Automatic Transmission Control Module problems of the 2015 Ford F-150

This is a supplemental complaint to my earlier report regarding NHTSA campaign 26v237 / Ford safety recall 26s28. The recall remedy (pcm software update) was performed at w. C. Sanderson Ford in healdsburg, CA on xxx. The original downshift defect recurred within weeks, including a near-miss where I nearly lost control of the vehicle with my [xxx] son inside. Since then, I have had the vehicle independently scanned twice, including a full all-systems diagnostic scan. The scan shows a communication fault (u0401, "invalid data received from pcm") present across five separate control modules: abs, airbag/occupant classification system, power steering control module, tire pressure monitoring/body control, and the engine module. The scan's own assessment recommends repairing can-bus wiring and connections. I believe this network-wide wiring fault may be the actual underlying cause of the condition recall 26s28 was intended to fix — the recall's software update assumes a signal-loss problem can be resolved in software, but if the root cause is physical wiring, the remedy would not correct it. This would explain why the defect recurred so soon after the software update was installed. A second code, p2112 (throttle actuator stuck closed), also appeared spontaneously while the vehicle was parked. This code is documented in Ford's own technical service bulletin 16-0139 (issued 2018), indicating Ford had prior knowledge of related fault patterns on this vehicle range. Of particular concern, the airbag/occupant classification system is affected by the same communication fault. This system governs airbag deployment behavior based on occupant detection, and my son rides in this vehicle regularly. The vehicle is currently not safe to drive. I am requesting NHTSA evaluate whether the 26s28 remedy adequately addresses the underlying defect, given evidence that a wiring-level fault — not solely a software issue — may be the true root cause. Information redacted pursuant to the freedom of information act (foia), 5 u. S. C. 552(b).

I had Ford safety recall 26s28 performed on my 2015 F-150 for the unintended transmission downshift issue. Since the recall, my truck has experienced multiple unintended downshift events. Today, this happened twice — the second time I nearly lost control of the vehicle and almost had an accident. My [xxx] son rides in this vehicle frequently, including on many of the trips where this defect has occurred. I have had the vehicle scanned twice since the recall service. Both scans showed stored codes u0401-02 and u0401-00 (pcm communication failure) and u3013-16 (control module input power circuit fault) — all in the same system the recall software update was designed to address. The dealership that performed the recall, w. C. Sanderson Ford in healdsburg, CA, has refused to diagnose the vehicle without an upfront fee I cannot afford. Ford customer relationship center has also declined to assist. I am no longer able to safely drive this vehicle information redacted pursuant to the freedom of information act (foia), 5 u. S. C. 552(b)(6).

Component: power train / automatic transmission (6r80 6-speed) description of incident & safety hazard: my 2015 F-150 suddenly lost the ability to shift through its full range of gears and became completely locked between 3rd and 5th gears while driving. This sudden loss of power and gear range in active traffic created an immediate rear-end collision hazard. The vehicle threw diagnostic trouble codes p0720 (output shaft speed sensor) and p0722 (output shaft speed sensor no signal). I have photographic proof of these active codes. The safety recall loophole: I brought the truck to a Ford dealership for safety recall 26s28. However, the dealer only performed a pcm software update and did not replace the physical molded leadframe. Because safety recall 26s28 strictly excludes codes p0720 and p0722 from its replacement criteria, the dealer is completely unauthorized to replace the physical leadframe under this safety campaign, regardless of whether the codes are active. Inexplicably, Ford covers codes p0720 and p0722 under safety recall 24s37 (for older models), but forces 2015 owners with the exact same codes to rely on a non-safety customer satisfaction program (26n04) which carries strict time/mileage limits. This is a dangerous technical loophole. A software patch on a vehicle with a physically failing speed sensor is a temporary band-aid, not a permanent safety fix. The physical leadframe is still defective and will fail again, presenting a continuous safety hazard. Ford must expand safety recall 26s28 to mandate the physical replacement of the molded leadframe for all vehicles presenting with leadframe-related codes, including p0720 and p0722. The vehicle is currently available for inspection.

