2015 Ford F-150

On March 21, 2025, NHTSA’s Office of Defects Investigation (ODI) opened a Preliminary Evaluation (PE25002) to investigate instances of unexpected transmission downshifting without driver input in model year (MY) 2015-2017 Ford F-150 vehicles (subject vehicles) manufactured by Ford Motor Company (Ford). The complaints allege that, without warning or driver input, the subject vehicles experienced a sudden and rapid deceleration often accompanied by temporary rear wheel lockup, seizure, or skidding, resulting in a loss of vehicle control that increases the risk of crash and injury to all motorists, including those not within the subject vehicles. The MY 2015 and MY 2016 F-150 vehicles were equipped with the “6R80” transmission, while the MY 2017 vehicles were equipped with either the “6R80” transmission or the “10R80” transmission. This investigation was limited to MY 2015-2017 Ford F-150 with the “6R80” transmission. ODI identified 329 Vehicle Owners Questionnaires (VOQs) related to this investigation and sixty percent of these consumers were interviewed to confirm the details of their allegations. Consumers reported that their vehicles’ transmission suddenly downshifted to a lower gear, often to 1st or 2nd gear, without driver input or advance warning. Consumers described the downshift events to be regular and repeated occurrences, with some consumers stating that they no longer drive the vehicle due to safety concerns. Forty-three percent of consumers reported experiencing at least one wheel lockup event, during which the rear tires locked, screeched, or skidded during the transmission downshift.  ODI also found that 114 of the 329 consumers reported having their vehicle’s molded lead frame or valve body assembly (which comes with a molded lead frame) replaced, 80 of which were confirmed through consumer submitted repair invoices. In its response to ODI’s Information Request, Ford provided an assessment of potential root cause of failure for the subject vehicles and how this failure is different from the failure associated with MY 2011-2014 Ford F-150 vehicles that was addressed by four safety recalls (16V-248, 19V-075, 19V-433, and 24V-444). Ford has identified that the defect in the recalled vehicle population involved lead frame supplier production issues resulting in signal loss from the Output Shaft Speed (OSS) sensor. Ford has identified that the alleged defect in the subject vehicle population involved degradation of electrical connections within the lead frame due to thermal cycling and vibration over extended time in service resulting in signal loss from the Transmission Range Sensor (TRS). Signal loss from the TRS can result in an unintended shift to neutral, unintended upshift, or unintended downshift which are regulated by a gear “shift map” based on the vehicle’s speed at the time of signal loss. According to Ford’s “shift map”, at speeds between 35-64 mph, the maximum allowable downshift would be to 2nd gear (i.e. a 6th to 2nd gear downshift event) which Ford has designated to represent the worst-case scenario for subject vehicles. Ford has also acknowledged that the worst-case scenario may also involve temporary wheel lockup. However, Ford has stated that the failure mechanism in the MY 2011-2014 F-150 vehicles—previously addressed through recalls—primarily involved OSS sensor signal loss that could result in 6th to 1st gear downshift events. This OSS-related failure mode is distinct from the TRS-related signal loss identified in the subject vehicle population. ODI has identified an additional potential safety defect associated with the alleged defect in the subject vehicles. Preliminary testing performed by NHTSA’s Vehicle Research Test Center (VRTC) showed that when the TRS experiences an intermittent signal loss, one possible outcome is a change in vehicle direction. Specifically, if a vehicle is operating in reverse up an incline when the TRS signal loss occurs, then the vehicle may shift into neutral causing the vehicle to change directions and roll forward. ODI is opening this Engineering Analysis (EA) to, among other things, perform component-level testing and vehicle testing, as well as review additional technical information to better understand the alleged defect that has been identified. To review the reports cited in the Opening Resume ODI Report Identification Number document, go to NHTSA.gov.

