2021 Ford F-150

On July 22, 2022, the Office of Defects Investigation (ODI) granted a Defect Petition (DP22001) and opened a Preliminary Evaluation (PE22007) to investigate allegations of loss of motive power in model year (MY) 2021 Ford Bronco vehicles equipped with 2.7L EcoBoost engines. Complainants were reporting sudden engine failure while driving resulting in a loss of motive power, often without the ability to restart. During PE22007, the cause of engine failure and loss of motive power in the subject vehicles was determined to be intake valve fracture, and the full scope of vehicles affected by the subject defect was identified as all MY 2021-2022 Ford and Lincoln models equipped with either the 2.7L or 3.0L EcoBoost engines, referred to as the “Nano” engine family.  If an intake valve fractures in the subject engines, it may drop into the cylinder and contact the piston, often resulting in catastrophic engine damage. On September 29, 2023, PE22007 was upgraded to an Engineering Analysis (EA23002) to further investigate the subject defect across the full scope of affected vehicles. During EA23002, ODI visited Ford facilities to review technical information related to intake valve fracture in “Nano” engines, coordinated with NHTSA’s Vehicle Research and Testing Center (VRTC), and analyzed updated field data relating the subject defect. Forensic analysis of fractured intake valves demonstrated that the defective components exhibited “grinding burn” or out of specification hardness in the area of the keeper grooves. The presence of grinding burn is evidence that during the groove grinding phase of production, the temperature of the valve became sufficiently high to alter the microstructure of the material and is indicative that the valve supplier’s manufacturing processes were not within control specifications. Grinding burn results in a hard, brittle microstructure and high residual stresses toward the surface of the valve. Through normal engine loading, a valve with grinding burn will likely fracture at the area of highest vulnerability, which is the third keeper groove. In its response to the EA23002 Information Request (IR) letter, Ford provided evidence of 396 customer complaints (including field reports), 825 warranty claims, and 936 engine exchanges. When considering both ODI and manufacturer failure report data, there have been reports representing 1066 unique vehicles within the subject vehicle population. Analysis of the failure report data demonstrates that vehicles equipped with potentially defective intake valves were built within a production “spike period” of May 2021 – October 2021. The beginning of the spike period corresponds to a ramp up in production at the valve supplier manufacturing facility, and the end of the spike period aligns with the implementation of several mid-production process improvements and the decision to change the metal alloy used to produce intake valves from “Silchrome Lite” to “Silchrome 1”. Ford began investigating the subject defect in July 2021, determined the root cause, and took corrective measures for the new production vehicles. Analysis of the failure report data demonstrates that these corrective actions were successful in eliminating the risk of intake valve fracture for subject vehicles produced after October 2021. However, Ford did not take any field action to address vehicles produced during the spike period, and in the several months following the implementation of the production changes, a significant number of field failures continued to occur. It is Ford’s assessment that not all valves produced during the spike period are defective, and that failures associated with the subject defect occur at low time in service. Analysis of the failure report data demonstrates that the vast majority of failures have occurred before 20,000 miles with over half of all reported failures occurring before 5,000 miles. The rate of reported failures related to the subject defect has steadily decreased since November 2021. ODI coordinated with NHTSA’s National Center for Statistics and Analysis (NCSA) to conduct statistical analysis and predict the number of future failures associated with the subject defect. The results of this analysis, and the trends identified through the failure report data are generally consistent with Ford’s assessment that defective intake valves will likely fail at a low time in service and indicate that the majority of subject vehicles equipped with defective valves have already experienced a failure. On August 23, 2024, Ford submitted recall 24V635 for subject vehicles equipped with “Nano” engines and built within the production spike period identified above (total population 90,736 vehicles). The remedy includes an inspection at a Ford/Lincoln dealership where the lifetime engine cycles of the vehicle will be determined. If a vehicle does not meet a threshold for lifetime engine cycles, the dealership will conduct a high RPM engine cycle accumulation procedure, which aims to identify if the vehicle is equipped with defective intake valves. Any vehicle that fails the accumulation procedure will receive an engine replacement under the recall. In addition to recall 24V635, Ford has stated that it will launch customer satisfaction campaign 24N12, which will provide extended warranty coverage to the subject vehicles through the earlier of 10 years or 150,000 miles. In view of the recall action being taken by Ford, ODI is closing this Engineering Analysis. To review the reports cited in the Closing Resume ODI Report Identification Number document, go to NHTSA.gov.

