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Ford · Known Issues

2019 Ford F-150 Problems: 36 Known Issues

2019 model year · 8,296+ owner reports · Updated September 2026

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2019 · All trims · All engines

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Issue summary

According to Au7o's analysis of 8,296+ owner reports, the 2019 Ford F-150 has 36 documented known issues, with 9 rated critical. The most serious are Brake Vacuum Pump Failure (EcoBoost) ($300-$800 repair), 3.0L Power Stroke Diesel CP4.2 High-Pressure Fuel Pump Catastrophic Failure (Fuel System Contamination) ($50-$15,000 repair), P0700 — Transmission Control System Malfunction (MIL Request) from Failed 6R80 Molded Leadframe ($300-$1,200 repair), 3.5L EcoBoost Turbocharger Wastegate Failure — Stuck Wastegate / Reduced Engine Power ($1,800-$5,000 repair), 3.5L EcoBoost cam phaser rattle on cold start ($800-$3,600 repair), 10R80 10-speed transmission harsh/erratic shifting and torque-converter shudder ($150-$4,500 repair), Positive Battery Cable / BMS Terminal Connection Loosens — Stall, Lost Power Assist, and Fire Risk (Recall 19S40 / NHTSA 19V805) ($0-$0 repair), 2.7L EcoBoost Coolant Intrusion from Cracked Cylinder Head ($4,000-$8,000 repair) and Rearview Camera Shows a Blank Image or Stays On After Reversing (Recall 25S72 / NHTSA 25V442). The most commonly reported issue is 10-Speed Transmission Shudder/Harsh Shifts with 2,800 owner reports. Across all issues with published estimates, repair costs range from $40 to $15,000. DIY maintenance guides at au7o.io.

In This Article

  • F-150 Engine7
  • F-150 Transmission3
  • F-150 Electrical4
  • F-150 Cooling3
  • F-150 Fuel System2
  • F-150 Brakes1
  • F-150 Safety/Recalls1
  • F-150 Body/Panels4
  • F-150 Drivetrain3
  • F-150 Exhaust2
  • F-150 Exterior2
  • F-150 Suspension1
  • F-150 Interior1
  • F-150 HVAC1
  • F-150 Emissions1
  • Recalls56
  • FAQ
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In This Article

  • Engine7
  • Transmission3
  • Electrical4
Cooling
3
  • Fuel System2
  • Brakes1
  • Safety/Recalls1
  • Body/Panels4
  • Drivetrain3
  • Exhaust2
  • Exterior2
  • Suspension1
  • Interior1
  • HVAC1
  • Emissions1
  • Recalls56
  • FAQ

    • All 36 Known Issues

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    On the 2011-2024 Ford F-150, the wastegate on the 3.5L EcoBoost turbochargers fails, either sticking (carbon/corrosion binding the valve and actuator arm) on early vacuum-operated designs or through electronic actuator/position-sensor faults on 2015-and-newer electric-actuator turbos. A stuck-closed wastegate causes overboost (P0234) and a metallic rattle, while a stuck-open wastegate or sensor/actuator faults cause underboost (P0299) and trip the powertrain into reduced-power limp mode. Because Ford does not sell the electronic wastegate actuator as a separate service part on later trucks, the accepted dealer repair is replacement of the entire affected turbocharger assembly, making it an expensive failure. Ford also issued TSB guidance (e.g., wastegate-arm rattle spring kits on 2017 3.5L) for related linkage slack.

    Common Symptoms

    • Significant loss of power / limp mode
    • Wrench light and 'reduced engine power' warning
    • Metallic rattle at startup or when lifting off the throttle
    • Boost gauge showing over- or under-boost
    • Check engine light with turbo wastegate performance codes

    How to Fix

    Diagnose the boost-control fault and rule out unrelated causes first (charge-pipe/boost leaks, cracked intercooler pipe, BOV, solenoid, vacuum leaks). On early vacuum-actuator turbos the wastegate actuator/diaphragm or linkage can sometimes be serviced or freed; on 2015+ electric-actuator turbos Ford's procedure replaces the complete turbocharger assembly since the actuator is not sold separately. Replace oil feed line screens if oil starvation contributed.

    Typical repair cost:$1,800 - $5,000

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    High ConfidenceVerifiedReviewed Jul 2026

    On the 2017-2020 Ford F-150 3.5L EcoBoost V6 (twin-turbo GTDI), second-gen 3.5L EcoBoost engines develop a loud rattle/knock from the front timing cover for 2-5 seconds on cold start (and sometimes at idle). The variable-cam-timing (VCT) phasers have a lock pin that fails to engage on startup, allowing the phaser to rattle against the cam sprocket. Over time the phasers and timing chain wear, which can throw cam/crank correlation codes and, if ignored, lead to further timing component damage. Ford acknowledged it in service bulletins and a Customer Satisfaction Program with an extended warranty.

    Common Symptoms

    • Loud rattle or knock from front of engine for 2-5 seconds on cold start
    • Rattle/ticking at idle once warm in worse cases
    • Rough idle or check-engine light with cam timing codes
    • Noise worse after the engine sits 6+ hours

    How to Fix

    Ford issued a PCM reflash (program 21B10) to change startup oil-pressure behavior and reduce phaser rattle, and Customer Satisfaction Program 21N03 to replace the cam phasers if the noise persists. Out of program, replacement of all four phasers plus timing chains/guides is a ~10-hour job. Replace phasers and timing chain set; use full-synthetic oil and stick to oil-change intervals to preserve VCT oil pressure.

    What you need to fix it

    Only diagnosis- and fitment-reviewed repair parts are linked here.

    • Timing chain, guide and tensioner kit (2 chains, guides, tensioner arms, tensioners)
      OEMHL3Z-6268-A (Ford timing chain)Cross-refCloyes 90954S, Cloyes 90954SX (no sprockets), Melling 31079S$150–$380

      The phasers are only half the repair — by the time the cold-start rattle is audible the chains, guides and tensioners are worn and must go in with the new phasers, otherwise the noise returns. Note which kit variant you buy: the "SX" ver…

    Typical repair cost:$800 - $3,600

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    High ConfidenceVerifiedReviewed Jun 2026
    Community reported
    920 owners

    On the 2015-2020 Ford F-150, the EcoBoost engines can develop oil leaks from the oil pan gasket. The leak often appears at the rear of the oil pan and can drip onto exhaust components, causing a burning oil smell. This is common on trucks with higher mileage.

    Common Symptoms

    • Oil spots under truck
    • Burning oil smell
    • Low oil level
    • Oil visible on oil pan
    • Smoke from under truck

    How to Fix

    Replace oil pan gasket. The repair is labor-intensive as the subframe often needs to be lowered for access. Use OEM gasket for best results. Clean oil pan and block mating surfaces thoroughly.

    What you need to fix it

    Only diagnosis- and fitment-reviewed repair parts are linked here.

    • Engine oil pan, 2.7L EcoBoost (updated design with press-in-place gasket)
      OEMJT4Z-6675-ECross-refFord ML3Z-6675-J (supersedes JT4Z-6675-B/C/D/E), Ford ML3Z-6675-M (current supersession of ML3Z-6675-J)$105–$193

      The 2.7L EcoBoost has a composite (plastic) oil pan sealed to the block with RTV, not a replaceable gasket. Ford's fix is to replace the whole pan with the later-style pan that carries a built-in gasket: TSB 23-2083 (supersedes 19-2205) …

      FordPartsGiant

    As an Amazon Associate, we earn from qualifying purchases; other part links may also earn au7o a commission. Confirm fitment by VIN before buying.

    Typical repair cost:$400 - $1,200

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    Based on 920 owner reports

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    High Confidence920 owner reportsLast reported by owners Feb 2024Reviewed Feb 2026

    On the 2018-2020 Ford F-150 5.0L Coyote V8 (Gen 3), third-generation 5.0L Coyote V8 trucks consume oil at an abnormally high rate (greater than ~1 quart per 3,000 miles) with no visible external leaks. Ford TSB 19-2365 attributes it to high intake-manifold vacuum during deceleration fuel shut-off pulling oil past the rings/valve guides and through the PCV system into the combustion chamber. Owners report having to top off oil between changes and risk running low if they do not monitor it. A class action alleges Ford's 'fix' (a lower dipstick mark) masks rather than cures the consumption.

    Common Symptoms

    • Burning more than ~1 quart of oil per 3,000 miles
    • Low-oil warnings between oil changes
    • No visible oil leaks under the truck
    • Occasional light blue exhaust smoke / fouled plugs

    How to Fix

    Ford's TSB 19-2365 remedy is a PCM reflash to reduce deceleration vacuum, plus a revised oil-level dipstick and an oil/filter change. Owners should check oil frequently and top off as needed. Persistent consumption beyond the reflash may require dealer documentation of consumption tests under powertrain warranty; severe cases involve PCV/valve-guide or short-block work.

