Owners who have had their flexplates replaced say it's only a matter of time before they crack again. And, if left unattended, the plates can shatter leading to greater engine damage.

What is a Flexplate? ∞

A flexplate is a metal disk that helps convert energy from the engine into something an automatic transmission can use to help propel the car along smoothly.

It does this by captures the engine's energy and storing it by spinning at a speed that is usually smooth and even. That spun energy can then be used by the torque converter to send to the gearbox.

Common problems with flexplates ∞

A flexplate needs to be smooth and evenly distributed to properly work.

A warped flexplate won't properly engage with the starter motor and can damage the teeth of the surrounding ring gear. A cracked flexplate can allow for unintended movement and can be heard rattling while the engine is idling.

This video has a great example of what a rattling flexplate sounds like:

If the flexplate is warped or cracked, owners can expect a whole host of problems:

• Rattling, grinding, or clunking noises from the back of the engine during idle
• A loud knocking noise when the engine shifts into gear
• Unsettling vibrations in the driver's sear while driving
• A loss of power at high speeds

If the flexplate shatters the vehicle won't be able to transfer engine power into the transmission, meaning it loses the ability to move.

What's Wrong with the Edge EcoBoost Flexplate? ∞

The most common problem with the flexplate found in the 2015-2018 Edge SUVs is it cracks around the crankshaft, specifically where the circular bolt patterns for the crankshaft and torque converter meet.

The cracks allow the flexplate to separate around the bolts and lead to rattling noises that are most prevalent during start-up and engine idle.

If left unaddressed, the flexplate will eventually shatter and stop the SUV from moving as the engine's energy is no longer available to the transmission. Shattered flexplates usually result in damage to the Bendix drive, crankshaft seal, and the starter. It's not uncommon for repair bills to be greater than $2,000 (not to mention any towing and rental car fees).

Flexplate and engine rattle service bulletins ∞

In July of 2018, Ford released Technical Service Bulletin (TSB) #SSM 47398 which simply informed service technicians that SSM 47398
Some 2015-2018 Edge vehicles equipped with a 2.0L EcoBoost and 6F35 transmission may exhibit a rattle noise from the transmission bellhousing area while running. This may be the result of a cracked engine flexplate.

Importantly, technicians were advised to use new dowel pins in the engine block.

If the dowel pins were pulled out of the engine block, new dowel pins will need to be installed in the engine block. Failure to do so could result in a repeat repair.

Why proper dowel installation is critical ∞

A second bulletin gets into more repair details ∞

A second bulletin, TSB #19-2236 was released in August 2019 with more specific instructions on how to fix the condition and correctly replace the flexplate, transmission fluid pump, and torque converter.

Repeated Edge Flexplate Failures ∞

A 2021 flexplate rattle class-action lawsuit is worried about repeated failures of the 2015-2018 Edge flexplate.

One of the plaintiffs waited five weeks to have their flexplate repaired, only to have the new disc fail within the first 6,000 miles.

The plaintiffs say Ford should recall all the SUVs to properly repair the vehicles and extend warranty coverage for the flexplates.

Class Action Lawsuit for Ford's Aluminum Hood Rust ∞

A class action lawsuit filed in the United States District Court in New Jersey claims that Ford used aluminum hoods but failed to properly insulate them from "old iron-based connecting and supporting parts," despite knowing that "would give rise to galvanic coupling" and corrosion.^[1]

It goes on to say that the automaker went on to conceal this inevitable problem from buyers, drastically reducing the long-term value of their vehicles.

Ford not only denies this claim, but says the suit is so lacking in merit that it should be dismissed. Last fall, Judge Kevin McNulty granted only part of Ford's request, dismissing one of three counts, allowing the case to continue.^[1:1]

How Much Did Ford Know About the Problem? ∞

Ford can deny concealing the problem until the cows come home, but actions speak louder than words. In 2004 the manufacturer sent dealers a technical service bulletin (TSB) about bubbling and blistering under the paint on aluminum body panels due to “iron contamination of the aluminum panel”.

The TSB goes on to say that "testing has revealed that the aluminum corrosion was caused by iron particles working their way into the aluminum body part, prior to it being painted."

Hey Ford, what was that about not knowing this was an issue?

But the downsides are they're a preferred chew toy for many types of rodents, provide excellent nesting material, are found in near endless supply in a warm, hidden spot.

Soy Wiring Complaints From Ford Owners ∞

Ford is far from alone on this problem. ∞

Toyota was sued because owners think this sort of damage should be covered under warranty. Toyota continually denies that modern insulation is any more appealing to rodents saying we are currently not aware of any scientific evidence that shows rodents are attracted to automotive wiring because of alleged soy-based content.

Honda owners were also tired of rodents using their engines as a playground full of chew toys. The lead plaintiff says his 2014 Honda CrossTour wiring was shredded by a rabbit, a rabbit found in the engine compartment by a Honda dealer. Delaney says the dealer provided a photo of the rabbit enjoying the soy wiring for lunch, but the dealer refused to cover the repairs under warranty, which left Delaney paying $765 for the repairs..

In the case of Michelle Martinez v. Hyundai Motor America, Inc., the plaintiffs say that when an owner takes their vehicles in for repairs due to chewed wires, the gnawed materials are replaced with more soy-based materials. A vicious circle ensues, and owners can spend thousands of dollars just keeping their cars running.

Subaru was sued in Hawaii because, come to find out, replacing a fuel line or running new electrical ain't cheap. Especially when you have to do it again and again.

Tips for Preventing Rodent Damage ∞

• Regularly open the hood and inspect your engine for signs of rodent activity (so, poop)
• When you move the car, look for any shredded pieces of wire coating or other material that looks like a nest that might have fallen out.
• Clean all food out of your car, including food sealed in bags. This is especially important for dog food and treats.
• Some have had success with putting mothballs, dryer sheets, or liquid peppermint in their engine compartments.
• Wrap your electrical wiring in something rodents can't stand.

The most recent trouble can be found in the 1.5L, 1.6L, and 2.0L engines of the Ford Escape, Edge, and Fusion.

Why is Coolant Leaking in EcoBoost Engines? ∞

The engines were designed with grooves in the cylinder head. It's believed that as coolant flows through the engine it starts to leak into those grooves.

Over time the coolant pools up and starts to degrade the gasket seals meant to keep it out of the cylinders.

As the leaks get worse and coolant levels drop, the engine can overheat leading to damaged pistons or cracked cylinder heads that lead to a more rapid coolant loss.

What happens when coolant leaks into the cylinders? ∞

At first, owners might notice their engines misfiring or blue smoke coming out of the tailpipe. Owners who are aware of the problem know they need to keep an eye on coolant levels and top it off when levels get low.

One of the more dangerous problems is coolant that leaks into the combustion chamber is a legitimate threat to start an engine fire.

What is Ford Doing to Fix the EcoBoost Problems? ∞

Not as much you'd think.

The automaker revealed they knew of 26 reports of under hood fires with a cracked cylinder head in EcoBoost engine recall documents submitted to the government in March of 2017.

But for a solution to that recall, Ford simply installed a coolant level sensor to issue alerts to owners when levels are low. Something most call a band-aid" fix.

A push in the right direction? ∞

At least one class-action wants to see Ford do a bit more for owners that have to wrestle with the fact that their cars could be next to go up in flames.

The plaintiffs suggest that Ford has knowingly sold vehicles with EcoBoost engines that'll experience cracked heads, busted seals, and eventual catastrophic failure in the 2013-2019 Ford Escape and 2015-2019 Ford Edge, as well as the 2017-2019 Lincoln MKC and 2017-2019 Lincoln MKZ vehicles.

EcoBoost Owners Have Been Burned Before ∞

Back in 2012, Ford told owners with 1.6L EcoBoost engines to stop driving their cars immediately because the engine compartment fuel line could split and leak fuel, which could cause the SUV to go up in smoke.

The problem led to a recall of 11,500 vehicles in the USA and Canada.

And just for a little extra salt in the wound, the following year they admitted the recall fix probably didn't work for 9,500 owners.

According to the National Highway Traffic Safety Administration (NHTSA), at least 15 drivers have been killed and 250 people injured by an exploding Takata inflator.

Which Ford Vehicles Have Been Recalled? ∞

Given the scope of these recalls, NHTSA decided to spread out the recalls to get replacements to owners in the highest-risk regions or zones first. The last wave of inflator related recalls is expected to begin in early 2020.

A zone is a group of states and territories where a vehicle was originally sold or registered at some point in time.

• Zone A: Alabama, California, Florida, Georgia, Hawaii, Louisiana, Mississippi, South Carolina, Texas, Puerto Rico, American Samoa, Guam, the Northern Mariana Islands (Saipan) and the U.S. Virgin Islands.
• Zone B: Arizona, Arkansas, Delaware, District of Columbia, Illinois, Indiana, Kansas, Kentucky, Maryland, Missouri, Nebraska, Nevada, New Jersey, New Mexico, North Carolina, Ohio, Oklahoma, Pennsylvania, Tennessee, Virginia and West Virginia.
• Zone C: Alaska, Colorado, Connecticut, Idaho, Iowa, Maine, Massachusetts, Michigan, Minnesota, Montana, New Hampshire, New York, North Dakota, Oregon, Rhode Island, South Dakota, Utah, Vermont, Washington, Wisconsin and Wyoming.

Ford Motor Company has also announced Takata recalls for Lincoln and Mercury vehicles, which I'm guessing doesn't surprise you.

Ranger Stop-Driving Orders ∞

Following the death of two Ford Ranger owners, Ford made a drastic plea to owners of the 2006 model year. First they warned 3,000 owners to immediately stop driving and have their trucks towed in for repairs..

