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In the 1950s and 1960s, it wasn’t uncommon for brakes to fail. But we’re in the 21st century now, and loss of stopping ability is, for the most part, a thing of the past. That is, unless you drive a 2017 Ford F-150.
Look anywhere online, and you’ll find F-150 owners with failed brakes. On the NHTSA website, one owner recalls, “Sudden loss brakes in a hard stop. There are videos explaining the problem where the ABS unit goes into bypass and for one wheel; but then the value does not reset. This issues happened to me 4 times while driving and to my wife once. Taking out the ABS fuse, and thereby disabling the function solves the problem.”
Of course, ABS is government mandated for a reason – it’s a safety system that saves lives. Disabling it compromises the integrity of the vehicle and puts occupants at risk.
Another owner on carcomplaints.com, writes, “I was shocked at the number of F150’s on this site with brake pedals suddenly going to the floor during all types of stopping situations. The problem seems to span 2016-17 models regardless of engine.
It started yesterday with a freeway off-ramp failure and put me in the middle of a relatively safe intersection today… NO BRAKES. I’ve seen master cylinders replaced to dealers stating that is the normal operation. That last part is pretty lame… Brake pedal going to the floor? The brake initially seems to work and then the pedal sinks slowly to the floor with NO braking force at that point. At a full stop in park, I can repeat the failure. Touch the brake and it appears to be OK. Quickly touch it again and it immediately sinks to the floor.
Apparently knowledgeable dealer indicated that there may be an ABS solenoid sticking cycling brake fluid back to the reservoir instead of being applied to brake pressure. This sounded much more logical than replacing the master cylinder unless the ABS is integrated into it in some manner. After all this time, why hasn’t Ford issued a service bulletin? Are they waiting for exploding gas tanks on Pintos???”
So far, there has been no recall by Ford to address the problem.
Here are some actual complaints logged with the NHTSA about the 2017 Ford F-150 Brake Problems:
I WAS SHOCKED AT THE NUMBER OF F150’S ON THE WEB WITH BRAKE PEDALS SUDDENLY GOING TO THE FLOOR DURING ALL TYPES OF STOPPING SITUATIONS. THE PROBLEM SEEMS TO SPAN 2016-17 MODELS REGARDLESS OF ENGINE. IT STARTED YESTERDAY WITH A FREEWAY OFF-RAMP FAILURE AND PUT ME IN THE MIDDLE OF A RELATIVELY SAFE INTERSECTION TODAY… NO BRAKES. I’VE SEEN MASTER CYLINDERS REPLACED TO DEALERS STATING THAT IS THE NORMAL OPERATION. THAT LAST PART IS PRETTY LAME… BRAKE PEDAL GOING TO THE FLOOR? THE BRAKE INITIALLY SEEMS TO WORK AND THEN THE PEDAL SINKS SLOWLY TO THE FLOOR WITH NO BRAKING FORCE AT THAT POINT. AT A FULL STOP IN PARK, I CAN REPEAT THE FAILURE. TOUCH THE BRAKE AND IT APPEARS TO BE OK. QUICKLY TOUCH IT AGAIN AND IT IMMEDIATELY SINKS TO THE FLOOR. APPARENTLY KNOWLEDGEABLE DEALER INDICATED THAT THERE MAY BE AN ABS SOLENOID STICKING CYCLING BRAKE FLUID BACK TO THE RESERVOIR INSTEAD OF BEING APPLIED TO BRAKE PRESSURE. THIS SOUNDED MUCH MORE LOGICAL THAN REPLACING THE MASTER CYLINDER UNLESS THE ABS IS INTEGRATED INTO IT IN SOME MANNER.
I WAS COMING UP TO A STOP LIGHT AND APPLIED THE BRAKES. THE PEDAL WENT TO THE FLOOR AND THE VEHICLE WAS NOT STOPING. I RELEASED THE BRAKE PEDAL AND PUSHED IT AGAIN. THIS TIME THE VEHICLE STOPPED. I IMMEDIATELY PULLED OVER AND CHECKED THE BRAKE FLUID AND IT WAS FULL.
