2018 Ford F-150

On July 29, 2024, the Office of Defects Investigation (ODI) opened PE24019 to investigate complaints of low-pressure fuel pump failures in MY 2021 Ford Bronco vehicles. Some consumers reported that the failure occurred without warning while driving, resulting in a complete loss of motive power with no ability to restart the engine. Ford determined that several other vehicle models contain low-pressure fuel pumps substantially similar to the 2021 Ford Bronco, including the 2022-2023 Ford Bronco, 2018-2023 Ford F-150, 2022-2023 Ford Expedition, 2019-2023 Lincoln Navigator, 2020-2023 Ford F-250-F-550, 2024 Ford Super Duty Chassis Cab, 2024-2025 Ford Ranger, 2020-2023 Ford Explorer, 2020-2023 Lincoln Aviator, and 2021-2025 Ford Mustang. ODI's investigation found that the affected vehicles may lose fuel pressure and flow from the fuel delivery module (consisting of a low-pressure fuel pump, jet pump, reservoir, and other parts) due to a low-pressure pump failure. This can cause the engine to stall while driving. The root cause is reduced internal clearance in the fuel pump, increasing friction and sensitivity to vapor lock. Fuel blockage from contamination inside the jet pump also contributed to the failure. Ford stated that the contamination source was unknown. On July 7, 2025, Ford filed recall 25V-455 for certain 2021-2023 Ford F-550 SD/F-450 SD/F-350 SD/F-250 SD, 2021-2022 Lincoln Navigator, 2021-2022 Ford Mustang, 2021-2022 Ford F-150, 2021-2023 Ford Explorer, 2022 Ford Expedition, and 2021-2023 Ford Bronco vehicles produced between July 1, 2021, and July 30, 2022. The recall also included certain 2021-2023 Lincoln Aviator produced between July 1, 2021, and December 21, 2022. Ford explained in its recall filingthat the production dates used for the recall were based on changes in the manufacturing process. Specifically, Ford determined that in June 2021, the supplier modified the jet pump manufacturing process, producing fuel pump chambers with a lower-than-specified internal clearance. In July 2022, the supplier implemented corrective actions to the manufacturing process by adding two additional vacuum pumps to reduce contamination during the production of the jet pump. ODI has identified approximately 1,000 reports involving vehicles covered in this investigation but excluded from recall 25V-455. However, even with such reports, these vehicles experienced comparatively lower failure rates than the vehicles that are subject to Recall 25V-455. Ford has explained that these vehicles were excluded from the recall population because they did not experience the manufacturing changes that prompted the recall. Specifically, according to Ford, vehicles built before July 1, 2021 (the recall production start date), were not affected by the supplier’s change to the jet pump manufacturing process. Even after closing this investigation, ODI will continue to monitor complaints for vehicles excluded from recall 25V-455 to consider whether they exhibit the same risks as the vehicles encompassed by the recall. The recall remedy is currently under development. In view of Ford’s recall action, ODI is closing this Preliminary Evaluation, but will continue to monitor the issue as a remedy is developed and implemented. ODI will take additional action if warranted by future circumstances. 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

At approximately 89,000 miles, my vehicle experienced a suspected CDF drum bushing failure in the Ford 10R80 10-speed automatic transmission. Symptoms included delayed, harsh, and erratic shifting, intermittent loss of gear engagement, and unexpected gear changes that created serious safety hazards. While traveling approximately 60 mph in ninth gear, the transmission unexpectedly lost engagement, indicated first gear, then abruptly returned to ninth gear with a violent jolt. This triggered TCM diagnostic code P07F6 (Gear 9 Incorrect Ratio). The transmission also repeatedly failed to engage third or fourth gear, instead fluctuating between first and fourth with little to no power. This created dangerous situations when merging into traffic and making left turns across oncoming traffic because the vehicle could not reliably accelerate when needed. An authorized transmission repair facility identified the CDF drum bushing as the likely failure point, consistent with Ford TSB 23-2250, which addresses known 10R80 transmission shifting concerns. The transmission was ultimately replaced with a remanufactured unit incorporating Ford's updated components intended to address the problem. Ford has documented awareness of these transmission issues, yet no major recall or meaningful customer assistance has addressed affected owners outside warranty coverage. I previously purchased an extended warranty and reported harsh shifting to dealership service advisors but was never informed of the applicable TSB. I was discouraged from scheduling repairs after being told there was a three-week wait and that rental coverage was uncertain if the repair was denied under warranty. The vehicle was primarily a daily commuter with minimal towing or hauling. Failure at 89,000 miles under normal driving conditions raises serious concerns about transmission reliability and safety. Unexpected loss of engagement, incorrect gear selection, and loss of acceleration at highway speeds create subst

NHTSA ID

11776841

Incident

Oct 24, 2026

At around 45 miles per hour the transmission shifted hard between gears and almost like a jerk and routinely does this now. Had diagnosed and find its known tech bulletin on this transmission. Ford now has me on hook for new transmission. Just adding my complaints to long list of others with 10r80 transmission issues. Hoping ford will turn into recall help customer.