A month later another 33,400 owners were given the same warning.

The automaker says dealers will tow the Rangers back to the dealerships and if needed, provide loaner vehicles to customers. Dealers say the repairs will be the final fix to resolve the known safety risk.

Take Action ∞

Takata inflators have been linked to 23 deaths.

Owners of these vehicles are urged to call the National Highway Traffic Safety Administration (NHTSA) safety hotline at 1-888-327-4236 or lookup your VIN (vehicle identification number).

"Consumers that are uncertain whether their vehicle is impacted by the Takata recalls, or any other recall, can contact their manufacturer’s website to search, by their vehicle identification number (VIN) to confirm whether their individual vehicle has an open recall that needs to be addressed."

The end result? A lug nut that is too large for a standard wrench, or one that fuses so tightly you'll need a drill, welding torch, and seven Hail Marys to get it to budge. In other words, a standard lug nut wrench ain't gonna cut it.

At least it looks nice?

The capped lug nuts can be found on many post-2010 model years of the Fusion, Escape, Flex, Focus, F-150, and F-350. Consider yourselves lucky, F-250 owners.

Swollen Lug Nut Class-Action Lawsuit ∞

In August of 2017, a class-action lawsuit accused the automaker of cost-cutting and not honoring its warranty.

The plaintiffs, represented by Hagens Berman, say Ford avoided using solid stainless steel nuts to save a few bucks. They also questioned whether the automaker should be allowed to label themselves Ford Tough, something Ford quickly dismissed as advertising "puffery."

Unexpected costs of two-piece lug nuts ∞

Because the lug nuts don't swell in a predictable or uniform manner, even roadside assistance services like AAA often can't remove the lug nuts roadside. Instead, owners need to use a towing service.

When at the shop, owners are told they'll need to replace the lug nuts and at $8 a pop / 5 per wheel, the costs can really add up.

Plaintiff Robert Desotelle says he and other owners must pay to replace the swollen and cracked lug nuts, and then cover the labor costs to remove the bad lug nuts. Desotelle says he paid $58.28 in repair and replacement costs for just one of the four wheels on his Ford Fusion.

Ford has been staunchly unsympathetic when it comes to complaints about lug nuts and says "the plaintiffs talk about swollen lug nuts as if the lug nuts should be indestructible and the warranties should last forever." Lug nuts shouldn't last forever, but they also shouldn't be impossible to remove without special equipment after 10,000 miles.

Many owners have complained that any claims to replace the lugnuts have been denied while the vehicle was still under warranty. The plaintiffs argued this point but made a fatal flaw...

Unimpressed judge dismisses the case ∞

In January of 2019 the court ruled in favor of Ford when a judge dismissed the casebecause the plaintiffs "presented no legally viable claims."

The plaintiffs implied a breach of warranty "but the judge noted none of the plaintiffs presented their vehicles to Ford within the warranty periods." Pro-tip: if you're going to imply breach of warranty in a class-action, make sure at least one of the plaintiffs was under a warranty that could be breached.

Guyyyyyyys

The judge also said that even though there's a long list of complaints on sites like the fine folks at CarComplaints.com, it doesn't prove Ford knows anything about the problem. Well maybe they should be more in tune with the complaints of their customers.

The Master Cylinder’s Role ∞

So you want to stop your truck, great! When you apply force to the brake pedal it is amplified by a power brake booster (because you’re strong, but not that strong). The resulting force is used to move a pushrod into the master cylinder.

When the pushrod enters the master cylinder the wonders of engineering and science take over. Springs, pistons, and fluid dynamics all work together to generate hydraulic pressure that can be distributed to the brakes.

Maintaining pressure inside the master cylinder is essential to brake performance. For that, rubber seals are used to keep pressurized brake fluid from leaking out.

If the pressure is broken or leaks develop, the brake pedal will feel spongy and sometimes even continue to the floor after you’re done stepping on it.

Hitachi's master cylinder design just isn't working ∞

Ford started using a master cylinder provided by Hitachi^[1] for the 2013 F-150. Previously the part had been supplied by Bosch.

Hitachi’s design uses a single cup seal to keep pressurized brake fluid in place, compared to a more conventional design using two cup seals.

With double the load on the rubberized seal, it is essential that is seated properly. Hitachi’s design seats the seal in a machined groove, and it didn’t take long for Ford and Hitachi to realize that the seal is “rolling” in place and allowing brake fluid to escape.

In September 2015, Alejandro Rojas at Hitachi allegedly sent an email to colleagues saying:

“[We] have a big brake issue at Ford’s Dearborn Truck Plant. The issue is a leak in the master cylinder. There are between 20-25 vehicles that have failed.”_

A year later, an engineer at Ford’s Kansas City Assembly plant sent an email titled Master Cylinder reservoir seal partially not seated.

”Are you already aware of what looks like rolled seals on master cylinder assemblies that Dearborn Truck Plant found? If that is indeed the defect, this is something we have seen in the past.”

There certainly has been a spike in brake-related complaints. While most of the 2011 and 2012 complaints sent to CarComplaints.com are about a noisy and sometimes faulty vacuum pump, the number of overall complaints jumped for the 2013 model year, with at least 20 reports of brake failure.

The Master Cylinder Recalls ∞

Following a preliminary investigation by the National Highway Traffic Safety Administration (NHTSA), Ford issued a recall for loss of the front brakes for the 2013-2014 F-150 with 3.5-liter engines.

Ford cited risks of compromised primary cup seals and loss of brake fluid back into the brake booster.

Lawsuits say the recall didn’t go far enough Master cylinder lawsuit points out internal communications ∞

In September 2018, Ford was sued for concealing master cylinder defects and not recalling enough trucks.

A second lawsuit was filed in October 2018 seeking financial compensation for any California based F-150 owner who paid for out-of-pocket-repairs. The lawsuit also called for a recall expansion.

Ford marketed this as a “best of both worlds” scenario. But that lofty expectation fell flat on its face almost immediately.

Common PowerShift Complaints ∞

The system’s dual-clutches are supposed to work in harmony to create an efficient, smooth ride. However poor design and manufacturing defects have created one of the most complained about problems on the road.

Jerking its way through gears ∞

The transmission is notorious for slipping, jerking, and shuddering its way through gears. Ford dealers have tried to convince owners that it’s just the way a manual transmission feels. Really? I guess if you’re driving with someone who’s never driven stick before that would make sense.

”I understand that it doesn't act like a normal automatic transmission, and that's fine. But when the performance affects whether the car is usable or not, it is not a ‘difference’ that can just be shrugged off as a byproduct of the difference in transmissions and that the customer is not ‘used to’ it.” – 2014 Fiesta owner in ID

Dangerous hesitations while accelerating ∞

Issues with the transmission control module create dangerous hesitations while accelerating. The delay between when the driver steps on the accelerator and the car actually responds can be the difference in avoiding accidents.

”Over the past 1 1/2 years, on three separate occasions, I really needed to accelerate to avoid peril. Guess what happened. Absolutely nothing when I stepped on the accelerator. I thought I was going to get in an accident each and every time.” – 2014 Focus owner in MD

Unable to downshift properly ∞

The transmission has trouble with downshifting and keeps the car in higher gear as it slows down. In addition to excess noise and heat, this can also lead to the vehicle lunging forward as the owners hit the brakes.

”The gears slip when upshifting and they jerk REALLY HARD when downshifting. It feels dangerous driving in the city, because I'll try to slow down behind someone and it jerks forward and revs really hard and forces me to apply the brakes very hard to stop it from slamming into them.” – 2011 Fiesta owner in NY

Resale value destroyed ∞

The once reliable car has taken a massive hit to its resale value. From Steven Lang on TheDrive.com:

”Despite Ford's willingness to extend the warranties on these transmissions to 7 years / 100,000 miles, this hasn't stopped the model from becoming a common site at the dealer auctions with transmission woes way out of whack with their historical average.”

Technical Service Bulletins and Customer Satisfaction Campaigns ∞

As complaints began to mount, Ford issued more than 20 Technical Service Bulletins (TSB) regarding transmission-related problems.

In August of 2014 they released customer satisfaction program 14M01 to address the transmission shuddering during light acceleration.

The automaker says the shuddering was the result of fluid contamination of the dry clutches due to leaking transmission seals. Ford went with two dry clutches and skipped the oil pumps and other components of more traditional wet automated manual transmissions when the designing the PowerShift. While you’d never want transmission fluid leaking onto the clutch, perhaps going with a dry system expedited the problem.

Warranty extensions were offered to Fiesta and Focus cars manufactured prior to June 5, 2013 for the transmission’s input shafts, clutch, and software calibration.

In February 2015, Ford issues "customer satisfaction program 14M02" to address complaints about a lack of power, trouble with engagement of the transmission, and issues with starting the vehicles.

Ford believed these problems were the result of problems in the transmission control module, and extended the module’s warranty to 10 years or 150,000 miles. This warranty extension only applied to the 2011-2015 Fiesta and 2012-2016 Focus.

PowerShift Settlement ∞

Ford settled a PowerShift class-action lawsuit in late March 2017.

Involving nearly 1.5 million model year 2011-2016 Fiesta and 2012-2016 Focus cars, the settlement offers owners options:

1. Take cash payments and reimbursements for repairs and future problems, up to $2,325.
2. Have Ford buyback the car through an arbitration process in exchange for credits towards the purchase of new vehicles^[1], worth $4,650.

Affected owners who have had at least three software flashes performed by Ford dealers will receive $50 starting with the third software flash, with an additional $50 for each subsequent software flash, up to $600.

