According to Au7o's analysis of 1,040+ owner reports, the 1992-2023 Ford E-Series has 16 documented known issues, with 8 rated critical. The most serious are Triton 2-Valve Spark Plug Blow-Out from Cylinder Head ($200-$800 repair), Hydroboost Power Steering Pressure Line Separation (2021-2022 DRW Cutaways) ($0-$0 repair), 6.0L Power Stroke Head Gasket Failure from Insufficient Head Bolt Clamping ($3,500-$8,000 repair), Speed Control Deactivation Switch Brake Fluid Leak and Underhood Fire ($0-$0 repair), Fuel Tank Weld Seam Paint Peeling and Corrosion Leak (2022-2023) ($0-$0 repair), 6.0L Power Stroke Engine Oil Cooler Plugging (E-350/E-450 Diesel) ($900-$2,200 repair), 6.0L Power Stroke EGR Cooler Soot Clogging and Internal Rupture ($800-$2,000 repair) and 4R100 Transmission Forward/One-Way Clutch Failure and No Shift Out of First.
According to Au7o's analysis of 1,040+ owner reports, the 1992-2023 Ford E-Series has 16 documented issues. The most frequently reported are: Triton 2-Valve Spark Plug Blow-Out from Cylinder Head, Hydroboost Power Steering Pressure Line Separation (2021-2022 DRW Cutaways), 6.0L Power Stroke Head Gasket Failure from Insufficient Head Bolt Clamping. Of these, 8 are rated critical and should be addressed promptly.
Is the Ford E-Series reliable?
The 1992-2023 Ford E-Series has 16 known issues documented across 1,040+ owner reports. 8 issues are rated critical: Triton 2-Valve Spark Plug Blow-Out from Cylinder Head and Hydroboost Power Steering Pressure Line Separation (2021-2022 DRW Cutaways) and 6.0L Power Stroke Head Gasket Failure from Insufficient Head Bolt Clamping and Speed Control Deactivation Switch Brake Fluid Leak and Underhood Fire and Fuel Tank Weld Seam Paint Peeling and Corrosion Leak (2022-2023) and 6.0L Power Stroke Engine Oil Cooler Plugging (E-350/E-450 Diesel) and 6.0L Power Stroke EGR Cooler Soot Clogging and Internal Rupture and 4R100 Transmission Forward/One-Way Clutch Failure and No Shift Out of First. Prospective buyers should inspect for these issues and factor potential repair costs into their purchase decision. Regular maintenance following the manufacturer's schedule helps prevent many common problems.
How much does it cost to fix common Ford E-Series problems?
Repair costs for known Ford E-Series issues range from $0 to $8,000, depending on the specific problem and whether you choose DIY or professional repair. The most critical issue, Triton 2-Valve Spark Plug Blow-Out from Cylinder Head, typically costs $200-$800 to repair. Au7o provides step-by-step DIY maintenance guides that can help reduce repair costs.
What year Ford E-Series is the most reliable?
Reliability varies across model years of the Ford E-Series. Based on documented issues, problems are most commonly reported in earlier model years. Au7o recommends checking the specific known issues for your target year before purchasing, and having a pre-purchase inspection performed by a qualified mechanic. Our known issues database covers the 1992-2023 Ford E-Series with 16 documented issues documented across 1,040+ owner reports.
Content on this page was compiled with AI assistance using NHTSA complaints, TSBs, owner reports, and public automotive data. While we strive for accuracy, this information may contain errors. Always verify repair procedures and specifications with your vehicle's service manual or a qualified mechanic.
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The 2-valve Triton engines (4.6L, 5.4L, 6.8L V10) used in 1997-2008 E-Series vans are notorious for spark plugs ejecting from the cylinder heads. Ford used only 4 threads in the aluminum heads to secure the spark plugs, which is insufficient to withstand combustion pressures. The plug strips the threads and blows out of the head, often taking the ignition coil with it. This can happen without warning and leaves the vehicle running on fewer cylinders. The problem is most common on plugs 4 and 8 (passenger side).
Spark plug found sitting on top of engine or on ground
Check engine light with misfire codes P0301-P0310
Loud exhaust noise from engine bay on one cylinder
Ignition coil damaged or blown off
How to Fix
The standard repair uses a Time-Sert 5553 or Cal-Van 38900 thread repair insert kit to install a steel thread insert in the damaged cylinder head. The repair can be done with the engine in the vehicle. Preventive installation of inserts on all cylinders is recommended when one blows out. Anti-seize should be used on spark plugs but do NOT over-torque — spec is 11 lb-ft.