THERE HAS ALWAYS BEEN A “BRAKE LIGHT” SIGN TURN ON INSIDE DASHBOARD, AND THE BRAKES DO NOT BRAKE WHILE IT IS IN MOTION. WHEN I STEP ON THE BRAKE PAD, THE PAD GOES ALL THE WAY IN BUT DOES NOT STOP MY VEHICLE AT ALL. IT WORKS SOMETIMES, BUT MY STOPPING IS NOT GUARANTEED EVERY TIME. ALSO, WHEN I AM AT A RED LIGHT, MY ENGINE IS SUPPOSED TO SHUT DOWN THEN START BACK UP ONCE I RELEASE THE BRAKES (2017 F150). HOWEVER, MY ENGINE DOES NOT SHUT DOWN AT ALL. I HAVE BEEN TO THE DEALER A FEW TIMES AND HAD MY VEHICLE SERVICED, HOWEVER, NOTHING HAS CHANGED. NOW, MY DEALERSHIP IS AVOIDING ME BY NOT PICKING UP MY PHONE CALLS. I AM AFRAID TO DRIVE ON THE ROAD WITH THIS VEHICLE FOR MY SAFETY, AND THE SAFETY OF OTHERS.
In 2017, the F-150 got an all-new 10-speed automatic transmission. The unit was paired exclusively with the 3.5L EcoBoost engine for maximum performance. Sadly, the transmission has already been the subject of a major recall.
Toward the end of 2017, Ford recalled 11,783 F-150 trucks for a problem with the transmission shift linkage. A pin can come loose, leaving the truck unable to change gears. Also, the driver may be able to remove the key without the vehicle in park, increasing the chance of a roll-away incident.
And roll away, the truck did on one unlucky owner from Sistersville, PA. On the NHTSA website, the driver complains, ““I stopped on level ground, put the transmission in park and stepped on the emergency brake. I exited the vehicle for a minute to perform a minor task. I left drivers side door open and the engine running. The gate was down. I turned around to renter the truck but it had moved off level ground and was going down the hill in reverse. It continued until it hit a pine tree. No one was in the vehicle.”
Yeah, that could make for a really bad day.
Here are some actual complaints logged with the NHTSA about the 2017 Ford F-150 Transmission Problems:
I OWN A 2017 FORD F150 4X4 WITH THE 3.5 ECOBOOST ENGINE AND THE 10 SPEED TRANSMISSION. A FEW DAYS AFTER WE BROUGHT THE TRUCK HOME, WE NOTICED A VERY LOUD CLUNK THAT WOULD HAPPEN WHEN THE ENGINE IS STARTED. WE HAVE TAKEN THE TRUCK TO MULTIPLE DEALERSHIPS AND ALL HAVE SAID THAT THE CLUNK IS NORMAL AND THAT ITS JUST THE TRANSMISSION “LOADING UP”. THIS SAME CLUNK IS ALSO HAPPENING ON 2018 F150S AS WELL, WITH THE 6 SPEED TRANSMISSION AND THE 10 SPEED TRANSMISSIONS.
4500 MILES ON VEHICLE, NEVER TOWED ANYTHING, ONLY NORMAL CITY/HIGHWAY DRIVING, NO LONG TRIPS EVER TAKEN. WAS TURNING LEFT AT INTERSECTION AND TRANSMISSION SEEMED TO SLIP, TRUCK STILL MADE IT THROUGH, I THEN NOTICED THAT A YELLOW “WRENCH” LIGHT CAME ON, I ASSUMED THIS WAS FOR MY UPCOMING 5K MILE OIL CHANGE. I DIDN’T THINK MUCH OF THE “SLIP” AND ASSUMED IT WAS AN ANOMALY. I THEN GOT ONTO THE HIGHWAY AND NOTICED THE TRUCK WAS BEHAVING STRANGELY, POWER WAS INCONSISTENT, I ATTEMPTED TO PUT IT INTO CRUISE CONTROL AND IT REFUSED TO ACTIVATE. I GOT OFF OF HIGHWAY AND TURNED LEFT AT AN INTERSECTION, STARTING FROM A COMPLETE STOP THE TRUCK LURCHED FORWARD AND THEN SLIPPED OUT OF GEAR AND STALLED OUT IN THE INTERSECTION. IF A CAR WAS COMING I WOULD HAVE EASILY BEEN STRUCK. I LET IT SIT FOR A FEW SECONDS AND THEN THE TRANSMISSION FINALLY GOT INTO, AND STAYED IN, FIRST GEAR. AT FIRST IT WENT INTO GEAR AND THEN SLIPPED OUT OF GEAR. THIS “WRENCH” LIGHT WAS APPARENTLY A LIMP HOME MODE, ANOTHER COMPLAINT, BESIDES THE STALLING, WOULD BE THE FACT THAT THIS LITTLE YELLOW WRENCH LIGHT DOES NOTHING TO WARN ME THAT THE TRUCK IS ACTUALLY IN AN IMPAIRED STATE, A “LIMP” MODE. I WORK IN THE AEROSPACE INDUSTRY AND THIS WOULD NEVER BE TOLERATED, A FUNCTION THAT HAMPERS THE NORMAL PERFORMANCE OF YOUR VEHICLE SHOULD BE EASY TO RECOGNIZE AS A WARNING, A LITTLE YELLOW WRENCH LOOKS LIKE A SERVICE LIGHT.
