Cruising at 70, then it slams into 1st, your stomach hits the wheel before the tires chirp. That’s not “rough shifting.” That’s the defect that triggered a federal recall on the F-150’s 6-speed.
Two separate transmission failures stalk this truck. The 6R80 can downshift to 1st without warning thanks to a failing speed sensor. That one’s recalled.
The 10R80? Different beast, harsh shifts, and delayed engagement from a flawed clutch control cylinder. No recall, just TSBs and high-dollar repairs.
This guide separates recall from rumor. It shows which years are flagged, which are vulnerable, and what Ford actually does about it. Tables map the trouble by model, code, and cost, so you’ll know if you’re in the clear or staring down a $9,000 rebuild.
1. Two transmission failures, one real recall
6R80 downshift defect is officially recalled
The 6R80 six-speed in 2011–2014 F-150s was recalled for a safety defect. For 2015–2017, the same failure is under NHTSA investigation, not yet recall.
The problem sits deep in the lead frame: a faulty Output Shaft Speed (OSS) sensor. When it fails, the transmission dumps straight into 1st gear, at any speed. Rear wheels can lock. Trucks veer across lanes.
Ford’s first move was Recall 16S19 (2011–2012), followed by Recall 24S37 in 2014, targeting over 552,000 trucks. But failures kept coming.
By 2024, NHTSA launched PE24003, investigating nearly 1.3 million 2015–2017 models after more than 130 driver reports, sudden downshifts, lost control, even a crash into a barrier.
Ford’s official fix starts with a PCM reflash to stop the sudden 1st-gear drop. If the fault keeps showing, with codes like P0720 or P0722, the lead frame itself gets replaced under extended coverage or recall parts flow.
10R80 shift issues haven’t triggered a recall
The 10R80 ten-speed (2017–2023) doesn’t cause lane-swerving downshifts, but it’s far from clean. Owners report harsh shifts, long delays going into gear, and codes in the P07xx range, mostly on trucks built before August 15, 2022.
The real issue is the CDF clutch cylinder (7H351). Axial play wears out bushings and seals, letting fluid leak between circuits. Pressure drops. Shifts get jumpy or slow.
Ford initially leaned on software resets and relearns, hoping to smooth it over. Didn’t work. By 2023, TSBs 22-2428 and 24-2254 made it clear: you need the updated JL3Z-7H351-B cylinder. Some trucks need a full reman swap.
The hard line between recall and repair bill
6R80 trucks with flagged VINs get a free PCM update. 10R80 trucks? No recall, no guarantee. Some owners pay $7 500–$10 000 out of pocket. Same symptoms, very different outcomes.
2. Which trucks are flagged, and which just fail quietly
Use this chart to see where your F-150 stands
Two gearboxes. Four outcomes. If you’ve got a 6R80, you may be covered under a real safety campaign. If it’s a 10R80, you’re riding the TSB treadmill unless it grenades hard enough to warrant replacement. Look up your year, find your transmission, and match the column.
F-150 transmission failure modes and campaign status
| Model years | Transmission | Campaign / Status | What fails | What you feel | Remedy path |
|---|---|---|---|---|---|
| 2011–2012 | 6R80 | 16S19 / 16V-248 (past recall) | OSS dropout at lead frame | Sudden downshift to 1st, rear wheels lock | PCM reflash or full lead frame replacement |
| 2014 (RWD focus) | 6R80 | 24S37 / 24V-444 (active recall) | OSS loss triggers 1st-gear command | Tire slide, MIL flash, violent decel | Free PCM logic update to soften fallback |
| 2015–2017 | 6R80 | PE24003 (NHTSA probe) | Same OSS signal dropout | Loss of control, confirmed crash | Monitor probe status, log issues, submit reports |
| 2017–2023 | 10R80 | TSBs 22-2428 / 24-2254 | CDF clutch cylinder leaks, axial play | Harsh shifts, delayed D/R, P07xx codes | Reflash + adaptive reset, then cylinder swap or reman unit |
| ≤ Aug 15 2022 builds | 10R80 | Internal TSB focus | Early hardware prone to failure | Shift problems return after updates | Push for updated JL3Z-7H351-B part, escalate if needed |
Don’t guess, verify with your VIN
If your row lists a recall, book the repair and get proof. If it shows a probe, document your symptoms and file a report. If you’re stuck in TSB territory, make the dealer name the latest bulletin and don’t settle for software alone. Then run your VIN and confirm everything before you wrench or spend.
3. The 6-speed recall that slams into 1st
What it feels like when the sensor drops out
Cruising at 60. The MIL flickers. Then, bam, the transmission grabs 1st. The rear end kicks sideways, tires screech, and you’re suddenly wrestling the wheel. This isn’t rough shifting. It’s a fail-safe logic going rogue.
The OSS signal collapse that triggers it
The cause is the Output Shaft Speed (OSS) sensor, tucked inside the 6R80’s lead frame. When the signal drops out, often from corroded pins, the PCM assumes you’re at a standstill and slams it into 1st. That logic made sense in a stall, not at highway speeds.
