2024 Ford Maverick Hybrid

I was driving at approx. 40 to 45 mph and in the process of braking for slowing traffic and the vehicle slammed on the brakes and left a short skid mark. I was about 50 feet behind the vehicle and braking when this occurred. I was lucky that the car behind did not rear end me. The collision alert did come on the dash at the same time it slammed on the brakes.

NHTSA ID

11754175

Incident

Jul 29, 2026

"This is a formal complaint for an Inadequate Recall Remedy and severe Consequential Damage regarding NHTSA Campaign #24V684000 (Ford Recall 24S59) on my 2024 Ford Maverick XL (65,000 miles, VIN: [XXX]).The official safety recall update was originally performed at 30,000 miles by a Ford mobile service unit, but the remedy completely failed. The Audio Control Module software remains corrupted, causing a severe intermittent parasitic drain. The radio frequently locks up, and roughly once a week, it remains actively powered on for 10 minutes after the ignition is turned off, keys are removed, and doors are locked. This has permanently destroyed my 12-volt battery, forcing me to rely on a trickle charger daily.On XXX, I took the truck to Mt. Orab Ford (Ohio) under Invoice #XXX for a separate recall (Ford 26C10). They completed the hitch recall but explicitly refused to address the failed safety recall 24S59 or the resulting battery damage. The official invoice they handed me falsely logs line item B as 'GBATT BATTERY TESTED GREEN AT THIS TIME.' However, I forced the Service Manager, Kevin Wilmoth, to physically verify the battery in the parking lot. The handheld tester printout he handed me directly contradicts their official invoice, explicitly stating 'GOOD RECHARGE' with a resting voltage of only 12.16V and a 45% State of Charge. A healthy 12V battery should rest between 12.6V and 12.8V; at 12.16V with a 45% charge, the system is severely drained and starved for power. The dealership printed 'Tested Green' on the invoice before actually testing it, and Kevin Wilmoth has since refused my email request for copies of the vehicle's OASIS history and FDRS global diagnostic logs to withhold the electronic record of these faults.Contacted Ford Corp., given a claim #, promised call back in 24hrs.completely failed to respond, leaving me stranded with a severe, un-remedied safety hazard. Requesting into Ford's failure to provide a free, functioning saf INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA),

NHTSA ID

11752718

Incident

Jul 14, 2026

My 2024 Ford Maverick Hybrid rolled backward while in park. I push-started the truck and then turned on the A/C to start cooling the cabin. I left the driver’s side door open as I stepped out to begin loading my 8-month-old baby’s stroller. The open door bumped my back, so I quickly jumped back into the vehicle to press the brake. The truck eventually stopped, but not before the door folded out and scraped the entire side of a parked car. I called the police to make a report.

NHTSA ID

11749892

Incident

Jul 12, 2026

This is a corrected supplement to my prior NHTSA complaints #XXX and #XXX for the 2024 Ford Maverick Hybrid, VIN [XXX]. It corrects the mileage in # XXX: the odometer at the XXX collision was approximately 68,000 miles (a current reading was auto-populated into the incident field on the prior form), and the vehicle's current odometer is 119,379 miles. I request that the Office of Defects Investigation open a Preliminary Evaluation of the Maverick Hybrid braking/ABS system. I first reported a braking concern to the selling Ford dealer in spring 2025 at approximately 35,000 miles, while the vehicle was still under the 3-year/36,000-mile warranty; Ford's applicable service bulletin (MC-XXX) was not applied. Ford's OASIS system later confirmed active fault codes C052E and U0418 when the vehicle was returned to me unrepaired on XXX6. The defect has persisted through four repair attempts and more than 50 days out of service. On XXX, another vehicle crossed multiple lanes of traffic across my path. I applied the brakes and the vehicle did not stop as it should have, and I struck the crossing vehicle (APD Crash Report # XXX; I was assigned no driver error). This loss of stopping capability is the same failure mode I have experienced repeatedly and that remains unrepaired. Ford's own recall record documents its knowledge of Maverick braking-system defects: Recall 22V-730 addressed the Maverick ABS module transmitting an incorrect signal; Recall 25V-124 was a follow-up after Ford determined the earlier software remedy had not been correctly installed even though dealer records showed the repair completed, and Ford disclosed to NHTSA in December 2024 that dealer software-repair records could be inaccurate. Ford issued Recall 25V-488 for loss of power brake assist on several model-year-2025 vehicles but did not include the Maverick, and issued a limited Maverick Electronic Brake Booster recall des INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6)