    Typical repair cost:$0 - $2,000

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    On the 2018-2020 Ford F-150 5.0L Coyote V8, third-generation 5.0L Coyote F-150s consume engine oil at a high rate — greater than 1 quart per 3,000 miles — with no visible external leaks. Ford attributes the loss to high intake-manifold vacuum during deceleration fuel shut-off (DFSO) events pulling oil past the rings, valve guides, and PCV system into the combustion chamber. A class-action suit (Lyman v. Ford) alleges defective pistons and ring assemblies as the root cause. Owners frequently run the engine low on oil between changes, risking accelerated wear if unmonitored.

    Common Symptoms

    • Low oil level warning between changes
    • Burning more than 1 quart per 3,000 miles
    • No visible external oil leak
    • Occasional blue smoke on hard deceleration
    • Oil light or low-oil-pressure events

    How to Fix

    Ford's TSB remedy reprograms the PCM (altering DFSO behavior), installs a revised oil level dipstick with updated full/add marks, and performs an oil and filter change to begin a consumption-monitoring test. If consumption remains above spec after the calibration, dealers may perform a long-block/engine repair under powertrain warranty. Owners should check oil every fill-up and top off to avoid running dangerously low.

    Typical repair cost:$0 - $400

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    On the 2011-2025 Ford F-150, p0299 sets when actual boost is about 4 psi or more below the commanded value for several seconds, dropping the truck into reduced-power limp mode (orange wrench light). On EcoBoost F-150s the most common causes are NOT the turbos themselves but cheaper upstream parts: a loose or popped cold-side intercooler boot/clamp, a torn orange rubber diaphragm inside the electronic turbocharger bypass (blow-off) valve, and cracked charge-pipe couplers. On 14th-gen (2021+) trucks a specific failure is the plastic upper radiator air deflector warping and blocking the passenger-side turbo intake snorkel, starving that turbo for air (updated part ML3Z-8310-D). Wastegate-actuator sticking can also contribute. Owners frequently — and wrongly — replace turbochargers when a smoke test would have found a hose or the bypass-valve diaphragm.

    Common Symptoms

    • Sudden loss of power / reduced-power limp mode
    • Orange wrench warning light on the dash
    • Hissing or whoosh under boost (boost leak)
    • Hesitation on hard acceleration
    • P0299 stored, sometimes intermittent

    How to Fix

    Always perform a high-pressure smoke test of the charge-air system before condemning the turbos. Reseat/replace the cold-side intercooler boot and clamps; inspect the electronic bypass valve for a torn diaphragm and replace if leaking. On 2021+ trucks setting P0299 on the passenger bank, inspect the upper radiator air deflector and replace with the updated part (ML3Z-8310-D) if warped. Check wastegate actuators for free movement. Only after leaks, the bypass valve, deflector, and wastegate are ruled out should a turbocharger be considered. A boot/clamp fix can be under $100; a turbo replacement runs into the thousands.

    Typical repair cost:$50 - $700

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    Medium ConfidenceVerifiedReviewed Jun 2026
    Community reported
    1,200 owners

    On the 2018-2021 Ford F-150 5.0L V8, the 5.0L Coyote V8 can develop a ticking or rattling noise at startup, often from the cam phasers. This is similar to issues in the Mustang GT. The noise typically diminishes after the engine warms up but can indicate phaser wear.

    Common Symptoms

    • Ticking noise at cold startup
    • Rattle from top of engine
    • Noise diminishes when warm
    • Louder in cold weather
    • Check engine light in severe cases

    How to Fix

    Use quality synthetic oil and change regularly. Ford updated cam phaser design for later production. If noise is excessive, cam phaser replacement may be needed. Check for TSBs specific to your build date.

    Typical repair cost:$0 - $2,500

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    Based on 1,200 owner reports

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    High Confidence1,200 owner reportsLast reported by owners Feb 2024Reviewed Feb 2026

    On the 2011-2020 Ford F-150, on the F-150, P0700 is a generic "MIL request" companion code the PCM stores whenever the transmission control strategy has logged an underlying transmission fault — it points to a problem but never names it by itself. On the extremely common 6R80 six-speed automatic (F-150 2011-2020, plus the 6R80 in Expedition/Navigator), the fault that most often drives P0700 is a failing internal molded leadframe (the plastic wiring harness/module inside the transmission that houses the output/input/turbine speed sensors and connects the shift solenoids to the valve body, Ford p/n AL3Z-7G276-D). As the leadframe's soldered connections and speed sensors degrade, the PCM sets P0700 alongside the real culprit codes — typically output-speed-sensor and gear-ratio codes such as P0720, P0722, P0731, P0715 and/or P1500. Note the mid-production architecture change: on 2009-2010 6R80 units the TCM lives in a separate leadframe/Mechatronic module that talks to the PCM (so P0700 can also accompany a lost-communication U-code), while on 2011+ trucks Ford integrated the TCM logic into the PCM and companion codes store directly there. Newer F-150s (2017+) use the 10R80 10-speed, where P0700 more often stems from valve-body/solenoid and TCM software issues rather than a leadframe.

    Common Symptoms

    • Check-engine and/or wrench (transmission) warning light on
    • Harsh, delayed, or erratic shifting
    • Transmission stuck in a single gear (limp mode)
    • Speedometer dropping to zero or reading intermittently
    • Sudden unintended downshift into low gear at speed (rear-wheel lockup risk)
    • No/late upshifts and reduced power

    How to Fix

    Never replace parts off P0700 alone — pull the stored companion codes first. On a 6R80 F-150 showing P0700 with speed-sensor/ratio codes (P0720/P0722/P0731/P0715/P1500) and a wrench light, the accepted repair is to drop the transmission pan and replace the internal molded leadframe assembly (AL3Z-7G276-D), refill with Mercon LV, then clear codes and road-test. Eligible 2011-2013 F-150 (and 2012-2013 Expedition/Navigator) 6R80 trucks are covered FREE under Ford Customer Satisfaction Program 19N01, which extends leadframe coverage to 10 years/150,000 miles — check VIN eligibility before paying. A related PCM reprogram (recall 19S07) prevents the dangerous unintended downshift-to-first. If the leadframe checks out, diagnose the specific companion code (solenoid, valve body, wiring/connector corrosion, or low/burnt fluid). After any valve-body or solenoid work the TCM must be reflashed with the correct solenoid-body strategy or the truck will shift harshly. On 10R80 trucks, address the named companion code (often a shift-solenoid or valve-body concern) and update TCM software.

    Typical repair cost:$300 - $1,200

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    On the 2017-2023 Ford F-150, the 10R80 10-speed automatic (introduced on the 2017 F-150) is widely reported to shift harshly: jerking, clunking, banging on the 1-2 and 2-3 shifts, hesitation, gear hunting, and occasional limp-mode with a 'Transmission Not in Park' or 'drive mode not available' message. Many trucks also exhibit a torque-converter lockup-clutch shudder felt as a vibration around 30-45 mph. Root causes traced in later TSBs include adaptive-calibration mismatch during break-in, CDF drum bushing migration, and valve-body bore wear/scoring. A class action (O'Connor v. Ford, N.D. Illinois) covers the defect.

    Common Symptoms

    • Harsh 1-2/2-3 upshifts that jerk or clunk
    • Loud bang/clunk when starting the truck
    • Hesitation, gear hunting, or slipping
    • Vibration/shudder at 30-45 mph (torque-converter lockup)
    • Limp mode or 'drive mode not available' message

    How to Fix

    Start with a Ford PCM/TCM reflash to the latest calibration and an adaptive-learning relearn drive cycle (early TSBs 18-2079/18-2274, later 23-2250 superseded by 24-2046). For shudder, a transmission fluid service with Mercon ULV plus friction modifier helps. Persistent harsh shifts with valve-body bore damage require main control valve body replacement (TSB 22-2428). Severe cases need converter or transmission overhaul.

    Typical repair cost:$150 - $4,500

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    High ConfidenceVerifiedReviewed Jun 2026
    Community reported
    2,800 owners

    On the 2017-2023 Ford F-150, the 10R80 10-speed automatic transmission can develop a shudder during light acceleration, typically between 25-50 mph. This is caused by torque converter clutch issues and affects many F-150s. Ford has released multiple TSBs and fluid updates to address this.

    Common Symptoms

    • Shudder during light acceleration
    • Harsh or jerky shifts
    • Vibration between 25-50 mph
    • Clunk when shifting at low speeds
    • Shudder disappears under heavy throttle

    How to Fix

    Perform transmission fluid flush with Motorcraft Mercon ULV and add Ford friction modifier. Adaptive learning reset via FORSCAN or dealer may help. Multiple fluid changes sometimes needed. In severe cases, torque converter replacement required under warranty extension.