What Ford actually fixed, and what they didn’t
Ford’s 24S37 / 24V-444 recall adds a software patch. The new PCM logic stops the drop into 1st when OSS goes dark. It softens the danger, but doesn’t touch the aging lead frame or faulty connectors underneath. The corrosion risk stays in place.
How widespread this really is
Ford logged over 300 warranty claims, 96 field reports, and 124 direct customer complaints, plus 130 more to NHTSA. 52 cases reported loss of control or locked rear wheels.
One crash sent a 2014 F-150 into a barrier, injuring two. Early fix 16S19 covered 2011–2012; 24S37 targets 2014 RWD. Now nearly 1.3 million trucks (2015–2017) are under PE24003, still in investigation.
4. The 10-speed that never shifted right
How it acts when things start going wrong
Slide a 2019 F-150 into drive, nothing. It hesitates before it bites. Or punch it from a stop and the 1–3 upshift thuds like a hammer on the driveshaft.
Owners say it feels “off,” but the pattern’s too consistent to dismiss. If your truck was built before August 15, 2022, you’re deep in the risk zone.
Why early reflashes didn’t solve it
Ford tried the easy route first, reflashes and relearn cycles. Bulletins like 18-2274 told techs to reset the PCM and drive it out. It worked for a few. Most came back worse.
By 2023, Ford scrapped the software-first play. TSB 22-2428 replaced four earlier fixes and finally pointed the finger at hardware.
The failing part buried inside the case
The real issue is the CDF clutch cylinder (7H351). Too much axial play lets the sleeve walk, tearing through bushings and seals. Fluid slips where it shouldn’t. Pressure tanks.
That’s what makes the shifts slam or lag. The MIL comes on, and you’ll often see P07xx codes stacking up. The fix isn’t another reflash, it’s that updated JL3Z-7H351-B part, plus cleanup for whatever else got trashed in the process.
What the full repair path actually looks like
Ford’s repair flow is a step ladder. First: reflash and drive cycle. Still bucks? Then, line-pressure tests and a Main Control Break-In Routine. If that fails, it’s teardown time.
Dealers either swap the CDF cylinder or drop in a reman trans. Labor ranges from 0.3 hours for a reflash to 16.7 hours for a full rebuild. If you’re out of warranty, expect a $7,500–$10,000 bill at the dealer, or $5,500–$6,200 at an independent shop, if they use the right updated parts.
5. What it does in the seat, and what actually fixes it
Forget the guesswork, follow the symptom trail
You don’t need 50 theories. Just match what the truck’s doing to the line below and act. If it slams into 1st, it’s a recall. If the shifts lag, jolt, or return after a reflash, you’re dealing with hydraulic mess and worn hardware; no software patch will clean that up.
Symptom to fix, no detours
| What you feel | Likely cause | First move | If it keeps happening | Possible codes |
|---|---|---|---|---|
| Sudden slam to 1st at highway speed, MIL flickers | 6R80 OSS dropout | Run VIN, if 24S37 is open, get the PCM reflash | Request OSS/lead-frame checks, monitor PE24003 if 2015–2017 | OSS dropout, speed mismatch faults |
| Harsh 1–3 upshift, delayed D/R engagement | 10R80 CDF leakdown | Load latest calibration, perform adaptive relearn | Push for pressure testing, updated JL3Z-7H351-B, or reman | P0751, P0766, P2702, P07D9 |
| Feels better for a day, then slams again | 10R80 hardware issue | Confirm build date, check for TSB 22-2428 or 24-2254 | Approve tear-down, demand updated parts, not just more software | Repeat P07xx or no code at all |
| Intermittent harsh shifts after battery or module reset | Adaptive strategy not learned | Run relearn drive cycle, verify fluid/temp specs | Update PCM if needed; treat as hardware if symptoms return | Often none; may log adaptation loss |
| Delayed cold start engagement that improves when warm | 10R80 fluid/temp sensitivity | Check fluid level and spec, complete full warm-up relearn | If it still lags, run pressure test and inspect CDF wear | Rare codes, may flag shift timing |
Use this chart before wasting time or money
If your symptoms match a recall, book it and keep the receipt. If it falls under a TSB, make the advisor write the exact bulletin number on your work order. If harsh shifts keep coming back, stop accepting reflashes. The real fix is hardware: updated clutch cylinder, not recycled calibrations.
6. Check your VIN now, don’t wait for failure
The two VIN tools that actually matter
You’ve got two sites that tell two different truths. Ford’s page shows what the dealer will act on, recalls like 24S37. NHTSA’s VIN lookup shows federal recalls and investigations, like PE24003.
Run both. Screenshot both. Save the dates. One gets your free fix. The other helps you prove your truck is part of a larger, unresolved defect.
VIN tools and what they tell you
| Tool | What it checks | Best use case | What it misses |
|---|---|---|---|
| Ford Recall Lookup | Open Ford-issued campaigns on your exact VIN | Booking recall 24S37, dealer-ready printouts | No sign of federal probes or pending action |
| NHTSA VIN Lookup | Federal recalls + active investigations | Proving risk tied to PE24003, filing a case | Doesn’t show Ford goodwill or internal programs |
Read the results like a service writer
If you’ve got a 2014 6R80 and the recall shows open, book the reflash and save proof. If it’s a 2015–2017 truck with the same downshift issue but no recall? File a complaint and track the probe.