Refund Arbitration ∞

Owners who believe they were either improperly charged for repairs or denied repairs under Ford’s New Vehicle Limited Warranty are offered a way to pursue these warranty claims in a more limited arbitration.

Ford says they will cover the cost of arbitration and the arbitrator is authorized to award an owner reimbursement for out-of-pocket costs and complimentary repairs or warranty extensions by Ford.

It’s most likely an electrical issue related to the switch inside the latch mechanism. While the door will mechanically latch, issues with the switch make the door appear to be open to the car’s Electronic Control Unit (ECU).

Door Open? Closed? Who Really Knows at this Point ∞

Edge owners have been complaining about it in record numbers, often recording three spots on the Trending Complaints list on CarComplaints.com.

And as luck would have it, the problem usually doesn’t start happening until around 50,000 miles. Well beyond the car’s 3-year standard warranty. That means owners can expect to pay for repairs.

Beyond the Dashboard ∞

While a warning light is annoying, the "door ajar" issue is much deeper that. If the car’s computer thinks the door is open, it might also:

1. Leave the interior dome lights on which can lead to the battery draining overnight.
2. Refuse to lock the doors when the vehicle is in motion. A safety concern for anyone, but especially those owners with kids.
3. The key fob won’t be able to lock the doors when you leave the car parked. Hello, thieves!

"This is a big safety issue, and if my wife's car door does not stay locked during an accident or because all the dome lights come on when trying to drive at night and causes an accident. I will sue Ford for not having a reasonable recall. This is the biggest issue with the 2011 Ford Edge."

A Federal Investigation ∞

By October 2016, the National Highway Traffic Safety Administration (NHTSA) database reached 1,500 complaints, prompting the agency to open an investigation.

From David Woods of CarComplaints.com:

"In addition to the safety hazards caused by the lights, owners say they have been forced to pay hundreds of dollars to fix problems those owners believe should be fixed under a Ford recall. However, one Edge owner said she was told by Ford the vehicles hadn't been recalled because there hadn't been enough complaints.

Not enough complaints? First off, in what world? And second, if it's complaints they want you can help with that here.

Finding a Fix ∞

Repairing the problem can reportedly cost anywhere between $250 and $500 to fix, why such a big discrepancy? Well, it depends.

The "Cleaning" Solution ∞

Ford provided its dealers with an "Essential Special Service Tool (ESST)" for the electrical switch inside the door latch. The tool uses a mild electrical current to burn off any junk on the switch's contacts. Mechanics will then manually cycle the door tumbler with another tool from open to closed (multiple times) and test the switch contacts.and back to open.

The average bill for this process is around $250.

When That Stops Working ∞

Most owners report that the cleaning service only works for a while. Then it's back to the dealership.

At that point, they might give you the option to replace the whole module. That costs closer to $500.

If They Say They Can't Replicate the Problem ∞

If the service technician at your local dealership says "they've never heard of this before" and want to run a diagnostics, my recommendation is to skip it. Point out the thousands of complaints online and, if they still insist on diagnostics, bring it to another dealership.

Technical Service Bulletin (TSB 14-0011) ∞

On May 5th, 2014, Ford released a Technical Service Bulletin (TSB) related to the "door ajar" light (NHTSA reference ID 10054930). It outlines the steps a service mechanic should go through and how long it should take (under 2 hours on average).

The TSB also lists these vehicles (built on or before 07/15/2013) as having this problem:

Both are generally simple, historically effective, and the unsung heroes of your car’s door handle. That is, unless you drive a Ford.

Lately it seems the motor city automaker can’t get a handle on their door handle problems.

The "Pawl Spring" Problem ∞

The first investigation into handle problems started back in September 2014 when the National Highway Traffic Safety Administration (NHTSA) looked into complaints about doors flying open in the 2011-2013 Fiesta. It didn’t take long for the investigation to expand to include the 2013 Fusion and Lincoln MKZ as well.

The investigation discovered potential defects in Ford’s pawl spring tab, which never properly latched the doors shut.

Pawl Spring Recalls ∞

By the following April, Ford recalled 390,000 vehicles with busted pawl springs. The following month they expanded the recall to include another 156,000.

But it didn’t stop there.

Soon other Ford owners started complaining about their doors coming open randomly, kicking back when they went to shut them, or leaving an ever-lasting door ajar light on the dashboard. It wasn’t unreasonable to think that most of the Ford cars built around this time all used the same defective pawl springs.

Ford was defiant, however, and didn’t issue any further recalls.

But when 400,000 Focus vehicles were put under investigation and attorneys started looking into legal ramifications of Ford’s door handle problems, they buckled a bit.

The automaker issued a large but regional recall for 830,000 vehicles in areas it said had “higher ambient temperatures and solar loading.”

Fun fact: solar loading apparently means “please don’t make us recall this problem nationally.” Who knew?

A month later in September 2016, Ford caved and recalled 2.3 million vehicles for busted door latches.

The Cold Isn’t Helping Either ∞

As if Ford's latches needed another foe, owners started complaining about the cold causing the latches to freeze.

When the temperature dropped, the latches wouldn’t fully engage the door striker, allowing the door to fly open even when the it appears to be closed.

Additionally, owners complained that a properly latched door could freeze in place and lock them inside their truck.

In April 2015, Ford issued a Technical Service Bulletin (TSB 15-0052) addressing the issue:

2015 F-150 SuperCab and SuperCrew Cab vehicles built on or before 3/25/2015 may exhibit inoperative door latches during or after freezing temperatures.

The TSB recommended fully removing the door panel (ugh) and using compressed air and grease to get things moving again. Ford later issued TSB 16-0155 to include all 2015-2017 F-150 trucks.

The Frozen Latch Lawsuit ∞

Fed up with frozen latches, Brandon Kommer filed a lawsuit in New York saying the “Built Ford Tough” slogan is a joke when you can’t even close your doors in the cold.

The lawsuit was dismissed, however, because the judge said the slogan is simple marketing “puffery” and should be assumed to include some exaggeration on part of the automaker.

Frozen Handle Truck Recall ∞

While the lawsuit went up in flames, Ford did eventually decide to recall 1.3 million trucks for frozen door latches in October 2017.

Ford dealers will install water shields over the door latches and repair any kinked door latch actuation cables. Until repairs are made, truck owners should double-check their doors to ensure they are properly closed.

The recalled 2015-2017 Ford F-150 trucks were built in Kansas City and Michigan, and the 2017 Super Duty trucks were manufactured in Kentucky.

The problem is most noticeable in humid conditions and while driving at highway speeds.

What's Causing the 3.5L EcoBoost to Shudder and Stall? ∞

The problem is likely due to excess moisture building up in the charge air cooler (CAC). The CAC takes intake air from the turbocharger and cools it down before sending it off to the engine.

During that cooling process, condensation is building up within the air intake tube. This problem can be made worse by:

1. Humidity or rain, because it increases the amount of moisture in the air.
2. Highway driving, where the air flow rate into engine is relatively slow.

Excess moisture is drawn into the engine ∞

When there's a change in acceleration, the CAC's intake airflow rate changes and additional air is drawn into the engine. Unfortunately so is all that water.

As the water mixes with gas and enters the combustion chamber, it can cause the engine to shudder or misfire. If the amount of water is substantial enough it can actually cause the engine to stall out or enter limp home mode.

These problems usually trigger diagnostic trouble codes P0304, P0305, P0306, and P0430.

Lawsuits and Service Bulletins ∞

In May, 2013 three Ohio Ford owners filed a lawsuit claiming the 3.5-liter V6 EcoBoost engine "can shudder, shake and then rapidly lose power while drivers are accelerating."

The lawsuit says more than 100 drivers have complained to the National Highway Traffic Safety Administration (NHTSA) about the V6 EcoBoost rattling or losing power. Although there have been no federal investigations or recalls about the V-6 EcoBoost, the lawsuit alleges that Ford has known about the problem and informed their dealers, but they left the public out of the conversation.

Ford releases bulletin about "Intermittent Stumble and Misfire" in the EcoBoost engine ∞

A few months later, Ford released technical service bulletin #13-8-1 describing these acceleration problems on the highway in humid or damp conditions.

Depending on the version of CAC, technicians were advised to install a revised bottom air deflector onto the charge cooler, presumably to help with the moisture accumulation.

The bulletin applied to the 2011-2012 F-150 3.5L GTDI.

The lawsuit claimed that exhaust smells would fill the cabin through the auxiliary rear air conditioning, specifically when the engine was running at higher RMPs.

Angela Sanchez-Knutson, 34, alleges she took her Ford Explorer to a dealer eight times because of smelling exhaust fumes inside the SUV, but the dealer had no answers. The lawsuit claims the Ford mechanics could smell the fumes but denied it would harm anyone, even though Sanchez-Knutson says her and her daughter suffered symptoms of carbon monoxide poisoning.

A Failure to Dismiss ∞

Ford motion to dismiss the case was denied. It probably had something to do with two Technical Service Bulletins (TSB) Ford released:

• TSB 12-12-4 titled Explorer Exhaust Odor in Vehicle was released in December 2012. It told mechanics some 2011-2013 Explorers may exhibit exhaust or sulfur-like odors through the auxiliary climate control system.
• TSB 14-0130 was released in July 2014, while the case was still pending. It outlined software changes that mechanics could make to the recirculation mode of the A/C unit during times of full throttle.

Ford tried to downplay the TSBs however the judge didn’t buy it. I bet they were fuming.

(I’ll see myself out).

A settlement is reached for owners in Florida ∞

Given everything going on, Ford agreed to a settlement for 2011-2015 Explorer owners, but only those in Florida.

