This bulletin supersedes 26-2194. Reason for update: update the Parts list to correct a part description " Loctite 638", update the claim quantity for the drain/fill plug, update the claim quantity of the wheel hub bolts (Corsair) and limited the parts list for Edge/Nautilus to only the rear drive unit fluid. Some of the vehicles listed in the Model statement above may exhibit all of the following conditions: Shudder chatter condition, most noticeable at low speeds turning No relevant diagnostic trouble codes (DTCs) present This may be due to internal rear drive unit (RDU) fluid contamination.
full bulletin at NHTSA ↗2023 Ford Maverick powertrain problems
moderate Owners of the 2023 Ford Maverick have filed 87 NHTSA complaints about the powertrain at roughly $2,500 to repair (U.S. federal records, as of July 2026). Source: NHTSA Office of Defects Investigation. See powertrain across all vehicles →
Complaints
87
Recalls
0
Avg fix
$2,500
| Model year | powertrain complaints |
|---|---|
| 2022 Maverick | 34 |
| 2023 Maverick (this page) | 87 |
| 2024 Maverick | 15 |
What stands out
Powertrain accounts for 33% of every owner complaint on file for this vehicle — the dominant problem area across 10 categories tracked.
Owners have filed 87 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.
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 2022-2024 Maverick Hybrid vehicles may exhibit an intermittent vibration and/or crunching noise after a cold start while the engine is running with the vehicle stationary in drive with no throttle input and brakes applied. An intermittent engine rocking or rolling motion in one direction may also be observed while the concern is present with the hood open. The noise may be present with no drivability concerns, relevant diagnostic trouble codes (DTC) stored, warning indicators illuminated and/or warning messages displayed. The noise may reduce or be eliminated after several minutes of driving when the powertrain warms up. This condition does not affect vehicle durability and no additiona
full bulletin at NHTSA ↗Some 2020-2026 Corsair/Escape, 2021-2026 Bronco Sport, and 2022-2026 Maverick vehicles equipped with an 8F35 transmission may exhibit a shudder condition, most noticeable at speeds below 60 mph (100 km/h), with no relevant diagnostic trouble codes (DTC) stored in the powertrain control module (PCM). Sometimes, this may be perceived/felt as an engine misfire. This may be due to the torque converter. If Pinpoint Test K: Torque Converter Clutch Operation in Workshop Manual (WSM), Section 307-01 > Diagnosis and Testing > Diagnosis by Symptom directs to replace the torque converter, remove and replace the torque converter and torque converter seal. Refer to WSM, Section 307-01 > Removal and Insta
full bulletin at NHTSA ↗Some 2020-2026 Corsair/Escape, 2021-2026 Bronco Sport, and 2022-2026 Maverick vehicles equipped with an 8F35 transmission may exhibit a shudder condition, most noticeable at speeds below 60 mph (100 km/h), with no relevant diagnostic trouble codes (DTC) stored in the powertrain control module (PCM). Sometimes, this may be perceived/felt as an engine misfire. This may be due to the torque converter. If Pinpoint Test K: Torque Converter Clutch Operation in Workshop Manual (WSM), Section 307-01 > Diagnosis and Testing > Diagnosis by Symptom directs to replace the torque converter, remove and replace the torque converter and torque converter seal. Refer to WSM, Section 307-01 > Removal and Insta
full bulletin at NHTSA ↗This bulletin supersedes 25-2627. Reason for update: To add a Step to reprogram the all-wheel drive (AWD) module for Bronco Sport vehicles. Some of the vehicles listed in the Model statement above may exhibit all of the following conditions: Shudder chatter condition, most noticeable at low speeds turning No relevant diagnostic trouble codes (DTCs) present This may be due to internal rear drive unit (RDU) fluid contamination.
full bulletin at NHTSA ↗Source: NHTSA manufacturer communications. Bring the bulletin number to your dealer or shop.
