Owner-reported complaints naming the engine system, filed with NHTSA
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Reports naming the engine itself — including stalling, misfires, oil consumption, cooling and internal engine components. Every record below is an owner-reported complaint about the 2020 Ford F-150 submitted to NHTSA — not a confirmed defect, not a recall and not a manufacturer bulletin. 133 reports on file name it.
Complaints are reports submitted by owners and drivers to NHTSA. They are not verified and do not establish that a defect exists.
The 25 most recent of 133, in the owner's own words
Camshaft had to be replaced a couple years ago, followed by cam shaft sensor. Then another $6,300 of "critical" issu3s to be fixed. The vehicle is 5 1/2 y/o. Absolutely ridiculous that this amount of money is required for such a young vehicle.
I. Vehicle Purchase and Maintenance History In September 2020, I purchased this 2020 Ford F-150 new. II. Chronology of Defect and Repair Attempts Around 33,000 miles, the vehicle began exhibiting severe excessive oil consumption, an audible engine noise, and visible blue/gray smoke puffs emitting from the exhaust system. The following timeline outlines my exhaustive efforts to have Ford remedy this under warranty: • March 14, 2025 (36,370 miles): First formally reported the noise and exhaust smoke to Service Advisor Shelby Ray. The dealership initiated an official Ford Oil Consumption Test. I was instructed to drive 1,000-mile increments and return for unrecorded level checks. • May 21, 2025 (38,200 miles): Second formal report. The dealership performed Technical Service Bulletin (TSB) 192365 CP:6006, an established protocol recognizing inherent oil consumption flaws in this specific 5.0L engine. • August 7, 2025 – September 11, 2025 (41,119 miles): Third formal report. The vehicle was left at Tony Serra Ford for over a month (RO # 6034434) to perform engine repairs mandated by Ford tech lines. A loaner vehicle was provided. • December 9, 2025 (44,144 miles): Fourth formal report. The defect was noted as unresolved and still present between oil changes. The engine was found to be 2 quarts low on oil upon arrival. A new tech line case was opened. • May 7, 2026 – Present (48,086 miles): Fifth formal report. The engine noise and exhaust smoke. Truck has been at dealer for 3 months with no resolution.
The contact owns a 2020 Ford F-150. The contact stated that while attempting to start the vehicle, there was an abnormally loud sound coming from the vehicle. Additionally, while driving at an undisclosed speed, the vehicle was idling abnormally rough. No warning lights were illuminated. The vehicle was taken to the dealer several times, however the failure was not duplicated. The contact stated that the failure was a known failure with the vehicle. The manufacturer was made aware of the failure but provided no assistance. The failure mileage was approximately 28,000.
Back in Jan 2025 I noticed oil consumption from 2020 F150 with the 5.0 engine. There is class action lawsuit against Ford currently for this problem they know they have. I informed my local dealer, that has always serviced my tuck on time over the years, that it was smoking. I have owned this truck since new in Sep 2020. It had roughly 33K miles on it when I first noticed it. The dealership started running consumption test on it under warranty at 36,370 miles. They changed the oil regular for the test and instructed me to drive it 1000 miles each time between changes. One change before they tried to fix it, it had consumed 5 quarts of oil. Ford says 1 quart per 10K miles is normal. They changed several motor parts when it was at 41,121 which took about a month. The problem got worse and I informed them and they again started testing it again and instructed me to drive it 1000 miles each time. They pushed the milage up and also ran it over on the warranty time frame and it has been at their location for over a month now, and Ford doesn't want to pay for a motor that only has 48,086 miles on it due to being out of warranty. They knew this problem existed and caused the warranty to laps and never fixed it. Now they are asking me to pay $11,598.42 for a new motor they knew was bad 15k miles before warranty went out. I am going through steps to make someone aware of this issue I'm currently dealing with. This motor has this problem, and they knew it and never fixed it and intentionally ran my warranty out so they would not have to cover it.
