WHEN IT WAS CLOSED”
ENGINE AND ENGINE COOLING
35 NHTSA complaints · 2006-03 → 2009-12
“CAMSHAFT POSITION SENSOR FAILURE AT HIGHWAY SPEED RESULTING IN ENGINE SHUTDOWN/ NO POWER STEERING OR POWER BRAKES/ WAS ABLE TO PULL OFF THE SIDE OF THE ROAD WITH ONLY MINOR TRAFFIC SLOW DOWN”
“2000 FORD F-250 7.3 PSD ENGINE DIED WHILE DRIVING, LOST POWER STEERING AND BRAKING TOOK EXTRA EFFORT”
“CAM POSITION SENSOR FAILED ON A 2000 FORD F250 W/7.3L POWERSTROKE DIESEL ENGINE”
VEHICLE SPEED CONTROL
15 NHTSA complaints · 2006-07 → 2017-02
“I OWN A 2000 FORD F-250 DIESEL IT HAS NOT BEEN RECALLED BUT IT CAUGHT ON FIRE AT THE CRUISE CONTROL CANCEL SWITCH LIKE THE OTHERS, FORD NEEDS TO RECALL DIESELS ALSO”
“UPON FURTHER INSPECTION THE FIRE WAS CENTERED ON THE BRAKE PRESSURE SWITCH, AT THE ELECTRICAL CONNECTION”
“THE FIRE ORIGINATED IN THE SENSOR OF THE MASTER CYLINDER”
Issues on other model years
Source: NHTSA Office of Defects Investigation (ODI). Complaint data refreshed Sep 20, 2026. Investigation data refreshed Sep 20, 2026.
We display NHTSA's record with attribution; we don't editorialize on what these complaints mean for any specific vehicle.
Critical for safety and preventing major damage
Replace synthetic-blend or full-synthetic Motorcraft oil per the IOLM, or every 7,500-10,000 miles. EcoBoost engines require full synthetic; Coyote 5.0L V8 specifies SAE 5W-30.
Estimated cost — typical U.S. ranges
Dealer
~$120–$160
Shop
~$85–$115
DIY
~$25–$55
Full synthetic costs more than conventional. 5-quart 0W-20 + filter is the typical bill.
Rotate tires every 10,000 miles, or with every other oil change. F-150 4x4 owners should rotate every 5,000-7,500 miles to even out drivetrain bias wear.
Estimated cost — typical U.S. ranges
Dealer
~$85
Shop
~$60
DIY
Free
Often free at the shop where you bought the tires — worth asking before paying.
Inspect brake pads, rotors, and brake fluid level every 10,000 miles. Front pads on F-150 and Explorer typically last 40,000-60,000 miles.
Estimated cost — typical U.S. ranges
Dealer
~$85
Shop
~$60
DIY
Free
Most shops do this free as a courtesy with any service. Don't pay separately if you can avoid it.
Ford specifies brake fluid replacement on an inspection basis, but moisture testing every 3 years is recommended. Replace if reading exceeds 3% water content.
Estimated cost — typical U.S. ranges
Dealer
~$180–$200
Shop
~$125–$140
DIY
~$10–$25
DOT 3 or 4 — match the cap. Vacuum bleeders make this a one-person DIY.
Keeps your vehicle running smoothly and efficiently
Replace the engine air filter every 30,000 miles. EcoBoost turbocharged engines are sensitive to airflow restriction — don't extend.
Estimated cost — typical U.S. ranges
Dealer
~$60–$95
Shop
~$45–$70
DIY
~$15–$40
5-minute job on most cars; the airbox lid usually has clips, no tools needed.
Ford 6R80, 10R80, and 8F transmissions use Mercon LV fluid rated 150,000 miles under normal service. Severe service (towing, plowing) drops this to 60,000 miles.
Estimated cost — typical U.S. ranges
Dealer
~$330–$500
Shop
~$235–$355
DIY
~$60–$180
Some sealed transmissions have no dipstick — fill is precise and best left to a shop. Many drivers can still DIY drain-and-fill.