    Typical repair cost:$200 - $3,500

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    Based on 2,800 owner reports

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    High Confidence2,800 owner reportsLast reported by owners Feb 2024Reviewed Feb 2026

    On the 2019-2020 Ford F-150 All engines, on certain 2019-2020 F-150s, the fastener securing the Power Distribution Box (PDB) 12V cable and the Battery Monitoring Sensor (BMS) eyelets to the positive battery terminal may not be properly torqued, partly due to leftover wiring-eyelet adhesive on the BMS terminal interfering with metal-to-metal contact. This 'soft joint' creates intermittent high resistance that can cause flickering or inoperative instrument-panel displays, loss of braking or steering assist, and engine stalling. Worse, the resistive connection can overheat, leading to smoke, melting, or fire. Ford issued Safety Recall 19S40 (NHTSA 19V805) covering about 135,725 U.S. vehicles built at the Dearborn and Kansas City plants in mid-to-late 2019. This is a positive-terminal connection defect — separate from negative/ground cable corrosion no-start gripes and distinct from the FPDM corrosion issue. The related positive battery cable assembly is Ford PN JL3Z-14300-E.

    Common Symptoms

    • Intermittent or blank instrument-panel displays
    • Loss of power-steering or power-brake assist
    • Engine stalling
    • Burning smell, smoke, or melted insulation at the battery terminal
    • Battery/charging warning lights

    How to Fix

    This is a free safety-recall repair (19S40). Dealers inspect the positive battery cable / BMS / PDB joint, remove any excess sealant adhesive, reassemble, and retorque the fastener to spec. Owners should check VIN eligibility on Ford's recall site or NHTSA and have the work performed at no charge. If experiencing intermittent electrical faults, stalling, or any burning smell at the battery, stop driving and have it inspected promptly given the fire risk.

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    Typical repair cost:$0 - $0

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    Medium ConfidenceVerifiedReviewed Jun 2026

    On the 2013-2020 Ford F-150 All (infotainment, engine-independent), the Accessory Protocol Interface Module (APIM) — the computer behind the SYNC 2 and SYNC 3 touchscreen — is a very common failure on 2013-2020 F-150s. Its internal electronics and onboard flash storage degrade over time, producing a black/unresponsive screen (sometimes with backlight on), constant reboot loops stuck at the Ford logo, frozen touch input, and loss of backup-camera display, navigation, phone, and HVAC controls routed through the screen. It usually starts intermittently and worsens. Because the screen also displays the federally mandated rearview camera, a dead APIM is more than a convenience issue. This is one of the highest-volume F-150 electronics searches.

    Common Symptoms

    • Black or unresponsive touchscreen
    • Boot loop stuck at Ford logo
    • Frozen / non-responsive touch input
    • Loss of backup camera image
    • Random reboots while driving

    How to Fix

    First try a master reset and, importantly, update the APIM to the latest software level — Ford found many returned APIMs were simply running outdated software and did not actually need replacement (TSB guidance for SYNC 3 performance concerns). If the module is truly failed, replace the APIM; a replacement MUST be programmed (As-Built) to the vehicle's VIN/options via Ford service software or FORScan with an extended license — it is not plug-and-play. 2016 trucks adding CarPlay also need USB hub HC3Z-19A387-F. Software update may be free/low cost; programmed APIM replacement typically $400-$900 depending on nav.

    Typical repair cost:$0 - $900

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    Medium ConfidenceVerifiedReviewed Jun 2026
    Community reported
    1,100 owners

    On the 2015-2023 Ford F-150, the HVAC blend door actuators can fail, causing clicking noises from the dashboard and inability to control air temperature. Air may blow only hot or only cold regardless of settings. Multiple actuators are used and any can fail.

    Common Symptoms

    • Clicking from dashboard
    • HVAC only blows hot
    • HVAC only blows cold
    • Temperature doesn't change
    • Air from wrong vents

    How to Fix

    Replace failed blend door actuator. Actuators are located behind dashboard and require some disassembly. Consider replacing multiple actuators if one fails as others may follow. OEM parts recommended.

    What you need to fix it

    Only diagnosis- and fitment-reviewed repair parts are linked here.

    • HVAC mode door actuator (defrost / panel / floor air-distribution door)
      OEMFL3Z-19E616-CCross-refMotorcraft YH-1951, Ford supersession FL3Z-19E616-H (replaces -C and YH-1951)$24–$58

      Fits all 2015-2023 F-150 engines.

    Typical repair cost:$100 - $500

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    Based on 1,100 owner reports

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    High Confidence1,100 owner reportsLast reported by owners Feb 2024Reviewed Feb 2026

    On the 2018-2023 Ford F-150 All engines with Auto Start-Stop, f-150 owners frequently report that the Auto Start-Stop system stops functioning, throwing a 'Start-Stop not available — see owner's manual' message. The system requires the battery state of charge to stay above roughly 70%; the AGM battery setup and the high electrical load of these trucks lead to premature battery degradation, and dealers often diagnose a battery at well under full charge and replace it. Owners report the battery dropping below threshold repeatedly, with the feature disabling itself even on relatively new trucks. While the dropout itself is benign, the underlying weak/degraded battery can cause harder starts, electrical glitches, and repeat battery costs. Many owners ultimately install a start-stop 'eliminator' to keep the feature off rather than chase the battery.

    Common Symptoms

    • 'Start-Stop not available — see owner's manual' message
    • Auto Start-Stop intermittently or permanently stops engaging
    • Repeated battery replacements at low mileage
    • Slow cranking or hard starts
    • Battery warning light or low-voltage events

    How to Fix

    Load-test the battery and check state of charge — a battery below ~70% SOC or with reduced capacity is the usual cause and should be replaced with the correct AGM specification, not a cheaper flooded battery. Verify the BMS (battery monitoring sensor) and ground connections are clean and tight, and check for parasitic draw if the battery keeps discharging. Confirm the alternator is charging to spec. If the owner simply dislikes the feature, a memory-retaining start-stop disable module keeps it off without affecting the battery diagnosis.

    What you need to diagnose it

    The fix here starts with a test, not a part — which repair you need depends on what the test finds.At least one code uses a manufacturer-specific format. No scanner recommendation is shown because family-level coverage cannot prove it can read that code.

    • UNI-T UT210E Low-Current DC Clamp Meter

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    Testing and isolating the fault is DIY work. Replacing or reprogramming a control module is not — most are VIN-programmed, so a new one does nothing until a shop codes it to your car. Check for an open recall or service bulletin before buying anything.

    Typical repair cost:$200 - $450

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    Medium ConfidenceVerifiedReviewed Jun 2026

    On the 2015-2022 Ford F-150 2.7L EcoBoost, ford's 2.7L EcoBoost (and related small-displacement EcoBoost engines) is prone to micro-cracks forming in the cylinder head around the exhaust ports, allowing coolant to seep into the combustion chamber. This produces unexplained coolant loss with no external leak, white sweet-smelling exhaust, cold-start misfires, and oil emulsification ('mayonnaise' under the oil cap). Left unaddressed it can cause catastrophic engine damage. The defect is the subject of active consolidated federal class-action litigation covering 2.7L and 3.5L F-150, Bronco, and Edge as of 2026.

    Common Symptoms

    • Coolant loss with no visible leak
    • White smoke and sweet smell from exhaust
    • Cold-start misfire on one cylinder
    • Rough idle
    • Milky/emulsified oil on cap or dipstick
    • Overheating

    How to Fix

    Diagnosis requires a coolant pressure/combustion-gas test and pulling spark plugs to confirm coolant in a cylinder. The fix is cylinder head replacement (or full long-block if damage is extensive); a head gasket alone will not cure a cracked head. Some repairs fall under Ford's extended coolant-intrusion warranty coverage for affected engines — owners should check warranty status before paying out of pocket, as quotes run $4,000-$8,000.

    Typical repair cost:$4,000 - $8,000

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    High ConfidenceVerifiedReviewed Jun 2026
    Community reported
    720 owners

    On the 2017-2021 Ford F-150 3.5L EcoBoost, the water pump on the 3.5L EcoBoost can fail or develop leaks, causing coolant loss and potential overheating. The pump is internal and driven by the timing chain, making replacement labor-intensive.

    Common Symptoms

    • Coolant leak
    • Overheating
    • Low coolant warning
    • Sweet coolant smell
    • White residue near pump

    How to Fix

    Replace water pump when symptoms appear. Consider timing chain inspection/replacement at same time if high mileage. Replace thermostat while accessible. Ensure proper cooling system bleeding after repair.

    What you need to fix it

    Only diagnosis- and fitment-reviewed repair parts are linked here.