Engine shut off at 60mph on mountain road. No warning, noise or other indications. Warning appeared once engine shut down; instructed to stop and restart vehicle. All temps and pressures were in normal operating range at time of shut down. wrestled vehicle to a stop, towed home (midnight) and then towed to dealership next morning. Safety at risk with vehicle shutdown at 60mph, fortunately no traffic and shoulder was available. Motor is available at the dealership, has been inspected and diagnosed as complete engine failure, engine seized with no know/visible cause without extensive teardown.
Driving on freeway 10 speed transmission failed - hard knock and jerk, almost got in an accident. Gears 6-9 dead. Apparently this 10-speed transmission is a known issue, with many technical service bulletins issued, class action lawsuits, and angry customers. Ford refuses to issue a recall and the NHTSA refused to hold them to account. Something is broken - how can Ford make such a known, terrible important component to a vehicle that fails regularly - yet get away with it? I thought the NHTSA was supposed to protect us from these unsafe vehicles?
I own a 2020 Ford F-150 with the 5.0L V8 engine and have under 60,000 miles on the vehicle. The engine is consuming excessive amounts of oil — approximately 3 to 4 quarts every 5,000 to 6,000 miles under normal driving conditions with no visible leaks or blue smoke. I brought the vehicle to a Ford dealership and opened a formal case with Ford Motor Company. Ford performed an oil consumption test and stated the consumption was within acceptable limits. I do not find this acceptable for a relatively new engine and the owner’s manual does not indicate that adding oil between changes is normal or expected. This level of oil consumption poses a potential safety risk as inadequate lubrication can lead to premature engine wear and failure. I am requesting that Ford acknowledge this as a defect and provide a remedy under the powertrain warranty. Other F-150 owners have reported the same issue and I believe this warrants a formal investigation
I was driving and slowing down for a stop sign and the engine shut off by itself while still moving at appx 10-15mph. The display had several warning lights appear, and the message "Auto Start Stop, Shift to P, Then Restart Engine". I have the Auto Start Stop disabled on my vehicle, so there was no reason for my engine to shut off while decelerating. I searched online for potential causes and discovered that there are numerous incidents of this happening (engine shutting off while moving) to drivers that have deactivated the auto start stop on their vehicles. See link: [XXX] INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6)
* This complaint concerns a catastrophic failure of the transmission in my vehicle. This defect was first reported to a Ford dealer while still within the 5-year/60,000-mile powertrain warranty (Jan 3, 2023, at 58,679 miles; Invoice #XXX). * The condition worsened. Between July 2024 - Jan. 2026, I received 7 digital "Service Engine Soon" warnings via the Ford App. My dealer advised that the vehicle was "OK to drive" as long as the light (which never stayed on) was not flashing. I was told diagnostics could not be made unless the light was active at the dealership. Jan 16, 2026, the light came on; I was able to take the truck to the dealer. A fault code was finally captured, but the dealer reported a two-month service backlog. I could not wait that long. *Feb 2026, I established a clean engine baseline. I spent $833.15 to replace O2 sensors (EJ’s Automotive) to rule out engine−related performance issues. During this service (at 103,431 miles), an inspection confirmed metallic clutch material contamination in the transmission fluid only 10,248 miles after a 2nd professional flush. This failure occurred despite a total maintenance investment of $11,533.80 across 21 service visits. * This failure resulted in a dangerous Loss of Motive Power, creating a collision risk. The vehicle is currently grounded and completely inoperable. The dealership verbally designated the vehicle as VOR due to the confirmed diagnosis, only to contradict that status by claiming it was "driveable" after I declined a $15,000 quote for a teardown to diagnose the issue. * Since the truck can no longer tow, 2 third-party transports for a horse and a trailer relocation are necessary. The failure has also resulted in a total parasitic battery drain. The tailgate latch and door locks are inoperable, suggesting the transmission fault is interfering with module communication. This is consistent with the root cause Ford has acknowledged in TSBs 24-2101 and 25-2126 involving the CDF clutch drum sleeve. INFORMATION REDACTED PURSUANT TO THE FREEDOM OF
