2017 Ford F-150 Problems

I was traveling at approximately 60 mph. Suddenly, my vehicle downshifted from a high gear to a low gear, locking up my back tires and forcing the RMPs on the engine to redline. I barely maintained control. Was lucky that the road conditions were favorable. As my speed declined, the transmission corrected.

Doenshift to lower gear causing speed reduction. Wrench symbol on panel cluster.

The contact owns a 2017 Ford F-150. The contact stated that while driving at 55 MPH, the check engine warning light illuminated, and the transmission unexpectedly downshifted. The dealer was contacted and made aware of the failure. The vehicle was taken to the dealer, where DTC: P0715 was retrieved. The contact was informed that the recall repair could not be completed without additional fault codes. The contact was advised to contact the NHTSA Hotline to report the failure. The contact stated that the failure was persistent. The contact received notification of NHTSA Campaign Number: 26V237000 (Power Train); however, the part to do the recall repair was unavailable. The manufacturer was contacted and made aware of the failure. The failure mileage was approximately 59,060.

On 10/13/2026, driving about 25 mph on a city street, my truck entered failsafe with no prior warning lamps or symptoms. The PCM cut most engine power, leaving no acceleration, and set P1285 (CHT Overtemp Sensed) and P1299 (CHT Overtemp Protection Active). The engine was not overheating; a $40 CHT sensor fixed it. Evidence: I watched live data on an Autel MaxiCheck MX808S-TS while driving during the events. CHT dropped to implausibly low values for brief moments, then immediately returned to normal values matching coolant temp. Coolant temp stayed normal throughout. Failsafe triggered on these momentary dropouts, never on an actual high reading. The PCM logic is unsafe: 1. A low-reading sensor dropout was reported as an overtemp. The PCM set two overtemp codes and no sensor circuit code. 2. It ignored contradicting data. CHT recovered instantly and matched normal coolant temp, yet the PCM acted on one momentary bad reading. 3. The response was disproportionate. A sensor glitch with normal coolant temp should set a check engine light and circuit code, not remove engine power while driving. 4. It creates a crash risk. Losing acceleration in city traffic, amid chimes and flashing warnings, left me unable to keep pace or maneuver and caused anxiety and distraction. 5. False overtemp codes mislead owners. A typical owner would likely need a tow and a costly cooling system diagnosis over a $40 sensor glitch. Even as a former mechanic, I spent hours chasing a nonexistent cooling problem. Not inspected by a dealer, manufacturer, police or insurance. I diagnosed it with live scan data and confirmed it by replacing the sensor. The original sensor is retained and available for inspection. I ask NHTSA to investigate the CHT failsafe strategy on Ford 2.7L EcoBoost engines: whether the PCM checks CHT plausibility against coolant temp before cutting power, and whether a single-sensor fault should ever remove engine power while driving.

Recall 26N04. Ford intentionally set only 4 qualifying diagnostic codes for free defect repair. Codes 0720 and Codes 0722 were intentionally omitted even though same root cause. My 2nd complaint. Astro Ford in D’Iberville, MS and Ford charging me $2300 for this. I coded 0720 and 0722. It does not appear the NHTSA or anyone can or is even willing to help. I find it disgusting Ford can get away with this. No way to work, missing income and now I must lay $2300. Nobody is looking out for me or folks like me with this BS Ford recall.

Transmission range and output sensors failed inside the molded leadframe, triggering P0720 and P0722. Ford program 26N04 denied coverage because the codes were not on the approved list. The violent downshifting in my truck has made it undriveable and I am unable to go to work and I am being treated horribly.

The contact owns a 2017 Ford F-150. The contact received notification of NHTSA Campaign Number: 25V236000 (Service Brakes, Hydraulic); however, the part to do the recall repair was not yet available. The dealer was contacted several times and informed the contact that the parts were on backorder. Due to the safety risk, the vehicle was taken to an independent mechanic, where the brake master cylinder was replaced at the owner's expense. The contact stated that the manufacturer had exceeded a reasonable amount of time for the recall repair. The manufacturer was notified of the repair and informed the contact that reimbursement was denied because parts were available.

The contact owns a 2017 Ford F-150. The contact received notification of NHTSA Campaign Number: 25V236000 (Service Brakes, Hydraulic). The local dealer was contacted and informed the contact that parts for the recall repair was on back order. The manufacturer was contacted and referred the contact to other dealers for assistance.

Vehicle failed Pennsylvania state safety inspection due to structural rust holes and perforation in the high-strength steel frame rails. The vehicle has only 40,000 miles and has been safely operated, indicating premature structural metallurgy failure."