    • Engine Water Pump
      Cross-refDP2263

      Fitment confirmed against the ShowMeTheParts catalog for this vehicle's year and engine.

      eBay

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    Typical repair cost:$800 - $2,000

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    Based on 720 owner reports

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    Community Reported
    High Confidence720 owner reportsLast reported by owners Feb 2024Reviewed Feb 2026

    On the 2015-2023 Ford F-150, the plastic pressurized coolant degas (overflow/expansion) bottle and the plastic quick-connect tees/Y-fittings that route coolant between the block, radiator, and bottle develop hairline cracks and seep, especially at seams and hose necks and in cold weather where the square-cut O-rings on the quick-connects shrink. Owners chase a slow coolant loss and sweet smell that is hard to pinpoint because the crack only weeps under pressure or when cold. If ignored it can lead to low-coolant overheating.

    Common Symptoms

    • Slow, unexplained coolant loss
    • Sweet coolant smell, occasional steam
    • Coolant residue around the overflow bottle or plastic fittings
    • Low-coolant warning / heater going cold
    • Leak worse when cold, reseals when hot

    How to Fix

    Pressure-test the cooling system to reveal the weep. Replace the degas bottle and any cracked plastic tee/Y quick-connect fittings as an assembly — a new hose/fitting will not seal reliably on an old bottle neck. Replace shrunken O-rings on quick-connects. Refill with the correct Ford orange/yellow spec coolant and burp the system.

    Typical repair cost:$150 - $450

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    Medium ConfidenceVerifiedReviewed Jul 2026

    On the 2018-2020 Ford F-150 3.0L Power Stroke V6 turbo-diesel (Lion), the 2018-2020 F-150 3.0L Power Stroke diesel uses a Bosch CP4.2 high-pressure fuel pump. The CP4 was engineered for high-lubricity European diesel, not U.S. ultra-low-sulfur diesel, so its internal roller/cam followers can run dry and gall. Air ingress and cavitation accelerate the wear. When the pump fails it doesn't just stop — it 'grenades,' sending metal shavings throughout the entire high-pressure fuel system, destroying injectors, rails, lines, and the tank in a cascade. Owners have reported failures as early as ~48,000 miles, and the resulting whole-system replacement commonly runs $8,000-$15,000+. It is the single most catastrophic and most-searched issue for the F-150 diesel.

    Common Symptoms

    • Sudden loss of power / engine stall and no-restart
    • Hard starting or extended cranking
    • Metal debris found in fuel filter
    • Fuel-system / powertrain warning lights
    • Rough running before total failure

    How to Fix

    Prevention is key: run a quality diesel fuel/lubricity additive at every fill, change the fuel filters on schedule, prime carefully and avoid running the tank to empty (air ingress), and consider a CP4 'disaster prevention'/bypass kit that routes pump weep fuel and filters debris before it reaches the tank/lines (e.g. S&S Diesel CP4-6.7F-BP-G2.1-class kits, model-fitment dependent). After a failure, the entire high-pressure side must be replaced — CP4 pump (Bosch, Ford FC3Z-9A543-A-class on 6.7; verify exact 3.0L PN), all injectors, rails, lines, and tank flush. Some owners convert to a more tolerant pump. Prevention kit/additive $50-$500; post-failure repair $8,000-$15,000+.

    Typical repair cost:$50 - $15,000

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    On the 2011-2020 Ford F-150 3.5L EcoBoost V6, the 3.5L EcoBoost's high-pressure direct (GDI) injectors run at diesel-like pressures and are a common failure item, especially at higher mileage and after heat-soak. A stuck-open or electrically failing injector floods a cylinder and can wash down neighboring cylinders on the same bank, producing a cold-start misfire that often smooths out once warm. It commonly sets injector-circuit codes (P0201-P0206) alongside misfire codes (P0300-P0308) and occasionally a total-misfire/knock code. It is frequently misdiagnosed as coils or plugs before the injector is found.

    Common Symptoms

    • Cold-start misfire / stumble that smooths when warm
    • Rough idle and hesitation on acceleration
    • Check-engine light, often flashing on start
    • Fuel smell from exhaust, poor fuel economy
    • Single-cylinder or same-bank multi-cylinder misfire

    How to Fix

    Read freeze-frame and identify the specific cylinder; compare fuel-injector balance/contribution data. Swap or replace the failed GDI injector (intake manifold removal required for access) and inspect for fuel-washed plugs. Replace plugs/coils on the affected cylinder if fouled. Verify high-pressure fuel pump output and low-side pressure to rule out supply issues before replacing multiple injectors.

    What you need to fix it

    Only diagnosis- and fitment-reviewed repair parts are linked here.

    • High-pressure direct-injection (GDI) fuel injector — 2011-2016 3.5L EcoBoost (Gen 1)
      OEMBL3Z-9F593-BCross-refMotorcraft CM-5202 (superseded by BL3Z-9F593-B), Ford BL3Z-9F593-A (earlier revision, superseded), Ford engineering number BL3E-9F593-HB / BL3E-HB$95–$185

      Sold individually; the engine takes 6 (Require Quantity: 6). Gen 1 (2011-2016) 3.5L EcoBoost is direct-injection ONLY, so this is the single injector type on the engine.

      Amazon
    • High-pressure direct-injection (GDI) fuel injector — 2017-2020 3.5L EcoBoost (Gen 2)
      OEMHL3Z-9F593-BCross-refBosch 0261500307, Motorcraft/Ford service reference CM5254, Ford 82511115$66–$140

      Sold individually; 6 per engine.

    As an Amazon Associate, we earn from qualifying purchases; other part links may also earn au7o a commission. Confirm fitment by VIN before buying.

    Typical repair cost:$650 - $1,500

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    Medium ConfidenceVerifiedReviewed Jul 2026
    Community reported
    680 owners

    On the 2015-2020 Ford F-150, the vacuum pump that provides brake assist on EcoBoost F-150s can fail, resulting in a hard brake pedal and reduced braking assist. Since turbo engines don't produce intake vacuum like naturally aspirated engines, they rely on this pump.

    Common Symptoms

    • Hard brake pedal
    • Increased stopping distance
    • Brake warning light
    • Whining noise from pump area
    • Reduced brake assist

    How to Fix

    Replace vacuum pump. This is a safety-critical repair - do not drive with failed pump. Check for diagnostic codes related to brake booster. Inspect vacuum lines for leaks as well.

    Typical repair cost:$300 - $800

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    High Confidence680 owner reportsLast reported by owners Feb 2024Reviewed Feb 2026

    On the 2019-2020 Ford F-150, ford recalled 2019-2020 F-150 pickups under campaign 25S72 (NHTSA 25V442000) for a rearview camera software error. On an affected truck the camera can display a blank image when the driver shifts into reverse, or the reversing image can stay up on the display after the backing event has ended and the truck is shifted out of reverse. NHTSA classified this under Back Over Prevention: Software. A blank image reduces the driver's view of what is behind the pickup while backing, and an image that lingers after the truck is moving forward is a distraction. Ford states both situations can increase the risk of a crash. The same campaign covers a long list of other Ford and Lincoln vehicles built in overlapping years; the F-150 portion is limited to the 2019 and 2020 model years.

    Common Symptoms

    • Rearview camera displays a blank image when reverse is selected
    • Backup camera image stays on the screen after shifting out of reverse

    How to Fix

    The repair is free at any Ford dealer: the dealer reprograms the rearview camera software to the corrected level. No parts purchase is involved. Owner notification letters for this campaign were mailed September 4, 2025, so if you bought the truck used you may never have received one — enter your VIN at nhtsa.gov/recalls to see whether 25V442000 is still open on your specific F-150. Ford customer service can be reached at 1-866-436-7332, and Ford's internal number for the recall is 25S72.

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    On the 2009-2024 Ford F-150, the foam gasket that seals the roof-mounted center high-mount stop lamp (CHMSL / third brake light) against the cab dries out, compresses and shrinks with heat and UV exposure, breaking the watertight seal. Rainwater then runs down inside the cab from the roof opening, soaking the headliner, rear seat area and carpet, and can corrode wiring or foster mold. It is one of the most widely reported non-powertrain complaints across multiple F-150 generations. Ford has issued TSBs on this failure over the years (e.g., 04-20-5 on the 2004 truck) and now sells an updated lamp assembly with a thicker gasket, tacitly acknowledging the original design flaw. NOTE: there is NO confirmed Ford 10-year/150,000-mile warranty extension for this repair — that program (TSB 23-074-23 / warranty extension XG1) belongs to RAM/Stellantis and was mistakenly attributed to Ford in some sources.

    Common Symptoms

    • Water stains or wet spots on the headliner, especially rear corners
    • Damp or soaked carpet/floor behind the rear seats
    • Condensation or fog on the inside of the rear window
    • Water or condensation visible inside the third brake light housing
    • Musty/moldy smell in the cab after rain or a car wash
    • Occasional intermittent third brake light electrical failure from corrosion

    How to Fix

    Replace the CHMSL/third brake light assembly with the updated OEM lamp that uses a thicker, more durable gasket, or reseal the housing with fresh butyl tape (preferred over RTV so the bulb can still be serviced). Dry out and inspect the headliner and rear cab for water damage. Typically an inexpensive DIY or dealer repair; unlike RAM, Ford has no broad warranty-extension program covering it, so check individual model-year TSBs and any active coverage with a dealer.