My 2020 Ford F-150 5.0L Coyote V8 had its engine replaced under factory warranty on 4/30/25 by an authorized Ford dealer. The replacement engine was installed with my original 50,000 mile fuel injectors reinstalled by Ford's technician — I was not informed new injectors were not included. The vehicle is now diagnosed with a failed direct fuel injector causing a cylinder 3 misfire at approximately 10,000-12,000 miles on the replacement engine. Additional injectors show signs of imminent failure. The shop also documented the replacement engine running 2 quarts low on oil at only 10,000-12,000 miles of service. This level of oil consumption on a recently replaced engine is abnormal and unexplained. The safety concern is twofold. First, a vehicle running chronically low on oil due to abnormal consumption on a replacement engine risks catastrophic engine failure without adequate warning to the driver. Second, misfiring cylinders affect vehicle driveability and create unpredictable power delivery that constitutes a safety risk particularly at highway speeds. Symptoms including rough running and the check engine light first appeared in November 2025. The vehicle has been at an authorized Ford dealer for diagnosis since May 2026. Ford Customer Relations has declined goodwill assistance despite the failure occurring on components reinstalled by Ford's own technician during a warranty repair, symptoms originating within the warranty window, and the vehicle being only 8 days outside the 12-month parts warranty expiration. I am requesting NHTSA investigate whether Ford's practice of reusing high-mileage fuel injectors during engine replacements under warranty constitutes an unsafe practice, and whether abnormal oil consumption on replacement engines represents a systemic defect.
I purchased a 2020 Ford F-150 XLT with a 5.0L engine from Quirk Auto Group in Maine approximately six months prior to discovering a major engine defect. At the time of sale, I was provided documentation stating there were no known mechanical issues or prior defects with the vehicle. Shortly after purchase, I brought the vehicle back to the dealership due to a noticeable rattling noise and performance concerns. I was told the noise was caused by debris (rocks) stuck in the undercarriage, and no further action was taken. This concern was documented during that visit. Over time, the vehicle began consuming excessive amounts of oil, approximately three quarts per month which is far beyond normal operating conditions. I later brought the vehicle to a certified Ford dealership for further diagnosis. After inspection, I was informed that the engine had significant internal wear, including worn cylinder walls, and required a full engine replacement (long block), with an estimated cost of approximately $15,785. I have since learned that this engine issue is consistent with a known defect documented in Ford Technical Service Bulletins (TSBs) as well as an open class actions lawsuit against ford, and records indicate this issue had been present with the previous owner. This information was not disclosed to me at the time of sale. I have made multiple attempts to resolve this issue directly with both the selling dealership and Ford Motor Company. Ford has offered partial financial assistance toward the repair, which further indicates acknowledgment of a defect. However, the dealership has not taken responsibility for selling a vehicle with a pre-existing condition that was either known or should have been known.
The engine started running loud and making a knocking noise. Took it to the dealership and they said it needs a new engine. Regular maintenance performed by Ford. There were no warning lights that came on prior to the engine failure. They say the engine is on back order.
Oil consumption takes several quarts of oil before next oil change. Erratic and harsh shifting and sudden hard downshifts.
2020 F150 with only 63000 miles has a failed transmission. The truck doesn't shift gears properly, gets stuck in gears, loses power suddenly. This is a huge safety risk as the vehicle just stops accelerating or working when driving. This clearly endangers me and other drivers. Ford refuses to pay even though their check engine light gave a TRANSMISSION/POWER FAILURE alert and the Ford dealership inspected it and their diagnosis is: REPLACE COMPLETE TRANSMISSION ASSEMBLY. HAS INTERNAL CDF DRUM BUSHING FAILURE. This is an ongoing issue with these 10 speed transmissions on these F150s. There are several class action lawsuits against Ford over these 10R80 transmissions. Ford is not only refusing to recall these dangerous vehicles but also refusing to pay to cover the repairs on transmissions they've known are defect.
