Reports submitted to NHTSA by owners and drivers, shown in full
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Our database holds 30 NHTSA owner-reported complaints for the 2024 Ford F-150 Hybrid. Each one is a report filed by an owner or driver and published by NHTSA without most of them being verified. A complaint is not a confirmed defect, not a recall and not a manufacturer bulletin. Narratives are shown exactly as filed.
Complaints are reports submitted by owners and drivers to NHTSA. They are not verified and do not establish that a defect exists.
Showing 1–25 of 30 · page 1 of 2
From what I read this is a know issue with ford. My gear would not shift from drive to park. This is the second time this has happened to me. The first time it was stuck in neutral. With a flashing light on the shifter
See attached document for complaint.
On Friday, June 12, 2026, the check engine light illuminated on my vehicle. I took it to my local Ford dealer on Saturday, June 13, 2026. The dealer diagnosed the issue as a defective Gear Shift Module (GSM) and quoted approximately $1,000 for replacement. The service advisor informed me that failure to repair this component could result in the vehicle becoming unable to shift into Park or unable to shift out of Park. This defect poses a serious safety risk, as it could prevent the truck from being properly secured when parked, potentially allowing it to roll away, into traffic, or cause injury to persons or property. Ford is aware of this issue, as a Technical Service Bulletin (TSB) has been issued for it. However, the repair is currently being treated as a customer-pay item rather than a warranty or safety-related repair. This condition represents a significant safety concern that could affect many other 2024 F-150 owners. I urge NHTSA to investigate this matter promptly to determine if a recall or mandatory safety fix is warranted. I am available to provide additional details, including the dealership repair order, diagnostic information, and any supporting documentation. Thank you for your attention to this important vehicle safety issue.
Dash said look for safe place to pull over. When turned engine off, it would not start again. Had to wait hours to get it towed to dealership. Been there over 5 weeks and they still don't know what's wrong but suspect hybrid battery problem. Only about 21k miles and 18 mo old. No loaner provided.
2024 Ford F-150 Platinum PowerBoost Hybrid. Diagnostic codes for power steering loss and CAN bus communication faults documented at 337 miles, well within the 3-year/36,000-mile new vehicle warranty. The vehicle has been at a Ford dealer since March 10, 2026 for symptoms including the truck randomly turning off while driving and loss of power steering communication. As of this report, the truck has been at the dealer 58 days without resolution. Documented diagnostic findings include: Lost Communication with PSCM (U0131), SCP/J1850 Communications Bus Fault (U1028), permanent code P1A42 Propulsion System Status Signal Performance, hybrid-specific High Voltage System Interlock U3523-00, Steering Position Sensor P060A, no communication with Power Steering Control Module, intermittent PCM communication during self-tests, BCMC fuse 69 with no power, and circuit CBB69 with no voltage. A Ford Field Service Engineer was dispatched April 23, 2026. On April 24, 2026 the dealer located damaged wiring inside a harness behind the BCMC bracket. Prior to that, the dealer escalated through R&I of multiple modules (PSCM, PCM, BCMC, Gateway Module access) over 45 days without locating the actual cause. The vehicle is currently subject to NHTSA recall 26V104 / Ford 26C10 (Trailer Module loss of communication at startup) issued 3/18/2026, status Recall Incomplete. The recall describes the same general failure mode (module communication loss at startup) the customer has been experiencing. Power steering loss while driving is a serious safety concern, particularly given the vehicle's hybrid drivetrain and CAN-bus-dependent safety systems.
The contact owns a 2024 Ford F-150 Hybrid. The contact stated that while driving 45 MPH and depressing the brake pedal, the vehicle unintendedly accelerated to 85 MPH. The contact continuously depressed the brake pedal until the vehicle decelerated. The contact stated that the failure recurred after releasing the brake pedal, which required the contact to continuously depress the brake pedal until the vehicle decelerated. The message "Brake Reduction" was displayed. The contact pulled over to the side of the road. The contact stated that upon turning off and restarting the vehicle, the vehicle operated as intended. Additionally, the contact stated that the interior eye-tracking camera had failed to register the driver's presence in the vehicle intermittently, causing the vehicle to slam on the brakes while driving 70 MPH. The contact stated that the Lane Keeping System (LKS) occasionally prompted the driver to keep hands on the steering wheel while the driver's hand were already on the steering wheel. The vehicle was taken to the dealer; however, the failure could not be duplicated. The vehicle was not diagnosed or repaired. The manufacturer was notified of the failure, and a case was filed; however, no further assistance was provided. The failure mileage was approximately 80.