Low Confidence480 owner reportsLast reported by owners Mar 2026Reviewed Mar 2026
The 6.0L Power Stroke in the 2004-2010 E-350/E-450 uses four torque-to-yield head bolts per cylinder. Under the high peak cylinder pressures this engine sees - especially once a plugged oil cooler and EGR cooler have raised combustion and coolant temperatures - the heads lift momentarily and the gaskets fail, pushing combustion gases into the cooling system. This is a diesel-specific failure mode and must not be confused with the 5.4L/6.8L gasoline spark plug thread failures on the same vans.
Confirm with a combustion-gas (block) test on the degas bottle and a cylinder-by-cylinder crankcase/coolant pressure check. The lasting repair is head gasket replacement with the heads machined flat and ARP or equivalent studs fitted in place of the factory TTY bolts, done together with the oil cooler and EGR cooler so the root cause is removed. Some vans also get updated head gaskets and a new degas bottle cap. Not covered by a recall; extended service plans covered some early cases only.
The IAC valve becomes clogged with carbon deposits, causing erratic idle speed, stalling at stops, and surging idle. Particularly common on 5.4L and 4.6L Triton engines in fleet vehicles with frequent stop-and-go use.
Clean the IAC valve and throttle body with intake cleaner. Replace the IAC valve if cleaning doesn't resolve the issue. Inspect the throttle body gasket.
E-250, E-350 and E-450 vans built roughly 1999-2004 behind the 5.4L, 6.8L V10 and 7.3L Power Stroke use the 4R100, the heavy-duty evolution of the E4OD. In loaded van and cutaway service the one-way (sprag) clutch and the direct/forward clutch packs fail, so the transmission will not shift correctly out of first, or shifts appear only in some ranges. Related documented complaints on the same unit include a start-up ticking in Park or Neutral caused by the overdrive clutch steel separator plates striking the case spline (TSB 98-20-9) and a torque converter dust plug that falls out under severe duty (TSB 02-21-1, applicable to E-Series from 1989).
Confirm with a line-pressure test and a scan of transmission codes before teardown - a slipping sprag will not set a solenoid code. The durable repair is a full rebuild with an updated sprag and clutch pack, a new torque converter and an auxiliary cooler, since undersized cooling in ambulance and RV service is a primary cause. Fluid and filter service at 30,000 miles in severe duty markedly extends life. No recall applies.
E-Series vans use rubber transmission cooler hose sections that connect the steel lines to the radiator-mounted transmission cooler. These rubber sections harden, crack, and leak transmission fluid. The leak is often slow enough that the fluid level drops gradually, causing the transmission to slip before the leak is noticed. The rubber hoses are routed near the exhaust manifold where heat accelerates degradation.
Replace the rubber transmission cooler line sections with silicone or braided stainless steel upgraded hoses. Use quality hose clamps rated for transmission fluid pressure. Check fluid level after repair and top off with Mercon V (or Mercon LV for 2009+). Install an auxiliary external transmission cooler if the van is used for towing.
Low Confidence260 owner reportsLast reported by owners Mar 2026Reviewed Mar 2026
The 5R110W TorqShift, fitted behind the 6.0L Power Stroke E-350/E-450 (and behind gasoline V10 chassis in the same era), controls its shift sequence with seven solenoids in a single solenoid body. In high-idle, heavy-load van duty the solenoids and the valve body bores wear, so line pressure is applied incorrectly during shifts. The van bangs into gear, shifts erratically, or drops to a fixed-gear failure mode announced by a blinking Tow/Haul lamp. Using the wrong fluid is a documented accelerant: these units specify MERCON SP (superseded by MERCON LV on late 2010 builds).
Read the stored codes first - the blinking Tow/Haul light means a code is set and usually names the circuit. Replace the solenoid body as an assembly with a fluid and filter service using the correct MERCON SP/LV specification; a worn valve body or a burnt clutch pack requires a rebuild instead. Verify the fluid type on the tag before topping up, as mixing specifications causes repeat failures. No recall applies.