On March 21, 2025, NHTSA’s Office of Defects Investigation (ODI) opened this Preliminary Evaluation (PE25002) to investigate instances of unexpected transmission downshifting without driver input in model year (MY) 2015-2017 Ford F-150 vehicles (subject vehicles) manufactured by Ford Motor Company (Ford). The complaints allege that, without warning or driver input, the subject vehicles experienced a sudden and rapid deceleration often accompanied by temporary rear wheel lockup, seizure, or skidding, resulting in a loss of vehicle control that increases the risk of crash and injury to all motorists, including those not within the subject vehicles. The MY 2015 and MY 2016 F-150 vehicles were equipped with the “6R80” transmission, while the MY 2017 vehicles were equipped with either the “6R80” transmission or the “10R80” transmission. This investigation was limited to MY 2015-2017 Ford F-150 with the “6R80” transmission. ODI identified 329 Vehicle Owners Questionnaires (VOQs) related to this investigation and sixty percent of these consumers were interviewed to confirm the details of their allegations. Consumers reported that their vehicles’ transmission suddenly downshifted to a lower gear, often to 1st or 2nd gear, without driver input or advance warning. Consumers described the downshift events to be regular and repeated occurrences, with some consumers stating that they no longer drive the vehicle due to safety concerns. Forty-three percent of consumers reported experiencing at least one wheel lockup event, during which the rear tires locked, screeched, or skidded during the transmission downshift.  ODI also found that 114 of the 329 consumers reported having their vehicle’s molded lead frame or valve body assembly (which comes with a molded lead frame) replaced, 80 of which were confirmed through consumer submitted repair invoices. In its response to ODI’s Information Request, Ford provided an assessment of potential root cause of failure for the subject vehicles and how this failure is different from the failure associated with MY 2011-2014 Ford F-150 vehicles that was addressed by four safety recalls (16V-248, 19V-075, 19V-433, and 24V-444). Ford has identified that the defect in the recalled vehicle population involved lead frame supplier production issues resulting in signal loss from the Output Shaft Speed (OSS) sensor. Ford has identified that the alleged defect in the subject vehicle population involved degradation of electrical connections within the lead frame due to thermal cycling and vibration over extended time in service resulting in signal loss from the Transmission Range Sensor (TRS). Signal loss from the TRS can result in an unintended shift to neutral, unintended upshift, or unintended downshift which are regulated by a gear “shift map” based on the vehicle’s speed at the time of signal loss. According to Ford’s “shift map”, at speeds between 35-64 mph, the maximum allowable downshift would be to 2nd gear (i.e. a 6th to 2nd gear downshift event) which Ford has designated to represent the worst-case scenario for subject vehicles. Ford has also acknowledged that the worst-case scenario may also involve temporary wheel lockup. However, Ford has stated that the failure mechanism in the MY 2011-2014 F-150 vehicles—previously addressed through recalls—primarily involved OSS sensor signal loss that could result in 6th to 1st gear downshift events. This OSS-related failure mode is distinct from the TRS-related signal loss identified in the subject vehicle population. ODI has identified an additional potential safety defect associated with the alleged defect in the subject vehicles. Preliminary testing performed by NHTSA’s Vehicle Research Test Center (VRTC) showed that when the TRS experiences an intermittent signal loss, one possible outcome is a change in vehicle direction. Specifically, if a vehicle is operating in reverse up an incline when the TRS signal loss occurs, then the vehicle may shift into neutral causing the vehicle to change directions and roll forward. Based on NHTSA’s analysis of consumer data, information provided by Ford, and preliminary testing conducted by NHTSA’s VRTC, this Preliminary Evaluation is being upgraded to an Engineering Analysis (EA26001). During this Engineering Analysis, the agency plans to, among other things, perform component-level testing and vehicle testing, as well as review additional technical information to better understand the alleged defect that has been identified from this Preliminary Evaluation. To review the reports cited in the Closing Resume ODI Report Identification Number document, go to NHTSA.gov.

On June 18, 2018, the Office of Defects Investigations (ODI) opened a Preliminary Evaluation (PE18-008) to investigate complaints alleging post-crash fires at the B pillar in the area of the seat belt pretensioners on MY 2014-2018 Ford F-150 Regular Cab, and Super Crew Cab Vehicles. On August 24, 2018, Ford Motor Company recalled (FSA 18S27 - NHTSA #18V568) the affected population. Ford's investigation found that some front seat belt pretensioners may generate sparks during deployment in excess of Ford's specification. Sparks in the pretensioner exhaust gases inside the lower portion of the B-pillar may subsequently ignite combustible components contained in the B-pillar, such as insulation or carpet, and may cause a subsequent vehicle fire. ODI also requested relevant information from other manufacturers to assess the potential scope of post-crash pretensioner fires. Ford will notify owners and require dealers to remove B-pillar insulation material and wiring harness tape, and install heat resistant tape, free of charge. The recall notification began September 28, 2018.Owners may contact Ford customer service at 1-866-436-7332.The VOQs associated with the closing of this investigation are: 11143035, 11130056, 11129828, 11128761, 11127993, 11127880, 11124717, 11123419, 11119651, 11119626, 11114065, 11113160, 11111822, 11097937, 11078447, 11014688