10R80 Transmission downshifts violently when slowing down and shifting between 5-3 almost replicating being rear ended. Happens several times a week and worse when ambient temperature is low

NHTSA ID

11776843

Incident

Nov 8, 2026

Windshield wipers are beginning to get stuck in the up position to the point where I have to go and push it down by hand. This is created unsafe driving in rain because it cannot clean the windshield properly. I talked with a mechanic and they let me know that many other ford vehicles are having the same issue and a recall has been put out for that defect for other vehicles, but not the f150. There are no warning lights.

NHTSA ID

11776770

Incident

Jul 25, 2026

Ever since Ford Safety Recall 21S56 (NHTSA Campaign 21V986) for the sagging underbody insulation and driveshaft was performed on my vehicle, the truck has suffered severe, transient losses of power steering assistance. This dangerous failure occurs specifically when driving over or splashing through standing surface water, such as during normal rain or wet roadway conditions. Upon water contact with the vehicle's underbody, the Electronic Power Assist Steering (EPAS) system instantly experiences an electrical or network communication fault, resulting in a sudden, total loss of steering assist and making the heavy truck incredibly difficult and hazardous to control. The physical reassembly and modification of the underbody heat shields during the recall execution directly disturbed, damaged, or altered the routing of the main high-current steering rack wiring harness, connectors, or structural frame grounding strap located in that immediate service corridor. Moisture intrusion across these compromised electrical pathways triggers an absolute safety system shutdown of the power steering assistance. The local dealership is refusing to inspect their workmanship or remedy this severe safety hazard, falsely claiming that their obligation expired under a standard 12-month commercial warranty, leaving a known federal safety defect incomplete and dangerous to operate on public roads.

NHTSA ID

11776607

Incident

Jun 26, 2025

My F-150 with the 10r80 is notoriously awful, and unfortunately scary. Violent large downshifts and gear hunting leaves you wonder if you’re going to be being stranded or not. Fortunately for my extended warranty, I got my torque convertor replaced, but the dealer declined I needed transmission rebuild or replacement. Now out of warranty with a truck recently paid off, my nightmare is still current, I’m now facing not only a $7,000+ transmission bill, but I genuinely fear on a normal commute that something could be very wrong. Thousands upon thousands of people have the exact same fear and issue as me. I hope there will be a resolution.

NHTSA ID

11776568

Incident

Jul 18, 2025

When driving the vehicle the transmission seems to not be able to find the proper gear. It shifts hard from 4th to 3rd it will shift into different gears at highway speed which has become extremely dangerous and shifts hard from park to drive. My truck is equipped with the Ford 10R80 transmission. This vehicle is not safe to drive at times and seems to be a manufacture defect in the way the transmission was built. Please issue a recall on this transmission so my vehicle can be safe to drive.

NHTSA ID

11776404

Incident

Nov 7, 2026

10r80 transmission failed at 80k miles. There were multiple occasions where leaving a stoplight it would move and then basically go into neutral while hunting for gears to start moving again. The drls on the headlights have both failed so now in between westher events and day/night events the vehicle no longer has a working drl. If it is cloudy and the headlight sensor doesn’t trigger the headlights to come on there will be no lighting from the front of the vehicle at all

NHTSA ID

11776235

Incident

Dec 31, 1969

10r80 transmission failed at 80k miles. There were multiple occasions where leaving a stoplight it would move and then basically go into neutral while hunting for gears to start moving again. The drls on the headlights have both failed so now in between westher events and day/night events the vehicle no longer has a working drl. If it is cloudy and the headlight sensor doesn’t trigger the headlights to come on there will be no lighting from the front of the vehicle at all