So where did that leave others across the country?

Feds Open Investigation into Exhaust Smells ∞

While the Florida lawsuit was pending, the National Highway Traffic Safety Administration (NHTSA) opened an investigation into exhaust fumes entering 2011-2015 Explorer SUVs.

“Typical complaints say exhaust fumes enter the cabins while the Explorers are operating at full throttle, such as when going uphill or merging onto freeways. Owners of the 2011-2015 Ford Explorers also say the fumes can be triggered by turning on the air conditioning in recirculation mode.”

The investigation originally covered 639,000 vehicles.

A year later the investigation was upgraded to 1.3 million Explorers from the 2011-2017 model years, including both consumer and Police Interceptors.

Speaking of those Interceptors…

Explorer Interceptors Poisoning the Police ∞

In March 2017, the Austin Police Department announced they were going to install carbon monoxide detectors in their Explorer SUVs.

Police officials say recent reports suggest officers may be getting ill from carbon monoxide poisoning in the SUVs, a problem serious enough that a safety bulletin was released on February 27, 2017.

It didn’t long for those detectors to start going off, forcing Austin PD to pull 60 Explorers from its fleet.

Meanwhile, other police departments started to follow suit. In one case, a Louisiana officer’s Explorer flipped over after she passed out while on duty.

Local media reports say the officer was taken to a hospital and tests confirmed she suffered from carbon monoxide poisoning … According to witnesses, the Explorer wasn't speeding and state authorities say there is no evidence alcohol played a part in the crash.

Ford creates a “special program” to fix CO leaks in police Explorers ∞

By late July 2017, Ford issued a special program to address carbon monoxide concerns in Police Explorers.

The automaker limited the program to police vehicles because the CO exposure happens through unsealed gaps created from modifications for police equipment such as lights, antennas, etc.

The repair program does not apply to non-police Explorers because owners of those vehicles report exhaust fumes entering the cabins, while Explorer Police Interceptor drivers report getting sick from carbon monoxide.

The program came too little, too late for some. Three officers from the Austin PD sued Ford for exposure to carbon monoxide. A few months later, another officer sued Ford too.

Aren't Everyday Explorer Owners Also at Risk of Carbon Monoxide Poisoning? ∞

NHTSA upgraded their investigation to an “engineering analysis” and says they will continue to test for exposure to CO in consumer vehicles. To date, however, the agency agrees with Ford that the risk of exposure is limited to modified police vehicles.

To date, no substantive data or actual evidence has been obtained supporting a claim that any of the alleged injury or crash allegations were the result of carbon monoxide poisoning, the alleged hazard.

That isn’t to say that everything is a-ok:

ODI has obtained preliminary testing that suggests, however, that CO levels may be elevated in certain driving scenarios, although the significance and effect of those levels remains under evaluation as part of the EA.

The results of engineering analysis will determine the need for a recall.

Carbon monoxide consumer lawsuit ∞

Despite Ford’s assertion and NHTSA’s findings, owners continue to complain about exposure to CO.

A 2017 Explorer owner sued Ford when she was hospitalized for carbon monoxide exposure after a taking a road trip in her SUV.

[Plaintiff Mary] Boatner says that on July 6 she drove the Explorer from Alabama to Michigan and noticed a strong chemical odor. Ms. Boatner rolled down her windows for fresh air but the odor was still there … When Ms. Boatner arrived in Michigan, and for several days thereafter, she allegedly experienced restlessness, lack of focus, fatigue, nausea and headaches.

Ford’s “Complimentary Service” for Explorer Exhaust Odors ∞

Ford finally realized they were just circling the drain, and decided to address the concerns of 1.4 million Explorer owners with a ” complimentary service” program](//www.carcomplaints.com/news/2017/ford-explorer-carbon-monoxide-fears.shtml).

Just don’t call it a recall.

As part of the service, Ford will replace the lift-gate drain valves, re-program the air conditioners, and sealing the rear of the SUVs. These are similar procedures to those outlined in TSBs issued years ago.

In other words, Ford has known about these issues for a long time, they just didn’t necessarily want you to know they know. You know?

Consumer Groups Keep Pushing for a Recall ∞

“Complimentary service” is good news for Explorer owners, but it doesn’t go far enough according to the Center for Auto Safety.

The free customer program may sound good to some Explorer owners, but the Center for Auto Safety says the program doesn't go far enough and the automaker should not be allowed to get by with anything less than an official recall.

By not recalling the issue, Ford doesn’t have to follow NHTSA’s rules for notifying all owners. It also was able to set a deadline, December 31, 2018, for repairs.

Bottom line: fewer Explorer owners hear the news and receive the recommended repairs because Ford is refusing to call this a recall.

The automaker switched to a blend of plastics known as Xenoy in 2003 which, interestingly enough, has experienced cracking problems in other applications.

It's Not All It's Cracked Up to Be ∞

This isn't just a cosmetic issue. The cracks:

1. Allow moisture to build up and corrode components that were supposed to be protected by the panels.
2. Can lead to a shattered rear lift-gate window.^[2]
3. If bad enough, the cracks can actually cause the panel to break off while driving.

What Vehicles Are Affected ∞

The following vehicles share the same model chassis, use materially identical tailgates and suffer from the problem:

A Widespread Issue ∞

Ford sold nearly 1.4 million Ford Explorers, 175k Mercury Mountaineers, and 71k Lincoln Aviators in the United States, totaling roughly 1.6 million vehicles that could be affected.^[2:1]

Can the Problem Be Fixed? ∞

Including parts and labor, a repaired rear panel can cost between $300-$800 per crack. Any repairs do nothing to prevent future cracking, however. Perhaps that's why you see so many Explorers on the road with cracked panels – it's too costly to fix.

In fact, if you’re looking for something to keep the kids quiet during your next road trip, just challenge them to count all the Ford SUVs with cracked tailgates. Better yet, challenge them to find one that doesn’t have a crack. That should keep ’em busy for a while.

Ford's TSBs About Cracked Rear Panels ∞

A TSB should not be confused with a recall. In fact, TSBs are a common way for automakers to inform dealers of potential problems and provide a guide for repairs. TSBs are typically shared only to service departments and are rarely shared with consumers. Still, we can learn a lot by looking at the TSBs Ford sends its dealers:

• TSB 02-25-6 - Published on December 13, 2002. This TSB says Ford vehicles “may exhibit cracking, warping or separation of the rear lift-gate appliqué.” The TSB says if this happens, the entire lift-gate glass assembly should be replaced. This service was to be covered under the bumper to bumper warranty coverage.
• TSB 03-12-6 - Published on June 16, 2003. This TSB applies to 2002-03 Explorers and Mountaineers and says it is “no longer necessary to replace the entire lift-gate glass to correct this condition.” Interesting.
• TSB 03-15-5 - Published on July 18, 2003. This TSB once again says Ford vehicles “may exhibit a damaged/cracked plastic appliqué without glass damage.” At the time, the problem was eligible for repair under the bumper to bumper warranty coverage.
• TSB 04-8-5 - Published April 23, 2004. This TSBs stated purpose was to “update vehicle line coverage and service procedure” and expanded its scope to include 2004 Explorers and Mountaineers, as well as the 2003-04 Lincoln Aviator.
• TSB 05-24-2 - Published November 17, 2005. This TSB once again expanded the problem’s scope, this time including the 2005 model year.

Replacement of the lift-gate glass (which was the only way to replace a cracked panel early on) was costing Ford over $1 million per quarter in warranty repairs, their most costly warranty item by nearly 4x. Gee, I wonder if that had something to do with them dropping repair coverage?

Class Action Lawsuit ∞

A class-action lawsuit is seeking damages and “equitable relief” for owners of the 2002–05 Explorer, 2002–05 Mercury Mountaineer and 2003–05 Lincoln Aviator.

The lawsuit says these tailgates were “defective at the time of manufacturing” and that Ford knows it, concealed it and continues to lie about it. The large crack down the tailgate is inevitable and should be covered under warranty.

The cases key points are:

1. Ford knew about the problem in early 2002 as evidenced by a series of Technical Service Bulletins (TSB)^[3] issued to dealers on July 18, 2003. In that TSB, Ford says vehicles "may exhibit a damaged/cracked plastic appliqué on the tailgate.
2. Because Ford was aware of this defect during the manufacturing and sale of these vehicles, Ford has a duty to disclose information about the problem.
3. Despite knowing about the issue, Ford continued to sell these vehicles in good faith.
4. Ford has systematically refused to repair any cracked tailgates – both inside and outside the warranty period – asserting that the problem is the result of an outside force (i.e., a collision or debris)
5. The cracked tailgate can eventually lead to more serious and dangerous issues such as a shattered rear window (or “back-lite”) and panel pieces detaching from the vehicle while driving in traffic.

The lawsuit wanted Ford to be covered under the vehicle’s original warranty because the defect existed during manufacturing. A federal judge didn’t exactly see eye-to-eye with that point, but allowed the lawsuit to move forward on consumer protection and deceptive practice claims.

Ford’s Motion to Dismiss ∞

Ford thinks a case about a cosmetic panel crack is absurd. We think it’s absurd that Ford refuses to acknowledge the potential safety problems associated with the defect.

Previous cases – such as Wolin v. Jaguar Land Rover N. Am – have provided precedent for cases where a widespread, class-wide defect with potential safety-related consequences are appropriate for court.

Ford also argues that corrosion is a fact of life when it comes to cars. This is true, but considering this case deals with the corrosion of a “stud plate to which the rear wiper motor is mounted and a striker that latches the rear flip-glass to the lift-gate.” That stud plate is supposed to be covered and protected by a body panel without cracks.[3]

And Ford does not dispute the rear panel on each of the vehicles mentioned in the case, regardless of their make or model year, proved to be prone to cracking.