    Typical repair cost:$40 - $250

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    On the 2015-2020 Ford F-150, f-150 trucks equipped with the large twin-panel (panoramic) sunroof have reports of the tempered glass spontaneously shattering or 'exploding' with a loud bang, sometimes at highway speed, raining glass into the cabin. Owners and a class action attribute it to the ceramic enamel paint band on the glass edge weakening the tempered panel combined with stress from the large opening and track hardware. Ford has not issued a recall, so repairs are usually out of pocket or via insurance.

    Common Symptoms

    • Loud bang/gunshot-like noise followed by shattered sunroof glass
    • Glass fragments falling into the cabin
    • Cracking radiating from the edge of the glass panel
    • Broken sunroof shade track clips / shade won't move

    How to Fix

    There is no recall remedy; replacement of the shattered glass panel (and any damaged track/shade hardware) is the fix, typically through a Ford dealer, a glass shop, or insurance comprehensive coverage. Some owners pursue goodwill assistance from Ford or join the class action. Inspect the sunroof shade track plastic clips, which also fail on these trucks.

    Typical repair cost:$500 - $1,500

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    High ConfidenceVerifiedReviewed Jun 2026

    On the 1997-2020 Ford F-150 All engines, f-150s have a long-running problem with rainwater entering the cab from the top rear of the cab. Two sources dominate: the foam/rubber gasket behind the high-mounted third brake light dries out and cracks, and the butyl-tape seal around the fixed rear window (or the slider track) deforms with age. Water runs down inside the cab, soaking the headliner and rear carpet and pooling behind the rear seat. Because the cab cavity drains poorly, trapped water rots the cab corners and lower rear seat area from the inside out. Owners report mildew smell, wet rear floor, foggy windows, and corroded seat-belt anchors over time. CarComplaints documents this prominently on the 2010 model year, and forum reports span the 1997-2014 trucks heavily.

    Common Symptoms

    • Water dripping from the top of the rear window or headliner after rain or a wash
    • Wet rear carpet or water pooling behind the rear seat
    • Musty/mildew smell and interior fogging
    • Stained or sagging headliner at the rear
    • Rust forming at the lower rear cab corners

    How to Fix

    Pinpoint the source with a careful water test from the bottom up. If the third brake light is the source, remove it and replace the foam gasket and reseal (a common, inexpensive fix). If the rear window is leaking, the back glass must be reset with fresh butyl tape/urethane, or a cracked slider seal replaced. Dry the headliner and carpet thoroughly and treat any cab-corner rust before it perforates; verify cab drain paths are clear. Typical parts+labor for the gasket/reseal runs roughly $100-$300; bodywork for resulting rust is far more.

    Typical repair cost:$100 - $600

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    Medium ConfidenceVerifiedReviewed Jun 2026

    On the 2015-2023 Ford F-150 All (body, engine-independent), on 2015+ aluminum-body F-150s with the power-locking/keyless tailgate, the electric tailgate lock actuator weakens and fails — it clicks but won't lock/unlock, operates intermittently (especially in cold weather), grinds, or quits entirely so the tailgate won't open from the key fob or handle. A second, well-documented failure mode is the tailgate releasing or unlocking on its own: a connector near the spare tire lets in snow, ice, and road salt, corroding the circuit and sending a false release signal to the BCM, which can open/unlock the tailgate unexpectedly (a security and cargo-loss concern). Ford addressed related tailgate-cable/routing issues in TSB 19-2024. It is a popular F-150 search and an easy DIY.

    Common Symptoms

    • Tailgate clicks but won't lock/unlock
    • Tailgate won't open from fob or handle
    • Intermittent operation in cold weather
    • Tailgate opens or unlocks by itself
    • Grinding noise from latch before failure

    How to Fix

    For no-open/intermittent operation, replace the tailgate lock actuator motor — OEM GC3Z-9943170-E (also cross-referenced FL3Z-9943170-C / GC3Z-9943170-A/B) for 2015-2023 power-tailgate trucks; the manual handle remains as a backup. For self-opening/unlocking, clean and dielectric-grease the corroded connector near the spare tire (inspect every ~6 months in salt regions) and repair any chafed wiring; verify BCM isn't seeing a false signal. Actuator ~$60-$180; DIY replacement ~30-45 min, or $150-$250 at a dealer.

    Typical repair cost:$60 - $250

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    Medium ConfidenceVerifiedReviewed Jun 2026
    Community reported
    876 owners

    On the 2015-2020 Ford F-150, the two-piece driveshaft uses a center support (carrier) bearing that can wear out, causing vibration and noise. The rubber support degrades over time, especially in hot climates or with heavy towing. Ford TSB addresses this issue.

    Common Symptoms

    • Vibration at highway speeds (40-70 mph)
    • Humming or howling noise from underneath
    • Vibration worse under load
    • Visible cracking in carrier bearing rubber
    • Clunking when shifting into gear

    How to Fix

    Replace the carrier bearing assembly ($150-300 parts). Consider upgrading to a heavy-duty carrier bearing if towing frequently. The job requires dropping the driveshaft and is about 2-3 hours labor. Some owners upgrade to aftermarket carrier bearings with greaseable Zerk fittings for longer life.

    Typical repair cost:$300 - $700

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    High ConfidenceVerified876 owner reportsLast reported by owners Feb 2024Reviewed Feb 2026

    On the 2004-2024 Ford F-150, ford's 4x4 F-150s use a vacuum-operated Integrated Wheel End (IWE) system instead of conventional locking hubs: vacuum keeps the front hubs UNLOCKED in 2WD and is released to lock them for 4WD. The system relies on vacuum lines, a hood-area solenoid, and a check valve that are highly vulnerable to water, road salt, and cracking. A single leak causes the hubs to partially engage, producing a loud grinding or clicking from the front wheels under acceleration/deceleration in 2WD — a hallmark symptom that typically disappears in 4-Auto/4-High because removing vacuum fully locks the hub. It is among the most-searched F-150 4x4 noise complaints and is covered by TSBs 20-2028 and 24-2189A.

    Common Symptoms

    • Grinding or clicking from front wheels in 2WD
    • Noise on acceleration/deceleration
    • Noise disappears when switched to 4WD
    • Grinding worse after rain or in winter/salt
    • 4WD fails to fully engage

    How to Fix

    Diagnose in steps: replace the cheap IWE check valve first, inspect/replace cracked vacuum lines and the IWE solenoid (often water-drenched below the cowl), then replace the IWE hub-lock actuators themselves if grinding persists. Confirm it is the IWE and not a failed wheel hub/bearing (IWE noise goes away in 4WD; a bad bearing does not). OEM IWE actuator part numbers: 7L1Z-3C247-A (2004-2014) and HL1Z-3C247-A (2015+); check valve and solenoid sold separately. Check valve ~$15-$40; actuators ~$80-$180 each; full system repair commonly $200-$700 with labor.

    What you need to fix it

    Only diagnosis- and fitment-reviewed repair parts are linked here.

    • IWE Vacuum Solenoid with Bracket — 2004-2009
      OEM6L3Z-9E441-A$35–$110

      If your truck is a 2007-2009 build, confirm by VIN which of the two solenoids your truck actually c

    • IWE Vacuum Check Valve / Vacuum Line Tube — 2015-2020
      OEMFL3Z-3A788-BCross-refDorman 926-390, Ford FL3Z-3A788-A (earlier revision), Ford engineering number FL34-7A788-AD$13–$45

      This is the cheapest part in the whole IWE chain and the correct FIRST thing to replace — it is the classic cause of the clacking/grinding on a cold start. Sold as a check valve integrated into the vacuum line tube.

      Amazon

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    Typical repair cost:$100 - $700

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    Medium ConfidenceVerifiedReviewed Jun 2026

    On the 2004-2020 Ford F-150, the rear axle (commonly the 8.8-inch) develops a speed-dependent whine or howl as the pinion bearing and ring-and-pinion gears wear, often the most common source of axle noise on Ford trucks. The noise typically appears under acceleration or on deceleration and changes with throttle. On limited-slip units, worn clutch packs add a chatter or shudder during slow tight turns. Neglected or contaminated gear oil, and never-changed fluid, accelerate the wear.

    Common Symptoms

    • Speed-dependent whine/howl from the rear
    • Noise changes with acceleration vs. coast
    • Chatter or shudder in slow tight turns (limited slip)
    • Metal shavings in gear oil
    • Growl or rumble that worsens over time

    How to Fix

    Check fluid level and condition first (metal shavings = internal wear). For clutch-pack chatter, drain and refill with the correct gear oil plus Ford friction modifier. For bearing/gear whine, pull the diff cover and inspect; a howling pinion bearing or worn ring-and-pinion requires a rebuild with new bearings and proper pinion preload/backlash setup. Replace limited-slip clutches if chattering persists.