Execution of manufacturer safety recall service resulted in immediate, catastrophic transmission malfunction and sudden loss of motive power upon leaving the franchised dealership, creating an imminent road hazard. Details of the incident: recall intake: on xxx, the vehicle was driven into the authorized Ford dealership cloninger Ford of morganton in [xxx] under its own power for an open manufacturer safety recall involving the transmission molded leadframe and pcm software update to prevent sudden, unintended downshifts. Immediate failure post-service: after technicians completed the recall service and returned the keys, the vehicle was driven out of the dealership lot. Upon reaching normal road speed and shifting from 3rd to 4th gear (less than 0. 2 miles from the service bay), the transmission violently malfunctioned, lost forward drive engagement, and rendered the truck completely disabled and undrivable in active traffic. No road test was performed by the dealership prior to releasing the vehicle. Safety risk: the sudden failure and inability to shift gears properly left the vehicle stranded in roadway traffic, presenting an immediate collision risk. The vehicle had to be limped back into the dealership service drive immediately. Remedy failure & denial: the dealership acknowledged that the recall-mandated pcm software calibration update triggered the severe transmission failure. However, both the manufacturer and the dealer are now claiming the failure is a "pre-existing condition," refusing to complete the safety remedy without charging the owner $7,000 for a full transmission replacement. The safety defect that prompted the recall was not remedied and was instead exacerbated to total mechanical failure during execution of the recall procedure. Information redacted pursuant to the freedom of information act (foia), 5 u. S. C. 552(b)(6).

The contact owns a 2015 Ford F-150. The contact stated that on several occasions while driving at slow speeds, the transmission unexpectedly downshifted into second gear. The check engine warning light illuminated for a while before the power train warning light illuminated. The vehicle was not diagnosed or repaired. The contact received notification of NHTSA campaign number: 26v237000 (power train). The vehicle was taken to a dealer for the recall repair; however, during the repair, the dealer burned the pcm twice, and the recall repair was not performed. The contact stated that the manufacturer had exceeded a reasonable amount of time for the recall repair. The manufacturer was made aware of the issue, and a complaint was filed. The failure mileage was approximately 60,000.

The transmission intermittently enters a failure mode where the wrench warning lamp illuminates and the transmission locks into its current gear, with no further shifting. This has happened multiple times without warning, including at highway speed. It sometimes recovers on its own and resumes normal shifting, then fails again later. The safety risk is loss of gear selection while moving. Depending on the gear it locks into, the vehicle cannot accelerate to merge or maintain traffic speed, or the engine runs at high rpm with no upshift available. The manufacturer has issued a safety recall for this vehicle line citing unexpected transmission downshift as the hazard, which is the same underlying condition. My family rides in this vehicle and I no longer consider it safe. A Ford dealer confirmed the failure. Codes p0715 and p0717 (input/turbine shaft speed sensor circuit) were retrieved from the powertrain control module. No gear ratio codes and no slip codes were present, indicating an electrical fault rather than mechanical failure. The dealer performed the pcm reprogramming remedy under safety recall 26s28. The condition recurred the same day, on the drive home from the dealership, and has continued since. A software calibration cannot repair a degraded electrical connection, so the remedy did not address the failure on this vehicle. The manufacturer's stated root cause is degradation of electrical connections within the transmission molded lead frame. The transmission range sensor circuit and the turbine shaft speed sensor circuit both run on that same lead frame and terminate at the same case connector. Customer satisfaction program 26n04 covers lead frame replacement only when transmission range sensor codes are present. My vehicle is exhibiting failure of the same component through a different circuit on that component, and is excluded from the program despite the same part failing in the same manner.

On Thursday, xxx, at approximately 5:10 am, I was driving my Ford F-150 XLT (VIN: [xxx]) eastbound on [xxx]. While exiting the elevated bridge at the intersection of [xxx] and [xxx] at 55 mph (6th gear), the vehicle experienced a sudden, uncommanded transmission downshift directly from 6th to 1st gear. This caused immediate extreme deceleration, engine over-speed, and locked the rear tires, causing tire slippage and an absolute loss of traction control on a high-speed highway. This severe event put my life and my wife's life in imminent danger of catastrophic injury. After safely pulling over, the malfunction indicator light (check engine) and the powertrain fault warning light (wrench icon) illuminated. The electronic cluster froze and failed to display the gear position. Drive (d) mode was completely unresponsive. I managed to vacate the active roadway using manual (m) mode. While driving in 4th gear in manual mode under extreme caution, a second violent, unintended downshift to 1st gear unexpectedly occurred, confirming the persistent, dangerous nature of this failure. Consequential mechanical damage includes severe transmission clunking noises during gear engagement and a constant internal metallic knocking sound from the engine block caused by the forced over-speed. This failure perfectly matches the technical failure mode described in NHTSA safety recall campaign 26v237 (oss to pcm signal loss). On xxx, at 11:10 am, I personally visited arceneaux Ford inc. (authorized dealership in [xxx]) to report this safety defect, open a service case, and request a safe vehicle inspection and loaner. The dealership explicitly refused to open a case or take action, stating that "Ford motor company does not currently have an engineered solution for this problem," leaving me stranded with an unroadworthy, highly hazardous vehicle. Information redacted pursuant to the freedom of information act (foia), 5 u. S. C. 552(b)(6).