NHTSA ID

11776234

Incident

Dec 31, 1969

Hi my name is [XXX]. I bought my 2021 F-150 used with 40k miles. I love my truck and spend the money to keep up with all of the maintenance in hopes that it will last me a long time. At 61k miles, my transmission blew which seems insane to me. These 10 speed transmissions and known CDF drum failures are happening to so many people I talk to. I’m filing a complaint bc even my new transmission is experiencing hard shifts already after driving it for 9k miles. How many transmissions will I have to go through before Ford takes accountability. It’s unfortunate that these trucks cost so much money and then you potentially have to dump another $20k into it before even reaching 100k miles. I’m filing a complaint because I believe Ford should recall the CDF drum failures a do right for the customer. To my knowledge, these issues were fixed around 2024 models. Additionally, my transmission went out on a toll road where the speed limit is 85mph. I lost significant power and had to reduce my speed to 55-60mph which is a huge safety concern when people are passing you going 30mph faster than you. INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6)

NHTSA ID

11776183

Incident

Apr 12, 2026

A Cloud Assisted Diagnostic based on connected vehicle information is available for this VIN. The presence of this confirmed DTC provides dealer authorization to perform the following repair - Confirm if a Gear Shift Module (GSM) fault is present. Repair Instructions 1. Note: This CAD was released to provide repair instructions for addressing a P164E voltage-sense circuit fault. 2. Clear DTC(s) and perform a module self-test. 3. If DTC P164E cannot be cleared replace the GSM.

A Cloud Assisted Diagnostic based on connected vehicle information is available for this VIN. The presence of this confirmed DTC provides dealer authorization to perform the following repair - Confirm if a Gear Shift Module (GSM) fault is present. Repair Instructions 1. Note: This CAD was released to provide repair instructions for addressing a P164E voltage-sense circuit fault. 2. Clear DTC(s) and perform a module self-test. 3. If DTC P164E cannot be cleared replace the GSM.

A Cloud Assisted Diagnostic based on connected vehicle information is available for this VIN. The presence of this confirmed DTC provides dealer authorization to perform the following repair - Confirm if a Gear Shift Module (GSM) fault is present. Repair Instructions 1. Note: This CAD was released to provide repair direction to address a GSM DTC P06B8 non-volatile memory error. 2. Clear DTC(s) and perform a module self-test. 3. If DTC P06B8 cannot be cleared, replace the GSM.

A Cloud Assisted Diagnostic based on connected vehicle information is available for this VIN. The presence of this confirmed DTC provides dealer authorization to perform the following repair - Confirm if a Gear Shift Module (GSM) fault is present. Repair Instructions 1. Note: This CAD was released to provide repair instructions for addressing GSM DTC P0607 (Internal Module Performance Error). 2. Clear DTC(s) and perform a module self-test. 3. If DTC P0607 is retrieved attempt to clear this DTC. 4. If this DTC cannot be cleared replace the Gear Shift Module GSM.

A Cloud Assisted Diagnostic based on connected vehicle information is available for this VIN. The presence of this confirmed DTC provides dealer authorization to perform the following repair - Confirm if a Gear Shift Module (GSM) fault is present. Repair Instructions 1. Note: This CAD was released to provide repair direction to address GSM DTC P0605 Read Only Memory Error. 2. Clear DTC(s) and perform a module self-test. 3. Clear DTC(s) and perform a module self-test. If DTC P0605 is retrieved attempt to clear this DTC. If this DTC cannot be cleared replace the Gear Shift Module GSM.

Customer Satisfaction Program 25M01--Owner Letter Certain 2021 Model Year F-150 3.0L Diesel Engine and 2020-2022 Model Year Super Duty with 6.7L Diesel Engine Nitrogen Oxide (NOx) Sensor Replacement, If Required After Dealer Evaluation Reference: Emissions Recalls 22E02, 22E04, 23E01, and 25E09