IllustrationMY 2012 FORD ECOBOOST WITH SHUTTER, STALL, AND SHAKE VIOLENTLY ON THE HIGHWAY AT DANGEROUS SPEEDS AND WET, MOIST, OR HUMID CONDITIONS. IT IS VERY UNSAFE AND REMAINS CONSISTENT EVEN AFTER FORDS "TSB" WITH REPLACING THE CAC. ENGINE THROWS MISFIRE CODES AS WELL IN CYLINDER 5. *TR
2012 Ford F-150
Owner reports · Recalls · Investigations
More warning signs than most F-150 years
Owner complaints for the 2012 Ford F-150 are substantially higher than the model-year median of 676.
About this comparison →How this year compares
Owner complaints by model year
Compare all F-150 years →Counts vary with age, sales and reporting. They are not failure rates.
What owners reported most
All reported categories
Tap a category to read its complaints. One report may name several components.
When problems were reported
Mileage at the reported incident
3550–25K
24225–50K
26450–75K
21775–100K
259100–150K
133150K+
1,470 reports with mileage · 310 unknown
NHTSA’s mileage field refers to the reported incident, not necessarily the filing date. This shows report counts, not the likelihood of a failure.
What to inspect
Issues worth paying extra attention to based on owner reports.
- Power Train. Review the 678 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
- Engine. Review the 482 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
- Steering. Review the 204 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
NHTSA owner reports · September 18, 2026 snapshot.
40 crash reports14 fire reports23 injury reports
What owners actually said
1,780 reportsWHILE TRAVELING TO FLORIDA FROM TENNESSEE WE HAD STOPPED AT A GAS STATION. WHILE PULLING OUT INTO TRAFFIC AND ACCELERATING, THE TRUCK STARTED SHAKING VIOLENTLY DUE TO MISFIRE INDICATED BY FLASHING CHECK ENGINE LIGHT. THE MISS WAS SO BAD THAT I IMMEDIATELY HAD TO PULL OVER. I SHUT THE ENGINE OFF TO CLEAR THE ON BOARD COMPUTER. TH…
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WHILE TRAVELING TO FLORIDA FROM TENNESSEE WE HAD STOPPED AT A GAS STATION. WHILE PULLING OUT INTO TRAFFIC AND ACCELERATING, THE TRUCK STARTED SHAKING VIOLENTLY DUE TO MISFIRE INDICATED BY FLASHING CHECK ENGINE LIGHT. THE MISS WAS SO BAD THAT I IMMEDIATELY HAD TO PULL OVER. I SHUT THE ENGINE OFF TO CLEAR THE ON BOARD COMPUTER. THE TRUCK RAN FINE AFTERWARD, BUT THE CHECK ENGINE LIGHT STAYED ON. THIS WAS A BIT SCARY AS WE COULD HAVE BEEN HIT DUE TO THE RAPID LOSS OF POWER WHILE MERGING INTO TRAFFIC. WEATHER CONDITIONS WERE VERY RAINY. WE HAD DRIVEN THRU RAIN FOR ~7 HOURS OFF AND ON. I BELIEVE THIS TO BE A KNOWN PROBLEM THAT FORD HAS YET TO FIX WITH CONDENSATION IN THE TURBO'S INTAKE ON THE V6 ECOBOOST ENGINES. I AM HEADED TO THE DEALER WHEN I GET BACK IN TOWN. *TR
FROM STOPLIGHT TO BEGIN APPROACH UP A LONG/LARGE BRIDGE TRUCK SHUTTERED VIOLENTLY, LOST POWER, DID NOT SHOW ANY CODES, SEEMED TO BE IN A "SAFE MODE" AS IT DID NOT STALL BUT WOULD NOT ACCELERATE AND LOST SPEED DESPITE THROTTLE TO FLOOR OR AT ANY POSITION TO REGAIN POWER. WEATHER WAS NICE, NOT RAINING OR OVERLY HUMID. *TR
HAVING ISSUES WITH THE ECOBOOST ACCELERATING UPON TAKE OFF OR GETTING ON TO ROAD WAYS NUMEROUS TIMES I HAVE COME CLOSE TO GETTING HIT BECAUSE OF NO POWER UPON ACCELERATING NOW THIS HAS BEEN GOING SINCE PURCHASE NEW WITH ONLY 116 MILES AND PURCHASE DATE 3-17-2013. THE DEALER SAYS THIS IS NORMAL OPERATING CONDITION FOR THE VEHICL…
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HAVING ISSUES WITH THE ECOBOOST ACCELERATING UPON TAKE OFF OR GETTING ON TO ROAD WAYS NUMEROUS TIMES I HAVE COME CLOSE TO GETTING HIT BECAUSE OF NO POWER UPON ACCELERATING NOW THIS HAS BEEN GOING SINCE PURCHASE NEW WITH ONLY 116 MILES AND PURCHASE DATE 3-17-2013. THE DEALER SAYS THIS IS NORMAL OPERATING CONDITION FOR THE VEHICLE TO HAVE LAG TIME BEFORE POWER.MY FEELING IS IF YOU ARE SITTING AT A LIGHT AND YOU GIVE THE VEHICLE GAS THE VEHICLE WILL MOVE SLOW AND THEN DO A SUDDEN ACCELERATION AND COULD CAUSE DEATH OR INJURY TO SOMEONE UNSAFE TRUCK. NOW I'M HAVING ISSUES WITH THE DRIVER WINDOW NOT GOING DOWN OR WHEN IT IS DOWN WILL NOT GO UP THEY SAY THIS IS NORMAL OPERATING PROCEDURE FORD HAS SOME ISSUE AND THEY NEED TO BE CORRECTED BEFORE SOMEONE GETS KILLED OR HURT BAD. *TR
WHILE ACCELERATING TO MERGE INTO TRAFFIC ON THE HIGHWAY MY TRUCK LOST ACCELERATION AT 60 MPH. I LET OFF THE THROTTLE AND EASED INTO IT. THE WHOLE TRUCK STARTED SHUTTERING AND TRANSMISSION WAS SHIFTING EXTREMELY HARD. IT WAS ALL I COULD DO TO MAINTAIN SPEED. AT THE FIRST STOP LIGHT I SHUT THE TRUCK OFF IN AN ATTEMPT TO RESET TH…
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WHILE ACCELERATING TO MERGE INTO TRAFFIC ON THE HIGHWAY MY TRUCK LOST ACCELERATION AT 60 MPH. I LET OFF THE THROTTLE AND EASED INTO IT. THE WHOLE TRUCK STARTED SHUTTERING AND TRANSMISSION WAS SHIFTING EXTREMELY HARD. IT WAS ALL I COULD DO TO MAINTAIN SPEED. AT THE FIRST STOP LIGHT I SHUT THE TRUCK OFF IN AN ATTEMPT TO RESET THE ECU. ONCE I TOOK OFF IT DIDN'T HAPPEN AGAIN. IT'S JUST SCARY KNOWING THAT I COULD HAVE CAUSED AN ACCIDENT WHILE TRYING TO MERGE INTO TRAFFIC. THIS IS NOT SAFE AT ALL. *TR
THIS IS IN REFERENCE TO A LOSS OF POWER WHILE PASSING IN RAINY CONDITIONS IN MY 2012 F-150 CREW CAB 4X4 3.5 V-6 ECO BOOST. AFTER DRIVING AT SLOW SPEEDS (25-35MPH) AND FAIRLY CONSTANT THROTTLE ON A 2 LANE HIGHWAY FOR APPROXIMATELY 30 MILES, I ATTEMPTED TO PASS A VEHICLE STARTING AT 50 MPH. AS SOON AS I WAS ON BOOST I EXPERIENCED…
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THIS IS IN REFERENCE TO A LOSS OF POWER WHILE PASSING IN RAINY CONDITIONS IN MY 2012 F-150 CREW CAB 4X4 3.5 V-6 ECO BOOST. AFTER DRIVING AT SLOW SPEEDS (25-35MPH) AND FAIRLY CONSTANT THROTTLE ON A 2 LANE HIGHWAY FOR APPROXIMATELY 30 MILES, I ATTEMPTED TO PASS A VEHICLE STARTING AT 50 MPH. AS SOON AS I WAS ON BOOST I EXPERIENCED A SIGNIFICANT LOSS OF POWER FORCING ME TO TAKE VIOLENT EVASIVE MANEUVERS INCLUDING FULL BRAKING AND HITTING THE SHOULDER, TO BARELY AVOID A HEAD-ON COLLISION WITH AN ONCOMING VEHICLE. AS THE BED WAS EMPTY I ASSUMED THAT I SPUN THE TIRES ON THE VERY WET HIGHWAY AND HIT A REV-LIMITER AS IT FELT LIKE I LOST SEVERAL CYLINDERS. ONCE IT RETURNED TO 6TH GEAR AND ABOUT 1500 RPM THE ENGINE RAN NORMALLY. SUBSEQUENTLY I HAVE ROLLED ON THE THROTTLE SLOWLY WHEN REQUIRING FULL POWER IN WET CONDITIONS. AFTER READING ABOUT THE OTHER SIMILAR ISSUES I REALIZED THAT I HAD EXPERIENCED A PROBLEM WITH THE TURBOCHARGING SYSTEM. WITH THIS IN MIND I NOW REGULARLY GO TO BOOST WHERE I DON'T NEED THE POWER TO REMOVE THE CONDENSATION FROM THE INTERCOOLER WHEN CONDITIONS ARE WET. *TR
