2023 Ford F-150

The contact owns a 2023 Ford F-150. The contact stated that while reversing, the brake pedal was depressed; however, the vehicle failed to stop as intended. The contact stated that the brake pedal was depressed to the floorboard and the brake system malfunction message displayed. The contact stated that the vehicle drove onto a hilly grass embankment before coming to a complete stop. The contact stated that the failure had occurred while loading the vehicle with motorcycles for an event. The vehicle was towed to the dealer, but a diagnostic test was not performed. The manufacturer was not made aware of the failure. The failure mileage was approximately 46,500.

NHTSA ID

11755948

Incident

Aug 8, 2026

Mileage

46,500 mi

I am reporting a safety-related transmission problem I experienced with my 2023 Ford F-150 equipped with the 10R80 automatic transmission. While driving normally, the transmission suddenly lost power and was totally unresponsive. It slammed into gear and went back to normal operation. The transmission has been reset by the dealership several times and I'm told it's normal operation for it to slam into gear on the upshift and downshift. There are no lights or warnings. This occurred while I was crossing rail road tracks creating a potentially dangerous situation because the truck did not respond as expected when I needed predictable acceleration or propulsion. I believe this incident may be related to the known 10R80 CDF clutch-cylinder/sleeve problem. Ford technical information identifies axial movement of the CDF sleeve that can cause hydraulic-circuit leaks and harsh or delayed engagement and shifting. This condition can result in slipping, RPM flares, delayed engagement, unexpected gear changes, harsh downshifts, lurching, or loss of propulsion. This is a safety concern, not merely a transmission quality or reliability issue. Unexpected loss of propulsion or unpredictable shifting while merging, accelerating into traffic, crossing an intersection, turning, or traveling at highway speed can create a collision hazard. Because I personally experienced this unexpected transmission event, I request that NHTSA investigate the 10R80 CDF clutch-cylinder/sleeve condition in Ford F-150s. Please review Ford warranty claims, dealer repair records, transmission replacements, consumer complaints, and field-failure data to determine whether this is a safety defect requiring a recall. I believe owners should not have to wait for a potentially dangerous transmission failure before this known condition is addressed.

NHTSA ID

11755461

Incident

Jul 30, 2026

While towing a 6000 pound travel trailer 6/21/26, the brakes on the trailer failed. A trailer wiring fault message came up on the dash each time I braked. It is available for inspection. How was our safety put at risk??? Stopping distance was increased substantually. When you need to stop, you need to stop! The truck has been brought to the dealer 4 times prior to this for the same problem. One of those times was for the recall on the trailer brake, May of 2026. The first time the truck was taken to the dealer for the warning message was April of 2025. The trailer was taken to the RV dealer after the incident (on my Oct 2025 visit, the dealer told me the problem was with the trailer. I wanted to rule that out). The RV dealer found no problem with the trailer brakes, and determined the problem is with the truck. The truck was then taken to the dealer July 23 with "Trailer Brake Module Fault" message every time it is started. It remains at the dealer now. They believe it is the trailer brake control module. The module is on backorder with no estimated time for repair.

NHTSA ID

11755242

Incident

Jun 21, 2026

275/50 R22 I was driving on a major interstate approximately 65 mph when a strong vibration was felt. As I started to move to the shoulder and slow down, the tread detached from the tire. The tire remained on the vehicle but the tread delaminated and was in the middle of the highway. This caused significant (>$11k) damages to the truck. I sent the tire to Continental and they declined taking liability for the tire failure. However, this happened to another owner a week or two after my issue and they had the same tire with only 30k miles. Additionally, there is already a recall on the same type of tire (different size) from last year due to tire delamination. This is a serious safety issue that could result in fatalities.

NHTSA ID

11754535

Incident

Jul 10, 2026

Delayed/unexpected transmission gear changes. The transmission delays downshifts at slow speeds causing the vehicle to not accelerate when acceleration is needed. This causes a huge safety issue when maneuvering in traffic (for example). Please help me with a solution to this.