What you need to diagnose it
The repair instructions explicitly call for reading stored codes. Use a scanner that can read the named code families before choosing a repair.The recommended scanner supports these code families; confirm your exact year, model and module coverage before buying.
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Reading and clearing the code is DIY work. Module replacement or reprogramming is not — most modules are VIN-programmed, so a new one does nothing until a shop codes it to your car. Check for an open recall or service bulletin before buying anything.
On late E-350 and E-450 dual-rear-wheel chassis built at Ohio Assembly between May 2019 and June 2021, the connection between the power steering pressure line and the brake hydroboost unit was inadequately made. The line can separate and dump power steering fluid, which on these vans also feeds the hydroboost brake assist - so a single failure removes both power steering and power brake assist on a heavy, high-centre-of-gravity ambulance, shuttle or motorhome chassis. Ford recalled it twice: the 2022 inspect-only remedy proved insufficient and was superseded by a replace-everything remedy in 2024.
Common Symptoms
Sudden heavy steering effort
Loss of power brake assist with a hard pedal
Power steering fluid puddle under the front of the chassis
Whining power steering pump from low fluid
How to Fix
Free recall repair. The 2024 remedy (Ford 24S07 / NHTSA 24V-097) replaces both the power steering pressure line and the hydroboost jumper line, and must be performed even on vans already repaired under the earlier 2022 campaign (Ford 22S08 / NHTSA 22V-089), which only inspected the connection. Check the VIN at nhtsa.gov or ford.com; roughly 16,500 vans were covered by the 2024 action.
Econoline/E-Series vans built through the 1990s and early 2000s carry a speed control deactivation switch threaded into the brake master cylinder. The switch's internal diaphragm can leak brake fluid into the always-hot electrical side of the switch, corroding it until resistance and current rise enough to melt the switch and start an underhood fire - documented to happen with the van parked and the key out. This was part of the very large Ford 'switch fire' recall family and is one of the most serious safety defects on the nameplate.
Common Symptoms
Burning smell or smoke from the engine bay
Underhood fire, sometimes with the vehicle parked
Cruise control stops working
Brake fluid seepage at the master cylinder switch
Melted connector at the master cylinder
How to Fix
Have the VIN checked at nhtsa.gov or a Ford dealer for the applicable switch-fire campaign. The free recall remedy is installation of a fused wiring harness in the speed control circuit (and on some populations, switch replacement); repairs began August 2006 under campaign 06V286, which covered 1994-1995 Club Wagon and E-150/E-250/E-350 Econoline and 1996-2002 E-450 among many other Ford lines. On an unrepaired van the interim safety step is to disconnect the switch connector at the master cylinder.
Fuel tanks supplied to late E-350 and E-450 chassis had pre- and post-paint production deviations at the supplier, so the paint along the tank's weld seam peels. The bare metal at the seam then corrodes and eventually perforates, allowing a fuel leak - a fire risk that is aggravated on cutaway and RV applications where the tank sits close to exhaust routing and body structure added by the second-stage manufacturer.
Common Symptoms
Fuel smell around or under the vehicle
Visible flaking paint or rust along the fuel tank weld seam
Damp or stained tank seam
Fuel puddle under the chassis
How to Fix
Free recall inspection and, where corrosion is present, tank replacement under Ford campaign 22S76 / NHTSA 22V-925, which also covers 2021-2022 F-59 stripped chassis. Owners should have the VIN checked at nhtsa.gov; an unrepaired van showing paint flaking or damp seams at the tank should not be parked indoors until inspected.
The 2004-2010 E-350 and E-450 diesel vans use the 6.0L Power Stroke, whose engine oil cooler is a coolant-to-oil plate cooler with very small coolant passages. Casting sand left in the block and silicate dropout from degraded Ford Gold coolant progressively plug those passages. Oil temperature then climbs away from coolant temperature, and because the EGR cooler is fed coolant downstream of the oil cooler, the plugged cooler is the root cause of most subsequent EGR cooler and head gasket failures on this engine. This is a diesel-only failure - it does not apply to the 4.6L, 5.4L or 6.8L gasoline E-Series.
