Some 2003-2020 Expedition/Navigator and 2006-2020 F-150 (non-Raptor) vehicles equipped with 4WD may exhibit grinding/clicking/ratcheting noise from the front wheel area. This may be due to partial engagement of the integrated wheel ends (IWE). To correct this condition, follow the Service Procedure to remove and cap the vacuum supply line or to reprogram the transfer case control module (TCCM) and replace any worn vacuum and/or IWE components.
full bulletin at NHTSA ↗2014 Ford F-150 powertrain problems
severe 335 complaints filed with NHTSA · avg repair $2,500 · see powertrain across all vehicles →
Failure mileage
Complaints
335
Recalls
0
Avg fix
$2,500
7crashes
1fire
12injuries
When does it fail?
Of the 335 powertrain complaints filed for the 2014 Ford F-150, here's the actual mileage breakdown — failures cluster heaviest at 50,000-75,000 mi.
0-25k
25-50k
50-75k
75-100k
100-125k
125-150k
150k+
Each bar shows the share of total complaints filed at that mileage range. Peak failure window highlighted. Some owners report problems earlier; some make it well past 150,000 miles symptom-free. Maintenance habits and driving conditions shift the curve as much as mileage alone.
What stands out
Owners have filed 335 powertrain complaints with NHTSA against this vehicle, but no formal recall covers the issue — the federal record reflects what manufacturers have admitted, not everything owners are reporting.
Powertrain accounts for 25% of all owner complaints filed against this vehicle, across 12 categories tracked.
Is there a fix? Manufacturer service bulletins
The manufacturer has issued service bulletins covering powertrain on this vehicle — documented repair instructions, service campaigns, or warranty extensions sent to dealers. A TSB isn't a recall (it's not a free safety remedy), but it's the manufacturer acknowledging the issue and how to fix it.
Some 2013-2018 F-150 vehicles equipped with electronic shift on-the-fly (ESOF) 4-wheel drive (4WD) may exhibit an intermittent grinding noise while driving in 2-wheel drive (2WD) mode most commonly on acceleration. ESOF can be identified as it does not have a 4WD AUTO (4A) position on the mode selector switch (MSS). This may be due to a loss of vacuum to the integrated wheel end (IWE) actuators and/or wear of the IWE components. To correct the condition, follow the Service Procedure steps to reprogram the transfer case control module (TCCM) and replace any worn vacuum and/or IWE components.
full bulletin at NHTSA ↗Some 2013-2018 F-150 vehicles equipped with Electronic Shift On-The-Fly (ESOF) 4-wheel drive (4WD) may exhibit an intermittent grinding noise while driving in 2-wheel drive (2WD) mode most commonly on acceleration. This may be due to a loss of vacuum to the integrated wheel end (IWE) actuators and/or wear of the IWE components. To correct the condition, follow the Service Procedure steps to reprogram the transfer case control module (TCCM) and replace any worn vacuum and/or IWE components.
full bulletin at NHTSA ↗Some 2013-2018 F-150/Expedition/Navigator vehicles equipped with four wheel drive (4WD) may exhibit an intermittent grinding noise while driving in two wheel drive (2WD) mode most commonly on acceleration. This may be due to a loss of vacuum to the integrated wheel end (IWE) actuators and/or wear of the IWE components. To correct the condition, follow the Service Procedure steps to replace the worn vacuum and/or IWE components.
full bulletin at NHTSA ↗On vehicles equipped with an automatic transmission it is imperative that the converter pilot hub be greased with Motorcraft Multi-Purpose Grease Spray XL-5-A even if grease was not applied from the factory. Also verify that the engine/transmission alignment dowel pins are present as well as the engine crankshaft dowel pin, if equipped, when installing the transmission. Failure to adequately lubricate the converter hub greatly increases the likelihood of the flexplate cracking in the future. Missing dowels may cause a misalignment issue also resulting in a premature failure. Refer to Workshop Manual (WSM), Section 307-01.
full bulletin at NHTSA ↗Source: NHTSA manufacturer communications. Bring the bulletin number to your dealer or shop.