NHTSA opened AQ17-001 to determine whether Champion Ford Edinboro, Inc. (Champion Ford), of Edinboro, Pennsylvania, complied with the requirements of the National Traffic and Motor Vehicle Safety Act, 49 U.S.C. Chapter 301 (Safety Act) and its implementing regulations. The Safety Act requires, among other things, that a manufacturer notify its dealers of defects related to motor vehicle safety and non-compliances with Federal Motor Vehicle Safety Standards and, in turn, that a dealer not sell a new vehicle subject to a recall unless the recall remedy has been performed (49 U.S.C. ?30120(i)).NHTSA issued an information request (IR) letter to Champion Ford on January 4, 2017.Champion Ford responded to this request on January 19, 2017.Also on January 4, 2017, an IR letter was issued to Ford Motor Company (Ford) and a response was received from Ford on January 25, 2017.Finally, another IR was issued to Champion Ford on May 31, 2017, and Champion Ford's response letter was submitted to NHTSA on June 14, 2017.NHTSA's investigation indicated that Champion Ford did sell and deliver recalled vehicles that did not have the recall remedy completed at the time the vehicles were delivered to the customers.NHTSA therefore concluded that Champion Ford was liable for civil penalties for violations of the Safety Act, pursuant to 49 U.S.C. ?30165.Under a Settlement Agreement dated April 16, 2018, Champion Ford agreed to pay compromised civil penalties in the amount of $20,000.Champion Ford also represented in writing that it repaired all twenty-three (23) recalled vehicles identified in AQ17-001 and will strictly adhere to Ford's procedures requiring dealers to check for outstanding safety recalls prior to customer delivery.NHTSA's Recall Management Division has verified that all twenty-three (23) vehicles have been remedied of the safety recalls identified in AQ17-001.This Audit Query is closed.

Transmission gear indicator of the instrument cluster will flicker. At the same time the transmission will cluck while changing gears. The issue occurs for a couple days and then goes away. At the same time the transmission temperature gauge will bounce 60-80 degrees. After some time the same issues occur. Searching online this appears to be related to the lead frame. There has been an updated lead frame, but only certain conditions/codes will result in replacement by Ford. I've had all the recommended software updates, but issue persists. Last update on 9/21/2026.

NHTSA ID

11766395

Incident

Jul 31, 2025

I am writing to formally report a dangerous safety defect involving my 2015 Ford F-150 XLT SuperCrew Cab. While operating the vehicle, I experienced a sudden and total loss of control. Without warning, the gas pedal lost all tension, the truck abruptly downshifted and went into limp mode, and both the check engine and wrench warning lights illuminated on the dashboard. This loss of control while driving created an immediate and severe safety hazard. My investigation into this failure reveals a widespread pattern of similar incidents involving the transmission molded leadframe. It appears that the failure of this component frequently causes an output shaft speed sensor malfunction, leading to the exact dangerous loss of power I experienced Given the high frequency of these reports from other owners. This loss of control while driving created an immediate and severe safety hazard. Upon experiencing these symptoms, I promptly scheduled an appointment at my local Ford dealership. Despite the service department confirming that the transmission lead frame is failing, Ford refused to perform the repair citing that my specific trouble codes are not currently approved under their policy. This is unacceptable, as these symptoms are identical to those addressed in recall 26S28 and Ford has previously acknowledged that these specific codes are directlv related to this component's failure in other mode years. My investigation into this failure reveals a widespread pattern of similar incidents involving the transmission molded leadframe Given that my vehicle exhibits all the symptoms described in the existing recall, it is clear that this is a systemic manufacturing defect that Ford is failing to adequately address. I request that the NHTSA investigate this issue and Ford's restrictive repair criteria, as this defect poses a significant risk to myself and the public on the road.