DRIVING TURNPIKE AT 1:30AM WITH WET ROADS BUT NOT RAINING. CRUISE CONTROL WAS ENGAGED AT 75 MPH. APPROACHING A BRIDGE AND UPON STARTING TO CLIMB ON THE INCLINE I HEARD A NOISE THAT SOUNDED LIKE THE TRANSMISSION HAD DISENGAGED THEN THE ENGINE LIGHT STARTED PULSATING ON AND OFF SO I TRIED TO ACCELERATE AND THE TRUCK DID NOT REACT …
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DRIVING TURNPIKE AT 1:30AM WITH WET ROADS BUT NOT RAINING. CRUISE CONTROL WAS ENGAGED AT 75 MPH. APPROACHING A BRIDGE AND UPON STARTING TO CLIMB ON THE INCLINE I HEARD A NOISE THAT SOUNDED LIKE THE TRANSMISSION HAD DISENGAGED THEN THE ENGINE LIGHT STARTED PULSATING ON AND OFF SO I TRIED TO ACCELERATE AND THE TRUCK DID NOT REACT BUT SINCE I WAS GOING 75 IT TOOK ME OVER THE BRIDGE AND THEN I COASTED DOWN THE BRIDGE WITH THE CRUISE CONTROL DISENGAGED. I PULLED OVER TO THE SIDE AND PLACED TRUCK IN PARK THE ENGINE WAS STILL ON. I TURNED OFF THE TRUCK AND WAITED ABOUT 1 MINUTE THEN I TURNED THE KEY BACK ON AND THE TRUCK STARTED UP WITH NO ENGINE LIGHT OR ANY SIGN OF PROBLEMS. I DROVE ALL THE WAY TO MIAMI WITH NO FURTHER INCIDENTS. I TOOK THE TRUCK TO FORD OF HOMESTEAD AND THEY SAID THEY COULD NOT PULL A CODE OUT OF THE COMPUTER THAT SHOWED ANYTHING HAD HAPPENED. I LATER TOOK THE TRUCK AGAIN THIS TIME MAKING NOISES WHEN U ACCELERATED IT SOUNDED LIKE THE TRANSMISSION WAS SHUDDERING AND AGAIN NOTHING THEY COULD DO TO REPLICATE IT. AGAIN ON OR AROUND MARCH 2013 I TOOK THE TRUCK TO ANOTHER FORD DEALER AND TRIED TO REPLICATE THE SHUDDERING BETWEEN 3 OR 4 TH GEAR TO NO AVAIL. THE TRUCK THIS PAST WEEKEND ON THE SAME BRIDGE AGAIN WITH WET ROADS MADE THE SHUDDERING SOUND AND FEELING BUT THE ENGINE LIGHT DID NOT COME ON AND THE TRUCK UPON GETTING TO THE TOP OF THE BRIDGE CONTINUED WITHOUT HAVING TO BE TURNED OFF AND ON. AT FIRST I THOUGHT THIS MIGHT BE A TRANSMISSION ISSUE BUT WHENEVER I GUESS THE TRUCK ACCELERATES TO GAIN SPEED TO GO OVER THE BRIDGE OR AFTER LEAVING A STOP OR RED LIGHT BETWEEN 3 OR 4 TH GEARS IT SHUDDERS AND WHEN THE BRIDGE COMES AROUND IT GOES TO A LOWER GEAR AND STARTS LOSING POWER. WHEN IT HAPPENS BETWEEN 3 OR 4TH GEARS IT IS WITH ME ACCELERATING. THEY TOLD ME THAT THE TRUCK HAS A MEMORY IF YOU DRIVE IT HARD OR SOFTLY IT REMEMBERS THIS AND SHIFTS DIFFERENTLY. *TR
WHILE ACCELERATING TO PASS, TRUCK STARTED VIBRATING,HAD LOSS OF POWER AND INCREASED RPM ON TACH TRUCK PRACTICALLY STOPPED IN ITS TRACKS FIRST TIME IT'S HAPPENED. WILL BE CONTACTING DEALER. DEFINITELY COULD BE HAZARD-AS IN HEAVY TRAFFIC SO I HOPE FORD TAKES NOTICE BEFORE PEOPLE DIE. *TR
WHILE TRAVELING FOR AN EXTENDED TIME IN RAIN, ATTEMPTED TO ACCELERATE TO PASS AND THE VEHICLE MISFIRED, SHUTTERED AND SHOOK TO THE POINT OF NEARLY LOSING CONTROL, WOULD NOT ACCELERATE AND ALMOST STOPPED, CAUSING A NEAR REAR END COLLISION. VEHICLE RECOVERED AND SEEMED TO RUN FINE FOR A WHILE. ABOUT AN HOUR LATER WHILE ATTEMPTING …
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WHILE TRAVELING FOR AN EXTENDED TIME IN RAIN, ATTEMPTED TO ACCELERATE TO PASS AND THE VEHICLE MISFIRED, SHUTTERED AND SHOOK TO THE POINT OF NEARLY LOSING CONTROL, WOULD NOT ACCELERATE AND ALMOST STOPPED, CAUSING A NEAR REAR END COLLISION. VEHICLE RECOVERED AND SEEMED TO RUN FINE FOR A WHILE. ABOUT AN HOUR LATER WHILE ATTEMPTING TO ACCELERATE ONTO THE INTERSTATE FROM A REST AREA, THE SAME THING HAPPENED. HAD TO PULL OFF OF THE ROAD TO PREVENT GETTING REAR ENDED AGAIN. AT THIS POINT THE CHECK ENGINE LIGHT CAME ON. MANUAL SAID TO GET TO A SERVICE AREA TO HAVE THE ENGINE CHECKED AS SOON AS POSSIBLE. DEALER SERVICE DEPARTMENT STATED LATEST CAC AND DEFLECTOR ARE INSTALLED, SO THEY REPROGRAMMED THE PCM WITH THE LATEST UPDATES. LITERATURE GIVEN TO ME AT THE SERVICE DEPARTMENT STATES THERE IS NO CURE FOR THIS PROBLEM AT THE PRESENT TIME. *TR
I OBTAINED THIS VEHICLE NOVEMBER 2012 FROM FORD MOTOR COMPANY AFTER WINNING AN ARBITRATION CASE I FILED. REASON: THE FUEL GAUGE SYSTEM IN THE TRUCK IT REPLACED, A 2010 FORD, 150, 4X4, WAS TOTALLY INACCURATE AND UNDEPENDABLE. THE ARBITRATOR AGREED THAT IT WAS UNSAFE AND GRANTED US THE OPTION EITHER TO ACCEPT A NEW VEHICLE WITH…
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I OBTAINED THIS VEHICLE NOVEMBER 2012 FROM FORD MOTOR COMPANY AFTER WINNING AN ARBITRATION CASE I FILED. REASON: THE FUEL GAUGE SYSTEM IN THE TRUCK IT REPLACED, A 2010 FORD, 150, 4X4, WAS TOTALLY INACCURATE AND UNDEPENDABLE. THE ARBITRATOR AGREED THAT IT WAS UNSAFE AND GRANTED US THE OPTION EITHER TO ACCEPT A NEW VEHICLE WITH SIMILAR FEATURES, OR A BUY-BACK. THROUGHOUT MONTHS OF PROCESSING AND SEVERAL VISITS TO A LOCAL FORD DEALER FOR UNSUCCESSFUL REPAIR ATTEMPTS, FORD STEADFASTLY DENIED ANY ISSUES EXISTED--THAT THE ENTIRE FUEL MONITORING AND MEASURING SYSTEM WAS WORKING AS DESIGNED--DESPITE THE FACT THAT A DISINTERESTED THIRD PARTY EXPERT HIRED BY THE BBB TEST DROVE OUR TRUCK AND CONCLUDED IT WAS DEFECTIVE. FURTHERMORE, A GOOGLE SEARCH REVEALED NUMEROUS SIMILAR COMPLAINTS WHEREIN SOME OWNERS ACTUALLY RAN OUT OF GAS OWING TO AN INACCURATE FUEL GAUGE READING. HERE IS A RECENT AND TYPICAL EXAMPLE OF THE PROBLEM: A FEW DAYS AGO WHEN I STARTED MY TRUCK, "MILES TO EMPTY" WAS 225. THE FUEL TANK SHOWED BETWEEN ONE-QUARTER AND ONE-HALF FULL. APPROXIMATELY 10 MINUTES LATER, "MILES TO EMPTY" READ 90, AND THE GAS GAUGE WAS SLIGHTLY ABOVE EMPTY. I DON'T REALLY CARE MUCH ABOUT THE "MILES TO EMPTY" FEATURE BECAUSE I'VE LEARNED NOT TO TRUST IT; HOWEVER, WHEN THE FUEL GAUGE SHOWS A HALF TANK OF GAS REMAINING, THEN A FEW MINUTES LATER DROPS TO NEARLY EMPTY, I BECOME CONCERNED--PARTICULARLY WHEN DRIVING IN THE MOUNTAINS WHERE WE LIVE, AND IN SNOW CONDITIONS, THUS CREATING A SAFETY ISSUE. TO THIS DAY, FORD DENIES AN ISSUE EXISTS. *TR
Official recalls
419V075000 · Power Train:automatic Transmission; Power Train:automatic Transmission:control Module (tcm/pcm/tecm)
Feb 11, 2019
Ford Motor Company (Ford) is recalling certain 2011-2013 F-150 vehicles equipped with a 6-speed automatic transmission. The transmission may unexpectedly downshift into first gear, regardless of vehicle speed.