Actions You Can Take ∞

Because the cracked panel is not a safety defect, there is very little chance of a recall. For a short time in late 2006, Ford started a “special assistance program” for out-of-warranty Explorers, where Ford paid for all but $100 of the ~$450 repair cost. Since January 2007 people calling Ford’s customer service line began to report back that apparently Ford has ended the brief assistance program.

It’s worth calling Ford Customer Service and asking for a “goodwill repair” or ask why they ended the special assistance program. Most people have not had any success getting a discount on the repair by going to their local dealership. Your best bet is to call Ford’s customer service line at (800) 392–3673.

1. It's More Than Just Corrosion ∞

The axle issue essentially boils down to corrosion. The National Highway Traffic Safety Administration (NHTSA) described why these vehicles, in particular, are having such a problem:

“The rear axle beam in the subject vehicles is an inverted ‘U’ channel design, which appears to provide a collection point for road salt slurry, resulting in corrosion that progressively weakens the part until it fractures”

OK, that makes sense. What doesn't make sense is how Ford has responded to the problem.

After years of stonewalling its customers, facing increased pressure from the Center for Auto Safety, and staring the barrel of a NHTSA investigation, Ford finally agreed to issue a limited recall in 2010.

But the original recall wasn't enough. Far from it.

Windstar Rear Axle Recall Timeline ∞

The first Windstar axle recall was for nearly a half a million 1998-2003 vans. The recall was later expanded, and then re-recalled because previous attempts to patch the problem didn't hold up. Here's a quick look at Ford's recalls for this problem:

• The first recall was back in 2010. Ford acknowledged corrosion could cause the rear axle to fail and mentioned that a busted axle "might make the vehicle harder to control". No really, they said that with a straight face. Ford inspected and replaced any cracked axles, and then installed supporting brackets for all other affected minivans.
• The second recall happened later in 2010, thanks in large part to the Center for Auto Safety. It expanded the original recall to cover more vans.
• The third (yes, third!) recall happened in September 2015. Remember those brackets Ford used to reinforce the axles? Turns out many of them weren't installed correctly. Over time they weakened, put strain back on the corroded axles, and lead to a "small number" of accidents. More information on the latest recall here »

A Regional Scope ∞

NHTSA permits manufacturers to limit corrosion-based recalls to specific regions, usually those that use road salt. The section of the USA that uses a higher concentration of road salt is commonly referred to as the salt belt.

So the initial recall was limited to Windstars:

1. Manufactured at Ford’s Oakville Assembly Plant (Ontario, Canada)
2. Built between 9/1/1997 and 2/28/2003
3. That were sold or originally registered in: Connecticut, Delaware, the District of Columbia, Illinois, Indiana, Iowa, Kentucky, Maine, Maryland, Massachusetts, Michigan, Minnesota, Missouri, New Hampshire, New Jersey, New York, Ohio, Pennsylvania, Rhode Island, Vermont, West Virginia and Wisconsin.

Ford later expanded the recall to include Utah, 27,000 vehicles in Virginia and, most recently, 58,858 in Canada. But it doesn't cover everybody, like this owner from Oklahoma:

"My mechanic came to my place of employment and kept my car keys so that I could not drive it, He said i had about one inch of metal holding the rear axle together and then the results could be HORRIBLE! So now I hear that FORD has recalled the vans but only in certain states."

2. Ford is Offering Owners with Old Axles an "Incentive" to Upgrade ∞

Even though Ford misused brackets during previous repairs, Ford spokeswoman, Kelli Felker, said the company still "believes the bracket is an adequate fix."

If you find that to be a difficult pill to swallow, you're not alone. But that pill is about to get a lot bigger, flavored like spoiled salmon and covered in tiny shards of glass.

Ford isn't going to replace your axle for free. Even if you blow on it and rust falls off, they'll stand behind their bracket solution as long as those brackets were installed correctly. They will, however, offer you an "incentive" to replace your axle.

Ford is offering owners $300 towards the purchase of a new axle.

That's right, Ford is offering owners the chance to buy a new axle at a discounted price to replace the original axle which was recalled as part of a safety campaign.

"Going down the road 50 mph and the rear axle cracked on my van with myself and 2 of my 3 children in the van. Didn't realize until the next day that it was the axle. I lost control of the van but was able to regain it by taping the brake to slow the vehicle down. I drove home at 20 mph with flashers on. --- 2003 Windstar owner"

The Cost of a New Axle ∞

How much would it cost to replace the axle before the incentive offer? According to owners on CarComplaints.com, the average cost of replacing their rear axle was about $1000. Ford's offer

Windstar owners on CarComplaints.com say that the average cost of replacing their rear axle is about $1000. In other words, Ford's offer gets you about 30% of the way there.

That's like finding out that $3 bag of chips you bought was full of asbestos, and having the chip-maker offer you a $0.90 coupon towards the purchase of a new bag (that hopefully is no longer covered in dangerous mineral fibers).

"The only effective remedy is a new rear axle" -- Clarence Ditlow, CAS

3. Design Flaw or Maintenance Issue? ∞

The argument has been made that these vans are older, have seen a lot of winters, and car owners have a responsibility to keep their cars clean and well maintained. Those things are all true.

But this problem isn't a result of the vehicle's age. And it certainly isn't as rare as Ford would have you believe.

"I figured it was probably a rare problem so I really didn’t pay too much attention to it. The next day I started hearing a metallic cracking sound each time I took a sharp right hand turn in the Windstar. I parked the car, crawled under and found a 2-inch crack in my axle!!"

As pointed out earlier, NHTSA discovered that Ford's use of an inverted 'U' channel design was a perfect collection system for road salt. That design decision led to axles breaking as early as 60,000 miles.

In fact, the first owner to write in to CarComplaints.com about their axle breaking was a 2001 Windstar owner from Massachusetts. The complaint was filed on November 6, 2007 at a time when the van only had 65,000 miles on the odometer.

"The [Ford dealer] checked my maintenance record to acknowledge I had been faithful in my upkeep. I, like my mechanic, believe this is a serious issue in which other consumers will soon, if not already, experience an axle break. Had the axle given when I was on the highway with my children in the vehicle, the outcome might have been much more severe.

Unfortunately, she was correct.

This Problem Can Turn Deadly ∞

The investigation and eventual recall on snapping rear axles wasn’t enough to save the life of Sean Bowman of Massachusetts. According to reports the Bowman family received an official recall notice from Ford a week after the father of two and Coast Guard veteran died in a crash in which the rear axle of his Ford Windstar snapped.

“This is not your average, everyday recall. This is your rear axle can break, you can lose control of your vehicle, your wheels can fall off,” --- Justine Bowman

Bowman’s family believes the severity of the recall demanded more immediate action.

• It's far outside of the vehicle's basic warranty
• The long service interval is actually one of the reasons the plugs break apart

Ford's New Plug Design ∞

You see Ford came up with a unique plug design that has a 2-piece shell. At the end of the plug an electrode extends a bit beyond the threads and creates a gap between the plug and the cylinder head which gets filled with carbon deposits. The problem isn't bad if treated at 30,000 miles, but over 100,000 miles -- Ford's recommended interval -- it cakes the electrode in a concrete-like grip. Because the electrode is welded to the bottom part of the shell, it creates a natural breaking point.

Of course that's if it doesn't spit them out first.

An Issue Even for Mechanics ∞

Even qualified mechanics with the proper tools can have issues removing spark plugs, making their jobs of estimates -- both how long and how much -- very difficult.

Get a call from the dealer stating that the #3 plug broke off in the head and none of their extraction tools will remove it. They say the head will have to be removed and possibly replaced and could cost up to $4500 dollars!!!! I picked my jaw up off the floor and went and complained to the service manager. He said he can get ford to help with the repair (which they initially rejected) and after 8 days and a final bill of $1193.
-Sean M. of Boerne, TX

Ford acknowledges some of these issues in TSB 08-7-6^[1].

Vehicle's Most Likely to Have a Spark Plug Stuck ∞

The TSB covers the following models and model years, bolded years have the most complaints on CarComplaints.com:

• Ford Mustang: 2005, 2006, 2007, 2008
• Ford F-150: 2004, 2005, 2006, 2007, 2008
• Ford Expedition: 2005, 2006, 2007, 2008
• Ford Explorer: 2006, 2007, 2008
• Lincoln Navigator: 2005, 2006, 2007, 2008
• Lincoln Mark LT: 2006, 2007, 2008
• Mercury Mountaineer: 2006, 2007, 2008

What to Do ∞

The TSB provides a special procedure for spark plug removal on these engines. For situations where the spark plug has broken in the head, Ford distributes multiple special tools for removing the seized portion of the plug. This repair is covered for vehicles under warranty -- which is doubtful.

Some tips from the TSB^[1:1]:

• Ford recommends you do not try to remove the plugs from a warm or hot engine
• Do not use air or power tools to remove plugs, use hand tools only
• Use specialized tools optimized to remove these specific plugs from the engine

How Long Does it Take? ∞

Both owners and mechanics have a hard time estimating how long swapping out the plugs will take. That's because maybe none of the plugs will get stuck, maybe a couple, or maybe all eight. With each broken plug the repair bill -- and frustration level -- goes up. If things go really wrong it could mean replacing the entire cylinder head.

Motorcraft has since designed a one-piece spark plug that's less likely to fall apart.

Spark Plugs Popping Out Of Aluminum Heads ∞

A couple theories exist on why spark plugs in Fords are ejecting from their cylinders.