NHTSA ID

11748725

Incident

Sep 25, 2025

While driving, the red "BRAKE" light remains illuminated on the dashboard, and a "service brakes" warning message appears on the screen. This can be dismissed and the vehicle drives normally, except under sudden/heavy braking conditions. Under these conditions, the brakes make a grinding, thumping noise and the vehicle does not brake adequately. I suspect power braking was lost. I had to stop suddenly for a stoplight a few times, and the vehicle continued into the intersection before making a complete stop despite very heavy braking pressure applied to the pedal. The dealership replaced the brake booster, which they said was a "known issue". This was fixed at my expense.

NHTSA ID

11746893

Incident

Jun 8, 2026

While driving at highway speed on I-275with cruise control engaged on afternoon of June 11 the truck suddenly began slowing down. I couldn't get it to accelerate. I ultimately had to get over two lanes and still had enough momentum to get off an exit ramp. At the end of the ramp, I noticed I was unable to get the truck to accelerate from a stopped position either. Only then did I notice the dial transmission had moved to N from D. I did not initiate this move while I was on the highway, nor was I aware of it, nor do I believe I bumped the dial. This is the second time this has happened. Previously it occurred some time in late 2025 in a store parking lot. At highway speeds, this is extremely dangerous.

NHTSA ID

11744383

Incident

Jun 11, 2026

SENCE PURCHACED the truck has a tie rod rattle, I have spoken to dealership and was informed no issue found. But as of late Vehicle wobbles very harshly when execrating or pulling away from stop signs passing another vehicle. Turns out it's a VERY common CV axle issue that the dealership doesn't have any sort of recall on. Feels very very unsafe to drive and its disappointing to see so many other drivers with the exact same issue with the tie rod ends. Now a recall on some of the mavericks suspension AKA tie rod installed wrong/ defective with a DO NOT DRIVE WARNING?

NHTSA ID

11742520

Incident

Sep 1, 2024

My 2024 Ford Maverick (VIN [XXX] ) has had three sudden losses of drive power while driving. Each time the accelerator stopped delivering power with NO warning lights, no error messages, and no dashboard indicators before, during, or after. Each time I pulled over, shut off the vehicle, and restarting fully restored normal function. Incident 1 — Aug 2024, two-lane highway, New Mexico. Clear, ~80°F, light traffic, ~60 mph. Accelerator suddenly lost power, no indicators. Pulled to shoulder; restart restored function. Incident 2 — XXX, ~6:10 PM, XXX northbound on-ramp from [XXX] . While accelerating up the ramp to merge, power cut out — same behavior, no warnings. Pulled over; restart restored function. Incident 3 —XXX, ~8:05 AM, [XXX] . Slowed for a turn; no power when I accelerated out. Same signature. These symptoms are identical to NHTSA Recall 24V-267 (Ford 24S24) — loss of motive power from the BCM/PCM failing to detect 12V battery degradation — and the follow-on battery recall 25V-158 (Ford 25S26). My vehicle is a 2024 Maverick and is NOT included in 24V-267, which Ford limited to 2022-2023 Mavericks built Feb 2021–Oct 2022. I am reporting because my 2024 shows the identical failure mode, including the total absence of warning before power loss, matching the owner reports that prompted Recall Query RQ24014 into the adequacy of the 24V-267 remedy. I request NHTSA consider whether the affected population should include model year 2024 Mavericks. These events are recurring and have occurred at highway speed and while merging, creating a serious crash risk. INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6)