NHTSA ID

11754322

Incident

Aug 2, 2026

I am reporting a safety-related transmission problem I experienced with my 2023 Ford F-150 equipped with the 10R80 automatic transmission. While driving normally, the transmission suddenly shifts down violently from 10th to 8th gear, and rapidly jumping from 10th to 8th to 10th, causing harsh shifts. This occurred while driving on a highway or above 60mph. Just cruising and traveling. creating a potentially dangerous situation because the truck did not respond as expected when I needed predictable acceleration or propulsion. I believe this incident may be related to the known 10R80 CDF clutch-cylinder/sleeve problem. Ford technical information identifies axial movement of the CDF sleeve that can cause hydraulic-circuit leaks and harsh or delayed engagement and shifting. This condition can result in slipping, RPM flares, delayed engagement, unexpected gear changes, harsh downshifts, lurching, or loss of propulsion. This is a safety concern, not merely a transmission quality or reliability issue. Unexpected loss of propulsion or unpredictable shifting while merging, accelerating into traffic, crossing an intersection, turning, or traveling at highway speed can create a collision hazard. Because I personally experienced this unexpected transmission event, I request that NHTSA investigate the 10R80 CDF clutch-cylinder/sleeve condition in Ford F-150s. Please review Ford warranty claims, dealer repair records, transmission replacements, consumer complaints, and field-failure data to determine whether this is a safety defect requiring a recall. I believe owners should not have to wait for a potentially dangerous transmission failure before this known condition is addressed.

NHTSA ID

11754209

Incident

Aug 1, 2026

I am reporting a safety-related transmission problem I experienced with my 2023 Ford F-150 equipped with the 10R80 automatic transmission. While driving normally, the transmission has suddenly lost propulsion, jerked, and hard down shifted impacting braking. This occurred while trying to merge onto freeways and making turns into lanes containing traffic, creating a potentially dangerous situation because the truck did not respond as expected when I needed predictable acceleration or propulsion. I believe this incident may be related to the known 10R80 CDF clutch-cylinder/sleeve problem. Ford technical information identifies axial movement of the CDF sleeve that can cause hydraulic-circuits. I've also experienced similar issues with this transmission after warranty repairs had been completed.

NHTSA ID

11754167

Incident

Aug 1, 2026

I was practicing backing up while turning my new approximately 3,000 lb equipment trailer for safety & maneuvering skill purposes. There was no payload in my trailer that I was towing. While slowly maneuvering & turning my equipment trailer in reverse at 1–3 mph, our 2023 Ford F-150 XLT suffered a commanded, abrupt, unexpected sudden acceleration while in reverse, which was not via the gas pedal or my input. The trailer violently jackknifed, made a loud noise on impact to the truck resulting in damage to the truck bed’s right quarter panel at the rear, and a broken right tail light. It happened so fast I had to slam on the break hard, since the truck felt like it would keep backing into the jackknife position with powertrain seeming to struggle to overcome the break for a short instant. I believed at that instant that a mechanical or software or both malfunction caused this since this happened so fast and abruptly. Also to note, the parking break has often turned on or off automatically both during this incident and prior to, both while the vehicle was moving motionless. After looking at the damage, it first appeared to me to be less than a $1,000.00 repair bill, since only a small portion of the right rear corner of the fender was dented and the tail light broke. On Monday and Tuesday however I was surprised to learn after getting estimates that the damage is around $4,000 or more, since the entire quarter panel needs to be replaced - aluminum Quarter panels cannot be welded, and it’s is an 8 foot bed with a huge quarter panel and lots of painting required. I have learned Ford Motor Technical Service Bulletin’s TSB 24-2070 and TSB 24-2176, or possibly other TSB(s) could be the cause. No other vehicles were involved. I drove truck to Bill Brown Ford service department, Livonia, MI 7/29 for a diagnosis. I’m Referencing XXX report number XXX taken XXX on this situation, and [XXX]'s "Reccomended Service" write up # XXX. INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 5

NHTSA ID

11753728

Incident

Jul 26, 2026

Some of the vehicles listed in the Model Statement above may exhibit an intermittent extended crank with no relevant diagnostic trouble codes (DTCs) present. This may be due to various software parameters in the powertrain control module (PCM).