• Some blame the design of the the plugs and the use of a aluminum cylinder heads. The plugs only use 4 thread which are also made out of a weaker aluminum that is subject to wearing down.
• Others argue that the spark plugs were over-torqued and under-tightened during the manufacturing process. That allows the spark plugs to vibrate and wear down the aluminum threads that are used to hold them in place.

Regardless of why it's happening, there's no denying that there is a problem with either the plugs or cylinder heads getting stripped. Even Ford acknowledged as much in TSB 07-21-2^[1].

Spark plug ejection is dangerous because fuel vapor, which is likely to spew out, can be ignited by the loose spark plug. In fact, there have been some reports of engine fires due to spark plug ejection / blowout.

Ironically, the reverse problem is happening in the same engines where the spark plugs get stuck and break off in the engine.

Fords Most Likely to Experience Spark Plug Blowout ∞

• 1999 Ford Expedition
• 2000 Ford Expedition
• 2001 Ford Expedition
• 2002 Ford Expedition
• 2003 Ford Expedition
• 2001 Ford F-150
• 2002 Ford F-150
• 2003 Ford F-150
• 2004 Ford F-150

Other Models and Model Years Affected: ∞

Other years of the vehicles listed above that are affected by spark plug blowout in the Ford Triton engine:

• Ford Expedition: 1997, 1998, 2004, 2005, 2006, 2007, 2008
• Ford Explorer: 2002, 2003, 2004, 2005, 2006
• Ford Excursion: 2001, 2002, 2003, 2004, 2005
• Ford F-150: 1997, 1998, 1999, 2000, 2005, 2006, 2007, 2008

Other models: 1997 Ford Thunderbird, 1997-2004 Ford Mustang, 1997-2008 Ford Crown Victoria, 1997-1999 Ford F-250, 1997-2004 Ford F-350, 1997-2007 Lincoln Town Car, 1998-1999 Lincoln Navigator, 1997-2008 Mercury Grand Marquis, 2002-2006 Mercury Mountaineer

Ford's Response to Spark Plug Ejection ∞

Ford originally insisted the problem was due to replacement plugs being improperly torqued. There's one big problem with their argument, however. Owners complain that it's the original factory spark plugs that are often ejecting from the engine. That indicates there is a defect, whether in the design or the manufacturing process, from the start.

If the vehicle is still under warranty, Ford will replace the cylinder heads if they're damaged. Unfortunately this problem typically happens over 100,000 miles, when the vehicles are out of warranty.

How To Prevent Spark Plugs Ejecting From the Engine ∞

So what are your out of warranty options? Ford suggests installing Lock-N-Stitch thread inserts in the heads. Essentially what this does is create new threads to prevent the spark plugs from popping back out. But because of the weak aluminum used, owners report that this fix is usually only temporary.

Some shop owners have found success with a HeliCoil kit, as this mechanic explains:

As a mechanic shop owner, I am very familiar with this particular Ford problem of spark plugs blowing out of cylinder heads. I own a 2002 F-250 and just yesterday on a perfectly maintained personal truck, I blew the #2 plug while cruising at 60 mph.
I had never changed my plugs due to lower mileage of this truck and therefore cannot be blamed for improper torquing of new plugs or any of the other unique ideas Ford is currently making up. I am somewhat of a Ford person and am not here to bash Ford, however I would like to clarify what happens in this situation. I began to notice what sounded like a fairly loud lifter noise about 5 days prior to blowing a plug and should have been suspicious because this is a overhead cam engine and therefore HAS NO LIFTERS!!!
When a plug is loose and an engine is rotating at 2000 rpm, it generates a tremendous amount of pressure each time it fires a cylinder.
So the longer a spark plug wobbles from being loose in the threads the more thread damage it does and finally the last few good threads can no longer take the pressure and out comes the plug!!, taking the last few threads with it.
So here we are and what do we do now? Most troubling to me is the huge diversity of dollar cost and repair procedures for a relatively simple thing to fix. A thirty dollar HeliCoil kit can do the trick if installed correctly with a good loctite compound installed on the threads of the repair insert. Sadly most mechanics just re-tap the hole and throw an insert in and a new plug. It usually lasts a while and then blows again creating a bigger problem! Don't panic! IT CAN BE FIXED!!!!
If this happens to you disconnect the coil harness at the plug in question as well as the fuel injector harness and you won't have an engine fire as a result of fuel vapor coming out of the plug hole and being ignited by the exposed coil!!!

As the mechanic indicated above, an inexpensive HeliCoil kit will usually do the trick -- but not always permanently. Just make sure to have the work evaluated and done by a trusted mechanic. Also, we do not recommend simply re-tapping the spark plug threads because the threads are probably too damaged already and the spark plug may just blow out again causing even more damage.

So far the NHTSA has not opened any investigation into this problem, which means we're a long ways away from a recall. We're also not aware of any class action lawsuits regarding this issue ... yet. That's where you come in.

Nowadays every system in your vehicle is controlled by some sort of computer, including the ETB (sometimes called an electronic throttle control (ETC)). The ETB uses data from sensors to control the position of the throttle valve, which in turn manages the amount of air entering the engine.

What is "Limp Home" Mode? ∞

"Limp Home" happens where there's a problem in the logic of a car's computer, such as the ETB.

If the ETB can't figure out what's going on, you can go from cruising down the highway to desperately trying to use what momentum you have left to find a safe place to pull off.

"My 2010 Ford Escape while driving at 70 MPH on the freeway in traffic the engine stalls leaving me with no power to control my speed. As my car quickly reduces speed on a major freeway I attempt to get over to the shoulder out of harms way. Ford calls this non life threatening because the car is still controllable to get out of harms way. Really??"
Sherri M, 2010 Ford Escape Owner from Hurst, TX

"Limp home" is self-preservation. The vehicle will no longer accelerate above a pre-defined value set by the automaker. The goal is simply to give you the minimal amount you need to find a mechanic.

"I had just started up a long bridge in heavy traffic when the Explorer suddenly lost power, the check engine light and wrench light came on. I was able to drive at very low speed into a lane under construction. I eventually had to be escorted off the bridge at the same low speed by a Port Authority police car."

Ford owners have reported that throttle body related issues come back with trouble codes P2111 and P2112.

A Parts Delay ∞

ETB problems are very common with Ford vehicles and, because of that, the parts are often back-ordered and the average wait time is three weeks.

Because the cars can sometimes come back to life after stopping and starting the engine a few times, mechanics will often send you home and tell you to wait for the replacement ETB to come in. Of course, that means you're at risk of this happening again. In that case, it's worth asking about a rental car.

The Recall That Wasn't ∞

In October 2012, the North Carolina Consumers Council (NCCC) petitioned the government to look into throttle body failures in the 2005-2012 Ford Escape. It was one of the first instances where ETB "limp home" problems were reported.

The petition referenced TSBs Ford had previously released (TSB 08-18-2 and TSB 09-23-5) that discussed "drive-away hesitation and loss of RPM on deceleration." The TSBs pointed to possible problems in the Powertrain Control Module (PCM) and electronic throttle body (ETB).

The National Highway Traffic Safety Administration (NHTSA) agreed to open an investigation in February 2013. The investigation focused on engines stalling or surging, followed by a sudden loss of power.

The investigation covered the 2009-2010 Ford Escape/Escape Hybrid, 2010-2011 Ford Fusion, 2009-2010 Mercury Mariner/Mariner Hybrid, and the 2010-2011 Mercury Milan.

Ford's "Customer Satisfaction" Campaign ∞

During the investigation, Ford found nearly 60,000 warranty claims related to throttle body problems and determined there was an electrical connectivity problem in the ETB.

Ford opened up "customer satisfaction program (13N03)" instead of issuing a recall for those ETB problems. The program extended the ETB warranty up to 10 years / 150,000 miles from the warranty start date of certain vehicles with 2.5L and 3.0L engines.

It was enough to satisfy NHTSA, who closed their investigation. But it did little to satisfy most customers.

Why Didn't NHTSA Recall Ford's ETB? ∞

An extended warranty is nice and all, but it means consumers have to wait for their ETBs to break before they can get them replaced. That leaves drivers at risk of sudden acceleration or deceleration in dangerous driving scenarios.

NHTSA's role is to "set and enforce safety performance standards for motor vehicles", but in this case they've dropped the ball. Preventive means could have been taken to prevent future incidents with Ford's defective ETB, but instead we're left with Ford's reactionary program.

If the agency is looking for evidence of a safety defect, they don't need to go far. For the 2010 Ford Fusion alone, there over 1,500 reports of problems with the vehicle speed control, engine and fuel system on NHTSA's website.

The Lawsuits Come Limping In ∞

By October 2016 Ford was hit with their first throttle body lawsuit by owners of 3.7-liter Ti-VCT engines.

"Plaintiffs Janis Benkle and John Kovak say the affected Ford and Lincoln vehicles are equipped with 3.7-liter Ti-VCT engines with Delphi Gen 6 electronic throttle bodies that experience electrical problems with the powertrain control modules."

The lawsuit named the 2011-2015 Ford F-150, Edge, Mustang, and the 2011-2015 Lincoln MKX.

The next month, a 2016 Explorer throttle body lawsuit investigation was opened. Among the complaints in the lawsuit, was how owners were told they needed new throttle bodies, but none were available and the back-ordered parts took weeks to arrive.

In February 2017, more owners with busted throttle bodies sued Ford because they were tired of their vehicles suddenly losing power without warning.