The contact owns a 2015 Ford F-150. The contact stated that while driving at various speeds, the vehicle suddenly decelerated, the tires were dragging, and the engine temperature was high. The check engine warning light illuminated. The contact's father performed a diagnostic scan on the vehicle and retrieved a diagnostic trouble code indicating a pcm and engine cooling system failure. The vehicle was taken to the dealer, where the coolant hose was replaced, and coolant was added to the vehicle; however, the failure recurred while leaving the dealer 5 minutes later, and the vehicle failed to exceed 10 mph. The vehicle was driven back to the dealer, and it was determined that the coolant temperature sensor had failed and needed to be replaced. The vehicle was not repaired. The contact stated that the failure might be related to NHTSA campaign number: 26v237000 (power train); however, the part to do the recall repair was not yet available. The manufacturer was not contacted. The failure mileage was unknown.

While driving my 2015 F-150 in live traffic, the vehicle suffered an abrupt, catastrophic powertrain and electronic control module failure, resulting in an immediate engine stall and severe traffic hazard. Multiple cluster warnings (check engine, cross traffic, hill assist) illuminated, followed by a total mechanical shutdown into a permanent "no start" condition. The truck was towed to a Ford dealership. The diagnosis by the certified Ford technician (repair order #5804) confirms the root cause mirrors the exact hardware defect covered under Ford recall 26s / NHTSA campaign 26v237000. The transmission internal molded lead frame and transmission range (tr) sensor suffered a severe electrical short circuit due to thermal degradation in the fluid. Crucially, this failure triggered a sudden, uncommanded downshift that forced the transmission into 2nd gear at driving speed. This created a violent rotational speed shock that physically shattered the internal planetary gears and clutches. This severe mechanical explosion left the "excessive metal" found in the oil pan, completely destroying the transmission internals. Simultaneously, the internal short circuit back-fed destructive voltage directly into the pcm reference circuit, immediately blowing the 10-amp main power supply circuit (fuse f93). Because the shorted pcm completely killed module communication ("no communication with pcm"), the computer was physically incapable of saving diagnostic trouble codes (dtcs) prior to replacement. The "trans tr sensor codes" only surfaced once a new pcm was installed to restore communication. Ford is wrongfully denying my $8,581. 23 recall reimbursement of my transmission and pcm solely because the defect itself completely destroyed the computer’s ability to log data before repairs began.

The contact's husband owns a 2015 Ford F-150. The contact stated while driving 60 mph, the vehicle independently downshifted and the rpm surged to 6,000 rpm. The failure persisted while depressing the accelerator pedal and the vehicle failed to accelerate and shift out of first gear. The contact stated that the check engine warning light was illuminated. After restarting the vehicle several times, the contact drove the vehicle to a dealer where the vehicle was diagnosed with a defective powertrain control module (pcm). The manufacturer was not notified of the failure. The contact recently discovered that the 2014 model year Ford F-150 was recalled under NHTSA campaign number: 24v444000 (power train) and the contact linked the failure to the recall. The vehicle was repaired. The failure mileage was approximately 160,000.

The contact owns a 2014 Ford F-150. The contact stated while driving approximately 30-35 mph, the vehicle downshifted and the rpm’s increased without the vehicle accelerating. The contact then stated that the transmission inadvertently downshifted to 5th gear. The powertrain malfunction warning light illuminated. The vehicle was taken to an independent mechanic where it was diagnosed and produced dtc codes: p061a, p0720, p0722. The vehicle was not repaired. The manufacturer was notified of the failure and the contact was transferred to the NHTSA hotline and provided a case number. The failure mileage was approximately 127,500.

My truck odometer shows I have 26582 miles on the truck. And the engine hours shows I have 867 hours. However rusty wallace service department said I have 63000 miles according to the pcm!!! I have transmission problems and they do not want to fix the truck under warranty. I content that the truck is still under warranty I have not done anything to the odometer. I have pictures that show I was doing 72 miles a hour and on the digital speedometer but the other speedometer showed I was doing 90 miles a hour. I parked the truck and it stilled showed I was doing 20 mph. I have attached the photos.