VEHICLE IS PRESENTLY OUT OF SERVICE FOR IT’S 3RD REPAIR ATTEMPT OF THE SAME TRANSMISSION RELATED NON-CONFORMITY AND HAS BEEN SO FOR GREATER THAN A CUMULATIVE 30 DAYS AS OF 10/4/17. THE SAME SAFETY ISSUES OCCURRED UNDER IDENTICAL DRIVING CONDITIONS MULTIPLE TIMES WHILE TRAVELING ON THE HIGHWAY. WHILE IN MOTION ON THE HIGHWAY AT APPROXIMATELY 65 MPH THE VEHICLES 10 SPEED AUTOMATIC TRANSMISSION LOCKED UP IN 7TH GEAR. AT THE EXACT TIME THIS DEFECT OCCURRED THE CHECK ENGINE ALARMS AND DASHBOARD LIGHTS SOUNDED. THEREAFTER, THE VEHICLE WAS UNABLE TO DOWNSHIFT OR UPSHIFT FROM 7TH GEAR NO MATTER WHAT SPEED. THEN VEHICLE ENGINE STALLED COMPLETELY ONCE MANEUVERED TO AN EXIT RAMP AND SLOWED TO A POINT WHERE 7TH GEAR COULD NO LONGER SUSTAIN FORWARD OPERATION. THERE IS A DOCUMENTED 1ST REPAIR ATTEMPT APPEARING TO BE THE IDENTICAL ISSUE BUT WAS MADE PRIOR TO MY TAKING POSSESSION OF THE NEW VEHICLE. THE SECOND OCCURRED ON 8/29/17 AT 427 MILES ON VEHICLE. AND THE 3RD ON 9/14/17 AND HAS BEEN IN SERVICE THROUGH PRESENT DAY. TO DATE REPAIR ATTEMPTS HAVE INCLUDED IN CHRONOLOGICAL ORDER: REPLACING “ALL 4 SPEED SENSORS TO TRANSMISSION AND THE TRANSMISSION INTERNAL HARNESS”; REPLACING “TCM – TRANSMISSION CONTROL MODULE”; AND IN PROGRESS (INCOMPLETE) REPLACING THE TCM “HARNESS”. THE FIRST TWO REPAIR ATTEMPTS HAD ZERO POSITIVE EFFECT ON THE SAFETY RELATED NON-CONFORMITY, AND THE 3RD ‘IN-PROGRESS’ STILL HAS YET TO BE COMPLETED PAST THE 30 DAYS OUT-OF-SERVICE PERIOD
It’s hard to imagine an engine failure on a brand-new vehicle. Yet, that’s exactly what’s happening to 2017 Ford F-150 trucks everywhere. The problem? Clogged oiling holes in the cylinder heads. The issue occurs on pickups equipped with the 3.5L V6 engine.
The cylinder heads are referred to as the “top end” of the engine and contain the valvetrain (camshafts, valves, etc.). These vital internal components must be kept well-lubricated by engine oil. Otherwise, they quickly overheat and fail. The result is catastrophic engine damage.