Consequence & remedy
Consequence: Unexpectedly downshifting into first gear may result in a loss of vehicle control, increasing the risk of a crash.
Remedy: Ford will notify owners, and dealers will reprogram the powertrain control module, free of charge. The recall began March 4, 2019. Owners may contact Ford customer service at 1-866-436-7332. Ford's number for this recall is 19S07.
Additional source detail variants (2)
Power Train:automatic Transmission:control Module (tcm/pcm/tecm)
Ford Motor Company (Ford) is recalling certain 2011-2013 F-150 vehicles equipped with a 6-speed automatic transmission. The transmission may unexpectedly downshift into first gear, regardless of vehicle speed.
Consequence: Unexpectedly downshifting into first gear may result in a loss of vehicle control, increasing the risk of a crash.
Remedy: Ford will notify owners, and dealers will reprogram the powertrain control module, free of charge. The recall began March 4, 2019. Owners may contact Ford customer service at 1-866-436-7332. Ford's number for this recall is 19S07.
Power Train:automatic Transmission
Ford Motor Company (Ford) is recalling certain 2011-2013 F-150 vehicles equipped with a 6-speed automatic transmission. The transmission may unexpectedly downshift into first gear, regardless of vehicle speed.
Consequence: Unexpectedly downshifting into first gear may result in a loss of vehicle control, increasing the risk of a crash.
Remedy: Ford will notify owners, and dealers will reprogram the powertrain control module, free of charge. The recall began March 4, 2019. Owners may contact Ford customer service at 1-866-436-7332. Ford's number for this recall is 19S07.
16V248000 · Power Train:automatic Transmission
Apr 27, 2016
Ford Motor Company (Ford) is recalling certain model year 2011-2012 Ford F-150 trucks, 2012 Ford Expedition, Lincoln Navigator, and Ford Mustang vehicles. The affected vehicles are equipped with an automatic transmission that may unexpectedly downshift to first gear, regardless of vehicle speed.
Consequence & remedy
Consequence: An unexpected downshift into first gear can cause the vehicle to slow down suddenly without warning and the rear tires may slide or lock, increasing the risk of a crash.
Remedy: Ford will notify owners, and dealers will reprogram the powertrain control module with updated software, free of charge. The recall began on September 19, 2016. Owners may contact Ford customer service at 1-866-436-7332. Ford's number for this recall is 16S19.
12V190000 · Exterior Lighting:back Up Lights; Power Train:automatic Transmission:control Module (tcm/pcm/tecm)
May 3, 2012
FORD IS RECALLING CERTAIN MODEL YEAR 2011-2012 FORD F-150, 2012 EXPEDITION AND LINCOLN NAVIGATOR, AND 2012-2013 MUSTANG VEHICLES, FOR FAILING TO COMPLY WITH THE REQUIREMENTS OF FEDERAL MOTOR VEHICLE SAFETY STANDARD NOS. 102, "TRANSMISSION SHIFT LEVER SEQUENCE, STARTER INTERLOCK, AND TRANSMISSION BRAKING EFFECT" AND 108 LAMPS, REFLECTIVE DEVICES AND ASSOCIATED EQUIPMENT. THESE VEHICLES MAY HAVE A TRANSMISSION RANGE SENSOR (TRS) THAT WAS CALIBRATED OUT OF SPECIFICATION FOR REVERSE GEAR.
Consequence & remedy
Consequence: IF THIS CONDITION EXISTS, THE TRANSMISSION MAY NOT GO INTO REVERSE OR WHEN THE DRIVER PUSHES THE SHIFT LEVER IN THE REVERSE R POSITION AND THE VEHICLES TRANSMISSION DOES GO IN REVERSE, THE R MAY NOT ILLUMINATE ON THE DASHBOARD OF THE F-150, EXPEDITION, OR NAVIGATOR MODELS AND/OR THE BACKUP LAMP ON THE REAR OF THE F-150, EXPEDITION, NAVIGATOR, OR MUSTANG VEHICLES MAY NOT ILLUMINATE. THESE CONDITIONS INCREASE THE RISK OF A CRASH OR A PEDESTRIAN BEING STRUCK DUE TO THE VEHICLES NOT SIGNALING IT IS IN REVERSE.
Remedy: FORD WILL NOTIFY OWNERS, AND DEALERS WILL INSPECT AND REPLACE THE TRS AS NECESSARY, FREE OF CHARGE. THE SAFETY RECALL BEGAN ON JUNE 11, 2012. OWNERS MAY CONTACT FORD MOTOR COMPANY CUSTOMER RELATIONSHIP CENTER AT 1-866-436-7332.
Additional source detail variants (2)
Exterior Lighting:back Up Lights
FORD IS RECALLING CERTAIN MODEL YEAR 2011-2012 FORD F-150, 2012 EXPEDITION AND LINCOLN NAVIGATOR, AND 2012-2013 MUSTANG VEHICLES, FOR FAILING TO COMPLY WITH THE REQUIREMENTS OF FEDERAL MOTOR VEHICLE SAFETY STANDARD NOS. 102, "TRANSMISSION SHIFT LEVER SEQUENCE, STARTER INTERLOCK, AND TRANSMISSION BRAKING EFFECT" AND 108 LAMPS, REFLECTIVE DEVICES AND ASSOCIATED EQUIPMENT. THESE VEHICLES MAY HAVE A TRANSMISSION RANGE SENSOR (TRS) THAT WAS CALIBRATED OUT OF SPECIFICATION FOR REVERSE GEAR.
Consequence: IF THIS CONDITION EXISTS, THE TRANSMISSION MAY NOT GO INTO REVERSE OR WHEN THE DRIVER PUSHES THE SHIFT LEVER IN THE REVERSE R POSITION AND THE VEHICLES TRANSMISSION DOES GO IN REVERSE, THE R MAY NOT ILLUMINATE ON THE DASHBOARD OF THE F-150, EXPEDITION, OR NAVIGATOR MODELS AND/OR THE BACKUP LAMP ON THE REAR OF THE F-150, EXPEDITION, NAVIGATOR, OR MUSTANG VEHICLES MAY NOT ILLUMINATE. THESE CONDITIONS INCREASE THE RISK OF A CRASH OR A PEDESTRIAN BEING STRUCK DUE TO THE VEHICLES NOT SIGNALING IT IS IN REVERSE.
Remedy: FORD WILL NOTIFY OWNERS, AND DEALERS WILL INSPECT AND REPLACE THE TRS AS NECESSARY, FREE OF CHARGE. THE SAFETY RECALL BEGAN ON JUNE 11, 2012. OWNERS MAY CONTACT FORD MOTOR COMPANY CUSTOMER RELATIONSHIP CENTER AT 1-866-436-7332.
Power Train:automatic Transmission:control Module (tcm/pcm/tecm)
FORD IS RECALLING CERTAIN MODEL YEAR 2011-2012 FORD F-150, 2012 EXPEDITION AND LINCOLN NAVIGATOR, AND 2012-2013 MUSTANG VEHICLES, FOR FAILING TO COMPLY WITH THE REQUIREMENTS OF FEDERAL MOTOR VEHICLE SAFETY STANDARD NOS. 102, "TRANSMISSION SHIFT LEVER SEQUENCE, STARTER INTERLOCK, AND TRANSMISSION BRAKING EFFECT" AND 108 LAMPS, REFLECTIVE DEVICES AND ASSOCIATED EQUIPMENT. THESE VEHICLES MAY HAVE A TRANSMISSION RANGE SENSOR (TRS) THAT WAS CALIBRATED OUT OF SPECIFICATION FOR REVERSE GEAR.