Engine oil temperature runs more than 15F above coolant temperature
Overheating under load or when climbing grades
Coolant loss with no visible external leak
EGR cooler failure shortly after
Reduced heater output
How to Fix
Diagnose by comparing engine oil temperature (EOT) to engine coolant temperature (ECT) with a scan tool at highway load: a delta greater than about 15F indicates a restricted cooler. The repair is replacement of the oil cooler (accessed under the intake in the valley) together with a full cooling system flush and conversion to a properly maintained coolant with regular SCA/nitrite checks. Many fleet and ambulance operators additionally fit a coolant filtration kit to stop debris recirculating. There is no recall covering the oil cooler; it is an owner-pay repair.
On the 2004-2010 E-350/E-450 6.0L Power Stroke the factory EGR cooler is a coolant-cooled tube bundle that both clogs with soot and carbon and cracks internally from thermal stress, dumping coolant into the intake. Van duty cycles (ambulance, shuttle, box truck idling) accelerate it. Failure is usually secondary to a restricted oil cooler, so replacing the EGR cooler alone typically leads to a repeat failure. Not applicable to the gasoline E-Series engines, which have a conventional EGR valve rather than a liquid-cooled EGR cooler of this design.
Confirm with a coolant loss with no external leak, white sweet-smelling exhaust and a pressurized degas bottle. The correct repair is to replace the EGR cooler AND the engine oil cooler at the same time, clean the EGR valve and intake, and flush the cooling system. Many operators fit an updated/aftermarket round-tube or bar-plate cooler. Removing or blanking the EGR cooler is common in the field but is an emissions-defeat modification and not legal for on-road use. No recall covers this repair.
Econoline bodies trap water in the rocker panel, the lower cargo/side door openings, the wheel arches and - most seriously - the rear crossmember just ahead of the step bumper, behind the swing-out rear doors. Salt-belt vans rot from the inside out: the rocker perforates below the sliding or hinged side door and the rear crossmember can rot away almost completely, which is a structural concern because the rear door latch and bumper mount to that area. Because these bodies stayed in production essentially unchanged from 1992 to 2014 (and continue as cutaways), the same panels rust across the whole span.
Common Symptoms
Bubbling paint and perforation along the rocker panel
Rust holes at the wheel arch lips
Rotted crossmember ahead of the step bumper
Rear doors sagging or not latching squarely
Water leaking into the cargo area
How to Fix
Probe the rocker seams, the wheel-arch lips and the rear crossmember with a pick before buying or before an inspection. Repair is cut-and-weld with reproduction rocker, wheel arch and cargo-door repair panels (available in full 5-piece kits and in cargo-door-specific versions), backed by internal cavity wax; slip-on cover panels bonded and riveted over rot are a common but short-lived shortcut. Structural crossmember rot at the rear must be welded, not patched. No corrosion recall covers this.
E-Series cargo and passenger vans suffer from severe front door hinge pin wear, especially on the driver side due to frequency of use. The hinge pins and bushings wear to the point where the door sags noticeably, making it difficult to close and causing the door to strike the fender. Commercial and fleet vans experience this much faster due to high door cycle counts. The heavy steel doors accelerate wear on the cast hinge brackets.
Common Symptoms
Driver door sags when opened
Door difficult to close or latch — requires lifting while closing
Popping or grinding noise when opening or closing door
Door contacts fender or rocker panel
Gap between door and body uneven (wider at bottom)
How to Fix
Replace door hinge pins and bushings using a hinge pin repair kit. Dorman 38474 is the standard repair kit. If the hinge bracket itself is worn (egg-shaped holes), the hinge must be replaced entirely. Use a door support jack when removing old hinges to prevent door from falling. Grease new pins with white lithium grease during installation.
Low Confidence300 owner reportsLast reported by owners Mar 2026Reviewed Mar 2026
Vans equipped with rear A/C suffer from refrigerant leaks in the rear evaporator core or the long refrigerant lines running under the body. Corrosion from road salt accelerates line deterioration.
Common Symptoms
Rear A/C blows warm
Front A/C works but rear does not
Refrigerant low frequently
Hissing sound from rear
How to Fix
Locate the leak with UV dye and an electronic leak detector. Replace corroded lines or the rear evaporator core. Consider upgrading to barrier-style hoses for longer life.
The Fuel Injection Control Module on the 2004-2010 E-350/E-450 6.0L steps battery voltage up to about 48V to fire the injectors. Its DC-DC power board is damaged by low battery voltage during cranking - a chronic condition on vans with dual batteries where one battery is weak, and on ambulance/shuttle bodies with heavy accessory loads. As FICM output voltage sags below roughly 45V the injectors fire weakly, producing hard starting, a rough idle and heavy smoke. On the E-Series the FICM sits on the engine and gets heat-soaked, which shortens its life further.