The failure pattern owners describe
The 2014 F-150 powertrain—particularly the 6R80 transmission—shows a pattern of critical failures across this cluster of 335 complaints. The dominant issue is unexpected downshift to first or second gear at highway speed (55–75 mph), causing violent engine rev, wheel lockup, and near-stop deceleration with zero warning. Speedometer and odometer go dark; wrench symbol lights up. Owners have narrowly avoided rear-end collisions and have lost vehicle control in passing lanes.
A secondary pattern involves transmission loss of power: while driving, speedometer drops to zero, transmission sticks in current gear, and wrench symbol illuminates. Restart restores function temporarily. A third recurrent complaint is erratic shift behavior—transmission hunts between gears, refuses downshift, or jumps from fifth to first at 5 mph, causing hard lurching.
The root cause cited repeatedly is a defective molded lead frame inside the transmission. Ford recalled 2011–2013 models for this exact problem, including lead frame replacement. The 2014 model was excluded from that recall despite identical symptoms and hardware. Recall 24V444/24S37 (issued July 2024) prescribes only a PCM software update—and multiple owners report this update made downshifting *more frequent*, not less. Dealers admit the software "band-aid" masks a deeper transmission electrical failure that the update sometimes triggers. Lead frame replacement costs $1200–$1400; transmission replacement runs $15,000. Parts are on indefinite backorder nationwide. Ford denies warranty coverage, citing vehicle age or mileage, and refuses to reimburse owners who paid out-of-pocket before recall was issued.
Same Ford F-150 powertrain reports on nearby years: 2011 · 2015 · 2017
Failure modes owners describe
Unexpected downshift to low gear at highway speed
Transmission abruptly downshifts from cruise speed (typically 55–75 mph) to first or second gear without warning, causing severe engine rev, wheel lockup, and violent vehicle deceleration. Speedometer often reads zero; tachometer spikes to 4500–6000 rpm. Hazard persists across multiple speeds and road conditions. Owners report near-collisions from sudden unintended stop.
When: Occurs randomly during highway driving, downhill coasting, or acceleration; reported as early as 23,477 miles and up to 168,000 miles
Symptoms owners cite: Abrupt downshift to 1st or 2nd gear at highway speed; Speedometer drops to zero or reads erratically; Tachometer spikes 4500–6000 rpm; Severe engine rev, vehicle lurches and shakes violently; Rear wheels lock up or slide; Vehicle decelerates to near stop without brake input; Wrench symbol illuminates on dashboard; No warning before event occurs
Codes mentioned: P0721 (Output Shaft Speed Sensor, No Signal), P0722 (Output Shaft Speed Sensor, No Signal), P0720 (Output Speed Sensor)
Repairs/costs cited: Molded Lead Frame replacement reported at $1200–$1400 per owner narratives; part availability issue (backorder, 'inter-galactic backorder' reported); transmission replacement required in severe cases ($15,000 quoted in one narrative); some owners cite transmission electrical frame replacement (~$2000)
Recalls/TSBs owners mention: Recall 24V444/24S37 issued July 2024 addressing this issue; recalls 19V433000 and 19V075000 covered 2011–2013 models only. PCM software update prescribed as recall remedy, but multiple owners report update made problem worse or had no effect. Some dealers refuse to perform software update after acknowledging it worsens downshifting. Ford denies warranty coverage citing vehicle age/mileage or claims issue unrelated to recall despite same symptoms. Warranty repair declined when no DTC codes present at diagnosis time.
Transmission loss of power and limp mode (speedometer dropout)
While driving at various speeds, transmission loses communication with engine, causing speedometer to zero out, tachometer to drop, transmission to stick in current gear, and wrench symbol to illuminate. Vehicle enters limp or safe mode with severely reduced power output (30 mph max reported). Requires engine restart to restore normal operation. Can occur multiple times in same drive.