Consequence: IF THIS CONDITION EXISTS, THE TRANSMISSION MAY NOT GO INTO REVERSE OR WHEN THE DRIVER PUSHES THE SHIFT LEVER IN THE REVERSE R POSITION AND THE VEHICLES TRANSMISSION DOES GO IN REVERSE, THE R MAY NOT ILLUMINATE ON THE DASHBOARD OF THE F-150, EXPEDITION, OR NAVIGATOR MODELS AND/OR THE BACKUP LAMP ON THE REAR OF THE F-150, EXPEDITION, NAVIGATOR, OR MUSTANG VEHICLES MAY NOT ILLUMINATE. THESE CONDITIONS INCREASE THE RISK OF A CRASH OR A PEDESTRIAN BEING STRUCK DUE TO THE VEHICLES NOT SIGNALING IT IS IN REVERSE.
Remedy: FORD WILL NOTIFY OWNERS, AND DEALERS WILL INSPECT AND REPLACE THE TRS AS NECESSARY, FREE OF CHARGE. THE SAFETY RECALL BEGAN ON JUNE 11, 2012. OWNERS MAY CONTACT FORD MOTOR COMPANY CUSTOMER RELATIONSHIP CENTER AT 1-866-436-7332.
12V198000 · Air Bags:frontal:sensor/control MODULE-INACTIVE
May 3, 2012
FORD IS RECALLING CERTAIN MODEL YEAR 2012 F-150 VEHICLES MANUFACTURED FROM NOVEMBER 6, 2011, THROUGH NOVEMBER 15, 2011. INCORRECT SOFTWARE FOR THE OCCUPANT CLASSIFICATION SYSTEM MODULE (OCSM) WAS INSTALLED ON THE VEHICLES EITHER AT THE TIME OF MANUFACTURING OR DURING THE COURSE OF REPLACEMENT OF THE MODULE AS PART OF A SERVICE REPAIR. UNDER CERTAIN DRIVING CONDITIONS, THE OCSM MAY MISCLASSIFY THE PASSENGER SEATS OCCUPANT SUCH THAT THE PASSENGER SIDE AIRBAG DOES NOT DEPLOY WHEN IT SHOULD, DOES NOT DEPLOY AS INTENDED, OR DEPLOYS WHEN IT SHOULD NOT.
Consequence & remedy
Consequence: A FAILURE TO DEPLOY, FAILURE TO DEPLOY AS INTENDED, OR A DEPLOYMENT WHEN NOT INTENDED, INCREASES THE RISK OF INJURY TO THE PASSENGER SIDE SEAT OCCUPANT.
Remedy: FORD WILL NOTIFY OWNERS, AND DEALERS WILL REPLACE THE OCSM FREE OF CHARGE. THE SAFETY RECALL BEGAN ON MAY 21, 2012. OWNERS MAY CONTACT THE FORD MOTOR COMPANY CUSTOMER RELATIONSHIP CENTER AT 1-866-436-7332.
Model-level recall history does not show whether a particular VIN is affected or has received a repair. Check a VIN with NHTSA ↗
NHTSA investigations
4RQ17010 · Unexpected Transmission Downshift
Opened Dec 25, 2017 · Closed Oct 22, 2019
Status: closed (inferred from source dates) · Power Train:automatic Transmission; Power Train:automatic Transmission:control Module (tcm/pcm/tecm)
The Office of Defects Investigation (ODI) opened an investigation based on consumer allegations of transmissions unexpectedly downshifting to a lower gear without input from the driver on model year (MY) 2011-2013 Ford F-150, Expedition and Navigator vehicles. ODI has received 455 unique reports related to the alleged problem that were not covered under a previous recall for this issue (16V-248).Expedition and Navigator complaint rates are lower than F-150 complaints. Of those 455 reports, 34.7% claimed that the rear wheels locked up when the transmission downshifted. There were 4 accident claims with no injuries. There are many instances where drivers report leaving their lane or the road because of this issue.In response to ODI's Information Request (IR) letter, Ford Motor Company (Ford) responded with 783 unique reports related to the alleged problem. There were 6 accident claims with 3 injuries. Ford also submitted 1206 warranty claims related to transmission downshifting failures. The failure can occur at any time, but typically at higher speed, and include symptoms such as sudden transmission downshifting, loss of speedometer, erratic shifting of transmission, and transmission stuck in one gear. The failures typically occur without warning and may result in the rear wheels momentarily locking up. The driver often had to fully stop the vehicle and restart it to get the vehicle to shift properly.On February 2nd, 2019 Ford notified ODI that it would conduct a safety recall (19V-075) to remedy transmission downshifting failures on all 2011-2013 F-150 vehicles. Ford will also offer extended warranties to 2011-2013 Expedition and Navigator vehicles with the same issue. Per Ford, some vehicles may experience an intermittent loss of Transmission Output Speed Sensor (OSS) signal to the Powertrain Control Module (PCM), potentially resulting in a temporary unintended downshift into first gear. Ford will reprogram the PCM with software that will prevent an unintended downshift into first gear and illuminate the Malfunction Indicator Light in the event of an intermittent OSS signal loss.The recall action initiated by the manufacturer appears to address the safety risks of concern to ODI.Accordingly, the investigation is closed.The ODI reports cited above can be reviewed at www-odi.nhtsa.dot.gov/owners/SearchNHTSAID under the identification (ODI) numbers found in the attached list.
Additional source detail variants (2)
Power Train:automatic Transmission:control Module (tcm/pcm/tecm)
The Office of Defects Investigation (ODI) opened an investigation based on consumer allegations of transmissions unexpectedly downshifting to a lower gear without input from the driver on model year (MY) 2011-2013 Ford F-150, Expedition and Navigator vehicles. ODI has received 455 unique reports related to the alleged problem that were not covered under a previous recall for this issue (16V-248).Expedition and Navigator complaint rates are lower than F-150 complaints. Of those 455 reports, 34.7% claimed that the rear wheels locked up when the transmission downshifted. There were 4 accident claims with no injuries. There are many instances where drivers report leaving their lane or the road because of this issue.In response to ODI's Information Request (IR) letter, Ford Motor Company (Ford) responded with 783 unique reports related to the alleged problem. There were 6 accident claims with 3 injuries. Ford also submitted 1206 warranty claims related to transmission downshifting failures. The failure can occur at any time, but typically at higher speed, and include symptoms such as sudden transmission downshifting, loss of speedometer, erratic shifting of transmission, and transmission stuck in one gear. The failures typically occur without warning and may result in the rear wheels momentarily locking up. The driver often had to fully stop the vehicle and restart it to get the vehicle to shift properly.On February 2nd, 2019 Ford notified ODI that it would conduct a safety recall (19V-075) to remedy transmission downshifting failures on all 2011-2013 F-150 vehicles. Ford will also offer extended warranties to 2011-2013 Expedition and Navigator vehicles with the same issue. Per Ford, some vehicles may experience an intermittent loss of Transmission Output Speed Sensor (OSS) signal to the Powertrain Control Module (PCM), potentially resulting in a temporary unintended downshift into first gear. Ford will reprogram the PCM with software that will prevent an unintended downshift into first gear and illuminate the Malfunction Indicator Light in the event of an intermittent OSS signal loss.The recall action initiated by the manufacturer appears to address the safety risks of concern to ODI.Accordingly, the investigation is closed.The ODI reports cited above can be reviewed at www-odi.nhtsa.dot.gov/owners/SearchNHTSAID under the identification (ODI) numbers found in the attached list.
Power Train:automatic Transmission
The Office of Defects Investigation (ODI) opened an investigation based on consumer allegations of transmissions unexpectedly downshifting to a lower gear without input from the driver on model year (MY) 2011-2013 Ford F-150, Expedition and Navigator vehicles. ODI has received 455 unique reports related to the alleged problem that were not covered under a previous recall for this issue (16V-248).Expedition and Navigator complaint rates are lower than F-150 complaints. Of those 455 reports, 34.7% claimed that the rear wheels locked up when the transmission downshifted. There were 4 accident claims with no injuries. There are many instances where drivers report leaving their lane or the road because of this issue.In response to ODI's Information Request (IR) letter, Ford Motor Company (Ford) responded with 783 unique reports related to the alleged problem. There were 6 accident claims with 3 injuries. Ford also submitted 1206 warranty claims related to transmission downshifting failures. The failure can occur at any time, but typically at higher speed, and include symptoms such as sudden transmission downshifting, loss of speedometer, erratic shifting of transmission, and transmission stuck in one gear. The failures typically occur without warning and may result in the rear wheels momentarily locking up. The driver often had to fully stop the vehicle and restart it to get the vehicle to shift properly.On February 2nd, 2019 Ford notified ODI that it would conduct a safety recall (19V-075) to remedy transmission downshifting failures on all 2011-2013 F-150 vehicles. Ford will also offer extended warranties to 2011-2013 Expedition and Navigator vehicles with the same issue. Per Ford, some vehicles may experience an intermittent loss of Transmission Output Speed Sensor (OSS) signal to the Powertrain Control Module (PCM), potentially resulting in a temporary unintended downshift into first gear. Ford will reprogram the PCM with software that will prevent an unintended downshift into first gear and illuminate the Malfunction Indicator Light in the event of an intermittent OSS signal loss.The recall action initiated by the manufacturer appears to address the safety risks of concern to ODI.Accordingly, the investigation is closed.The ODI reports cited above can be reviewed at www-odi.nhtsa.dot.gov/owners/SearchNHTSAID under the identification (ODI) numbers found in the attached list.