NHTSA ID

11766343

Incident

Sep 21, 2026

The top rail that holds the sliding rear window came unglued. It appears that the installer did not use primer on the plastic trim piece before applying the urethane. It is a well-known, common factory defect. This is a danger because an unsecured window can fly forward after applying the brakes or in a collision. It would also be a danger to someone sitting in the back seat.

NHTSA ID

11766083

Incident

Sep 20, 2026

The contact owns a 2015 Ford F-150. The contact stated that while driving 75 MPH and towing a trailer, the vehicle unexpectedly downshifted into second gear, causing the trailer to strike the rear end of the vehicle. The contact stated that the failure had occurred on several occasions, causing the vehicle to veer off the road. The contact was able to pull over to the side of the road, and the vehicle was towed on each occurrence. The vehicle was towed to the dealer on several occasions, but the dealer was unable to correct the issue. The contact stated that after the last occurrence, the vehicle became undriveable and failed to respond while the accelerator pedal was depressed. The contact received notification of NHTSA Campaign Number: 26V237000 (Power Train), which the contact associated with the failure. The dealer performed the recall repair at the residence; however, the failure persisted. The dealer determined that the transmission failed and needed replacement at the owner's expense. The manufacturer was notified of the failure, but no assistance was provided. The failure mileage was approximately 190,000.

NHTSA ID

11764629

Incident

Sep 16, 2023

Mileage

190,000 mi

I am reporting a potentially serious safety issue involving my 2015 Ford F-150 Lariat 2.7L EcoBoost (129,610 miles at recall service; now approximately 130,155). On XXX, Orchid Isle Ford in [XXX] performed recalls 24E03 and 26S28 (Service Order XXX). Before this recall service, I had never experienced the engine-stalling problem described below.Since the recall work, my truck has unexpectedly shut off more than six times. While slowing for a traffic light, the RPM smoothly drops and the engine quietly shuts off. I do not have to be completely stopped. I must put the transmission in Park and restart the truck, after which it generally operates normally. The truck also intermittently takes longer than normal to start. No check-engine light appears when it stalls.There was also a previous frightening incident on Saddle [XXX] before the recall service. While transporting a truck full of girls to a volleyball game, the truck unexpectedly and rapidly downshifted. A wrench warning briefly appeared. We turned the truck off and restarted it, and the warning disappeared. Recall 26S28 is relevant because it addresses an intermittent Transmission Range Sensor signal to the PCM that can cause unintended downshifting. I returned the truck to Orchid Isle Ford on XXX. They could not reproduce the stall during an 8-mile test drive and found no active codes. Their testing found fuel-pump pressure/injector readings, battery, and compression were normal. The vehicle continues to stall.The battery was recently replaced and the fuel pump was replaced XXX.I cannot establish that the recall programming caused the stalling, but the timing is concerning. I have also found reports from other 2.7L EcoBoost owners describing low idle/near-stalling after PCM updates, including reports associated with 24E03.I request that NHTSA investigate whether PCM programming, 24E03/26S28, Transmission Range Sensor/PCM communication, or related powertrain issues could cause shut INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.

NHTSA ID

11764512

Incident

Aug 31, 2026

The technician from the local Ford dealership came out to fix NHTSA recall 26V237 on 8/7/26. The fix for this was to reprogram the Powertrain Control Module software. My husband got into his truck 3 days later, (8/10/26), and after driving half a mile the check engine light came on and the truck began to drive rough. He immediately took the truck to our local mechanic, (not at the Ford dealership). The next day we were told the PCM was fried and we would need to tow the truck to the Ford dealership for the fix. My husband explained the situation and they denied culpability. The truck had never had any computer, or computer related issues, until the PCM was "reprogrammed".

NHTSA ID

11764132

Incident

Aug 10, 2026

While driving on the [XXX], close to [XXX], throttle response was lost on the vehicle. Immediately put the hazards on, turned them off momentarily to indicate a turn off to the shoulder, traffic was right behind me, with some fast movers. “Hill start assist not available” was displayed on the main panel and “trac off”/ traction control. Below approx 10 mph the vehicle started shaking violently and we came to a stop. Turned the vehicle off and started looking in the manual and online for associated issues. Was able to restart the vehicle with no annunciated issues and continued driving at a cautious speed. A few minutes later the same issue arose. Had to pull over and reset the vehicle. By this time we had committed to taking the vehicle to the Ford service center on the interstate and made it there after occurring 4-5 more times where we had to pull over during the worst time of day, avoiding traffic on the on/off ramps. We had to use heavy braking once as we were disabled and there was another disabled vehicle also pulled over and we had to stop before them with enough safety clearance. We made it to Ford. According to SB 16B32B, our truck qualifies for an expired recall based on the [XXX] plant and the production date. Ford produced P2112 code for throttle body issues. We paid for the repairs. Requesting a re-inquiry of SB 16B32B. INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6)