Ford recalled just 30 model year 2018 pickups for clogged cylinder head oiling holes. The problem, however, seems to be more widespread that the automaker is willing to admit. Many owners of 2017 Ford F-150 trucks are experiencing the same problem.
One from Acworth, GA, complains to the NHTSA, “Service advisor called to tell me it (the truck) is blowing oil through the pistons and they are going to have to replace the heads per a TSB. I started research on the internet and found Ford TSB 17-0007. Seems that F-150s made between June and October 2016 (which would be 2017 model year trucks) might have this problem.”
So, Ford knows the issues isn’t limited to just 2018 trucks. The automaker has issued a TSB, admitting to the problem, but refuses to issues a recall. Perhaps the company is gambling on the fact vehicles may be out of their factory warranty by the time they fail. That way, owners would be forced to pay out of pocket.
Here are some actual complaints logged with the NHTSA about the 2017 Ford F-150 Engine Problems:
I BOUGHT 2017 F-150 PLATINUM FROM LEVITTOWN FORD I OWN IT LESS THAN 1 YEAR AND HAVE NOW 15,000 MILES ON IT. MY PROBLEM FIRST STARTED AROUND MAY OF 2018 IT WAS RANDOM HAPPENING OFF AND ON I WAS GETTING A GRINDING NOISE WHEN I STARTED THE TRUCK ONLY WHEN I STARED IN USUALLY FIRST THING IN THE MORNING OR IF IT SAT FOR MORE THAN 6 OR MORE HOURS. THE PROBLEM GOT WORSE AS THE SUMMER PROGRESSED I MADE MY FIRST APPOINTMENT WITH STEVENS FORD ON 07/10/2018 AFTER BEING TOLD THEY HAD A BACK LOG OF SEVERAL WEEKS AND THIS WAS THE EARLIEST APPOINTMENT I COULD GET. WELL I PICKED UP THE CAR AT NIGHT AND THE CLAIM THEY DID NOT HEAR THE NOISE YET ON THE RECEIPT IT SAYS DUE SHOP OVER LOAD. SO I MADE A APPOINTMENT WITH THE DEALERSHIP I BOUGHT IT FROM AND THE EARLIEST DATE I COULD GET WAS 07/25/2018 AND THEY WERE FINALLY ABLE TO DIAGNOSE THE PROBLEM BEING THE TIMING CHAIN AND CAMS AS PER ATTACHED PAPER WORK. I WAS WITHOUT MY VEHICLE FOR ALMOST ONE MONTH AND NOW AFTER PICKING IT UP I STILL FEEL A SLIPPAGE IN THE ENGINE AS I DRIVE IT. NOW AFTER DOING EXTENSIVE RESEARCH I HAVE FOUND THAT THE 3.5 6 CYLINDER ECO BOOST ENGINE HAS HAD THIS PROBLEM DATING BACK TO 2004 AND HAVE REALLY NEVER FIXED THE PROBLEM. IT USUALLY EFFECTS THE ENGINE AFTER THE 60,000 WARRANTY EXPIRES AND I HAVE RARELY SEEN THIS OCCUR IN A TRUCK AS NEW AS MINE. I AM FIGHTING WITH FORD ON ALL AVENUES TO GET MY TRUCK BOUGHT BACK BY THEM BECAUSE I HAVE LOST ALL CONFIDENCE IN THIS PRODUCT.
ENGINE KNOCKING ON A COLD STARTUP. THE KNOCK IS MORE EASILY HEARD FROM THE PASSENGER SIDE OF THE VEHICLE. THE KNOCKING IS THE MOST NOTICEABLE FOR THE FIRST 30 SECONDS OF STARTUP. THIS OCCURS EVERY DAY. THE AMOUNT OF KNOCKING FOLLOWS AN INCREASE IN ENGINE RPM
TWO DIFFERENT OCCASIONS I WAS DRIVING 65 ON THE FREEWAY, THE ENGINE COMPARTMENT STARTED VIOLENTLY SHAKING. THE CAR LOST ACCELERATION AND FLASHED THE CHECK ENGINE LIGHT. ADDITIONALLY I WILL BE SITTING AT STOP LIGHTS AND YOU WILL GET THE SAME SHAKING FROM THE ENGINE COMPARTMENT.
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