Extended cranking before start, especially when cold
Rough idle and misfire
Lack of power
White or excessive smoke at start
No-start with normal cranking speed
How to Fix
With a scan tool at key-on engine-off read FICM_L, FICM_M and FICM_V: FICM_M should be 47.5-48.0V. Anything materially below that indicates a failing power board. Replace or have the power board rebuilt (a common specialist repair) and, critically, replace both batteries and repair the charging/ground circuits first so the new board is not destroyed the same way. No recall applies.
The modular Triton gasoline engines fitted to the E-Series - 4.6L V8, 5.4L V8 and 6.8L V10, all 2-valve in this van (the E-Series never received the 3-valve heads used in F-Series trucks) - break their exhaust manifold studs where they thread into the aluminium head. Repeated heat cycling plus road salt corrodes and fatigues the factory studs, usually the front-most one on each bank. The result is the classic 'Triton tick' that is loudest on cold start and quiets as the manifold expands, and it is frequently misdiagnosed as a lifter or an exhaust leak at the gasket.
Locate the leak by feel or with a smoke test, then remove the manifold and extract the broken studs - usually by welding a nut to the exposed stump or by drilling and using an extractor, with the head in place. Ford supplies an updated stainless stud, P/N W703902-S403, with nut W701706-S2; the manifold gasket must be replaced at the same time and the studs torqued to 71-115 in-lb with the nuts at 204-239 in-lb. No recall exists; it is a wear repair.
What is the 1997-2008 Ford E-Series Triton 2-Valve Spark Plug Blow-Out from Cylinder Head?
The 2-valve Triton engines (4.6L, 5.4L, 6.8L V10) used in 1997-2008 E-Series vans are notorious for spark plugs ejecting from the cylinder heads. Ford used only 4 threads in the aluminum heads to secure the spark plugs, which is insufficient to withstand combustion pressures. The… Repairs typically run $200-$800. Severity: high.
What is the 2021-2022 Ford E-Series Hydroboost Power Steering Pressure Line Separation (2021-2022 DRW Cutaways)?
On late E-350 and E-450 dual-rear-wheel chassis built at Ohio Assembly between May 2019 and June 2021, the connection between the power steering pressure line and the brake hydroboost unit was inadequately made. The line can separate and dump power steering fluid, which on these… Repairs typically run $0-$0. Severity: high.
What is the 2004-2010 Ford E-Series 6.0L Power Stroke Head Gasket Failure from Insufficient Head Bolt Clamping?
The 6.0L Power Stroke in the 2004-2010 E-350/E-450 uses four torque-to-yield head bolts per cylinder. Under the high peak cylinder pressures this engine sees - especially once a plugged oil cooler and EGR cooler have raised combustion and coolant temperatures - the heads lift mom… Repairs typically run $3,500-$8,000. Severity: high.
What is the 1994-2002 Ford E-Series Speed Control Deactivation Switch Brake Fluid Leak and Underhood Fire?
Econoline/E-Series vans built through the 1990s and early 2000s carry a speed control deactivation switch threaded into the brake master cylinder. The switch's internal diaphragm can leak brake fluid into the always-hot electrical side of the switch, corroding it until resistance… Repairs typically run $0-$0. Severity: high.
What is the 2022-2023 Ford E-Series Fuel Tank Weld Seam Paint Peeling and Corrosion Leak (2022-2023)?
Fuel tanks supplied to late E-350 and E-450 chassis had pre- and post-paint production deviations at the supplier, so the paint along the tank's weld seam peels. The bare metal at the seam then corrodes and eventually perforates, allowing a fuel leak - a fire risk that is aggrava… Repairs typically run $0-$0. Severity: high.
What is the 2004-2010 Ford E-Series 6.0L Power Stroke Engine Oil Cooler Plugging (E-350/E-450 Diesel)?
The 2004-2010 E-350 and E-450 diesel vans use the 6.0L Power Stroke, whose engine oil cooler is a coolant-to-oil plate cooler with very small coolant passages. Casting sand left in the block and silicate dropout from degraded Ford Gold coolant progressively plug those passages. O… Repairs typically run $900-$2,200. Severity: high.