I am reporting a potential safety defect involving the hood latch sensor or electrical system on my 2017 Ford F-150, currently at 151,895 miles. On three occasions (10/3/26, 10/4/26, and 10/7/26), the "Hood Ajar" warning appeared while driving, accompanied by an audible chime, although the hood appeared securely closed. The message remains displayed until I press OK on the steering wheel. 10/3/26: The warning activated while driving. I safely pulled over, released the hood latch, inspected the hood, and closed it again. The hood had appeared properly secured. 10/4/26: The warning activated while I was descending a steep hill with no shoulder or safe place to stop. Concerned the hood could open and obstruct my windshield, I had to continue driving until reaching the bottom of the hill and finding a turnoff. Upon inspection, the hood was completely closed. 10/7/26: The warning activated again. Because the previous two inspections showed the hood was closed, I dismissed the warning without stopping. This demonstrates how repeated false warnings can cause drivers to disregard a potentially legitimate safety alert. The security alarm also intermittently activates while parked, sounding the horn and flashing the lights without an apparent cause. These malfunctions create safety concerns, including driver distraction, potentially dangerous roadside stops, and the risk that drivers may ignore a legitimate warning about an unsecured hood. My experience descending a steep hill without a safe stopping location demonstrates the hazard. The exact cause is unknown. A defective hood latch sensor, switch, or wiring is suspected. No dealership or mechanic has inspected the vehicle. The components remain installed and are available for inspection. I request that NHTSA investigate whether this is a recurring safety-related defect affecting Ford F-150 vehicles and whether corrective action or a recall is warranted.

I was traveling at approximately 60 mph. Suddenly, my vehicle downshifted from a high gear to a low gear, locking up my back tires and forcing the RMPs on the engine to redline. I barely maintained control. Was lucky that the road conditions were favorable. As my speed declined, the transmission corrected.

On 10/13/2026, driving about 25 mph on a city street, my truck entered failsafe with no prior warning lamps or symptoms. The PCM cut most engine power, leaving no acceleration, and set P1285 (CHT Overtemp Sensed) and P1299 (CHT Overtemp Protection Active). The engine was not overheating; a $40 CHT sensor fixed it. Evidence: I watched live data on an Autel MaxiCheck MX808S-TS while driving during the events. CHT dropped to implausibly low values for brief moments, then immediately returned to normal values matching coolant temp. Coolant temp stayed normal throughout. Failsafe triggered on these momentary dropouts, never on an actual high reading. The PCM logic is unsafe: 1. A low-reading sensor dropout was reported as an overtemp. The PCM set two overtemp codes and no sensor circuit code. 2. It ignored contradicting data. CHT recovered instantly and matched normal coolant temp, yet the PCM acted on one momentary bad reading. 3. The response was disproportionate. A sensor glitch with normal coolant temp should set a check engine light and circuit code, not remove engine power while driving. 4. It creates a crash risk. Losing acceleration in city traffic, amid chimes and flashing warnings, left me unable to keep pace or maneuver and caused anxiety and distraction. 5. False overtemp codes mislead owners. A typical owner would likely need a tow and a costly cooling system diagnosis over a $40 sensor glitch. Even as a former mechanic, I spent hours chasing a nonexistent cooling problem. Not inspected by a dealer, manufacturer, police or insurance. I diagnosed it with live scan data and confirmed it by replacing the sensor. The original sensor is retained and available for inspection. I ask NHTSA to investigate the CHT failsafe strategy on Ford 2.7L EcoBoost engines: whether the PCM checks CHT plausibility against coolant temp before cutting power, and whether a single-sensor fault should ever remove engine power while driving.

The contact owns a 2017 Ford F-150. The contact stated that the air bag warning light was illuminated. The vehicle was taken to the dealer, where it was diagnosed and determined that the clock spring needed to be replaced. The contact associated the failure with NHTSA Campaign Number: 23V847000 (Steering, Air Bags); however, the contact was informed that the VIN was not included in the recall. The manufacturer was notified of the failure by phone, but no assistance was provided. The contact was referred to the NHTSA Hotline and to the DMV for assistance.