Some 2021-2023 F-150 vehicles equipped with a 3.5L PowerBoost engine, 2020-2026 Explorer vehicles equipped with a 3.3L hybrid engine, and 2020-2023 Lincoln Aviator vehicles equipped with a 3.0L EcoBoost hybrid engine may exhibit an illuminated powertrain malfunction (wrench) indicator with diagnostic trouble code (DTC) P0A1E stored in the powertrain control module (PCM). The vehicle may be unable to enter electric-only drive modes as expected during normal drive cycles. This may be due to the belt integrated starter generator (BISG). For vehicles with this condition, follow the necessary Pinpoint Test in Workshop Manual (WSM), Section 303-06 for DTC P0A1E and repair the vehicle as directed. Note that previous replacement of the BISG does not negate the need for subsequent BISG replacements if directed to do so by the appropriate Pinpoint Test diagnostics. Engineering is investigating this BISG quality concern. Monitor PTS for updates regarding this investigation.

Some 2021-2026 Ford/Lincoln vehicles may exhibit various symptoms including but not limited to the auto start/stop system not operating as intended with a "Check Charging System" message in the instrument panel cluster (IPC) while the charging system is operating properly with no charging related diagnostic trouble codes (DTC) stored. This may be due to someone using an aftermarket programmer to change the body control module (BCM) configuration to disable the auto start/stop system or perform other unsupported programming modifications. To correct this condition on F-150 and Bronco vehicles, download and run the Ford Diagnosis and Repair System (FDRS) application titled "BCM-Charging System Configuration Correction". Running this application will determine if the BCM configuration was modified by the customer and if so, provide the option to return the configuration back to factory settings. For other vehicle models exhibiting concerns related to unsupported aftermarket BCM programming, submit a Technical Support Request (TSR) requesting support to revert the BCM configuration

Some 2021-2024 Ford and Lincoln vehicles may exhibit an "Updating SYNC" message on the vehicle center display screen after an over the air (OTA) update. The message can be cleared from the center display screen and SYNC can be used normally, but it will re-appear at every subsequent ignition cycle. Inform customers that engineering is currently working on a software update solution for this condition to be delivered OTA expected in late Q3 2026. Software will update automatically if vehicle connectivity is enabled in the vehicles settings. Monitor Professional Technician System (PTS) for additional information.

Some 2021-2026 Ford vehicles may exhibit inoperative heated/cooled seats, heated steering wheel and/or front/rear defrost features after a remote start is performed through the Ford mobile application or with the key fob. Customers may also experience heated/cooled seats, heated steering wheel and/or front/rear defrost features turning on in unexpected conditions such as during warmer weather. These features will operate normally when commanded in the center display screen. This may be due to the customer not setting up their "Climate Settings" through the Ford mobile application. To correct this condition, inform the customer they should perform a remote start from the Ford mobile application and then adjust the "Climate Settings" in the Ford mobile application as desired. These settings only need to be set once and will persist through subsequent remote starts. Heated and cooled seats will be set to Level 2 when turned ON via "Climate Settings" in the Ford mobile application during a remote start event. This is normal operating characteristic. This condition does not affect vehicle durability and no a

NEW VEHICLE DELIVERY HOLD - Emissions Recall 26E04 Certain 2021-2025 Model Year F-150, Maverick, Mustang, Ranger, Expedition, Bronco Sport, Explorer, Bronco, Navigator, and Aviator Vehicles Powertrain Control Module Software Update