NHTSA ID

11776716

Incident

Oct 3, 2026

Rear backup camera blurry despite all attempts at cleaning

NHTSA ID

11776345

Incident

Nov 6, 2026

My 2018 Ford F-150 is a regular-cab, long-bed pickup with a 10-speed automatic transmission and approximately 115,000 miles. The transmission frequently delays or misses both upshifts and downshifts. At times, the truck feels as if it goes into neutral for two to three seconds before the next gear engages. At low speeds, around 5 to 15 mph under light acceleration, the engine RPM rises and gear engagement is delayed. This happens under load and during ordinary driving without a trailer. The symptoms have worsened over the past several weeks. AutoNation Ford North Scottsdale inspected the truck and reproduced the problem. The transmission software has been reprogrammed twice. The repair order states that after reprogramming and clearing the adaptive settings, the technician road-tested the truck and found that it would not shift into second gear. The technician recorded findings indicating an internal transmission failure and recommended transmission replacement or teardown for inspection. A service warning light also came on during service at the dealership. The truck still does not shift properly. The delay in gear engagement makes acceleration unpredictable. If the truck briefly loses drive while I am merging or crossing traffic, I may be unable to accelerate when needed, putting me and other road users at risk. I am asking NHTSA to investigate the delayed and missed shifts and the temporary loss of drive.

NHTSA ID

11775917

Incident

Oct 29, 2026

I own a 2018 Ford truck with 77,000 miles. My truck has just experienced the widely recognized cam phaser failure—a known design defect that can cause a catastrophic engine failure to occur. Because this is a known manufacturing defect that Ford addressed with updated parts, TSB 23-2143 (or TSB 21-2119): These are the official internal Technical Service Bulletins that explicitly instruct Ford technicians on how to diagnose and repair the "cold start ticking/tapping or rattle type noise" on 2017–2020 F-150s with the 3.5L EcoBoost engine. It confirms the root cause is a worn Variable Cam Timing (VCT) unit and outlines the procedure to replace all four phasers. [1, 2] Customer Satisfaction Program 21N03: While the prorated financial assistance under this program expired in January 2023, the document itself remains critical. It serves as corporate documentation where Ford explicitly acknowledges a manufacturing/design flaw in the original cam phasers. Ford refuses to replace or reimburse this repair for any vehicle that is out of warranty. This is a known safety issue acknowledged by Ford and it should be addressed as a safety concern and recalled.

NHTSA ID

11775872

Incident

Aug 3, 2026

Odometer Fraud. The contact purchased a 2018 Ford F-150. It was discovered that there was a mileage discrepancy after the purchase. The vehicle was a dealer sale. At the time of the purchase, the mileage was 48,201. The contact later obtained a [XXX] report and discovered that the odometer was last recorded at 112,129. INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6)

NHTSA ID

11775269

Incident

Nov 2, 2026

Mileage

112,129 mi

My wipers stopped working, the wiper linkage is seized. Ford is stating because the vehicle was made and [XXX] but resides in the [XXX], I don’t qualify for the recall INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6)

NHTSA ID

11775202

Incident

Nov 2, 2026

1. Description of the Defect When the vehicle is placed in reverse, the center display no longer shows the area behind the truck. Instead, the image is directed downward at the trailer hitch and road surface, so the zone directly behind the vehicle — where pedestrians, children, and obstacles would be — is not visible. When I access the camera view through the vehicle's settings menu, the image appears correctly. The failure occurs in the one situation where the camera matters: backing up. In practical terms, the vehicle has no usable rear view camera. The camera image began flickering intermittently on or about July 28, 2026. On or about October 28, 2026, the image began pointing down at the hitch and road surface whenever the vehicle is in reverse, and it has stayed that way since. Mileage at onset: approximately 111,000 miles. There has been no collision, impact, or aftermarket modification to the tailgate or camera. I have confirmed that the camera's zoom and hitch-view functions are not engaged; the malfunction occurs with the standard rear view selected. 2. Ford Has Acknowledged This Failure Mode but Has Not Supplied a Remedy 3. A rear view camera is safety equipment. NHTSA's rear visibility standard, FMVSS No. 111 (49 C.F.R. § 571.111), reflects the agency's own determination that rear visibility systems are necessary to prevent backover crashes, which disproportionately injure and kill young children. A camera that displays the hitch instead of the area behind the vehicle defeats the purpose of that equipment entirely and is arguably more dangerous than a blank screen, because a driver glancing at the display may not immediately recognize that the view is wrong. Ford appears to treat the same failure mode — a blank or distorted rear camera image — as a safety recall for other vehicle populations, including Ford Safety Recall 25S89 (NHTSA Campaign No. 25V-572). But for my truck I have no recourse when Ford does not supply parts.

NHTSA ID

11774696

Incident

Jul 28, 2026

25E10-S1 Owner letter

NEW VEHICLE DELIVERY HOLD - Emissions Recall 25E10 - Supplement #1 Certain 2018-2020 Model Year F-150 Vehicles With 3.3L Engines and 2016-2019 Model Year Explorer, Taurus, and Flex Vehicles With 3.5L Engines Powertrain Control Module (PCM) Reprogramming

Harvest Program 25H05 – Supplement #1 Certain 2011-2021 Model Year Vehicles Software Verification Harvest Program

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

For 20172026 vehicles equipped with a 10R transmission, a revision to the Road Testing Vehicle procedure has been made in the WSM, located in Section 307-01 > Diagnosis and Testing. This updated procedure improves the diagnosis of customer reported transmission concerns and aids in locating the proper root cause. During diagnosis and testing, details regarding whether the condition is more prevalent when the vehicle is hot or cold, throttle percentage at the time of occurrence, vehicle speed, the specific shift involved, and whether the issue occurs during transmission engagements (N>R, N>D, R>D, or D>R) should be noted. Engineering requests including these detailed operating conditions that will significantly assist with root cause analysis. Diagnosis, testing, and repair should use established labor times outside this article.