There is a terrible noise during startup and it appears to be the same cam phaser issue that many Ford F150 owners are experiencing. I think it's been going on for awhile but I generally remote start it so it can warm up a bit before I jump in and go. Within the last week I remote started it when I was close by and the noise is not good. It sounds like the motor is ready to blow for a few seconds then goes away.
Ford is aware of the engine failure on the 2020 Ford F-150 5 liter Coyote V8 models. These vehicles consume excessive amounts of oil which leaks and causes engine failure. We took the car to Ford several years ago complaining about the issue and spent a good bit of money to 'fix' the problem. However, it is not fixed. We had some repairs done last week at our mechanic and they said the engine needs to be replaced. If not, it could lock up and cause major damage to the car. This car is 5 years old and should not be having engine replacement problems. Ford was replacing the engines when the issue was first discovered but then began telling people to keep putting oil in the vehicle which is not solving the problem and actually causing more problems and damage. This is the 4th Ford F-150 my husband has owned and not had any problems. His last Ford went for 300,000 miles before we sold it (it was still running great). Can provide all maintenance records as needed.
While driving the truck automatically down shifted. If I drove move 20 MP it would shift. The truck would not go into reverse, the gear was stuck. I had to turn if off and then turn it back on then It let me shift the gears. On the dashboard the wrench and other indicators lit up on the dashboard.
I am submitting this complaint regarding a serious transmission failure on my 2020 Ford F-150. At approximately 68,000 miles, the vehicle began exhibiting dangerous and unpredictable driving behavior, including hard jerking, sudden hesitation, and unexpected deceleration and acceleration while driving. The vehicle would jerk aggressively during gear changes and decelerate without warning, particularly at lower speeds and during normal traffic flow. This behavior significantly compromised my ability to maintain consistent speed, safely merge, or respond to traffic conditions. On multiple occasions, the sudden loss of power and hesitation created a safety hazard, especially when driving in slower or congested traffic, as surrounding vehicles were not anticipating abrupt deceleration. Due to the severity and persistence of these issues, the transmission ultimately required complete replacement. A brand new transmission was installed to correct the problem at only 5 years old and barely over the Ford mileage warranty expiration criteria. This failure occurred well before what I would consider normal or expected transmission life for a modern full-size pickup truck and presented a clear safety risk to myself, my passengers, and other motorists. Sudden jerking and loss of power at speed creates a high likelihood of rear-end collisions or loss of vehicle control. I believe this issue reflects a potential defect in the transmission system and should be investigated to prevent similar safety risks for other drivers.
I am writing to provide supplemental information regarding my existing safety complaints (IDs XXXand XXX). This update concerns a documented failure by Ford’s authorized dealer network to perform mandated Customer Satisfaction Programs (CSPs) that directly correlate to the catastrophic powertrain failures I have experienced. Timeline and Documentation of Failure: • August & September 2025: As previously reported, my vehicle suffered sudden "Reduced Power" malfunctions while in motion (P0734/P07F7), leading to a full transmission replacement. Discovery of Non-Disclosure: My records now confirm that on November 11, 2022—just weeks before I purchased this vehicle as a Ford Blue Advantage Gold Certified unit—CrossRoads Ford (Dunn, NC) documented that 21N03 (Cam Phasers), 21N08 (PCM Reprogram), and 21M06 (Tailgate) were outstanding. • Breach of Duty: Despite this knowledge, the dealership sold me the vehicle on December 3, 2022, without completing these safety-related service actions. Furthermore, as the registered owner, I never received the required notification from Ford Motor Company regarding the 21B10 program or its supplements. Safety Implication: The failure to apply the 21B10/21N08 updates directly contributed to the mechanical failure of the cam phasers and transmission. This resulted in the vehicle entering "Limp Mode" during highway operation, creating a severe risk of rear-end collisions due to the sudden loss of motive power. I request that these facts be added to my existing case files. The lack of manufacturer oversight regarding "Certified" vehicle standards has resulted in a vehicle that was represented as safe and fully maintained while actually harboring known, unaddressed mechanical defects.INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6)
The contact’s father owns a 2020 Ford F-150. The contact stated that the check engine warning light was illuminated. While driving at various speeds and accelerating or while idling, the vehicle bucked or jerked. The vehicle failed to accelerate intermittently, causing the driver to make several attempts to restart the vehicle, depress the accelerator, and allow the engine to cool down for the vehicle to accelerate as needed. There was a loud grinding and knocking sound coming from the engine compartment. The vehicle was taken to the dealer, who diagnosed that the engine had failed and needed to be replaced. The vehicle was not repaired. The manufacturer was informed of the failure, and a case was opened. The manufacturer referred the contact to the NHTSA Hotline to report the failure. The failure mileage was approximately 55,000.