EA15006 · Brake Vacuum Pump Failure
Opened Oct 16, 2015 · Closed Apr 28, 2016
Status: closed (inferred from source dates) · Service Brakes, Electric; Service Brakes, Hydraulic:power Assist; Service Brakes, Hydraulic:power Assist:vacuum
On February 15, 2016, Ford Motor Company initiated Customer Satisfaction Program 15N05 to extend warranty coverage for the electric vacuum pump in certain model year (MY) 2011 through 2012 Ford F-150 pickup trucks equipped with 3.5L GTDI engines.The program extends coverage for up to 10 years of service or 150,000 miles from the warranty start date of the vehicle, all vehicles are eligible for the program through July 30, 2016 regardless of mileage.Ford's program covers all repairs related to electric vacuum pump (EVP) malfunctions including excessive noise, vibration, or change in brake pedal feel while applying the brakes at cold start. Ford states that the engine intake manifold is the primary source of vacuum for the brake booster and is fully compliant to motor vehicle safety standards without the supplemental vacuum supplied by the EVP.The company also contends that failure modes related to the EVP are progressive and provide warning to operators by way of noise and vibration before an operator to experience any temporary change in brake pedal feel.ODI's analysis of warranty data found that the majority of claims involved consumer concerns with EVP noise or vibration from the left front fender area when the vehicle is first started. Continued operation in this mode with pump motor noise will eventually result in the EVP seizing or becoming non-functional.Component failure analysis indicated that Ford and its supplier, Continental, identified a pump crank drive corrosion condition due to moisture entry through the vacuum intake.Corrosion damage to EVP internal components may eventually result in a blown fuse in the power distribution box and total loss of EVP function.Analysis of consumer complaints, field reports, and warranty data related to EVP failures found thatincidents predominantly occurred in driveways and parking lots in the periods immediately after cold engine starts.Many consumers operated their vehicle for some period of time with a blown EVP fuse without realizing that the pump had failed or that the vehicle had a brake system malfunction.Consumers who did experience braking performance issues reporteda temporary hard brake pedal condition at start-up followed by more consistent normal pedal feel after few seconds.On June 22, 2015, Ford developed a remedy procedure and issued TSB 15-0105 instructing dealers to replace the vacuum pump and install a new vacuum pump harness kit. In addition to reviewing test data submitted by Ford, ODI assessed safety risks associated with the alleged defect under various operating conditions, including: 1) baseline system performance with full engine and EVP vacuum available using exemplar parts, 2) disabled EVP and booster vacuum regulated to simulate worst case conditions for engine intake manifold vacuum supply to the brake booster (approximately 300 mbar); and 3) all source vacuum to the brake booster removed and Optimized Hydraulic Braking (OHB) mode active to represent complete loss of brake booster function (note: this condition is a more severe brake boost system failure mode than the alleged defect).ODI also analyzed all complaints and warranty claims to identify incidents alleging brake system performance concerns related to EVP failures.These analyses identified no brake performance issues or resulting changes in stopping distances either on highway or city traffic conditions.Two complaints alleging EVP malfunctions caused or contributed to rear-end collisions during attempted decelerations from road speeds are not believed to be related to the alleged defect.The EVP provides supplemental vacuum during initial start-up and idle
Additional source detail variants (3)
Service Brakes, Electric
On February 15, 2016, Ford Motor Company initiated Customer Satisfaction Program 15N05 to extend warranty coverage for the electric vacuum pump in certain model year (MY) 2011 through 2012 Ford F-150 pickup trucks equipped with 3.5L GTDI engines.The program extends coverage for up to 10 years of service or 150,000 miles from the warranty start date of the vehicle, all vehicles are eligible for the program through July 30, 2016 regardless of mileage.Ford's program covers all repairs related to electric vacuum pump (EVP) malfunctions including excessive noise, vibration, or change in brake pedal feel while applying the brakes at cold start. Ford states that the engine intake manifold is the primary source of vacuum for the brake booster and is fully compliant to motor vehicle safety standards without the supplemental vacuum supplied by the EVP.The company also contends that failure modes related to the EVP are progressive and provide warning to operators by way of noise and vibration before an operator to experience any temporary change in brake pedal feel.ODI's analysis of warranty data found that the majority of claims involved consumer concerns with EVP noise or vibration from the left front fender area when the vehicle is first started. Continued operation in this mode with pump motor noise will eventually result in the EVP seizing or becoming non-functional.Component failure analysis indicated that Ford and its supplier, Continental, identified a pump crank drive corrosion condition due to moisture entry through the vacuum intake.Corrosion damage to EVP internal components may eventually result in a blown fuse in the power distribution box and total loss of EVP function.Analysis of consumer complaints, field reports, and warranty data related to EVP failures found thatincidents predominantly occurred in driveways and parking lots in the periods immediately after cold engine starts.Many consumers operated their vehicle for some period of time with a blown EVP fuse without realizing that the pump had failed or that the vehicle had a brake system malfunction.Consumers who did experience braking performance issues reporteda temporary hard brake pedal condition at start-up followed by more consistent normal pedal feel after few seconds.On June 22, 2015, Ford developed a remedy procedure and issued TSB 15-0105 instructing dealers to replace the vacuum pump and install a new vacuum pump harness kit. In addition to reviewing test data submitted by Ford, ODI assessed safety risks associated with the alleged defect under various operating conditions, including: 1) baseline system performance with full engine and EVP vacuum available using exemplar parts, 2) disabled EVP and booster vacuum regulated to simulate worst case conditions for engine intake manifold vacuum supply to the brake booster (approximately 300 mbar); and 3) all source vacuum to the brake booster removed and Optimized Hydraulic Braking (OHB) mode active to represent complete loss of brake booster function (note: this condition is a more severe brake boost system failure mode than the alleged defect).ODI also analyzed all complaints and warranty claims to identify incidents alleging brake system performance concerns related to EVP failures.These analyses identified no brake performance issues or resulting changes in stopping distances either on highway or city traffic conditions.Two complaints alleging EVP malfunctions caused or contributed to rear-end collisions during attempted decelerations from road speeds are not believed to be related to the alleged defect.The EVP provides supplemental vacuum during initial start-up and idle
Service Brakes, Hydraulic:power Assist
On February 15, 2016, Ford Motor Company initiated Customer Satisfaction Program 15N05 to extend warranty coverage for the electric vacuum pump in certain model year (MY) 2011 through 2012 Ford F-150 pickup trucks equipped with 3.5L GTDI engines.The program extends coverage for up to 10 years of service or 150,000 miles from the warranty start date of the vehicle, all vehicles are eligible for the program through July 30, 2016 regardless of mileage.Ford's program covers all repairs related to electric vacuum pump (EVP) malfunctions including excessive noise, vibration, or change in brake pedal feel while applying the brakes at cold start. Ford states that the engine intake manifold is the primary source of vacuum for the brake booster and is fully compliant to motor vehicle safety standards without the supplemental vacuum supplied by the EVP.The company also contends that failure modes related to the EVP are progressive and provide warning to operators by way of noise and vibration before an operator to experience any temporary change in brake pedal feel.ODI's analysis of warranty data found that the majority of claims involved consumer concerns with EVP noise or vibration from the left front fender area when the vehicle is first started. Continued operation in this mode with pump motor noise will eventually result in the EVP seizing or becoming non-functional.Component failure analysis indicated that Ford and its supplier, Continental, identified a pump crank drive corrosion condition due to moisture entry through the vacuum intake.Corrosion damage to EVP internal components may eventually result in a blown fuse in the power distribution box and total loss of EVP function.Analysis of consumer complaints, field reports, and warranty data related to EVP failures found thatincidents predominantly occurred in driveways and parking lots in the periods immediately after cold engine starts.Many consumers operated their vehicle for some period of time with a blown EVP fuse without realizing that the pump had failed or that the vehicle had a brake system malfunction.Consumers who did experience braking performance issues reporteda temporary hard brake pedal condition at start-up followed by more consistent normal pedal feel after few seconds.On June 22, 2015, Ford developed a remedy procedure and issued TSB 15-0105 instructing dealers to replace the vacuum pump and install a new vacuum pump harness kit. In addition to reviewing test data submitted by Ford, ODI assessed safety risks associated with the alleged defect under various operating conditions, including: 1) baseline system performance with full engine and EVP vacuum available using exemplar parts, 2) disabled EVP and booster vacuum regulated to simulate worst case conditions for engine intake manifold vacuum supply to the brake booster (approximately 300 mbar); and 3) all source vacuum to the brake booster removed and Optimized Hydraulic Braking (OHB) mode active to represent complete loss of brake booster function (note: this condition is a more severe brake boost system failure mode than the alleged defect).ODI also analyzed all complaints and warranty claims to identify incidents alleging brake system performance concerns related to EVP failures.These analyses identified no brake performance issues or resulting changes in stopping distances either on highway or city traffic conditions.Two complaints alleging EVP malfunctions caused or contributed to rear-end collisions during attempted decelerations from road speeds are not believed to be related to the alleged defect.The EVP provides supplemental vacuum during initial start-up and idle