A Powertrain Malfunction/Reduced Power light showed up on my 2024 Ford F150 4x4 (9700 miles) [XXX] and again [XXX] and several other times including today. I immediately took it to Ford of Columbia in Columbia TN, and the diagnoses that there was an issue with the Gear Shift Lever Module (Part #RL3Z7210AD) and it was ordered. I did a follow-up with Ford of Columbia Sept on Sept 16, 2025 and said the part was still on backorder and may arrive by the end of the Sept. The code clears itself after setting for a short time, but when idling or driving at low, medium or high speed, the light on the dash (shape of a Wrench) comes on. I have not yet lost power as this Issue occurs, but the Dealer, both Ford of Columbia (TN) and Reiselman Ford in Dickson (TN) said not to drive it long distances as the Truck could lose power causing an accident or stranding us on the road. Evidently, both dealerships have indicated that Ford Manufacturing or the Gear Shift Lever module are trying to come up with a remedy, but so far, the part is still on backorder and no one seems to know when it will arrive. INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6)
The vehicle based in this report is a 2024 Ford F-150 Platinum with a Power Boost drivetrain, which is a hybrid system. I purchased this vehicle new in December of 2024 from Dewey Ford in Ankeny, IA and it has accumulated approximately 6,000 miles on the vehicle. I have been expeiriencing probems starting at around 900 miles on the vehicle. The issue is that the vehicle experiences a significant surge just before stopping. This occurs when the vehicle is operating on electric drive and before coming to a stop, the gasoline engine will engage at a high RPM. The result is that it creates a surge or bump in the vehicle drivetrain and without your foot securely on the brake it would push you into an instersection, potentially impacting other vehicles. The issue is intermittent and varies in severity which is also a concern as you never know when it will occur. On three three seperate occasions I took the vehicle to the selling dealer and I keep being told this is normal operation. After the third attempt, I insisted the Service Manager of the delaership ride with me to experience the issue. After he experienced the surge/bump, he agreed to get Ford engineering involved. After two weeks I was told by the dealer again that this is normal operation for the vehicle. Not satisfied I contacted Ford's Customer Care Center (CASE #[XXX]) requesting A buy back of the vehicle under my state's Lemon Law regulations. As a result they sent a field service engineer to the dealer and checked out the vehicle and again was told this is normal operation. I don't allow anyone else to drive the vehicle over concerns that the surge/bump may create a situation where the driver would panic when experiencing the surge/bump when stopping. At this point the issue is a safety concern and I am concerned it could lead to an accident. INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6)
The contact owns a 2024 Ford F-150. The contact stated that while the vehicle was parked and occupied, while attempting to shift from reverse to drive, the gear shifter remained stuck in drive or reverse. The contact stated that while researching online, the contact learned to disconnect the battery and allowed the vehicle to cool down, reconnect the battery, and once the battery was reconnected, the transmission independently shifted into park. The contact stated that while his son was at a complete stop, the vehicle was turned off and restarted and operated as intended. The contact’s son returned to the residence and turned off the vehicle without shifting into park(P), and the transmission independently locked while the gear shifter was in drive. The vehicle was not taken to the dealer or independent mechanic to be diagnosed. However, the dealer informed the contact that the issue was normal and offered no assistance. The vehicle was not repaired. The manufacturer was not notified on the failure. The approximate failure mileage was 17,510.
The truck went full throttle on its own hitting another vehicle with injures. Had to turn the truck to stop the engine stuck in full throttle.
Involved in total loss of truck and trailer April 11. 2025 by possible rear axle bolts breaking while hauling a trailer causing loss of control, violent trailer sway, difficulty braking and steering resulting in a wreck. We were towing our RV trailer when the wreck happened. We were lucky to be able to walk away because the trailer ended up on its right side and the truck on its roof. If this happens to other drivers injuries or fatalities are possible. Ford issued a safety recall August 2025. We were not aware of the possibility of the axle bolts breaking until the safety recall letter was received August 25, 2025. When the wreck accrued there were no prior symptoms of a problem. A walk around inspection was done minutes before the wreck.