The truck's cam phasers are rattling bad and getting worse. It used to only do it at initial start up in the morning and any time it sat for an hour or more , but now it seems to be rattling on every startup. Ford has newly designed cam phasers, but they are not offering to put those in unless I pay for it.
I had just replaced the transmission (R1080; 6 cyl 3.5L Turbo) on September 3, 2025 due to P0734-00 (Gear 4 incorrect Ratio and P07F7-00 (Gear 10 incorrect Ratio). The transmission matter can be referenced on NHTSA ID # XXX. On September 30, 2025, while driving down the parking deck ramp (at 3-5mph) my check engine light came on with code P0022 (camshaft timing); resulting in replacement of the camshafts. The camshaft had a HOLE in it (photo supplied). The camshaft issue is another issue many Ford F150 truck owners are experiencing. Again, Ford has continued to give "band-aid" fixes with TSB's and no REAL fix to a continuing issue with these trucks. On December 3, 2022, this used truck was purchased from a Ford Dealership in Raleigh, NC (77,100 miles) and was Ford Gold/Blue Certified per my purchase information. The Gold/Blue paperwork even included that the "Customer Satisfaction Repair" (not a true recall mandated by NHTSA) had been performed by a TSB (along with the unintentional tailgate opening also a Customer Satisfaction Repair). There are no recalls issued on this vehicle. Ford has offered NO assistance towards repairs. As evidenced by the number of complaints filed on the NHTSA website for this particular engine, at what point will the NHTSA open an investigation and mandate that FORD issue a RECALL for the KNOWN problems with the R1080 3.5L and the camshaft/phasers. INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6)
While driving at normal speed, the vehicle suddenly began producing heavy white smoke from the exhaust, the engine started to idle roughly, and a check-engine light came on. There was no oil-pressure warning, no low-oil message, and no “stop safely” alert of any kind. The only warning was emissions-related. After seeing the smoke, the vehicle was parked and later driven only to a dealer for inspection. A dealer inspected the vehicle and confirmed that an internal seal in one of the turbochargers failed, causing the engine to pump all of its oil directly into the exhaust system. This resulted in complete oil loss and catastrophic engine damage due to oil starvation. The dealer confirmed the failure and determined that the issue originated from the turbocharger assembly and not from misuse or neglect. The failure occurred suddenly and without any oil-pressure warning to alert the driver. The safety concern is that a turbocharger failure caused total loss of engine oil without triggering any oil-pressure warning or driver alert, creating a risk of sudden engine failure, loss of power, or engine seizure while driving. The lack of oil-pressure warning before or during the event was confirmed by the dealer’s inspection.
Truck was traveling at 30 mph and slowing down for stop sign and shifted from 4 th gear to 3rd gear so hard the trucks engine turned off and had to come to a stop and shift into park to turn truck off and back on again. Truck was traveling at 30 mph and slowing down for stop sign
This model year truck has an oil consumption problem. I had the truck repaired under the Ford bulletin, but I’ll still need an oil consumption test after 1000 miles and continued frequent oil changes.
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.
Categories with enough reports to have a page of their own
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