Service Brakes, Hydraulic:power Assist:vacuum
On February 15, 2016, Ford Motor Company initiated Customer Satisfaction Program 15N05 to extend warranty coverage for the electric vacuum pump in certain model year (MY) 2011 through 2012 Ford F-150 pickup trucks equipped with 3.5L GTDI engines.The program extends coverage for up to 10 years of service or 150,000 miles from the warranty start date of the vehicle, all vehicles are eligible for the program through July 30, 2016 regardless of mileage.Ford's program covers all repairs related to electric vacuum pump (EVP) malfunctions including excessive noise, vibration, or change in brake pedal feel while applying the brakes at cold start. Ford states that the engine intake manifold is the primary source of vacuum for the brake booster and is fully compliant to motor vehicle safety standards without the supplemental vacuum supplied by the EVP.The company also contends that failure modes related to the EVP are progressive and provide warning to operators by way of noise and vibration before an operator to experience any temporary change in brake pedal feel.ODI's analysis of warranty data found that the majority of claims involved consumer concerns with EVP noise or vibration from the left front fender area when the vehicle is first started. Continued operation in this mode with pump motor noise will eventually result in the EVP seizing or becoming non-functional.Component failure analysis indicated that Ford and its supplier, Continental, identified a pump crank drive corrosion condition due to moisture entry through the vacuum intake.Corrosion damage to EVP internal components may eventually result in a blown fuse in the power distribution box and total loss of EVP function.Analysis of consumer complaints, field reports, and warranty data related to EVP failures found thatincidents predominantly occurred in driveways and parking lots in the periods immediately after cold engine starts.Many consumers operated their vehicle for some period of time with a blown EVP fuse without realizing that the pump had failed or that the vehicle had a brake system malfunction.Consumers who did experience braking performance issues reporteda temporary hard brake pedal condition at start-up followed by more consistent normal pedal feel after few seconds.On June 22, 2015, Ford developed a remedy procedure and issued TSB 15-0105 instructing dealers to replace the vacuum pump and install a new vacuum pump harness kit. In addition to reviewing test data submitted by Ford, ODI assessed safety risks associated with the alleged defect under various operating conditions, including: 1) baseline system performance with full engine and EVP vacuum available using exemplar parts, 2) disabled EVP and booster vacuum regulated to simulate worst case conditions for engine intake manifold vacuum supply to the brake booster (approximately 300 mbar); and 3) all source vacuum to the brake booster removed and Optimized Hydraulic Braking (OHB) mode active to represent complete loss of brake booster function (note: this condition is a more severe brake boost system failure mode than the alleged defect).ODI also analyzed all complaints and warranty claims to identify incidents alleging brake system performance concerns related to EVP failures.These analyses identified no brake performance issues or resulting changes in stopping distances either on highway or city traffic conditions.Two complaints alleging EVP malfunctions caused or contributed to rear-end collisions during attempted decelerations from road speeds are not believed to be related to the alleged defect.The EVP provides supplemental vacuum during initial start-up and idle
PE15026 · Brake Vacuum Pump Failure
Opened Jun 22, 2015 · Closed Oct 19, 2015
Status: closed (inferred from source dates) · Service Brakes, Electric; Service Brakes, Hydraulic:power Assist; Service Brakes, Hydraulic:power Assist:vacuum
On June 22, 2015, the Office of Defects Investigations (ODI) opened Preliminary Evaluation PE15-026 to investigate incidents of increased brake pedal effort at cold start and extended stopping distance while driving in traffic, resulting from failures of the electric brake vacuum assist pump in model year (MY) 2011-2012 Ford F-150 pickup trucks equipped with 3.5L GTDI engines. In response to ODI's Information Request (IR) for PE15-026, Ford provided ODI with 396 complaints and field reports relating to incidents of increased brake pedal effort or malfunctions in the electric vacuum pump (EVP). ODI's analysis of the data provided by Ford identified 7 crashes and 1,851 warranty claims related to either a hard brake pedal condition or reduced brake effectiveness. Additionally, ODI identified one report in its database alleging an injury to an occupant of a vehicle struck in the rear by a subject F-150 vehicle with a failed EVP as documented in the police accident report referencing a dealer assessment of the pump.According to Ford, the subject vehicles utilize a traditional brake vacuum booster to provide power assist for braking and the EVP is intended to operate to maintain consistent brake pedal feel. The engine intake manifold is the primary source of vacuum for the booster and is fully compliant to motor vehicle safety standards without the EVP. Ford described the conditions related to a change in brake pedal feel as limited and temporary and provided component failure analysis showing evidence of water entry into the EVP which caused internal pump corrosion. Ford indicated that the EVP failure mode is progressive and provides warning to operators by way of noise and vibration before an operator is likely to experience any temporary change in brake pedal feel. Damage to the EVP motor bearing may eventually result in a blown EVP fuse and total loss of EVP function. Ford provided test data showing the brake pedal forces and pedal travel curves over time for 0.3g decelerations to a stop from 80kph (50mph) for: 1) normal system (full engine and EVP vacuum available); 2) Ford's approximation of worst case booster performance with EVP failure (EVP disabled and booster vacuum regulated to 300mbar to simulate cold start, all accessory loads on, and starting at 0 vacuum); and 3) with all source vacuum to the brake booster removed and Hydraulic Boost Compensation (HBC) active to represent complete loss of brake booster function. The Ford tests showed that the brake pedal forces required for achieving the 0.3g decelerations were relatively low for the normal condition, 35-40 N (8-9 lbf), increased by approximately 2-3 times normal when the EVP is disabled, 75-115 N (17-26 lbf), and increased by about 5-6 times normal for the complete brake booster failure condition, 205-215 N (46-48 lbf). This Preliminary Evaluation has been upgraded to Engineering Analysis (EA15-006) to test for EVP malfunctions under other vehicle operating conditions (e.g., low-speed driveway braking after cold-start with failed EVP), potential human factors contributions and to further assess the scope, frequency, and safety-related consequences of the alleged defect.The VOQs associated with the opening of this investigation are:10565994, 10575987, 10598351, 10604687, 10605701, 10607811, 10610491, 10615536, 10617828, 10619545, 10643075, 10650578, 10662151, 10664415, 10666988, 10668069, 10678844, 10695537, 10700874, 10706217, 10706271, 10712465, 10723033, 10723792, 10726960, 10730549, 10730721, 10730735, 10730837, 10730909, 10731008, 10731135, 10731157, 10731165, 10731395, 10731758, 10732609, 10732878, 10733375, 10733804, 10734558, 10734613, 10743859, 10744214, 10
Additional source detail variants (3)
Service Brakes, Electric
On June 22, 2015, the Office of Defects Investigations (ODI) opened Preliminary Evaluation PE15-026 to investigate incidents of increased brake pedal effort at cold start and extended stopping distance while driving in traffic, resulting from failures of the electric brake vacuum assist pump in model year (MY) 2011-2012 Ford F-150 pickup trucks equipped with 3.5L GTDI engines. In response to ODI's Information Request (IR) for PE15-026, Ford provided ODI with 396 complaints and field reports relating to incidents of increased brake pedal effort or malfunctions in the electric vacuum pump (EVP). ODI's analysis of the data provided by Ford identified 7 crashes and 1,851 warranty claims related to either a hard brake pedal condition or reduced brake effectiveness. Additionally, ODI identified one report in its database alleging an injury to an occupant of a vehicle struck in the rear by a subject F-150 vehicle with a failed EVP as documented in the police accident report referencing a dealer assessment of the pump.According to Ford, the subject vehicles utilize a traditional brake vacuum booster to provide power assist for braking and the EVP is intended to operate to maintain consistent brake pedal feel. The engine intake manifold is the primary source of vacuum for the booster and is fully compliant to motor vehicle safety standards without the EVP. Ford described the conditions related to a change in brake pedal feel as limited and temporary and provided component failure analysis showing evidence of water entry into the EVP which caused internal pump corrosion. Ford indicated that the EVP failure mode is progressive and provides warning to operators by way of noise