On XXX, my [XXX] son was driving this 2017 Ford F-150 when the transmission suddenly downshifted while traveling on the road. The downshift was severe enough that the rear tires lost traction and the vehicle fishtailed, nearly resulting in an accident. The vehicle was taken to an authorized Ford dealer on 8/18/2026. We reported the sudden downshift, but the dealer was unable to duplicate the condition. The dealer performed Ford Recall 26S28/NHTSA 26V-237 and campaign 19G01, and the vehicle was returned on XXX. On XXX, only two days after the recall repair, the engine unexpectedly shut off while the vehicle was being driven. It restarted afterward. On XXX, the engine again unexpectedly stalled while the vehicle was moving. When the engine stopped, power-steering assist was lost and the driver had to coast the vehicle safely to the side of the road. The engine restarted immediately. When attempting to drive away, the transmission appeared to be starting in approximately third gear rather than first gear. After the vehicle was moving, the transmission eventually began operating normally again. Ford Customer Relationship Center was notified on XXX and formally documented these incidents. The vehicle is available for inspection. I am concerned because the original sudden downshift closely resembles the safety defect addressed by Recall 26V-237/26S28, and serious intermittent stalling and abnormal transmission operation have continued after the recall remedy was performed. I am requesting that NHTSA document and evaluate these post-recall safety symptoms and whether the recall remedy adequately addresses the underlying defect. INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6)

A week ago, the top interior strip that holds the sliding glass window in place randomly fell off. We taped the hole until we could find someone who could fix the track. Then, a week later the non-sliding portion of the back rear window exploded while parked. There was no sort of impact, the window just shattered sending pieces of glass into my kids car seats.

I recently discovered a recall notification in my app regarding wiper corrosion, which has resulted in my wipers functioning very slowly regardless of the speed setting. This poses a significant safety concern, especially during rainy or snowy conditions in Michigan, as it substantially impairs visibility. After contacting Ford Motor Company and spending three hours on the phone, I was informed that this recall is applicable only in Canada. However, I am currently residing in the U.S. and experiencing related issues. Given the serious nature of this safety matter, I felt it necessary to bring this to your attention. Thank you for your consideration.

The contact owns a 2017 Ford F-150. The contact stated that while driving at an undisclosed speed, the driver's side rear and passenger’s side rear bottom doors failed to latch as intended. The door ajar audible sound repeatedly pinged. The contact stated that the failure was a safety issue and that the sound was distracting while driving. The contact stated that several dealers were contacted, and the contact was informed that the vehicle was previously repaired in 2018 under NHTSA Campaign Number: 17V652000 (Latches/Locks/Linkages). The vehicle was not diagnosed or repaired by an independent mechanic or dealer. The manufacturer was made aware of the failure but provided no assistance. The failure mileage was unknown. The VIN was not available.

The contact owns a 2017 Ford F-150. The contact stated that while attempting to open the front driver’s side door, the power door lock actuator failed. Neither a dealer nor an independent mechanic was contacted. The vehicle was not taken to the dealer or an independent mechanic to be diagnosed. The vehicle was not repaired. The contact related the failure to Customer Satisfaction Program: 20M04 (Power Door Lock Actuator Failure); however, the VIN was not included in the CSP. The manufacturer was not notified of the failure. The failure mileage was 102,000.

While driving on the highway on several occasions, the transmission drops from 6th gear to a lower gear, either seeming to slip, or locking the wheels causing a bad jerk. i have an appointment in two days , but am concerned that there may be more damage to my vehicle that will show up later due to this issue. I had another dealership try to charge to to repair my truck. i am hopefull that the new dealership will do right by me.

The contact owns a 2017 Ford F-150. The contact stated that while driving approximately 40–45 MPH, the brake pedal was depressed but responded slowly, resulting in reduced braking performance. The contact became aware that brake fluid was leaking onto the driveway. The brake warning light was illuminated. The contact was concerned about operating the vehicle with the braking issue. Additionally, the driver's and passenger's side front tires and rims were hard to keep clean due to the brake master cylinder leaking black fluid. The contact continuously cleaned the wheels and the rims to prevent the corrosive substance from damaging the tires and the rim. The contact received notification of NHTSA Campaign Number: 25V236000 (Service Brakes, Hydraulic). The local dealer was contacted and confirmed that parts were on backorder. The vehicle was not diagnosed or repaired. The manufacturer was contacted; however, no assistance was provided. The failure mileage was unknown.

Phil long ford motor city Colorado Springs worked on my truck July for injector 6 and other oil gaskets on [XXX] the fuel rail o rings fails on that side and leaks gas from Santa Fe New Mexico to Chalmers ford Rio rancho to seek diagnostic for fuel leak today is October 7 2026 and Phil long ford is denying responsibility and pretending not enough information the truck is fixed but not covered by the ford warranty INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6)

My transmission has been slipping. To the point where it has made me stop, especially on hills and in cold. 10 Spd auto. [XXX] INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6)

The contact owns a 2017 Ford F-150. The contact stated that the air bag warning light was illuminated. The vehicle was taken to the dealer, where it was diagnosed and determined that the clock spring needed to be replaced. The contact associated the failure with NHTSA Campaign Number: 23V847000 (Steering, Air Bags); however, the contact was informed that the VIN was not included in the recall. The manufacturer was notified of the failure by phone, but no assistance was provided. The contact was referred to the NHTSA Hotline and to the DMV for assistance.