    Typical repair cost:$500 - $1,600

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    Medium ConfidenceVerifiedReviewed Jul 2026

    On the 2004-2020 Ford F-150, ford modular V8s (and the EcoBoost V6 turbo manifolds) are notorious for snapping the small (8mm) exhaust-manifold-to-head studs/bolts. They are installed without anti-seize and corrode/fatigue from repeated heat cycling; on the turbo EcoBoost engines, a large share of the turbo/manifold weight hangs off the fasteners. The classic symptom is a ticking/tapping noise that is loudest on a cold start (when the manifold gap is widest) and fades as the engine warms and metal expands — caused by exhaust escaping past the broken fastener. It is a heavily-searched DIY topic because fasteners that break flush with the head are difficult to extract.

    Common Symptoms

    • Ticking/tapping that is loud on cold start and quiets when warm
    • Exhaust smell or sound near the engine
    • Soot streaks at the manifold-to-head flange
    • Reduced power / drone in severe leaks

    How to Fix

    Confirm the leak (cold-start tick, soot/black streaking at the manifold flange). Replace broken studs/bolts with a hardware kit using anti-seize; studs snapped flush must be drilled out with a left-hand cobalt bit (often a 90-degree drill) and may require an EZ-out or, worst case, head removal. Inspect/replace the manifold gasket. Common parts: Dorman exhaust manifold hardware kits 03408 (gas V8) and 03430 (4.6/5.4 3V) plus OEM studs. Hardware $20-$60; professional repair commonly $300-$700, more if studs break flush or the manifold is cracked.

    What you need to fix it

    Only diagnosis- and fitment-reviewed repair parts are linked here.

    • Exhaust Manifold Gasket Set
      Cross-refMS19261

      Fitment confirmed against the ShowMeTheParts catalog for this vehicle's year and engine.

      Amazon

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    Typical repair cost:$50 - $700

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    On the 2011-2024 Ford F-150, both the 3.5L and 2.7L EcoBoost turbos use exhaust wastegates whose actuator arm/linkage develops play as the bushings wear. The result is a distinctive metallic rattle — most noticeable for the first ~30-60 seconds after a cold start and at light throttle — coming from the turbo area. It is one of the most-searched EcoBoost noises because it sounds alarming but is usually a wear/NVH issue rather than an immediate failure. Ford has issued TSBs: 3.5L wastegate-rattle bulletins and a 2025 TSB for 2024 2.7L trucks (built on/before Oct 4, 2024) where a missing wave spring between the wastegate actuator lever arm and the turbine housing causes the rattle on both turbos.

    Common Symptoms

    • Metallic rattle from turbo area on cold start (~30-60 sec)
    • Rattle at light throttle / tip-in
    • Noise diminishes once engine warms
    • No performance loss in early stages

    How to Fix

    Confirm the noise originates at the turbo wastegate (not the timing chain or cam phasers). Per Ford's 2.7L TSB, the repair is installing wave springs between the wastegate actuator lever arms and turbine housings on both turbochargers. For worn 3.5L actuators with excessive arm play, the fix is a new wastegate actuator or, in severe cases, turbocharger replacement under warranty. Often deferred if purely cosmetic noise. Wave-spring/actuator repair typically $150-$600; turbo replacement is far more but usually warranty-covered when within coverage.

    Typical repair cost:$150 - $700

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    Medium ConfidenceVerifiedReviewed Jun 2026

    On the 2015-2024 Ford F-150, ford's two-piece factory lug nuts (a steel core with a thin chromed/stainless decorative cap) trap moisture between the layers. The steel core corrodes and the resulting rust bloom swells the cap outward, so the standard 21mm/22mm socket and the truck's own lug wrench no longer fit. Owners discover the problem during a roadside flat tire and are unable to remove the wheel, and over-torqued or distorted caps can also compromise proper clamping. The issue affects F-150, Expedition, and Navigator and was the subject of a (dismissed) class-action suit.

    Common Symptoms

    • Socket or lug wrench will not seat on lug nut
    • Visibly bulged/peeling chrome cap
    • Cannot remove wheel to change a flat
    • Loose-feeling caps spinning on the steel core

    How to Fix

    Permanent fix is to discard all factory two-piece lug nuts and install solid one-piece (forged steel) M14x1.5 lug nuts; an aftermarket set runs roughly $40-$90 versus ~$220 for genuine Ford pieces. Torque to 150 lb-ft. Avoid high-pressure washing directly at the wheels, which forces water under the caps. Swollen nuts can be removed in the field with a slightly undersized impact socket driven on.

    Typical repair cost:$40 - $200

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    High ConfidenceVerifiedReviewed Jun 2026

    On the 2015-2019 Ford F-150 All engines, after the F-150 switched to a largely aluminum body in 2015, owners began reporting paint bubbling, blistering, and peeling on the aluminum hood, roof, and side panels, often within a few years of purchase. The defect is attributed to iron particle (galvanic) contamination of the aluminum before painting and/or primer adhesion problems, which lets corrosion form under the clear coat and lift the paint. Ford issued TSB 17-0062 (2002-2017 F-150) directing technicians to replace corroding aluminum panels, and a class-action lawsuit (later dismissed only as to the named plaintiff) alleged Ford knew of the issue. Owners note the body-panel corrosion warranty only applies if a panel 'perforates' — which aluminum effectively cannot — making warranty relief difficult. The defect is cosmetic but expensive to repair properly.

    Common Symptoms

    • Paint bubbling or blistering on the hood, roof, or doors
    • Peeling or lifting clear coat over aluminum panels
    • White/gray powdery corrosion under the paint
    • Spreading blisters that worsen over time

    How to Fix

    Affected panels generally must be stripped to bare metal, the iron contamination/corrosion removed, and the panel re-primed and repainted — or the panel replaced per TSB 17-0062. Address it early before bubbling spreads. Document the defect and pursue goodwill/warranty assistance from Ford, citing the TSB. To slow new contamination, use an iron-fallout remover during washing and keep the truck clear of brake-dust and rail-dust deposits.

    Typical repair cost:$500 - $3,000

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    On the 2015-2020 Ford F-150, the sealed, non-serviceable front hub/bearing assemblies on 13th-gen F-150s wear out and produce a speed-dependent humming or grinding that gets louder with speed and can shift with cornering load, plus steering-wheel/floor vibration. Because the wheel-speed sensor lives in the hub, a wobbling bearing or damaged tone ring commonly triggers ABS and traction-control warning lights and disables those systems. Failures are frequently reported around 80k-120k miles and are often confused with IWE noise on 4WD trucks.

    Common Symptoms

    • Humming/growling that increases with speed
    • Steering wheel or floor vibration
    • ABS and traction-control warning lights
    • Noise changes when turning left vs. right
    • Grinding that worsens over time

    How to Fix

    Confirm by checking for wheel-bearing play and locating the noise (worsens with speed, may change when loading the bearing in a turn). On 4WD, rule out IWE failure first (IWE grind often stops when 4WD is engaged; hub noise does not). Replace the complete hub/bearing assembly (bearing is not separately serviceable) and clear ABS codes. Torque axle nut and fasteners to spec.

    What you need to fix it

    Only diagnosis- and fitment-reviewed repair parts are linked here.

    • Wheel Bearing and Hub Assembly
      Cross-refBR931016

      Fitment confirmed against the ShowMeTheParts catalog for this vehicle's year and engine.

      eBay

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    Typical repair cost:$300 - $750

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    Medium ConfidenceVerifiedReviewed Jul 2026

    On the 2015-2020 Ford F-150 All engines, the upper instrument-panel material on F-150 XL and XLT trims warps, lifts, and separates at the defroster vents, especially in hot, sunny climates. Owners report the dash bubbling and pulling apart within months of purchase in some cases, with a sticky or distorted surface near the windshield. Ford acknowledged the defect in TSB 19-2041 (also covered by 20-2268), instructing dealers to replace the entire upper instrument-panel section. The TSB applies only to XL/XLT trims — Lariat and higher use a different dash material that is not prone to warping. The problem is cosmetic (no safety impact) but widespread enough to spawn owner complaints and legal inquiries; the warranty repair is a multi-hour job (6.0-6.2 labor hours).

    Common Symptoms

    • Dash material lifting, bubbling, or separating at the defrost vents
    • Sticky or distorted surface near the windshield base
    • Gap or crack along the top of the instrument panel
    • Worsens in hot, sunny conditions

    How to Fix

    Ford's remedy per TSB 19-2041 is replacement of the upper instrument-panel section on affected XL/XLT trucks. If still within the New Vehicle Limited Warranty, this is covered at no cost. Out of warranty, options are the dealer dash replacement, an aftermarket dash cap/cover, or living with the cosmetic defect. Parking in shade and using a windshield sun shade slows progression but does not reverse existing warping.