and vibration before an operator is likely to experience any temporary change in brake pedal feel. Damage to the EVP motor bearing may eventually result in a blown EVP fuse and total loss of EVP function. Ford provided test data showing the brake pedal forces and pedal travel curves over time for 0.3g decelerations to a stop from 80kph (50mph) for: 1) normal system (full engine and EVP vacuum available); 2) Ford's approximation of worst case booster performance with EVP failure (EVP disabled and booster vacuum regulated to 300mbar to simulate cold start, all accessory loads on, and starting at 0 vacuum); and 3) with all source vacuum to the brake booster removed and Hydraulic Boost Compensation (HBC) active to represent complete loss of brake booster function. The Ford tests showed that the brake pedal forces required for achieving the 0.3g decelerations were relatively low for the normal condition, 35-40 N (8-9 lbf), increased by approximately 2-3 times normal when the EVP is disabled, 75-115 N (17-26 lbf), and increased by about 5-6 times normal for the complete brake booster failure condition, 205-215 N (46-48 lbf). This Preliminary Evaluation has been upgraded to Engineering Analysis (EA15-006) to test for EVP malfunctions under other vehicle operating conditions (e.g., low-speed driveway braking after cold-start with failed EVP), potential human factors contributions and to further assess the scope, frequency, and safety-related consequences of the alleged defect.The VOQs associated with the opening of this investigation are:10565994, 10575987, 10598351, 10604687, 10605701, 10607811, 10610491, 10615536, 10617828, 10619545, 10643075, 10650578, 10662151, 10664415, 10666988, 10668069, 10678844, 10695537, 10700874, 10706217, 10706271, 10712465, 10723033, 10723792, 10726960, 10730549, 10730721, 10730735, 10730837, 10730909, 10731008, 10731135, 10731157, 10731165, 10731395, 10731758, 10732609, 10732878, 10733375, 10733804, 10734558, 10734613, 10743859, 10744214, 10
Service Brakes, Hydraulic:power Assist
On June 22, 2015, the Office of Defects Investigations (ODI) opened Preliminary Evaluation PE15-026 to investigate incidents of increased brake pedal effort at cold start and extended stopping distance while driving in traffic, resulting from failures of the electric brake vacuum assist pump in model year (MY) 2011-2012 Ford F-150 pickup trucks equipped with 3.5L GTDI engines. In response to ODI's Information Request (IR) for PE15-026, Ford provided ODI with 396 complaints and field reports relating to incidents of increased brake pedal effort or malfunctions in the electric vacuum pump (EVP). ODI's analysis of the data provided by Ford identified 7 crashes and 1,851 warranty claims related to either a hard brake pedal condition or reduced brake effectiveness. Additionally, ODI identified one report in its database alleging an injury to an occupant of a vehicle struck in the rear by a subject F-150 vehicle with a failed EVP as documented in the police accident report referencing a dealer assessment of the pump.According to Ford, the subject vehicles utilize a traditional brake vacuum booster to provide power assist for braking and the EVP is intended to operate to maintain consistent brake pedal feel. The engine intake manifold is the primary source of vacuum for the booster and is fully compliant to motor vehicle safety standards without the EVP. Ford described the conditions related to a change in brake pedal feel as limited and temporary and provided component failure analysis showing evidence of water entry into the EVP which caused internal pump corrosion. Ford indicated that the EVP failure mode is progressive and provides warning to operators by way of noise and vibration before an operator is likely to experience any temporary change in brake pedal feel. Damage to the EVP motor bearing may eventually result in a blown EVP fuse and total loss of EVP function. Ford provided test data showing the brake pedal forces and pedal travel curves over time for 0.3g decelerations to a stop from 80kph (50mph) for: 1) normal system (full engine and EVP vacuum available); 2) Ford's approximation of worst case booster performance with EVP failure (EVP disabled and booster vacuum regulated to 300mbar to simulate cold start, all accessory loads on, and starting at 0 vacuum); and 3) with all source vacuum to the brake booster removed and Hydraulic Boost Compensation (HBC) active to represent complete loss of brake booster function. The Ford tests showed that the brake pedal forces required for achieving the 0.3g decelerations were relatively low for the normal condition, 35-40 N (8-9 lbf), increased by approximately 2-3 times normal when the EVP is disabled, 75-115 N (17-26 lbf), and increased by about 5-6 times normal for the complete brake booster failure condition, 205-215 N (46-48 lbf). This Preliminary Evaluation has been upgraded to Engineering Analysis (EA15-006) to test for EVP malfunctions under other vehicle operating conditions (e.g., low-speed driveway braking after cold-start with failed EVP), potential human factors contributions and to further assess the scope, frequency, and safety-related consequences of the alleged defect.The VOQs associated with the opening of this investigation are:10565994, 10575987, 10598351, 10604687, 10605701, 10607811, 10610491, 10615536, 10617828, 10619545, 10643075, 10650578, 10662151, 10664415, 10666988, 10668069, 10678844, 10695537, 10700874, 10706217, 10706271, 10712465, 10723033, 10723792, 10726960, 10730549, 10730721, 10730735, 10730837, 10730909, 10731008, 10731135, 10731157, 10731165, 10731395, 10731758, 10732609, 10732878, 10733375, 10733804, 10734558, 10734613, 10743859, 10744214, 10
Service Brakes, Hydraulic:power Assist:vacuum
On June 22, 2015, the Office of Defects Investigations (ODI) opened Preliminary Evaluation PE15-026 to investigate incidents of increased brake pedal effort at cold start and extended stopping distance while driving in traffic, resulting from failures of the electric brake vacuum assist pump in model year (MY) 2011-2012 Ford F-150 pickup trucks equipped with 3.5L GTDI engines. In response to ODI's Information Request (IR) for PE15-026, Ford provided ODI with 396 complaints and field reports relating to incidents of increased brake pedal effort or malfunctions in the electric vacuum pump (EVP). ODI's analysis of the data provided by Ford identified 7 crashes and 1,851 warranty claims related to either a hard brake pedal condition or reduced brake effectiveness. Additionally, ODI identified one report in its database alleging an injury to an occupant of a vehicle struck in the rear by a subject F-150 vehicle with a failed EVP as documented in the police accident report referencing a dealer assessment of the pump.According to Ford, the subject vehicles utilize a traditional brake vacuum booster to provide power assist for braking and the EVP is intended to operate to maintain consistent brake pedal feel. The engine intake manifold is the primary source of vacuum for the booster and is fully compliant to motor vehicle safety standards without the EVP. Ford described the conditions related to a change in brake pedal feel as limited and temporary and provided component failure analysis showing evidence of water entry into the EVP which caused internal pump corrosion. Ford indicated that the EVP failure mode is progressive and provides warning to operators by way of noise and vibration before an operator is likely to experience any temporary change in brake pedal feel. Damage to the EVP motor bearing may eventually result in a blown EVP fuse and total loss of EVP function. Ford provided test data showing the brake pedal forces and pedal travel curves over time for 0.3g decelerations to a stop from 80kph (50mph) for: 1) normal system (full engine and EVP vacuum available); 2) Ford's approximation of worst case booster performance with EVP failure (EVP disabled and booster vacuum regulated to 300mbar to simulate cold start, all accessory loads on, and starting at 0 vacuum); and 3) with all source vacuum to the brake booster removed and Hydraulic Boost Compensation (HBC) active to represent complete loss of brake booster function. The Ford tests showed that the brake pedal forces required for achieving the 0.3g decelerations were relatively low for the normal condition, 35-40 N (8-9 lbf), increased by approximately 2-3 times normal when the EVP is disabled, 75-115 N (17-26 lbf), and increased by about 5-6 times normal for the complete brake booster failure condition, 205-215 N (46-48 lbf). This Preliminary Evaluation has been upgraded to Engineering Analysis (EA15-006) to test for EVP malfunctions under other vehicle operating conditions (e.g., low-speed driveway braking after cold-start with failed EVP), potential human factors contributions and to further assess the scope, frequency, and safety-related consequences of the alleged defect.The VOQs associated with the opening of this investigation are:10565994, 10575987, 10598351, 10604687, 10605701, 10607811, 10610491, 10615536, 10617828, 10619545, 10643075, 10650578, 10662151, 10664415, 10666988, 10668069, 10678844, 10695537, 10700874, 10706217, 10706271, 10712465, 10723033, 10723792, 10726960, 10730549, 10730721, 10730735, 10730837, 10730909, 10731008, 10731135, 10731157, 10731165, 10731395, 10731758, 10732609, 10732878, 10733375, 10733804, 10734558, 10734613, 10743859, 10744214, 10
PE13018 · Reduced Power During Hard Acceleration
Opened May 22, 2013 · Closed Apr 7, 2014
Status: closed (inferred from source dates) · Engine; Engine And Engine Cooling