The failure pattern owners describe
The primary complaint pattern centers on sudden and repeated loss of propulsion during normal highway driving. Vehicle speed drops from 75 mph to 25–35 mph max, multiple warning messages flood the dash, and the transmission either shifts to neutral or engages limp mode. Gas pedal becomes unresponsive; the vehicle may then accelerate on its own up to 35–40 mph without pedal input, controllable only by braking. Most owners report this issue began after dealership completion of powertrain control module recalls (23E09, 23C41, 24S33). A single restart and 5–45 minutes of downtime temporarily restores normal function, but the problem recurs unpredictably, with some owners experiencing 5+ incidents over weeks.
A related failure involves unexpected automatic shift to park at low speeds (2–10 mph), often during turns or acceleration from stops, with the electronic parking brake engaging without driver input. Owners also report transmission shuddering/shaking under acceleration, attributed to CV axle wear, though dealers initially dismissed this as normal operation. Cold-start lurching while the brake is held is common and unaddressed. Finally, hybrid powertrain failures causing complete loss of power have resulted in vehicles sitting in dealerships for 6+ weeks with attempted hybrid battery replacement, high-voltage harness work, and even transmission replacement—none resolving the underlying issue. Dealers repeatedly state they cannot replicate failures or lack authorized repair procedures from Ford.
Same Ford Maverick powertrain reports on nearby years: 2022 · 2024
Failure modes owners describe
Sudden loss of power and limp mode activation with downshift to 25–35 mph
While driving at highway or normal speeds, vehicle suddenly loses propulsion power, shifts to neutral or limp mode, and caps speed at 25–35 mph. Multiple warning lights and error messages flood the dash, including 'Gear Selected Will Engage at Low Speed,' 'Powertrain Malfunction/Reduced Power,' 'Pre-Collision Assist Not Available,' 'Service AdvanceTrac,' and 'Service Engine Soon.' Vehicle often requires a full restart and sitting for 5–45 minutes to restore normal operation.
When: Occurs randomly during normal driving, often at highway speeds (50–80 mph). Multiple reports indicate the problem began after powertrain control module (PCM) recalls (23E09, 23C41, 24S33) were performed. Some owners report 5–9+ incidents over several months.
Symptoms owners cite: Sudden speed reduction from highway speed to 25–35 mph max; Multiple warning lights and gauge cluster messages appearing in rapid succession; Vehicle shifts to neutral or engages electronic parking brake without driver input; Loss of throttle response; gas pedal ineffective; Vehicle may accelerate on its own (electric power) despite no pedal input; Check engine light illuminated; Upon restart, issue temporarily resolves but recurs unpredictably
Codes mentioned: U1011 (Invalid Internal Control Module Monitoring Data from ECM/PCM), U1028 (ABS Control Module Received Invalid Data from ECM/PCM), U1010 (Invalid Internal Control Module Monitoring Data from Hybrid PCM), P0401 or similar network communication faults
Repairs/costs cited: Dealers have cleared error codes and performed module reprogramming updates, but issues persist. One owner reported dealer replaced CV axles without addressing the actual powertrain malfunction. Another owner's truck has been at dealership for 4+ weeks with attempted transmission replacement after multiple failed repair attempts. No confirmed fix released by Ford as of report dates.
Recalls/TSBs owners mention: Recalls 23E09, 23C41, 24S33 for PCM reprogramming; Ford service manager acknowledged issue may be related to recall software update. Ford engineering sent field engineer who recommended transmission replacement (not yet confirmed as solution). No official TSB or corrected software update released.
Unwanted acceleration and loss of throttle control (limp mode)
After shifting into drive or while driving in limp mode, vehicle accelerates on its own up to 35–40 mph without driver pressing the gas pedal. Operator cannot control speed with accelerator; only braking slows the vehicle. Once brakes are released, vehicle resumes self-acceleration. Occurs during or after limp mode episodes.
When: Most commonly observed after vehicle enters limp mode and is restarted. Multiple incidents per owner over weeks to months. Often occurs at low speeds (5–40 mph) during city or residential driving, though also reported at highway speeds during reduced-power state.