    Typical repair cost:$0 - $1,200

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    On the 2012-2020 Ford F-150, the evaporator core inside the dash develops small refrigerant leaks that slowly bleed the system down, leaving the A/C blowing warm or only cold intermittently; a musty odor is a common companion complaint. Because the evaporator is buried behind the dash, the leak is easy to miss and repeat 'recharge' visits don't hold. CarComplaints documents evaporator-leak complaints across several model years, and it is one of the more labor-intensive HVAC repairs on the truck.

    Common Symptoms

    • A/C blows warm or only intermittently cold
    • Refrigerant needs repeated recharging
    • Oily refrigerant residue at HVAC drain
    • Musty/moldy smell from vents
    • Poor cooling on hot days

    How to Fix

    Confirm the leak with dye or an electronic sniffer / nitrogen pressure test after verifying it isn't a condenser, line, or O-ring leak (cheaper to fix). Evaporator replacement requires dash/HVAC-box removal, evacuation, new O-rings and desiccant/accumulator, and a proper recharge to spec. Replace the cabin filter and treat the case to address the musty smell.

    Typical repair cost:$1,000 - $1,900

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    Community Reported
    Medium ConfidenceVerifiedReviewed Jul 2026

    On the 2011-2020 Ford F-150, the EVAP canister purge valve (purge solenoid) on F-150s commonly sticks in the open position, allowing raw fuel vapor from the charcoal canister to be pulled into the intake when it shouldn't be. This floods the cylinders with vapor — owners report a vehicle that cranks but won't start (or stumbles badly) immediately after filling the tank, then runs fine once it clears. A stuck-open or leaking purge valve, along with cracked/collapsed lines between the canister, valve, and intake manifold, is the most common trigger for P0496 (EVAP flow during a non-purge condition) and a frequent cause of P0455/P0442 large/small leak codes. Ford issued TSB 19-2132 covering loose EVAP hose connections on 2018-2019 trucks. The check-engine light is the usual first symptom; drivability impact ranges from none to hard-start/rough-idle. The real OEM purge valve part number is AU5Z-9C915-B (aftermarket cross-refs: Dorman 911-222, Standard CP1-prefix units).

    Common Symptoms

    • Check engine light with P0496, P0455, P0442, or P0446
    • Hard start or no-start immediately after filling the fuel tank
    • Rough or hunting idle that clears after the engine warms
    • Slight loss of fuel economy
    • Hissing or fuel-vapor smell near the engine

    How to Fix

    Verify with a smoke test before replacing parts — roughly 30% of P0455/P0456 codes are a loose or cracked gas cap, so reseat/replace the cap and clear first. If the purge valve fails to hold vacuum when commanded closed (it should seal), it is leaking and must be replaced. Inspect the rubber lines from the canister to the valve and to the intake for cracks/collapse and reseat loose connections per TSB 19-2132. After repair, clear codes and complete a drive cycle to allow the EVAP monitor to re-run. The purge valve sits near the throttle body/intake and is a quick R&R; expect roughly $25-$70 for the part plus labor.

    What you need to fix it

    Only diagnosis- and fitment-reviewed repair parts are linked here.

    • EVAP purge control valve (VMV, with fuel-tube support bracket) — 2017-2020 F-150 3.5L EcoBoost (2nd-gen GTDI)
      OEMJL3Z-9B325-D (replaces HL3Z-9B325-A / HL34-9B325-AB)Cross-refNOVAPARTS JL3Z-9B325-D (aftermarket copy)$69–$127

      On the 2nd-gen 3.5L EcoBoost (2017-2020) the purge valve is sold by Ford as a valve + bracket unit under the 9B325 base number (catalog title reads 'Bracket - Fuel Tube Support, also includes VMV valve'). Ford catalog lists it for 2017-2…

      FordPartsGiantConquest Auto
    • EVAP purge control valve (VMV, with fuel-tube support bracket) — 2018-2020 F-150 2.7L EcoBoost V6
      OEMJL3Z-9B325-CCross-refFANLIDE JL3Z-9B325-C (aftermarket copy)$76–$101

      For 2015-2017 2.7L EcoBoost trucks Ford's catalog shows no standalone purge valve, only the FL3Z-9F945-C valve assembly (~$390) — those owners should verify by VIN at a dealer.

      FordPartsGiantAmazon

    As an Amazon Associate, we earn from qualifying purchases; other part links may also earn au7o a commission. Confirm fitment by VIN before buying.

    Typical repair cost:$60 - $320

    Research This Issue

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    Community Reported
    Medium ConfidenceVerifiedReviewed Jun 2026
    NHTSA Recalls56 recalls

    STEERING:COLUMN

    Ford Motor Company (Ford) is recalling certain 2024 F-150 vehicles. The steering column lower shaft may have been secured to the steering gear assembly with an incorrect fastener, which can result in the separation of steering components and cause a loss of steering control.

    Campaign #24V32900010/05/2024

    VISIBILITY:WINDSHIELD

    Ford Motor Company (Ford) is recalling certain 2024 F-150 vehicles. The windshield may not have been properly bonded to the vehicle, allowing it to detach during a crash. As such, these vehicles fail to comply with the requirements of Federal Motor Vehicle Safety Standard number 212, "Windshield Mounting."

    Campaign #24V48600028/06/2024

    ENGINE AND ENGINE COOLING:ENGINE:OIL/LUBRICATION

    Ford Motor Company (Ford) is recalling certain 2024-2025 F-150, 2024 Expedition and 2024 Lincoln Navigator vehicles equipped with a 3.5L GTDI engine. The engines may have a misaligned engine cup plug, which can result in a rapid oil leak.

    Campaign #24V85100020/12/2024

    EQUIPMENT:OTHER:LABELS

    Ford Motor Company (Ford) is recalling certain 2020-2025 Explorer, Lincoln Aviator, 2020-2024 Escape, Lincoln Corsair, 2018-2024 F-150, Expedition and Lincoln Navigator vehicles. The air bag warning label may be missing from the dashboard. As such, these vehicles fail to comply with the requirement Federal Motor Vehicle Safety Standard number 208, "Occupant Crash Protection."

    Campaign #24V85200008/11/2024

    STEERING

    Ford Motor Company (Ford) is recalling certain 2024 F-150 vehicles. The steering gear assembly may have been assembled with an incorrect rack, which can cause the gears to fracture.

    Campaign #25V02200017/01/2025

    + 51 more recalls. Check all on NHTSA.gov

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    Frequently Asked Questions

    What are the most common Ford F-150 problems?

    According to Au7o's analysis of 8,296+ owner reports, the 2019 Ford F-150 has 36 documented issues. The most frequently reported are: Brake Vacuum Pump Failure (EcoBoost), 3.0L Power Stroke Diesel CP4.2 High-Pressure Fuel Pump Catastrophic Failure (Fuel System Contamination), P0700 — Transmission Control System Malfunction (MIL Request) from Failed 6R80 Molded Leadframe. Of these, 9 are rated critical and should be addressed promptly.

    Is the Ford F-150 reliable?

    The 2019 Ford F-150 has 36 known issues documented across 8,296+ owner reports. 9 issues are rated critical: Brake Vacuum Pump Failure (EcoBoost) and 3.0L Power Stroke Diesel CP4.2 High-Pressure Fuel Pump Catastrophic Failure (Fuel System Contamination) and P0700 — Transmission Control System Malfunction (MIL Request) from Failed 6R80 Molded Leadframe and 3.5L EcoBoost Turbocharger Wastegate Failure — Stuck Wastegate / Reduced Engine Power and 3.5L EcoBoost cam phaser rattle on cold start and 10R80 10-speed transmission harsh/erratic shifting and torque-converter shudder and Positive Battery Cable / BMS Terminal Connection Loosens — Stall, Lost Power Assist, and Fire Risk (Recall 19S40 / NHTSA 19V805) and 2.7L EcoBoost Coolant Intrusion from Cracked Cylinder Head and Rearview Camera Shows a Blank Image or Stays On After Reversing (Recall 25S72 / NHTSA 25V442). Prospective buyers should inspect for these issues and factor potential repair costs into their purchase decision. Regular maintenance following the manufacturer's schedule helps prevent many common problems.

    How much does it cost to fix common Ford F-150 problems?

    Repair costs for known Ford F-150 issues range from $0 to $15,000, depending on the specific problem and whether you choose DIY or professional repair. The most critical issue, Brake Vacuum Pump Failure (EcoBoost), typically costs $300-$800 to repair. Au7o provides step-by-step DIY maintenance guides that can help reduce repair costs.

    What is the 2015-2020 Ford F-150 Brake Vacuum Pump Failure (EcoBoost)?

    The vacuum pump that provides brake assist on EcoBoost F-150s can fail, resulting in a hard brake pedal and reduced braking assist. Since turbo engines don't produce intake vacuum like naturally aspirated engines, they rely on this pump. Repairs typically run $300-$800. Severity: high.

