2020 Ford F-150

2020 Ford F-150 custom-built in Sept 2020 developed severe, textbook warning signs of rear-end failure while traveling—specifically severe low-speed metallic clanging and high-pitched whirring from the rear wheels. Recognizing the potential danger, we safely exited the highway and sought an immediate diagnostic from an independent shop. The diagnostic confirmed the defect mechanism detailed in NHTSA Campaign 23V896000: fractured axle hub bolts, disintegrated pinion gears, and metal shaving contamination throughout the 9.75-inch axle housing. While we avoided a high-speed highway shutdown by proactively seeking repairs, the underlying structural manufacturing defect is identical to the active recall. My truck's build date sits squarely inside the part production window specified by Ford in that campaign (starting Jan 28, 2020), but my VIN is excluded due to a generation cutoff. Note: We have retained the full replaced axle assembly fully intact and available for physical inspection by NHTSA investigators.

The transmission failed while driving. While accelerating to speed, there was a "clunk" and then the vehicle was unable to shift to another gear, stuck in 7th. The vehicle lurched continuously, decelerated suddenly, and I was unable to shift up or down. Cars behind me swerved to avoid hitting me. Luckily I was able to drive at below speed with hazards lights flashing to the nearby dealership. Truck has completed every recommended maintenance check and only has 65,600 miles on it. Repair costs for new transmission were stated to me at $9800 by the dealership. There were no warning signs or symptoms prior to the failure. However, reading multiple online complaints indicates Ford has known about the defect for the 10R80 transmission failure for years, as early as 2017, and there is a recall for this for model years 2017-2018. This is clearly a safety issue, and I am lucky I was not on the highway at high speed nor had my grandchildren in the vehicle.

Transmission failure vehicle when pulling into traffic/or road while up shifting the trans would have harsh shift and would slip as if not in gear the engine would rev rpm’s and slam hard into gear usually 2nd gear through 7th gear. Sometimes while driving say going downhill the transmission would down shifting from 10th gear to 8th gear hard, sometime it would down shift on the display to first gear and seemingly be coasting until it would just up shift to any gear it chose. My safety and that of my passengers was that while merging into traffic with the transmission slip or hunting for gears caused other traffic to brake, slow or avoid my vehicle.There were never any warnings on the display dash. Manufacturer Dealer had 7 week wait list for appointments but was scheduled. Manufacturer Dealer mechanic tested vehicle and determined code o76f present for 7th gear leading to failure of transmission and recreated the same failure results while test driving. Recommended transmission replacement and has since replaced the transmission with new transmission at my expense of $8630.00- taxes plus charge of $199.00 for diagnostic work.

10r80 transmission shifts from 7th & 9th gear to 2nd gear causing truck to jerk and over rev. there were two mil lights local shop was able to read and reset once and cleared codes. This just recurred and truck was not able to be driven. Ended up replacing transmission same week as this problem started. New transmission has been fine since.

* This complaint concerns a catastrophic failure of the transmission in my vehicle. This defect was first reported to a Ford dealer while still within the 5-year/60,000-mile powertrain warranty (Jan 3, 2023, at 58,679 miles; Invoice #XXX). * The condition worsened. Between July 2024 - Jan. 2026, I received 7 digital "Service Engine Soon" warnings via the Ford App. My dealer advised that the vehicle was "OK to drive" as long as the light (which never stayed on) was not flashing. I was told diagnostics could not be made unless the light was active at the dealership. Jan 16, 2026, the light came on; I was able to take the truck to the dealer. A fault code was finally captured, but the dealer reported a two-month service backlog. I could not wait that long. *Feb 2026, I established a clean engine baseline. I spent $833.15 to replace O2 sensors (EJ’s Automotive) to rule out engine−related performance issues. During this service (at 103,431 miles), an inspection confirmed metallic clutch material contamination in the transmission fluid only 10,248 miles after a 2nd professional flush. This failure occurred despite a total maintenance investment of $11,533.80 across 21 service visits. * This failure resulted in a dangerous Loss of Motive Power, creating a collision risk. The vehicle is currently grounded and completely inoperable. The dealership verbally designated the vehicle as VOR due to the confirmed diagnosis, only to contradict that status by claiming it was "driveable" after I declined a $15,000 quote for a teardown to diagnose the issue. * Since the truck can no longer tow, 2 third-party transports for a horse and a trailer relocation are necessary. The failure has also resulted in a total parasitic battery drain. The tailgate latch and door locks are inoperable, suggesting the transmission fault is interfering with module communication. This is consistent with the root cause Ford has acknowledged in TSBs 24-2101 and 25-2126 involving the CDF clutch drum sleeve. INFORMATION REDACTED PURSUANT TO THE FREEDOM OF

I own a Ford F-150 equipped with the 10R80 10-speed transmission. The truck has approximately 79,000 miles and has been diagnosed by a Ford dealership with CDF drum/cylinder and solenoid body failure. The quoted repair cost is over $10,000 for a remanned transmission replacement. This truck has shifted hard since approximately 30,000 miles, but I was led to believe it was normal behavior for the 10-speed transmission. The vehicle has been lightly used and properly maintained through Ford. It is still on its original tires and brakes, which supports that this is not a high-abuse or heavy-use vehicle. A major transmission failure at 79,000 miles under normal use is not reasonable vehicle durability. The failure involves the CDF drum/cylinder, a known failure point in the Ford 10R80 transmission. This can cause harsh shifting, delayed engagement, gear skipping, slipping, abnormal acceleration behavior, and unpredictable shifting. These conditions create a safety concern when accelerating into traffic, merging, turning across lanes, passing, or driving at highway speeds. Ford has issued technical service guidance related to the 10R80 transmission and CDF drum/cylinder failure, including diagnostic procedures for hydraulic leakage and internal repair. This confirms the issue is known and identifiable, yet owners are still facing extremely expensive failures outside the standard warranty period. Another concern is that Ford is proposing remanufactured transmission replacements rather than new replacements, despite reports of repeat CDF-related failures after remanufactured units if updated CDF components are not included. This is not normal wear and tear. This is premature failure of a known defective transmission component that affects drivability, reliability, and safety. Ford should not leave customers responsible for potentially multiple $10,000+ repair costs for a known 10R80/CDF drum failure.

The transmission was already rebuilt under warranty, had 49,700 miles. While traveling between 70-80(while passing)open road the transmission tried going into 1st gear happned a few times until went into limp mode. Just me, no trailer, nothing in the bed. The dealership nor corporate would do anything since I had turned off the truck. Even though the codes were stored.