Symptoms owners cite: Vehicle accelerates without foot on gas pedal; Throttle pedal does not respond or control speed; Vehicle maintains constant speed (35–40 mph) regardless of pedal input; Only braking effectively slows vehicle; Upon brake release, vehicle re-accelerates to set speed automatically; Occurs multiple times per drive cycle
Codes mentioned: U1011 (Invalid Internal Control Module Monitoring Data), U1028 (ABS received invalid data), U1010 (Hybrid PCM monitoring data invalid)
Repairs/costs cited: No specific repair documented. Dealers have performed module updates and software recalibrations but issue persists across multiple service visits. One owner reports dealer 'unable to replicate' and unable to reprogram PCM/SOBDMC until Ford releases official fix.
Recalls/TSBs owners mention: Recalls 23E09, 23C41 for PCM and software calibration; recall 24S33 for powertrain control module. No confirmed resolution provided by Ford.
Unexpected shift to park while driving at low speed
Vehicle shifts itself into park while moving at 2–10 mph, with electronic parking brake engaging automatically without driver input. Often triggered while turning, accelerating from a stop, or during low-speed maneuvering (apartment complex, parking lot, city streets). Dashboard displays cascade of error messages.
When: Occurs during low-speed driving (2–40 mph), typically during turns or acceleration from stops. Multiple owners report recurring incidents (2–5+ times). One owner documented three separate incidents in nine days; another reports the same incident type on at least three separate occasions.
Symptoms owners cite: Vehicle unexpectedly shifts to park; Electronic parking brake engages automatically; Multiple warning lights and error prompts on dash; Flashing 'D' gear indicator; Check engine light, 'Service Engine Soon,' 'Powertrain Malfunction' warnings; Vehicle may be immobilized until restarted or shift lever is cycled
Codes mentioned: U1011 (Invalid Internal Control Module Monitoring Data), U1028 (ABS received invalid data), U1010 (Hybrid PCM invalid data)
Repairs/costs cited: Dealers have cleared codes and reset modules. One owner's dealership stated unable to reproduce issue and unable to reprogram PCM until Ford releases a fix. No permanent repair confirmed.
Recalls/TSBs owners mention: Recall 24S33 for powertrain control module reprogramming. Some owners mention recall 23V330 as a potential fix, but updates have not resolved the recurring problem.
Transmission/driveline vibration and shaking under acceleration
Vehicle exhibits driveline vibration, shuddering, or heavy shaking when accelerating, especially from low speeds or uphill. Symptoms consistent with CV axle failure or internal transmission wear. Dealers initially dismiss as 'normal' or refuse to diagnose under powertrain warranty despite Ford superseding original NZ6Z axle part numbers to SZ6Z and PZ6Z revisions (indicating known defect history).
When: Occurs during normal acceleration and highway driving. One owner reported the issue present from purchase (~32k miles) and persisting. Another owner reports shake under acceleration and notes issue present even on low-mileage used vehicle. One owner documented issue at 68k miles after multiple dealership visits.
Symptoms owners cite: Heavy shaking or vibration during acceleration; Driveline vibration consistent with axle failure; Shake most noticeable when accelerating uphill or from stops; Persists across multiple drive cycles
Repairs/costs cited: Multiple dealers initially diagnosed as 'normal' or 'fine' when warranty coverage was in effect, despite known part supersessions. CV axles eventually replaced under warranty at 32k miles (one owner) and at 68k miles after warranty expired (another owner). One dealer (Tenvoorde Ford) refused diagnosis of warranty-covered powertrain issue.
Recalls/TSBs owners mention: No TSB or recall issued for this issue, despite part number supersessions indicating known defect. Warranty coverage applied post-diagnosis in some cases.
Cold-start transmission lurch and forward nudging while stopped
Vehicle exhibits jerky, lurching forward motion at cold starts or when shifting from park to drive, despite operator's foot firmly on brake. Vehicle 'bumps' or 'nudges' forward repeatedly while brake is held. Occurs most often on cold mornings but also reported at traffic lights and near pedestrians. One dealer claimed this is 'normal for Mavericks' after 25-day investigation.