On May 22, 2013, the Office of Defects Investigation (ODI) opened PE13-018 to investigate 95 complaints alleging incidents of reduced engine power during hard accelerations in model year (MY) 2011 through 2013 Ford F-150 trucks.ODI was aware of three technical service bulletins (TSBs) issued by Ford for a condition that was related to moisture accumulation in the Charge Air Cooler (CAC) for the turbochargers.A Preliminary Evaluation was opened to gather information to assess whether the subject vehicles contain a safety related defect.The subject vehicles are powered by Ford?s 3.5L EcoBoost engine which uses twin turbochargers to obtain a balance of fuel economy and engine power based on the driver?s demand.When the driver requests more power from the engine, as in accelerating to pass, merge, ascend hills or haul a load the two turbochargers will spin up compressing the air which is then used to increase the power created by the combustion in the engine.The compressed air, which gains heat by the compression process, is passed through a Charge Air Cooler (CAC) which is designed to lower the temperature of the air in order to make the combustion process even more efficient (Figures 1 and 2).In response to ODI?s Information Request letter, Ford indicated that a misfire condition could occur after steady-speed operation under significantly humid and rainy conditions.Ford?s analysis found that under those conditions, condensation could form and accumulate on the inside of the CAC tubes which could then be ingested into the engine during particularly hard acceleration near wide-open throttle.An engine misfire of up to three cylinders could occur if the amount of condensed water released from the CAC exceeded the engine?s operating threshold for water ingestion.Ford noted that due to regulations set by the EPA, the powertrain software would disable up to two of the misfiring cylinders for no more than 30 seconds and until the driver tips out the throttle in order to protect the catalytic converter from damage. Ford?s testing of this condition on the subject vehicles showed that a vehicle experiencing such a condition would continue to maintain its speed as well as accelerate, albeit at a lower rate than expected by the driver.Similar results were obtained in testing done by NHTSA?s Vehicle Research and Testing Center in East Liberty, Ohio (Figure 6).In an ongoing process to address the problem Ford issued a series of TSBs where a deflector shield was installed onto the CAC (Figures 3, 4 and 5).In January 2014 Ford indicated that its data shows that the TSBs have been effective in resolving the problem, that for the MY 2013 vehicles their remedy is 100% effective and the latest TSBs for MY 2011 ? 2012 are 95% effective.The 525 complaints to ODI and the total 4,120 unique VIN complaints listed in the Failure Report are incidents of alleged reduced power or driveability symptoms and not all are necessarily related to the condition created by water ingestion.Reduced power conditions can occur for a variety of reasons including faults with ignition coils, spark plugs, a catalytic converter, the throttle body, turbocharger, fuel pump/filter, powertrain control module (hardware or software) or transmission shifting problems.Ford also noted that in a large number of warranty claims on the subject vehicles, the CAC was replaced or a TSB procedure was performed when the symptoms exhibited were inconsistent with a CAC water ingestion related issue.Given these circumstances, further use of the agency resources in this matter does not appear to be warranted.Accordingly, this investigation is closed.The closing of
Additional source detail variants (2)
Engine And Engine Cooling
On May 22, 2013, the Office of Defects Investigation (ODI) opened PE13-018 to investigate 95 complaints alleging incidents of reduced engine power during hard accelerations in model year (MY) 2011 through 2013 Ford F-150 trucks.ODI was aware of three technical service bulletins (TSBs) issued by Ford for a condition that was related to moisture accumulation in the Charge Air Cooler (CAC) for the turbochargers.A Preliminary Evaluation was opened to gather information to assess whether the subject vehicles contain a safety related defect.The subject vehicles are powered by Ford?s 3.5L EcoBoost engine which uses twin turbochargers to obtain a balance of fuel economy and engine power based on the driver?s demand.When the driver requests more power from the engine, as in accelerating to pass, merge, ascend hills or haul a load the two turbochargers will spin up compressing the air which is then used to increase the power created by the combustion in the engine.The compressed air, which gains heat by the compression process, is passed through a Charge Air Cooler (CAC) which is designed to lower the temperature of the air in order to make the combustion process even more efficient (Figures 1 and 2).In response to ODI?s Information Request letter, Ford indicated that a misfire condition could occur after steady-speed operation under significantly humid and rainy conditions.Ford?s analysis found that under those conditions, condensation could form and accumulate on the inside of the CAC tubes which could then be ingested into the engine during particularly hard acceleration near wide-open throttle.An engine misfire of up to three cylinders could occur if the amount of condensed water released from the CAC exceeded the engine?s operating threshold for water ingestion.Ford noted that due to regulations set by the EPA, the powertrain software would disable up to two of the misfiring cylinders for no more than 30 seconds and until the driver tips out the throttle in order to protect the catalytic converter from damage. Ford?s testing of this condition on the subject vehicles showed that a vehicle experiencing such a condition would continue to maintain its speed as well as accelerate, albeit at a lower rate than expected by the driver.Similar results were obtained in testing done by NHTSA?s Vehicle Research and Testing Center in East Liberty, Ohio (Figure 6).In an ongoing process to address the problem Ford issued a series of TSBs where a deflector shield was installed onto the CAC (Figures 3, 4 and 5).In January 2014 Ford indicated that its data shows that the TSBs have been effective in resolving the problem, that for the MY 2013 vehicles their remedy is 100% effective and the latest TSBs for MY 2011 ? 2012 are 95% effective.The 525 complaints to ODI and the total 4,120 unique VIN complaints listed in the Failure Report are incidents of alleged reduced power or driveability symptoms and not all are necessarily related to the condition created by water ingestion.Reduced power conditions can occur for a variety of reasons including faults with ignition coils, spark plugs, a catalytic converter, the throttle body, turbocharger, fuel pump/filter, powertrain control module (hardware or software) or transmission shifting problems.Ford also noted that in a large number of warranty claims on the subject vehicles, the CAC was replaced or a TSB procedure was performed when the symptoms exhibited were inconsistent with a CAC water ingestion related issue.Given these circumstances, further use of the agency resources in this matter does not appear to be warranted.Accordingly, this investigation is closed.The closing of
Engine
On May 22, 2013, the Office of Defects Investigation (ODI) opened PE13-018 to investigate 95 complaints alleging incidents of reduced engine power during hard accelerations in model year (MY) 2011 through 2013 Ford F-150 trucks.ODI was aware of three technical service bulletins (TSBs) issued by Ford for a condition that was related to moisture accumulation in the Charge Air Cooler (CAC) for the turbochargers.A Preliminary Evaluation was opened to gather information to assess whether the subject vehicles contain a safety related defect.The subject vehicles are powered by Ford?s 3.5L EcoBoost engine which uses twin turbochargers to obtain a balance of fuel economy and engine power based on the driver?s demand.When the driver requests more power from the engine, as in accelerating to pass, merge, ascend hills or haul a load the two turbochargers will spin up compressing the air which is then used to increase the power created by the combustion in the engine.The compressed air, which gains heat by the compression process, is passed through a Charge Air Cooler (CAC) which is designed to lower the temperature of the air in order to make the combustion process even more efficient (Figures 1 and 2).In response to ODI?s Information Request letter, Ford indicated that a misfire condition could occur after steady-speed operation under significantly humid and rainy conditions.Ford?s analysis found that under those conditions, condensation could form and accumulate on the inside of the CAC tubes which could then be ingested into the engine during particularly hard acceleration near wide-open throttle.An engine misfire of up to three cylinders could occur if the amount of condensed water released from the CAC exceeded the engine?s operating threshold for water ingestion.Ford noted that due to regulations set by the EPA, the powertrain software would disable up to two of the misfiring cylinders for no more than 30 seconds and until the driver tips out the throttle in order to protect the catalytic converter from damage. Ford?s testing of this condition on the subject vehicles showed that a vehicle experiencing such a condition would continue to maintain its speed as well as accelerate, albeit at a lower rate than expected by the driver.Similar results were obtained in testing done by NHTSA?s Vehicle Research and Testing Center in East Liberty, Ohio (Figure 6).In an ongoing process to address the problem Ford issued a series of TSBs where a deflector shield was installed onto the CAC (Figures 3, 4 and 5).In January 2014 Ford indicated that its data shows that the TSBs have been effective in resolving the problem, that for the MY 2013 vehicles their remedy is 100% effective and the latest TSBs for MY 2011 ? 2012 are 95% effective.The 525 complaints to ODI and the total 4,120 unique VIN complaints listed in the Failure Report are incidents of alleged reduced power or driveability symptoms and not all are necessarily related to the condition created by water ingestion.Reduced power conditions can occur for a variety of reasons including faults with ignition coils, spark plugs, a catalytic converter, the throttle body, turbocharger, fuel pump/filter, powertrain control module (hardware or software) or transmission shifting problems.Ford also noted that in a large number of warranty claims on the subject vehicles, the CAC was replaced or a TSB procedure was performed when the symptoms exhibited were inconsistent with a CAC water ingestion related issue.Given these circumstances, further use of the agency resources in this matter does not appear to be warranted.Accordingly, this investigation is closed.The closing of