On 4x4 models, replace transfer case fluid every 60,000 miles. Use Motorcraft XL-12 — do not substitute generic transfer case fluid.
Estimated cost — typical U.S. ranges
Dealer
~$105–$140
Shop
~$75–$100
DIY
~$15–$40
AWD/4WD vehicles only. Easy drain-and-fill on most platforms.
F-Series and Expedition: replace rear axle fluid every 100,000 miles, or 50,000 miles if towing. Limited-slip rear ends require friction-modifier additive.
Estimated cost — typical U.S. ranges
Dealer
~$150–$195
Shop
~$105–$135
DIY
~$20–$50
Drain plug + fill plug — straightforward DIY. AWD vehicles have two; budget for both.
Iridium spark plugs on Coyote 5.0L, EcoBoost 2.7L/3.5L, and 2.3L are rated 100,000 miles. EcoBoost engines: never exceed the interval — gap erosion causes coil failure.
Estimated cost — typical U.S. ranges
Dealer
~$285–$390
Shop
~$200–$275
DIY
~$25–$100
Iridium plugs cost more but last 100k+ miles. V6/V8 access varies wildly — some are tough.
Motorcraft Orange (Dex-Cool compatible) coolant: first change at 100,000 miles, then every 50,000. Older trucks with Yellow Motorcraft coolant: 50,000 miles throughout.
Estimated cost — typical U.S. ranges
Dealer
~$285–$330
Shop
~$200–$235
DIY
~$25–$60
Use the manufacturer-specified coolant — wrong color/chemistry can damage the cooling system.
Extends the life of your vehicle and improves comfort
Replace the cabin air filter every 20,000 miles. On F-150, located behind the glove box; on Escape and Explorer, accessed from the passenger footwell.
Estimated cost — typical U.S. ranges
Dealer
~$60–$95
Shop
~$45–$70
DIY
~$15–$40
Usually behind the glovebox. Shops charge labor for a 10-minute job — easy DIY win.
Occupant deaths in fatal crashes (FARS)
1,757 crashes 1990–2024
How the 1,757 occupant deaths break down
1,341
driver deaths
414
passenger deaths
2
not recorded by seat
1,757
occupant deaths
Crash years covered: 1990–2024 This model year first appears in 1999 crashes. Older models have had more years on the road to appear in these crashes, so a higher count here does not by itself mean a vehicle is less safe.
FARS counts every occupant death in a fatal crash, whatever the cause — it does not mean the vehicle was at fault or defective. Counts are not adjusted for how many of each vehicle are on the road. How to read this number
FARS 2024 data is an annual report file. NHTSA revises these records when the final file is published, so this count can change.
Every vehicle has exactly one driver seat, so driver deaths line up fairly when you compare one model to another. Occupant deaths include passengers, so a three row SUV can show a higher number than a two seat car simply because it carries more people.
Both figures are plain counts, not rates. A rate would need to know how many of each vehicle are on the road, and that registration data is not public, so we do not publish rates or scores of any kind.
IIHS publishes driver death rates using this same driver only idea, paired with a registered vehicle years denominator we do not have. Their rates and these counts answer different questions, so do not read either number here as a safety rating.
Owner-reported problem signals
Separate from the federal fatality data above: complaints owners filed with NHTSA about this year and model. These are reports of problems, unverified, and are counted here only as signals.
48
complaints mentioning a crash
39
complaints mentioning a fire
Typical U.S. ranges. Actual quotes vary by shop, parts choice, and vehicle condition.
How we estimate: Dealer = OEM parts × 1.4 + labor × $165/hr. Shop = parts + labor × $115/hr. DIY = parts only.
This maintenance schedule for the 2000 Ford F-250 reflects Ford's published service intervals and the Intelligent Oil-Life Monitor system. Your actual service needs may vary based on driving conditions, climate, and vehicle usage. Always consult your owner's manual for model-specific recommendations.