"The lawsuit was filed by Silvia Franco, who says she bought a 2012 Ford Explorer with a 3.5L Duratec V6 engine in 2014. The plaintiff says she was driving in June 2016 when the SUV suddenly and without warning experienced a "sudden unintended deceleration" (SUD) event. Since that first time, Franco has allegedly experienced two other SUD events while driving her Ford Explorer."

The lawsuit specifically blamed Ford's "customer satisfaction program" which, unlike a recall, waits until the part fails before doing anything.

Be gone, hydraulics! Embrace your digital overlord – electronic power assisted steering (EPAS).

EPAS replaces a lot of the mechanical parts of previous steering assist systems (pumps, fluids, hosts, pulleys) and replaces them with tiny computers called ECUs and a whole bunch of code.

The Pros and Cons of EPAS ∞

There are perfectly reasonable arguments for making the switch to electronically-controlled steering.

1. They are lighter than hydraulic systems
2. They have variable power assist, giving more help at lower speeds (when you need it most) but are used less at higher speeds
3. Points 1 and 2 mean your engine can squeeze out a couple extra MPGs
4. The systems can, in theory, compensate for things like when the car pulls to one side or drifts.

However, it’s not a perfect trade.

1. EPAS is more complex. Ford’s system contains a Power Steering Control (PSC) Motor, Electronic Control Unit (ECU), and a Torque Sensor and Steering Wheel Position Sensor.
2. They are difficult to diagnose. Was it a PSC failure or did the ECU send improper instructions? Perhaps one of the sensors is misreading the data it's supposed to be collecting.

Ford EPAS Failures ∞

Ford's EPAS suffers from systemic defects that "render the system prone to sudden and premature failure during ordinary and foreseeable driving situations" and cause drivers of the cars to "experience significantly increased steering effort and, ultimately, loss of control."

There is a mechanical backup, so if the EPAS goes out you'll still be able to steer. It's just going to take a lot more effort.

Sudden Shutdown ∞

One major concern about Ford's EPAS is that sometimes when it goes out, it does so without any warning. No dash lights, no chimes, just a sudden loss of steering assist.

Driving a car without power steering is totally possible, I'm sure your grandfather would tell you he did it for years. But if it's there and then suddenly POOF not there, well that quick and unexpected change is very dangerous:

"I was driving my 2008 Ford Escape when I made a left turn and my steering wheel froze. It took all my strength to try to turn the wheel to try to get out of the turn and into on coming traffic. I pulled over to closest parking spot, shut the car off and called my husband."
Lucy G, 2008 Ford Escape Owner from Elgin, IL

What's the first question a customer service representative asks you when you call with a tech problem --- have you tried unplugging it and plugging it back in? The crazy thing is, that sometimes actually works. Some Ford owners have said that shutting the car off and turning it back on sometimes fixes the issue, although it's only temporary:

"As with numerous others here, steering froze without warning when driving. Shutting off and re-starting the car seems to HAVE TEMPORARILY solved the problem."
klarry, 2008 Ford Escape Owner from Ashby, MA

Power Steering with Pull Drift ∞

The 2008 Escape (and it's sibling Mariner) were some of the first vehicles to feature Ford's pull-drift steering compensation; a part of an all-new EPAS system. Ford describes EPAS with pull-drift as a "sophisticated sensor system that constantly measures the driver's steering torque, adapts to changing road conditions and helps compensate for slight steering changes." But what happens when the system stops measuring? Bad things, that's what.

Defective Torque Sensor ∞

When you turn the wheel in your Ford, the torque sensor monitors which way you've turned and how far. That information is sent to the ECU, but what happens when the information never gets sent? One widely accepted theory is that a defective torque sensor isn't giving the ECU the information it needs, and the power steering as a result gets disabled.

So the simplest solution is to just replace the torque sensor, right? Well, unfortunately the torque sensor is part of the steering column assembly and is not serviceable separately. In other words, once that sensor goes the entire steering column needs to be replaced. And that's expensive with the average repair cost around $1,500.

Ford and Mercury Vehicles Most Likely to Lose Power Steering ∞

EPAS Lawsuits ∞

Consumers slapped Ford with a class-action lawsuit in a California district court, claiming Ford equipped the Focus and Fusion models with a defective power steering system that is prone to sudden failure.

The official complaint says Ford "failed and continues to fail to disclose to consumers that the defective steering system exposes occupants of the defective cars, occupants of the surrounding vehicles, and pedestrians to the "risk of collisions and grave bodily harm."

The complaint also says "Ford has ignored, concealed and failed to adequately address the numerous complaints it has received about defective vehicles' steering failures" and that "Ford’s knowledge of problems with the EPAS system in the defective vehicles was revealed during the course of a NHTSA investigation into steering failures experienced by the Ford Explorer, which suffers from a similarly defective EPAS system.”

The plaintiffs accuse Ford of falsely touting the safety and reliability of the defective autos at the same time the company promoted the vehicles as safe and by lauding the Electronic Power Assisted Steering (EPAS) specifically, states the complaint filed June 27 in the U.S. District Court for the Northern District of California in San Jose.

Plaintiffs William Phillips and four other individuals from various states and North Carolina-based Performance Fire Protection LLC claim Ford made misleading and reckless public statements about the general safety ratings for defective cars, the suit claims.

Survival! Followed by Fizzle and a Fade ∞

The lawsuit was almost dropped when the judge called it "unwieldy in scope and unduly burdensome." Luckily, the plaintiffs were given a chance to amend their complaints.

In March 2016, the same judge denied Ford's motion to dismiss the case.

But by January 2017, the lawsuit was denied class-action certification because the judge ruled the plaintiffs couldn't prove "all owners experienced harm from the alleged defect."

The plaintiffs were given a chance to amend their complaint, but they didn't the judge dismissed the case in February 2017.

EPAS Recalls ∞

May 2014: Over 900,000 2008-2011 Ford Escape and Mercury Mariner SUVs were recalled because of failures with the torque sensor inside the EPAS. Additionally, the 2011-2013 Explorer was recalled because EPAS electrical connection failures. Roughly a year later the National Highway Traffic Safety Administration (NHTSA) was petitioned to see if that recall really did any good.

April 2015: 520,000 model year 2013-2015 Ford Fusion and Lincoln MKZ, plus 2015 Ford Edge CUVs were recalled because their steering gear bolts can corrode and break, causing an immediate loss of power steering.

May 2015: Almost 423,000 cars can experience an electrical connection failure in their power steering systems. This includes the 2011-2013 Ford Taurus and Flex, 2011-2012 Ford Fusion, 2011-2013 Lincoln MKS and MKT, 2011-2012 Lincoln MKZ, and the 2011 Mercury Milan.

A System So Difficult, it's Actually Dangerous ∞

Early adopters of Ford's new touch screen system complained that it crashed without warning, did not reliably respond to touch commands and failed to sync with mobile phones. Other than that it was great.

In response, Ford released an update in March 2012^[3] that overhauled the user interface and addressed a few performance issues. That hasn't stopped the complaints, however.

Most Common MyFord Touch Complaints ∞

Where do we begin? Let's just take a look at a few of the most common complaints before diving into more detail:

• Once the screen goes black, it doesn't come back.
• SYNC system freezes and stays frozen, even after the vehicle is turned off.
• System randomly jumps through audio sources. Musical roulette!
• Doesn't recognize phones, wait ... did it just? Nope, still doesn't work.
• Back up camera turns off while backing up.

A few more common complaints:

Check, Check -- is This Thing On? ∞

With the popularity of touch enabled smartphones, you knew the auto industry wanted to cash in. Unfortunately for us, the consumers, not all touchscreens are created equal. A screen you have to press over and over again -- waiting for a response of any sort -- is not a good thing, just ask Mike of Longview, TX who wrote to CarComplaints.com about his wife's experience with MyFord Touch:

We have been having ongoing issues with the MyFord Touch Sync system. Backup camera, gas gauge, seat positioner control, radio interface, plus many others. My wife drives the car and treats it like a new born baby. She was stopped in a parking lot and trying to get her phone to make a call by pushing on the touch screen phone icon. Two taps on the screen and nothing. Third tap and the screen spider cracks at her finger.

Difficult to Use in the Cold ∞

When the system got rid of all buttons it became extremely difficult to use with gloves on, long fingernails or in very cold temperatures.

A Pain to Update ∞

At first, the only way to get software updates for MyFord Touch involved going to the dealership.

Ford has let us know that existing owners will not be required to visit their dealer for the upgrade, and will be receiving a USB drive allowing for a self-install in the mail. That said, you can still drop by your dealer after getting it to have the install done there.

How MyFord Touch Has Affected Consumer Confidence ∞

Ford's sharp decline in consumer satisfaction since 2010 is not tied to engine, transmission or fuel economy performance -- although we could argue that these things don't help -- but to consumer frustration with the in-dash headache.

“[Ford] had a really good quality story,” said David Sargent from J.D. Power, in a telephone interview with The New York Times . “They were progressing steadily year over year, and everything was going fine.”

That was before MyFord Touch. Ford decided they wanted to be one of the first to market with a complete infotainment system and perhaps by rushing it they brought these words on themselves: "complex", "confusing", "non-intuitive", "frustrating" and "aggravating."

Here's how Ford Customer Satisfaction Has Suffered Since MyFord Touch ∞

• In 2010 (before the disaster that is MyFord Touch, known around here as BTDTIMYT) the automaker ranked No. 5 and was the highest-ranked non-luxury brand in the study.
• After MyFord Touch was launched in 2010, Ford dropped to below average, ranking 23 out of 32 in 2011 and 27 out of 34 last year^[4].
• Ford plunged from 5th in 2010 to 23rd in 2011's Initial Quality Study released by J.D. Power & Associates. Similarly, Lincoln fell from 8th to 17th^[5].