NHTSA ID

11763952

Incident

Sep 9, 2026

I took my sick disabled mother's truck to the same dealership that she bought the truck from in 2018 with a full cash payment. The truck is a 2015 Ford F-150 platinum edition and it only had 40 thousand miles on it at the time and the person i believe that was over the service department was the first person i talked to at this dealership and i told her that my mother was sick and disabled and on oxygen and we use this truck for her medical transportation to her doctor's appointments and that the truck is our only means of transportation and that i am a burned out full time caregiver in need of urgent help to get the truck fixed and any recalls fixed so the truck would be safe to drive again and she told me its okay and that she has been there before and it made me feel so good to finally have someone that understands how it feels so she immediately had a brand new 2026 Ford F-150 XLT texas edition loaner truck already waiting for me after she said that she could get me in but without a loaner vehicle and she immediately called me back and said she got a loaner for me but i thought it was odd that she managed to get one that fast well to find out the loaner truck was pulled right from their fleet inventory and still had the factory monroe sticker still on the windshield and after awhile i noticed the dealer plates where expired and she arranged the entire process to bring the truck in on August 1st at 8:45am on a Saturday morning to have all of the recalls fixed and any damage or mechanical issues that may have been caused by the recalls and we brought them a very well maintained fully running truck except the engine light was showing because of a violent downshifting after the dealership called and said the truck was completely fixed and running great downshifting fixed. Driving home same day the truck started pouring smoke, sparks, grinding, and slapping barely made it in driveway catastrophic totaled truck sitting at dealership lot since August 12th!!

NHTSA ID

11763850

Incident

Aug 12, 2026

Customer Satisfaction Program 26N04 Certain 2015-2017 Model Year F-150 Vehicles Equipped with a 6R80 Transmission Transmission Molded Leadframe Replacement

Advance Notice – Customer Satisfaction Program 25N17 Certain 2015-2025 Model Year Multiple Vehicle Lines Rear View Camera Replacement If Required After Dealer Evaluation

Ford and Lincoln vehicles equipped with wired keyless entry keypad systems and accessory wireless keyless entry keypad systems may or may not come with a wallet card containing the master code. Unlike the integrated wired keypad, the accessory wireless keypad master code cannot be retrieved from the vehicle using a diagnostic scan tool or from the label printed on the body control module (BCM). The Factory Keyless Entry Code application within the diagnostic scan tool will not provide an applicable master code for the accessory wireless keypad. If the wallet card for an accessory keypad is not available, the "Wireless RF Keypad Diagnosis Guide" can be referenced and provides direction on how to retrieve the master code. This guide is located under the Workshop Manual tab > Accessories > Installation > Wireless RF Keypad Diagnosis Guide > PPT C > Step C2.<br /><br /> Note: The only available keypad for some vehicles from the assembly plant is the accessory wireless keyless entry keypad. The integrated wired keypad cannot be installed on vehicles not equipped from the factory with a wired keyless entry k

Some 2015-2021 Ford and Lincoln vehicles may exhibit an illuminated MIL with diagnostic trouble codes (DTCs) P0011, P0012, P0014, P0015, P0016, P0017, P0018, P0019, P0021, P0022, P0024 and/or P0025. Pinpoint test HK in the Powertrain Control and Emissions Diagnosis (PC/ED) or in Section 303-14 of the Workshop Manual (WSM) has been updated to address this concern.

Various vehicles equipped with a 2.7L or a 3.0L gas engine may require a crankshaft bolt replacement during repairs. Various vehicles equipped with a 2.7L or a 3.0L gas engine may require a crankshaft bolt replacement during repairs.

While performing a transmission repair on some 2012-2024 Ford and Lincoln vehicles, a transmission seal kit may be on backorder due to supply chain interruptions. While performing a transmission repair on some 2012-2024 Ford and Lincoln vehicles, a transmission seal kit may be on backorder due to supply chain interruptions.