    What is the 2018-2020 Ford F-150 3.0L Power Stroke Diesel CP4.2 High-Pressure Fuel Pump Catastrophic Failure (Fuel System Contamination)?

    The 2018-2020 F-150 3.0L Power Stroke diesel uses a Bosch CP4.2 high-pressure fuel pump. The CP4 was engineered for high-lubricity European diesel, not U.S. ultra-low-sulfur diesel, so its internal roller/cam followers can run dry and gall. Air ingress and cavitation accelerate t… Repairs typically run $50-$15,000. Severity: high.

    What is the 2011-2020 Ford F-150 P0700 — Transmission Control System Malfunction (MIL Request) from Failed 6R80 Molded Leadframe?

    On the F-150, P0700 is a generic "MIL request" companion code the PCM stores whenever the transmission control strategy has logged an underlying transmission fault — it points to a problem but never names it by itself. On the extremely common 6R80 six-speed automatic (F-150 2011-… Repairs typically run $300-$1,200. Severity: high.

    What is the 2011-2024 Ford F-150 3.5L EcoBoost Turbocharger Wastegate Failure — Stuck Wastegate / Reduced Engine Power?

    The wastegate on the 3.5L EcoBoost turbochargers fails, either sticking (carbon/corrosion binding the valve and actuator arm) on early vacuum-operated designs or through electronic actuator/position-sensor faults on 2015-and-newer electric-actuator turbos. A stuck-closed wastegat… Repairs typically run $1,800-$5,000. Severity: high.

    What is the 2017-2020 Ford F-150 3.5L EcoBoost cam phaser rattle on cold start?

    Second-gen 3.5L EcoBoost engines develop a loud rattle/knock from the front timing cover for 2-5 seconds on cold start (and sometimes at idle). The variable-cam-timing (VCT) phasers have a lock pin that fails to engage on startup, allowing the phaser to rattle against the cam spr… Repairs typically run $800-$3,600. Severity: high.

    What is the 2017-2023 Ford F-150 10R80 10-speed transmission harsh/erratic shifting and torque-converter shudder?

    The 10R80 10-speed automatic (introduced on the 2017 F-150) is widely reported to shift harshly: jerking, clunking, banging on the 1-2 and 2-3 shifts, hesitation, gear hunting, and occasional limp-mode with a 'Transmission Not in Park' or 'drive mode not available' message. Many… Repairs typically run $150-$4,500. Severity: high.

    What is the 2019-2020 Ford F-150 Positive Battery Cable / BMS Terminal Connection Loosens — Stall, Lost Power Assist, and Fire Risk (Recall 19S40 / NHTSA 19V805)?

    On certain 2019-2020 F-150s, the fastener securing the Power Distribution Box (PDB) 12V cable and the Battery Monitoring Sensor (BMS) eyelets to the positive battery terminal may not be properly torqued, partly due to leftover wiring-eyelet adhesive on the BMS terminal interferin… Repairs typically run $0-$0. Severity: high.

    What is the 2015-2022 Ford F-150 2.7L EcoBoost Coolant Intrusion from Cracked Cylinder Head?

    Ford's 2.7L EcoBoost (and related small-displacement EcoBoost engines) is prone to micro-cracks forming in the cylinder head around the exhaust ports, allowing coolant to seep into the combustion chamber. This produces unexplained coolant loss with no external leak, white sweet-s… Repairs typically run $4,000-$8,000. Severity: high.

    What is the 2019-2020 Ford F-150 Rearview Camera Shows a Blank Image or Stays On After Reversing (Recall 25S72 / NHTSA 25V442)?

    Ford recalled 2019-2020 F-150 pickups under campaign 25S72 (NHTSA 25V442000) for a rearview camera software error. On an affected truck the camera can display a blank image when the driver shifts into reverse, or the reversing image can stay up on the display after the backing ev… Severity: high.

    What is the 2017-2023 Ford F-150 10-Speed Transmission Shudder/Harsh Shifts?

    The 10R80 10-speed automatic transmission can develop a shudder during light acceleration, typically between 25-50 mph. This is caused by torque converter clutch issues and affects many F-150s. Ford has released multiple TSBs and fluid updates to address this. Repairs typically run $200-$3,500. Severity: medium.

    What is the 2015-2020 Ford F-150 EcoBoost Oil Pan Leak?

    The EcoBoost engines can develop oil leaks from the oil pan gasket. The leak often appears at the rear of the oil pan and can drip onto exhaust components, causing a burning oil smell. This is common on trucks with higher mileage. Repairs typically run $400-$1,200. Severity: medium.

    What is the 2015-2020 Ford F-150 Driveshaft Carrier Bearing Failure?

    The two-piece driveshaft uses a center support (carrier) bearing that can wear out, causing vibration and noise. The rubber support degrades over time, especially in hot climates or with heavy towing. Ford TSB addresses this issue. Repairs typically run $300-$700. Severity: medium.

    What is the 2017-2021 Ford F-150 Water Pump Leak/Failure (3.5L EcoBoost)?

    The water pump on the 3.5L EcoBoost can fail or develop leaks, causing coolant loss and potential overheating. The pump is internal and driven by the timing chain, making replacement labor-intensive. Repairs typically run $800-$2,000. Severity: medium.

    What is the 2004-2020 Ford F-150 Exhaust Manifold Studs / Bolts Break — Exhaust Leak and Cold-Start Ticking?

    Ford modular V8s (and the EcoBoost V6 turbo manifolds) are notorious for snapping the small (8mm) exhaust-manifold-to-head studs/bolts. They are installed without anti-seize and corrode/fatigue from repeated heat cycling; on the turbo EcoBoost engines, a large share of the turbo/… Repairs typically run $50-$700. Severity: medium.

    What is the 2015-2020 Ford F-150 Front Wheel Hub Bearing Assembly Failure — Humming Noise and ABS Light?

    The sealed, non-serviceable front hub/bearing assemblies on 13th-gen F-150s wear out and produce a speed-dependent humming or grinding that gets louder with speed and can shift with cornering load, plus steering-wheel/floor vibration. Because the wheel-speed sensor lives in the h… Repairs typically run $300-$750. Severity: medium.

    What is the 2004-2024 Ford F-150 IWE (Integrated Wheel End) Failure — Front-End Grinding and Partial 4x4 Hub Engagement?

    Ford's 4x4 F-150s use a vacuum-operated Integrated Wheel End (IWE) system instead of conventional locking hubs: vacuum keeps the front hubs UNLOCKED in 2WD and is released to lock them for 4WD. The system relies on vacuum lines, a hood-area solenoid, and a check valve that are hi… Repairs typically run $100-$700. Severity: medium.

    What is the 2013-2020 Ford F-150 SYNC 2 / SYNC 3 APIM Failure — Black Screen, Freezing, and Reboot Loops?

    The Accessory Protocol Interface Module (APIM) — the computer behind the SYNC 2 and SYNC 3 touchscreen — is a very common failure on 2013-2020 F-150s. Its internal electronics and onboard flash storage degrade over time, producing a black/unresponsive screen (sometimes with backl… Repairs typically run $0-$900. Severity: medium.

    What is the 2018-2020 Ford F-150 5.0L Coyote (Gen 3) excessive oil consumption?

    Third-generation 5.0L Coyote V8 trucks consume oil at an abnormally high rate (greater than ~1 quart per 3,000 miles) with no visible external leaks. Ford TSB 19-2365 attributes it to high intake-manifold vacuum during deceleration fuel shut-off pulling oil past the rings/valve g… Repairs typically run $0-$2,000. Severity: medium.

    What is the 2018-2020 Ford F-150 5.0L Coyote Excessive Oil Consumption from Deceleration Fuel Shut-Off?

    Third-generation 5.0L Coyote F-150s consume engine oil at a high rate — greater than 1 quart per 3,000 miles — with no visible external leaks. Ford attributes the loss to high intake-manifold vacuum during deceleration fuel shut-off (DFSO) events pulling oil past the rings, valve… Repairs typically run $0-$400. Severity: medium.

    What is the 2009-2024 Ford F-150 Center High-Mount Stop Lamp (Third Brake Light) Gasket Leak — Water Intrusion into Cab?

    The foam gasket that seals the roof-mounted center high-mount stop lamp (CHMSL / third brake light) against the cab dries out, compresses and shrinks with heat and UV exposure, breaking the watertight seal. Rainwater then runs down inside the cab from the roof opening, soaking th… Repairs typically run $40-$250. Severity: medium.

    Content on this page was compiled with AI assistance using NHTSA complaints, TSBs, owner reports, and public automotive data. While we strive for accuracy, this information may contain errors. Always verify repair procedures and specifications with your vehicle's service manual or a qualified mechanic.

    Data sourced from 8,296+ owner reports, NHTSA recalls, TSBs, and automotive forums.