When: Intermittent; reported as early as several months into ownership through 155,000 miles; some owners report multiple occurrences per drive
Symptoms owners cite: Speedometer drops to zero or displays dashes; Transmission stuck in whatever gear was engaged; Tachometer drops to zero or goes erratic; Engine/transmission loses power output; Wrench symbol illuminates; Information center display shows dashes instead of data (mileage, trip meter); Seatbelt warning light may illuminate; Vehicle enters limp mode with ~30 mph max speed; Engine no longer responds to accelerator pedal; No warning lights before event in some cases
Codes mentioned: P0722 (Output Shaft Speed Sensor, No Signal), P0721 (Output Shaft Speed Sensor, No Signal), U0401 (Invalid Data Received from ECM/PCM)
Repairs/costs cited: OSS (Output Shaft Speed Sensor) replacement performed by independent mechanic in at least one case; transmission electrical frame replacement reported at ~$2000; some owners report service manager unable to locate root cause; part availability issues affect repairs
Recalls/TSBs owners mention: Recall 24V444/24S37 includes PCM software update; one owner reported update made problem worse. Dealerships claim update unrelated to transmission electrical frame failure. Ford claims some transmissions commonly lose electrical frames but insufficient cases for recall. Extended warranty covered some throttle-body-related limp-mode events. Most cases: owners directed to file NHTSA complaints; repair costs not covered by warranty.
Transmission shift hesitation, hard shifts, and erratic gear selection
Transmission exhibits unpredictable gear selection, hard or abrupt shifts between gears, or hesitation when engaging from Park to Drive/Reverse. Vehicle may shift from 5th directly to 1st at low speed; may refuse to downshift below a high gear; or may hunt between multiple gears. Accompanied by noticeable lurching, thudding, or jerking. Some events occur cold-start; others random.
When: Occurs during initial drive from parked position, low-speed maneuvers (parking lots, intersections), and during acceleration; reported from new vehicle through 219,000 miles
Symptoms owners cite: Hard or abrupt gear shifts with audible thud/clunk; Transmission shifts 5th to 1st at low speed (~5 mph); Refuses to downshift below high gear (stays locked in 5th); Erratic hunting between multiple gears; Transmission stuck in first gear after startup until restart; Vehicle lurches or jerks during shifts; Downshift at inappropriate speeds (e.g., downshift to 1st at 25–40 mph in parking lot); Loud whining/groaning noise from transmission during acceleration; Wrench symbol may appear after shifts
Codes mentioned: P0722 (Output Shaft Speed Sensor, No Signal)
Repairs/costs cited: Transmission flushes (fluid/grease addition) attempted without lasting effect; transmission replacement recommended in progressive cases; some owners replace PCM; molded lead frame replacement mentioned but availability limited
Recalls/TSBs owners mention: Dealers claim normal behavior or attribute to transmission fluid conditions (shimming, fluid additives); no specific TSB or recall cited for shift-quality issues in narratives. Ford technicians offer aftermarket solutions; part backorders common.
Transmission control module and electrical connector failures
Transmission electrical components (lead frame, wiring harness, solenoids B and E, motherboard/control module) fail, causing loss of signal between transmission and engine control. Events include spontaneous downshifts, limp mode, speedometer dropout, and inability to maintain gear. Owners cite lead frame as known weak point in 6R80 transmission.
When: Reported from 40,000 to 219,000 miles; some post-recall service; in at least one case occurring after PCM update and before lead frame replacement
Symptoms owners cite: Sudden loss of transmission-to-engine communication; Unexpected downshift or refusal to shift; Speedometer and odometer inoperable; Wrench and check engine lights; Loss of motive power in limp mode
Codes mentioned: P0722 (Output Shaft Speed Sensor, No Signal), P0721 (Output Shaft Speed Sensor, No Signal)
Repairs/costs cited: Molded lead frame (AL329G276D or similar) replacement at $1200–$1400; transmission electrical frame replacement at ~$2000; solenoid B and E replacement; wiring harness replacement; transmission control module (motherboard) replacement; transmission replacement required in cascading failure cases. Part availability severe constraint.
Recalls/TSBs owners mention: Ford acknowledges lead frame was recalled fix for 2011–2013 models; denies coverage for 2014 models under same recall despite identical part/symptoms. Recall 24V444/24S37 (PCM software update) does not include lead frame in repair scope. Dealers informed customers lead frame is known to fail but insufficient volume for recall on 2014+. One dealership quoted $1200 lead frame cost; another required transmission replacement ($15,000) after electrical frame failure.