When: Most common on cold starts (first thing in morning), but also occurs when stopped at red lights or other stopped positions during the day. Recurring behavior across multiple drive cycles.
Symptoms owners cite: Forward lurching or nudging despite foot on brake; Repeated bump/pulse forward motion ('bump bump bump'); Most pronounced during cold start or shift from park to drive; Can occur before releasing brake pedal; Vehicle movements unpredictable and uncontrolled by driver
Repairs/costs cited: Dealer (Zumbrota Ford, among others) stated 'it's normal for Mavericks' after 25-day inspection. No diagnostic codes thrown and no warning lights present during events. No repair offered or performed.
Recalls/TSBs owners mention: No recall or TSB issued. Dealers claim behavior is within normal operating parameters.
Hybrid powertrain loss of propulsion and engine stall
Vehicle suddenly loses all propulsion while driving; electric motor and gas engine both fail to produce power. Vehicle may coast to a stop or stall mid-motion. Engine may shut off completely at startup or immediately after startup (e.g., 2 minutes after start). Related to hybrid battery module or high-voltage system failures.
When: Can occur at any speed but often at highway or normal cruising speeds. One owner's vehicle stalled in gym parking lot. Another reported shutdown 2 minutes after startup, repeatedly, after hybrid battery module replacement. One owner's truck has undergone 4+ weeks of unsuccessful repair attempts.
Symptoms owners cite: Complete loss of propulsion (electric and gas power both fail); Vehicle stalls or shuts off during normal operation; Engine shuts off 1–2 minutes after startup; FordPass app displays 'Powertrain Malfunction' error; Check engine light illuminated
Codes mentioned: Powertrain Malfunction code (generic, per FordPass app)
Repairs/costs cited: Dealers have attempted: (1) hybrid battery module replacement, (2) high-voltage harness installation and module reinstallation (40 hours labor), (3) transmission replacement. None resolved the issue; vehicle continues shutting off after restarts. One owner's truck in dealership for 6 weeks total with no confirmed fix.
Recalls/TSBs owners mention: Ford engineering field engineer involved in one case but no solution confirmed. Dealers awaiting official repair procedure.
Synthesized from 87 NHTSA owner complaints — unverified consumer allegations, summarized for patterns. The verbatim filings appear below.
What owners are reporting 4 most recent
CV axles both going bad at 50,000 miles
While driving down US-69, while attempting to pass a vehicle at about 80 mph, the vehicle shut off and proceeded to stop accelerating, as well as started to slow itself down. The instrument cluster flashed quickly before shutting off, and the radio also shut off. The cabin lights came on, and I had to switch to the right lane to quickly get onto the side of the road where it gradually slowed…
My Maverick had to have both CV joints replaced at 18,000 miles. Bad shaking vibration when accelerating. I told Byers Ford of vibration they said both CV joints needed replacement. I was told this is a common problem with Mavericks.
Loss of motive control ongoing issue. This is documented problem being investigated by NTHSA, R2Q4014. Functional issue: • Engine flips into Neutral unexpectedly. Vehicle coasts to a stop, where it flips into Park on its own. • Vehicle requires a restart to move gear out of Neutral. After restarting vehicle, vehicle can operate on limited power that maxes out at about 35 mph. Acceleration is…
Had powertrain trouble with your 2023 Ford Maverick?
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 2023 Ford Maverick?
It's a documented issue but not catastrophic. 87 complaints have been filed. Repairs average $2,500 and most owners catch it before it causes a breakdown.
At what mileage does the powertrain typically fail?
Based on the 87 complaints filed, powertrain issues most often appear around 23,000 miles. Some report problems earlier; some make it well past 150,000 with no symptoms. Maintenance habits matter — vehicles that received timely fluid services and were not regularly overworked tend to last longer.
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/2023/Ford/Maverick.
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.