NHTSA ID

11741536

Incident

May 21, 2026

Some 2022-2024 Maverick Hybrid vehicles may exhibit an intermittent vibration and/or crunching noise after a cold start while the engine is running with the vehicle stationary in drive with no throttle input and brakes applied. An intermittent engine rocking or rolling motion in one direction may also be observed while the concern is present with the hood open. The noise may be present with no drivability concerns, relevant diagnostic trouble codes (DTC) stored, warning indicators illuminated and/or warning messages displayed. The noise may reduce or be eliminated after several minutes of driving when the powertrain warms up. This condition does not affect vehicle durability and no additional diagnosis or service is required for this condition at this time. Inform customers that they can continue to drive the vehicle and engineering is currently working on a solution for this condition that is expected in Q3 of 2026. Replacement of the engine or transmission will not resolve this condition. Monitor Professional Technician System (PTS) for additional information and schedule

Some 2022-2024 Maverick hybrid vehicles may exhibit various electrical symptoms and/or a no crank/no start condition related to an intermittent 12V battery drain that has discharged the 12V battery. This may be due to the software in the anti-lock brake system (ABS) module. To correct this condition, download and run the "ABS - Anti-lock Brake System (ABS) Module Software Update" and "ACCM - Air Conditioning Control Module (ACCM) Software Update" applications using the latest software level of the Ford Diagnosis and Repair System (FDRS) scan tool. For claiming use causal part 2005 and labor operation 12651D along with MT2005SSM up to 0.4 hours for ABS module and ACCM programming.

Some 2022-2024 Maverick hybrid vehicles may exhibit a no crank/no start condition with a discharged battery due to a 12V battery drain. This may be due to the software in the air conditioning control module (ACCM). To correct the condition, perform a battery condition test as outlined in Workshop Manual (WSM), Section 414-01 Battery > Mounting and Cables > Diagnosis and Testing > Pinpoint Test A. Download and run the "ACCM - Air Conditioning Control Module (ACCM) Software Update" application in the Ford Diagnosis And Repair System (FDRS) scan tool. If the battery was replaced, download and run the "BCM - Reset The Battery Monitoring Sensor Learned Values" application in FDRS. For claiming, use causal part 19703 and labor operations 10654C and 10654C1 for the battery test and service. Use labor operations 12651DS and 12651D4 for ACCM programming.

Some 2020-2026 Escape and 2022-2026 Maverick 2.5L Duratec hybrid vehicles may require various repairs on the exhaust system. This may require removal of the exhaust heat exchanger. WSM, Section 309-00 Exhaust System > 2.5L Duratec hybrid > Removal and Installation > Exhaust Heat Exchanger has been revised to eliminate the need to remove the muffler assembly. The procedure steps and labor times have been updated to reflect this adjustment.

Some 2022-2024 Maverick hybrid vehicles may continue to exhibit a no crank/no start condition due to a 12V battery drain after performing the air conditioning control module (ACCM) software update. This may be due the brake pad self-adjustment routine being run by anti-lock brake system (ABS) module software. Inform customers engineering is aware of this condition and is currently developing an ABS module software update that is expected to be available in late Q2 of 2026. To avoid this 12V battery drain condition, inform customers that they can apply the parking brake when the vehicle is turned off. This will prevent the ABS module from running the self-adjustment routine. <br /><br /> If a vehicle comes in for this condition and ABS software is not suspected, refer to the "Discharged Battery/12-Volt Battery Drain Check" General Service Bulletin (GSB) and monitor Professional Technician System (PTS) for additional information. Schedule service appointments for customers once the repair becomes available. If a vehicle exhibits this concern, submit a Global Concern Report (GCR).

Some 2022-2025 Maverick hybrid vehicles may exhibit a no crank/no start condition due to a 12V battery drain after performing the air conditioning control module (ACCM) software update