Throttle body malfunction and limp-home mode activation
Defective throttle body causes engine to enter limp-home (safe) mode, cutting power to idle-only speeds (5–30 mph max). Wrench symbol illuminates; check engine light may follow. Vehicle loses ability to accelerate at highway speeds or in traffic, creating extreme safety hazard. One owner replaced throttle body at 40,000 miles; another at under 60,000 miles.
When: Reported as early as 12,600 miles on new vehicle; multiple incidents during single cross-country trips; recurring throughout ownership
Symptoms owners cite: Wrench symbol illuminates; Check engine light (delayed appearance in some cases); Immediate loss of engine acceleration/power; Vehicle limited to idle speed (~5–30 mph); No response to throttle pedal pressing; Vehicle must coast to shoulder and restart to restore power; No diagnostic code available until after 5th incident (one owner); Defect becomes apparent only on extended drives
Codes mentioned: Check Engine Light (code retrieval delayed)
Repairs/costs cited: Throttle body replacement; parts availability varies (one dealership had part same-day, others required week+ wait). Cost range $445–$675 quoted. Extended warranty covered one replacement.
Recalls/TSBs owners mention: Dealers unable to diagnose until check engine light appears or multiple failures occur. One dealership downplayed severity and sent customer on risky journey; second dealership recognized defect and prioritized repair. No specific recall mentioned in narratives; customers claim known problem internally at Ford.
Transmission fluid line rupture at quick-connect fitting
Aluminum quick-connect fitting on transmission fluid line fails suddenly during driving, causing rapid transmission fluid loss and complete loss of engine power. No warning lights precede event. Owners cite this as a known failure point on 6R80 transmissions; video evidence and Ford technician confirmation mentioned.
When: Sudden, no prior warning; reported during highway driving at unspecified mileage
Symptoms owners cite: Sudden rapid loss of transmission fluid; Complete loss of engine power while driving; No warning indicator lights prior to failure; Vehicle must coast to roadside
Repairs/costs cited: Transmission fluid line replacement; fitting prone to failure at specific bend point; aftermarket documentation and video evidence available showing common failure point
Recalls/TSBs owners mention: No recall issued; described by Ford technician as known issue but not addressed via recall
Transmission shift cable / park mechanism failure allowing vehicle rollback
Vehicle rolls backward while in Park on incline without explanation. Dealership unable to determine cause. One owner mentions recall for 'transmission clip that locks gear shift cable' suggesting cable detachment or slack. Incident resulted in passenger injury.
When: Occurred with engine off, keys removed, while loading wheelchair; failure mileage 23,477 miles (early in vehicle life)
Symptoms owners cite: Vehicle rolls backward while in Park on incline; No explanation found by dealership; Keys removed from ignition; engine off
Repairs/costs cited: Shift cable clip or transmission lock mechanism replacement (implied); vehicle not repaired per narratives
Recalls/TSBs owners mention: Dealership found no failure; claimed no explanation. Owner cites recall for transmission clip locking gear shift cable to transmission.
Engine hesitation, dead spot in throttle response, and turbo-related issues
Throttle response exhibits dead spot or lag at initial acceleration, creating dangerous hesitation in traffic or passing situations. Engine misfires, turbos fail or require replacement, and spark plugs/plug wires blamed without resolving issue. Dangerous during passing maneuvers and traffic merges.
When: Ongoing since purchase; exacerbated during city-speed acceleration and highway passing attempts
Symptoms owners cite: Dead spot in throttle at beginning of acceleration; Severe lag between throttle input and engine response; Rapid acceleration once throttle engagement overcomes dead zone; Tire spin from over-response; Engine hesitation during traffic acceleration; Misfiring sensation; Whining noise from turbos
Repairs/costs cited: Turbo replacement (did not resolve); spark plug and plug wire replacement (did not resolve); no lasting fix reported
Recalls/TSBs owners mention: Dealers unable to locate root cause; multiple repair attempts unsuccessful; customer frustrated after numerous visits
Brake system issues (master cylinder, booster, and fluid loss)
Brake master cylinder and booster failures cause complete brake fluid loss and inability to stop vehicle. Occurred while vehicle parked and later during cross-country drive. Issues compounded by throttle body failure in same trip.