Front panel of the sunroof randomly shattered after closing the door to enter. The truck was in park. Ford says it must’ve been a rock or damage to it since glass doesn’t randomly shatter but there wasn’t any. Truck is less than a year old and 10,000 miles. Truck is currently at the dealership while I figure out options/warranties. Dealer initially said warranty only covers defects, not glass. Coincidentally, there was a recall notice for area near sunroof but Ford/Dealer say it has no correlation.
The contact owns a 2024 Ford F-150. The contact stated that while driving at various speeds, the blind spot detector alert system stopped functioning on the driver's and passenger’s side. The contact stated that the vehicle was taken to a dealer who advised that there was water inside the rear driver's side taillight through a hairline fracture and was causing the short circuit of the feature. The contact stated that there were two cracks, and one crack was showing on the surface of the taillight assembly, and the other crack was forming on the inside of the assembly. The vehicle was not repaired. The manufacturer was informed of the failure and referred the contact to the NHTSA Hotline for assistance. The failure mileage was approximately 18,000.
I am submitting a formal safety complaint regarding a known but unresolved software defect affecting the oil life monitoring system in the 2024 Ford F-150 (non-Lightning models). Ford has internally acknowledged the issue in Technical Service Bulletin (TSB) 25-2331, dated July 18, 2025, but has not issued a recall or public notification to affected owners. Summary of the Defect: The vehicle's instrument panel cluster (IPC) reduces the reported oil life to 0% in less than 1,000 miles, even under normal driving conditions. Ford attributes this to flawed software logic in the IPC module. The oil life monitor is a critical engine maintenance indicator relied upon by vehicle owners to prevent premature wear or catastrophic engine failure. Faulty or misleading oil diagnostics can result in: Drivers disregarding future oil life warnings, assuming they are incorrect Operators running engines with degraded oil beyond safe limits Loss of trust in onboard diagnostics, affecting broader vehicle safety behavior Avoidable mechanical damage, particularly for owners following the vehicle’s built-in guidance Ford’s TSB instructs dealers to reprogram several modules, including the IPC, APIM, BCM, GWM, and TCU, but only if a customer complains. There is no recall, no public campaign, and no direct owner communication. This leaves potentially thousands of vehicles on the road with faulty maintenance guidance—and owners unaware of it. Why This Warrants Recall Action: This is not a cosmetic or comfort issue. It is a misrepresentation of core engine health diagnostics that, if followed blindly (as owners are instructed to), could cause premature engine wear or failure. The behavior directly undermines the purpose of onboard diagnostics and scheduled maintenance. I urge the NHTSA to investigate TSB 25-2331 and consider elevating this matter to a formal safety recall, or at minimum, compel Ford to issue a customer service campaign notifying all potentially affected owners.
The contact owns a 2024 Ford F-150. The contact stated that while driving at an undisclosed speed, the oil change warning light illuminated. The service warning light was reset but the issue became a regular occurrence. The vehicle was taken to the dealer, and the contact was informed that the service light needed to be reset each time the light became illuminated. The vehicle was not repaired. The manufacturer was notified of the issue, a case was opened, and the contact was referred to the NHTSA Hotline for assistance. The failure mileage was 10,000.
Only while towing trailers (ours were under 3500 lbs) the vehicle stutters and shakes that replicates transmission shifting or brakes surging on and off. Tried towing another trailer and it reacted the same way. Neither trailer have electrical brakes and were both connected to a four flat wiring. Most vibrations were above 45mph.
The vehicle lost both cruise control functions (adaptive and normal) during the drive and will only reset to normal cruise control after shutting off vehicle and restarting it. Then it will only work on normal cruise control temporarily.