It's easy to see why with complaints like these:

"The SYNC system is garbage. I only had the car for a week and the system would freeze up. The only fix was to turn the car off, then back on. After a few weeks, it froze up so bad that I had to have the battery unplugged to reboot the system. After a few updates the car wouldn't recognize my ipod or any other MP3 device. I was told by Ford that the problem was that my ipod was too old, so I bought a new one. Then my iPod was apparently too new." --- keychy8, Greenwood, Nova Scotia

"This is where you buy hands-free expecting that hands free is going to work. I could have bought an after-market stereo that had hands free that was more problem free. "I'm sorry I didn't understand you" or cutting out literally without even acknowledging that you are trying to make a call.....doesn't load phone book....When I contacted the dealership their response was that Ford was working on it and I will receive information in the mail on how to fix......ya....2014 and still waiting...." --- Tamara, Maple Ridge, BC

Not fair to sell an system that is full of problems and requires multiple visits to dealer! Awful! --- Cheryl, Cranberry Twp, PA

A Series of Lawsuits ∞

On July 2, 2013, Ford was on the receiving end of a class-action lawsuit in a California court. The lawsuit questions the safety of having a car with MyFord Touch: it's difficult to use and has documented problems giving owners access to other systems such as the defroster and rear-view camera.

The [lawsuit] cites internal Ford documents that purportedly show that 500 of every 1,000 vehicles have issues involving MyFord Touch due to software bugs, and failures of the software process and architecture. Owners report that Ford has been unable to fix the problem, even after repeated visits.

"In theory, MyFord Touch is a brilliant idea." plaintiffs' lawyer Steve Berman of Hagens Berman Sobol Shapiro said in a statement. "In reality, the system is fundamentally flawed, failing to reliably provide functionality, amounting to an inconvenience at best, and a serious safety issue at worst."

In 2014, another class-action lawsuit sued Ford over similar claims. Ford Fusion owner, Sandra Storto, filed the lawsuit accusing Ford of deceptive trade practices, fraud, and warranty violations. Storto says the system isn't worth the money because it's an expensive, flawed product and even trying to update the software can cause a major headache.

"Had [the] plaintiff and the other class members known of the defects in the MyFord Touch system at the time of purchase or lease, they would not have purchased or leased class vehicles, they would have paid substantially less for the vehicles, or they would have purchased or leased Ford manufactured vehicles not equipped with the MyFord Touch system, if available, at a reduced price."

Ford Makes Some Changes ∞

In 2013 Ford announced plans to bring back more traditional knobs and buttons for the next generation of MyFord Touch^[6], something consumers had been asking for. A Ford spokesman said the automaker has been talking about adding more buttons and knobs along with the touch screen features for some time and that some vehicles, such as the F series models, already include the knobs and buttons.

Then in 2014 Ford announced they were leaving Microsoft (SYNC) for a variant of Blackberry's QNX-based operating system in future updates. This is the same embedded OS used by other manufacturers for a wide-range of systems, not just infotainment.

Don't get too excited yet. Just because these changes have been announced, we're still in wait-and-see mode to see if Ford can actually deliver an improved system.

Both the 3rd generation Explorer and 2nd generation Escape have a history of shattering rear windows dating back to the early 2000s.

Cylinder Detachment and Shattering Glass ∞

The glass is at risk of shattering when the lift gate's lift cylinder detaches from the cylinder ball stud bracket or rotates out of position because of improper torque.

These problems happen because:

1. There's a poor bond between the bracket and the glass due to improper application of the urethane adhesive.
2. There's a sudden loss of clamp load due to an improperly cured EPDM washer on the bracket or the clamp's torque being too low.

Ford started acknowledging these issues in 2001 when reports of loose lift gate strut brackets started rolling in. But glass continued to shatter even after Ford re-torqued the bolts.

For a while they assumed there was a glass processing error in a small batch of vehicles. It wasn't until later that they realized the real culprit was adhesion failure between the bracket and the glass.

Explorer Investigation Leads to Recall ∞

Ford opened an internal investigation in March 2004, but by that time the problem was also floating around the Office of Defects Investigations (ODI) at the National Highway Traffic Safety Administration (NHTSA).

A federal preliminary investigation opened in June 2004. ODI wanted to look into allegations of rear lift gate glass assembly failure after being made aware of 62 reports of failures.

During their investigation, NHTSA documented 5,000 complaints of breaking glass resulting in 165 reports of injuries.

The Recall ∞

By September, Ford notified the agency they would recall roughly 955,000 model year 2002-2003 Ford Explorer vehicles (along with their Mercury Mountaineer counterparts).

The recall replaced the lift gate glass and strut brackets in vehicles built either:

1. Between 08/01/2000 through 03/03/2003 at the Louisville Assembly Plant, or
2. Between 08/01/2000 through 03/10/2002 at the St. Louis Assembly Plant.

A Second Investigation for Escape Owners ∞

For owners of the Escape and Mountaineer, good news came in February 2011 when the National Highway Traffic Safety Administration (NHTSA) announced an investigation into this shattering glass problem. The government agency received 18 complaints, which is a far cry from the hundreds we've seen on CarComplaints.com.

No recall has been issued yet, but a Ford spokesman told the Detroit News that they were "aware of the investigation." Aware is great, fixing the problem is better.

Ford's Response ∞

No recall has been issued yet, but a Ford spokesman told the Detroit News that they were "aware of the investigation." Aware is great, fixing the problem is better.

Ford did issue a technical service bulletin on the matter last November, where they stated that "some 2010-2011 Escape and Mariner vehicles built on or before Oct. 15, 2010 may experience the lift gate window glass breaking, typically when colder ambient temperatures are present." Explain that one to the people reporting this problem from Hawaii.

Investigation Leads to a Recall ∞

An investigation was launched by the NHTSA in 2009 due to the severity of the complaints. Ford argued that it had a low complaint rate for this type of malfunction and only two accidents had been reported as a result of this defect. The NHTSA wasn't impressed and Ford eventually agreed to issue a recall the torque converter in these vehicles to avoid a protracted dispute.

The recall covered 450,000 vehicles from the 2004-05 model years. Owners of affected Ford and Mercury vehicles should have been notified to have their torque converter replaced at no charge.

The safety recall began on August 9, 2012. Owners may contact the Ford Motor Company customer relationship center at 1-866-436-7332. For detailed information & supporting documents, see the official NHTSA page concerning recall #12V006000

Class-Action Lawsuit ∞

Before the recall, a class action lawsuit was filed against Ford Motor Company in the United States District Court for the Eastern District of New York, Brooklyn Office (styled Judy Azose v. Ford Motor Company, Case No. CV 10-3634).

The Ford Freestar and Mercury Monterey class action lawsuit complaint reportedly alleges statutory violations of the New York General Business Law section 349, breach of express warranty, breach of implied warranty of merchantability, violation of Magnuson-Moss and unjust enrichment.</p>

If you're interested in the case, you can download a PDF go the full class-action lawsuit.

Transmission Failure in 3rd-Gen Explorers ∞

These problems tend to appear in the 3rd generation (2002-2005) Explorer.

What signs can you look for when it comes to transmission failure? Is your transmission slipping between gears, making a clunking / rattling / grinding noises when accelerating or are you suddenly having trouble shifting between gears? You should bring your SUV in immediately to get serviced.

• 2002 Explorer Transmission Complaints
• 2003 Explorer Transmission Complaints
• 2004 Explorer Transmission Complaints
• 2005 Explorer Transmission Complaints

Possible Solutions? ∞

This repair is not currently covered under a recall or class action lawsuit (that we are aware of). Ford has offered some out-of-warranty Explorer owners a "goodwill repair". Most people do not have any luck getting a discount on the transmission repair by going to their local dealership. Your best bet is to call Ford's customer service line at (800) 392-3673.

If you are not offered a goodwill repair or discount on the transmission repair, we recommend having the repair done by an independent transmission repair shop or a local mechanic, because the repair cost is usually significantly less than at the dealership. Make sure you get a comparable warranty on the rebuilt transmission.

Is it a Safety Defect? ∞

It is arguable that the ignition problems are a safety defect & so have a chance at being recalled, because the possibility exists that the ignition defect could leave you stranded somewhere. So far there is no official recall. In California a class action lawsuit has been filed.

The best way to get this fixed is call a locksmith. Most locksmiths are able to fix ignition locks & the repair cost should be around $150-200, versus $450-500 to have the ignition replaced at the dealership. Many people have said this problem occurs again even after replacing the ignition lock, so apparently Ford hasn't changed the design to correct the ignition lock defect. Some people have resorted to leaving a key in the ignition permanently.

It's worth a call to Ford Customer Service and ask for a "goodwill repair". Most people have not had any success getting a discount on the repair by going to their local Ford dealership. Your best bet is to call Ford's customer service line at (800) 392-3673.

Worst Years for the Key Stuck in the Ignition Problem ∞

How to Fix the Key Stuck in Ignition Problem ∞

According to a Focus owners who did some research on the subject:

"The problem is the OEM Supplied ignition cylinder made by HUF. Ford has known about this issue forever and refuses to issue a recall. When the dealer replaces the ignition, they usually install the same stupid faulty ignition causing you to revisit this pain in the butt over and over again. They call it repeat business. Mechanics don't have the tools or parts to solve this quickly or correctly, and they try to fool you with silly ad ons like extra keys you don't need and re-programming, telling you it has something to do with your onboard security system. It's BS. Call a locksmith!"

"When you call, make sure they have the Strattec replacement cylinders without the side bar. The correct replacement cylinder is Strattec part number 707592."