When: Occurred early in vehicle history; failure mileage under 60,000 miles; some parts later recalled
Symptoms owners cite: Complete loss of brake fluid; No brakes available; Brake booster malfunction; Fluid drains fully from system
Repairs/costs cited: Master brake cylinder and booster replacement ($719); later recalled, but owner could not obtain reimbursement easily (6–8 week waiting period, in-person dealer visit required)
Recalls/TSBs owners mention: Recall issued post-repair; owner not notified at time of failure; dealer claimed no recall existed at time of service. Reimbursement process cumbersome; throttle body repair not covered by brake recall.
Synthesized from 335 NHTSA owner complaints — unverified consumer allegations, summarized for patterns. The verbatim filings appear below.
What owners are reporting 6 most recent
The contact owns a 2014 Ford F-150. The contact stated while driving 55 MPH and approaching a stop, the transmission shifted into third gear. The contact stated that while stopped, parked, or while driving at various speeds, the transmission would unexpectedly shift up or down to third gear. The “WRENCH Symbol” and seat belt warning lights were illuminated. The local dealer was contacted, and the…
Sporadically, over the last 6 months (but with more frequency in recent months), at various speeds or with no other common denominator, the truck loses power to the transmission, the speedometer drops to zero, and the wrench light comes on. The only way to keep the truck functioning is to pull over, turn the vehicle off, and restart it. Most times, this will fix the issue. It's obviously…
While traveling at 60MPH transmission downshifts to 1st gear causing rear end to basically lock up and skidded into oncoming traffic lane. Luckily I didn’t hit anyone. Transmission also locks into 5th or 3rd gear at a stop and will not shift out. Unpredictable at best, VERY DANGEROUS.
The contact owns a 2014 Ford F-150. The contact received notification of NHTSA Campaign Number: 24V444000 (Power Train). The contact stated that while driving at approximately 35 MPH exiting the highway, the vehicle lost power and stalled. The oil pressure warning light illuminated. The vehicle was steered to the side of the road and inspected. The vehicle was restarted and the failure persisted.…
Tl* the contact owns a 2014 Ford f-150. While driving, the engine power reduced and the vehicle stalled on a hill. The contact stated that the gears failed to shift properly. The vehicle was reversed down a hill and the contact was able to pull off the roadway. The vehicle was not diagnosed by a dealer. The vehicle was towed to a repair facility to be diagnosed, but the results were unknown. The…
While driving down the highway at roughly 75mph the vehicles speedometer suddenly jumped to 105mph then down to 65mph, then to roughly 90mph and finally dropping to 0mph at which time the transmission suddenly shifted down into 1st gear causing the rear wheels to lock up while going 75mph almost killing myself. After this occurred and the vehicle stopped the ignition was turned off. Once…
Had powertrain trouble with your 2014 Ford F-150?
File a complaint with NHTSA → It's free, official, and how every report above got here — owner filings are the federal safety record this page is built on.
Common questions
How serious is the powertrain problem on the 2014 Ford F-150?
It's a meaningful issue. 335 complaints have been filed and the failure mode causes operational problems for owners. Repairs average $2,500.
At what mileage does the powertrain typically fail?
Across the 193 complaints that reported odometer mileage, most powertrain failures cluster between 60,000 and 136,000 miles, with the median around 93,000. A quarter of owners report trouble before 60,000; a quarter make it past 136,000. Maintenance history matters more than the odometer alone — this is the reported failure window, not a guarantee.
What does it cost to fix?
Independent shops typically charge around $2,500 for powertrain repairs on this vehicle. Dealer pricing tends to run 20-40% higher. The exact figure depends on the specific failure mode, parts availability, and your local labor rates. If you're outside factory warranty, an extended service contract often covers this category.
Are there any recalls related to powertrain?
No active recalls currently cover powertrain issues on this vehicle. The complaints filed represent owner-reported failures that haven't risen to the level of a manufacturer-issued recall — but they're still worth knowing about before you buy or budget for repairs.
Related
Complaint and recall data sourced from the National Highway Traffic Safety Administration (NHTSA)
public records database. Verify the raw federal record at
nhtsa.gov/vehicle/2014/Ford/F-150.
Severity ratings are derived from reported crashes, fires, injuries, and fatalities. Repair cost estimates are
independent-shop national averages and may differ in your area. Some links on this page are affiliate links.