On [XXX], at approximately [XX], a deer unexpectedly ran out from the side of the road and struck the side of my vehicle. The deer ran out from a tree line that backs up to a neighborhood adjacent to [XXX] The deer was to the left, and the A-Pillar blocked the view of the deer, which was traveling at relatively the same speed as the truck, which kept the deer in the blind spot until impact. Despite the impact, the crash avoidance system did not detect the animal, did not initiate braking, and did not provide any audible or visual alerts that an accident had occurred. The truck continued moving forward until I manually applied the brakes. The deer was relatively similar in size to a teenager, and all though the vehicle is not designed to detect animals, it is still concerning it did not even register the deer, did not do any evasive steering, did not apply brakes when the accident occurred, and did not even notify me of the accident before, during, or post crash event. With the advertised safety features on the truck, I worry that if this had been person, the truck would not have registered the person either. INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6)
See attached document for complaint.
Driver seat cushion. Vehicle has 1300 miles on it. moved seat forward and the seat bottom is crooked which is very uncomfortable to drive now as it causes low back pain and is not good for a person like myself with lumbar fusion. Your left leg has no seating area other than your left leg is off the cushion and between door panel seat is probably 15 degrees to right from being centered. Tried to move seat forward and back and up and down with no results. Took back to dealer 6-10-2025 they supposedly looked at the seat track and see nothing wrong with it, without removing seat you would not be able to tell what is defective which dealer didn't do. Compared seat to 2025 model seat is straight. Reading the internet seems to be a manufacturing defect with seats on Ford F150. Can provide vehicle for inspection.
The vehicle a 2024 F150 Hybrid with under 3,000 miles. First reported engine warning light was on 4/4/2025 at 2:23PM. The warning light indicated that "service engine soon alert is on because an issue has been detected with the fuel tank or lines" After a week while waiting for the appointment date the warning light went off. Then on 4/24/2025 at 3:28PM the same warning light reappeared. Took the truck to the dealership and they said they had to drop the. fuel tank to repair and issue. After 2 days the vehicle was returned to me. The problem was as noted on the Ford dealership invoice states, "Fuel Vapor Vent Valve is leaking". That was replaced. Also the initial diagnostic noted the "FTP would not hold vacuum even when canister and vapor blocking valve are closed"
In efforts to fix my vehicle for engine engineers have reset the odometer on my vehicle by over 1000 miles breaking federal law. They do not know how or why it happened and are not providing any explanations or follow ups.
The weather was heavy rain. The road was a two lane rural roadway with a 35mph speed limit. There were no other vehicles present and there were no obstructions in the roadway. As I slowed approaching a stop sign, the collision warning system activated. Traction control activated. The vehicle began braking. The transmission put itself in Park at ~15 mph. When the vehicle stopped moving it turned itself off. The vehicle came to a stop in the lane it was traveling in at the time it began to malfunction. The vehicle transmission would not come out of park. When I attempted to restart the vehicle it activated the horn until it was turned off again. Safety issue was the vehicle sudden stop and coming to rest in the travelled portion of the roadway. The vehicle was towed to Battlefield Ford in Culpeper VA on the date of the incident ([XXX]) and it was returned to me on [XXX]. INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6)
What component or system failed or malfunctioned, and is it available for inspection upon request? When the brakes were applied, the vehicle accelerated instead of slowing down/stopping. The vehicle is available for inspection and we are begging for someone to investigate this as we do not want to get behind the wheel of this truck if the issue is determined and rectified. How was your safety or the safety of others put at risk? Because of the above issue, the car accelerated and crashed into a building putting the driver and passenger at risk. The airbags deployed. The vehicle went over a walkway where, luckily, no one was walking or they would have been seriously injured or potentially killed. Has the vehicle or component been inspected by the manufacturer, police, insurance representatives or others? Ford keeps telling us to work with our insurance company. The insurance company did an estimate for the repairs, but they are not able to inspect the vehicle and determine the cause of the malfunction. Our insurance adjuster said that Ford needs to be the one to access the black box and perform testing to determine the malfunction. Ford has been unresponsive to our claim and the service manager where the vehicle is sitting will not touch the truck due to it being a Ford liability. Were there any warning lamps, messages or other symptoms of the problem prior to the failure, and when did they first appear? No, the vehicle just suddenly accelerated when the brake was applied. The airbags deployed when the truck hit the building, the horn went off and wouldn't stop, and the brakes are stuck (unable to apply pressure).
full gauge cluster screen flickering every once in a while.
Higher-selling and older vehicles accumulate more reports. Counts are not failure rates and are not directly comparable between vehicles that sold in very different numbers.
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