The drivers airbag cover is cracked. This has happened to everyone I have talked to with the same vehicle. Also is a topic on many f150 public forums. I think this should be addressed by Ford.

The contact owns a 2017 Ford F-150. The contact stated that the front driver's side seat belt was stuck and inoperable. The dealer was made aware of the failure and determined that the front driver's side seat belt assembly needed to be replaced. The vehicle was not repaired. The manufacturer was made aware of the failure. The failure mileage was approximately 85,000.

ELECTRICAL : RADIO WILL RANDOMLY CUT OUT. TYPICALLY WHEN TRUCK STARTS RADIO WONT WORK. HAVE TO EITHER WAIT HOUR, OR DISCONNECT BATTERY. SEEMS LIKE TYPICAL ISSUE. SEATBELT : PASSENGER SEATBELT WONT RETRACT BACK. CAN HAND FEED THEN PULL OUT BY HAND. CALLED DEALER SAID 3 YEAR 60 THOUSAND FOR WARRANTY IM OVER 3 YEARS AND AT 71K MILES. PRICE OF ASSEMBLY WAS OVER $500. [XXX] OUTRAGEOUS FOR A SEATBELT. NO IDEA WHEN IT HAPPENED. INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6). *TR

The contact owns a 2017 Ford F-150. The contact received notification of NHTSA Campaign Number: 26V365000 (Structure, Suspension). The contact stated that while driving approximately 45 MPH around a bend, the rear wheels spun out, causing the contact to lose control of the vehicle. The front end and rear then struck the center median, and the vehicle stopped in the middle of the highway. The contact had not sustained any injuries. A Police report was not filed. The contact stated that there were unknown fluids leaking from the vehicle, possibly due to the crash. The vehicle was towed to the residence. The vehicle was not diagnosed or repaired. The manufacturer was notified of the failure. The failure mileage was approximately 110,000.

Both front springs failed sitting in my driveway. I noticed one broke in April and the other broke in June. Both time just being parked. I have not taken the truck mudrunning, hill climbing, jumping and no modifications have been done to the truck.

Was going down the highway at 72mph speed limit was 80. I felt my truck shift weird from 8th to 9th. Then once it hit 10th gear I watched it go to 1st gear then felt like it entered neutral. Shortly after it went back to 10th. Shortly after behind me it was smoking and it poured fluid from the transmission.

The contact owns a 2017 Ford F-150. The contact stated that while driving at undisclosed speeds, the gear shift indicator failed to display on the instrument panel. The transmission unexpectedly downshifted from 4th gear to 1st gear. A maintenance warning light illuminated. The vehicle was towed to the dealer, where it was diagnosed with a transmission range sensor circuit (TRS) failure. The vehicle was repaired with a new lead frame. The manufacturer was notified of the failure. The approximate failure mileage was 107,179.

The contact owns a 2017 Ford F-150. The contact stated that while the vehicle was at the independent mechanic for a service appointment, the contact requested that the driver's side fog light be replaced. The contact was informed that the fog light was not faulty; however, the contact was informed that the driver's fog light was inoperable due to a power outage in the fog light housing. The vehicle was not repaired. The manufacturer was made aware of the failure but provided no assistance. The contact was advised to contact the NHTSA Hotline to report the failure. The failure mileage was approximately 128,086.

The Right Rear Light underneath the brake light caught fire and exploded.

2017 FORD F-150. CONSUMER STATED THAT TIRE ROTATION WAS NOT PERFORMED PROPERLY. THE CONSUMER STATED THE DEALERSHIP REFUSED TO ROTATE THE TIRES DUE TO THE AGE OF THE TIRES AND DAMAGE IT MAY CAUSE. THE CONSUMER STATED THE VEHICLE WAS UNDER WARRANTY AND THE TIRES SHOULD HAVE BEEN ROTATED. THE CONSUMER REQUESTED THE PORTION OF THE POLICY BE CHANGED THAT PREVENTS THE TIRES FROM BEING ROTATED IF THEY ARE OUTDATED. THE MANUFACTURER WAS NOTIFIED.

The contact owns a 2017 Ford F-150 equipped with Cooper Tires, Tire Line: Evolution H/T, Tire size: 275/65/R18, DOT Number: 3018. The contact stated that the driver’s side tire had started to form air bubbles on the sidewall. The contact took the vehicle to the local tire repair shop and was informed that the tire could blowout, and needed to be replaced. The tire was replaced. The manufacturer was not made aware of the failure. The failure mileage on the vehicle was 117,000. The tire failure mileage was 50,000.