What is the 2004-2010 Ford E-Series 6.0L Power Stroke EGR Cooler Soot Clogging and Internal Rupture?
On the 2004-2010 E-350/E-450 6.0L Power Stroke the factory EGR cooler is a coolant-cooled tube bundle that both clogs with soot and carbon and cracks internally from thermal stress, dumping coolant into the intake. Van duty cycles (ambulance, shuttle, box truck idling) accelerate… Repairs typically run $800-$2,000. Severity: high.
What is the 1999-2004 Ford E-Series 4R100 Transmission Forward/One-Way Clutch Failure and No Shift Out of First?
E-250, E-350 and E-450 vans built roughly 1999-2004 behind the 5.4L, 6.8L V10 and 7.3L Power Stroke use the 4R100, the heavy-duty evolution of the E4OD. In loaded van and cutaway service the one-way (sprag) clutch and the direct/forward clutch packs fail, so the transmission will… Repairs typically run $2,200-$4,500. Severity: high.
What is the 2000-2014 Ford E-Series Transmission Cooler Line Rubber Hose Degradation and Leak?
E-Series vans use rubber transmission cooler hose sections that connect the steel lines to the radiator-mounted transmission cooler. These rubber sections harden, crack, and leak transmission fluid. The leak is often slow enough that the fluid level drops gradually, causing the t… Repairs typically run $50-$400. Severity: medium.
What is the 2000-2014 Ford E-Series Rear A/C Evaporator and Line Leaks?
Vans equipped with rear A/C suffer from refrigerant leaks in the rear evaporator core or the long refrigerant lines running under the body. Corrosion from road salt accelerates line deterioration. Repairs typically run $400-$1,200. Severity: medium.
What is the 2004-2010 Ford E-Series 5R110W TorqShift Solenoid Body Wear Causing Harsh Shifts and Limp Mode?
The 5R110W TorqShift, fitted behind the 6.0L Power Stroke E-350/E-450 (and behind gasoline V10 chassis in the same era), controls its shift sequence with seven solenoids in a single solenoid body. In high-idle, heavy-load van duty the solenoids and the valve body bores wear, so l… Repairs typically run $600-$1,800. Severity: medium.
What is the 1992-2016 Ford E-Series Rocker Panel, Wheel Arch and Rear Body Crossmember Rust-Through?
Econoline bodies trap water in the rocker panel, the lower cargo/side door openings, the wheel arches and - most seriously - the rear crossmember just ahead of the step bumper, behind the swing-out rear doors. Salt-belt vans rot from the inside out: the rocker perforates below th… Repairs typically run $600-$4,000. Severity: medium.
What is the 2004-2010 Ford E-Series 6.0L Power Stroke FICM Power Board Failure (Hard Start, Rough Run)?
The Fuel Injection Control Module on the 2004-2010 E-350/E-450 6.0L steps battery voltage up to about 48V to fire the injectors. Its DC-DC power board is damaged by low battery voltage during cranking - a chronic condition on vans with dual batteries where one battery is weak, an… Repairs typically run $250-$900. Severity: medium.
What is the 1997-2019 Ford E-Series Triton 2-Valve Exhaust Manifold Stud Breakage and Exhaust Tick?
The modular Triton gasoline engines fitted to the E-Series - 4.6L V8, 5.4L V8 and 6.8L V10, all 2-valve in this van (the E-Series never received the 3-valve heads used in F-Series trucks) - break their exhaust manifold studs where they thread into the aluminium head. Repeated hea… Repairs typically run $400-$1,600. Severity: medium.
What is the 2003-2014 Ford E-Series Front Door Hinge Pin Wear and Door Sagging?
E-Series cargo and passenger vans suffer from severe front door hinge pin wear, especially on the driver side due to frequency of use. The hinge pins and bushings wear to the point where the door sags noticeably, making it difficult to close and causing the door to strike the fen… Repairs typically run $20-$300. Severity: low.
What is the 1997-2004 Ford E-Series Idle Air Control Valve Sticking?
The IAC valve becomes clogged with carbon deposits, causing erratic idle speed, stalling at stops, and surging idle. Particularly common on 5.4L and 4.6L Triton engines in fleet vehicles with frequent stop-and-go use. Repairs typically run $50-$200. Severity: low.