For 10R80 models, harsh shifts and delays send you straight down the TSB track, and the only durable stop is updated hardware, not more time in the waiting room.
Once both tools are run and saved, you’re not guessing. You’re negotiating.
7. When the fix isn’t free, how deep the bill cuts
The cheap repair that grows teeth fast
A PCM reflash and relearn sounds harmless, just 0.3 to 3 hours of labor. Dealers run it first because Ford says so. But when the shift shock returns, the real costs kick in. Ignore it, and a simple calibration turns into a full teardown.
Software can’t fix leaking hardware
Once the CDF clutch cylinder starts walking, no amount of software can seal up the pressure loss. Ford’s TSB trail ends at the same place every time: new parts.
That means the updated JL3Z-7H351-B cylinder and, often, cleanup inside the main control. If your build date’s before Aug 15, 2022, count on needing this fix.
Dealer reman vs. shop rebuild, don’t go in blind
Dealers push reman transmissions because they carry warranties and reduce liability. That runs $7,500–$10,000 installed. Independent shops offer rebuilds around $5,500–$6,200, but only if they use the right parts and prove it. Skip the CDF update, and you’re just buying another breakdown.
What the out-of-warranty bill really looks like
| Repair path | What’s done | Typical cost | What protects you |
|---|---|---|---|
| Calibration & relearn | New file, adaptive cycle | 0.3–3.0 labor hours | Paper trail if symptoms return |
| Internal CDF service | Updated 7H351, main control work | Several thousand | Proof of JL3Z-7H351-B install |
| Dealer reman swap | Complete unit w/ updated internals | $7,500–$10,000 | OEM parts warranty |
| Independent rebuild | Overhaul with updated CDF | $5,500–$6,200 | Itemized receipt, pressure test results |
When goodwill actually works
Don’t demand. Build a case. Low miles, full records, and past TSB visits under 22-2428 or 24-2254 help prove this is a design flaw, not abuse. Ask the advisor to file a goodwill request. Include the invoices and build date. Quiet persistence gets approved more than angry shouting.
If they can’t fix it, lemon law starts counting
You don’t need to argue, just track failed repairs. If the same P07xx behavior keeps coming back after reflashes and repairs, that’s your record.
Some owners have reached settlements for repeat failures or months of downtime. It’s not about payday, it’s about forcing a fix when the truck can’t stay fixed.
8. The real mechanics inside the failure
Why a single dropped signal slams the 6R80
The OSS sensor lives in the 6R80’s lead frame and feeds shaft speed to the PCM. When that signal dies, often from corrosion or pin wear, the logic assumes the truck stopped. It grabs 1st to protect itself. At highway speed, that’s a recipe for chaos.
The recall reflash rewrites that behavior. If OSS goes dead, the PCM now holds a safe state instead of yanking 1st. You get stability instead of a sudden slam. But the flash only masks the danger. The lead frame and pins? Still old. Still vulnerable.
Dropouts don’t vanish after the update. You’ll still see intermittent MIL flashes and logged events. The threat gets contained, but not cured, until the frame’s replaced.
Why the 10R80 leaks pressure and loses its mind
Inside the 10R80, three clutch groups, C, D, and F, share pressure space. The CDF cylinder (7H351) is supposed to stay put, but it drifts. That axial movement eats through seals and bushings. Oil leaks across circuits. Pressure dips where it shouldn’t.
That’s when shifts start banging or lagging. No software can fix a leaky sleeve. Ford now runs line-pressure tests and the Accelerated Main Control Break-In Routine to confirm the leak. If it fails, they swap in JL3Z-7H351-B.
Leakdown over time wears down the main control too, valves score, fill times drift. That’s why reflashes fail. Once the new hardware goes in, a clean calibration and relearn bring the 10R80 back from the dead.
That’s when it finally shifts like it should’ve from day one.
9. Ford’s fixes that hit the mark, and the risks still riding with you
Ford got the 6R80 crisis under control, mostly
The 24S37 reflash did what it had to: stop the drop into 1st when the OSS signal vanished. It stripped the danger from 2014 trucks overnight. Fast, effective, free. Dealers could fix it in one visit without opening the case. For a safety crisis, Ford moved fast and smart.
But the 6R80 isn’t out of the woods
That reflash doesn’t clean corrosion off the lead frame. The OSS signal still drops, the truck still logs faults, it just doesn’t try to downshift into disaster anymore. And for 2015–2017 models, PE24003 is still open.
If the probe expands, drivers with proof in hand are first in line for help. That means logs, receipts, and dates that back your story.
Ford finally named the 10R80’s weak link
It wasn’t bad code; it was bad hardware. TSBs 22-2428 and 24-2254 nailed the issue: the CDF clutch cylinder walking out of spec, losing pressure, and wrecking shift timing.
The fix is the updated 7H351, often labeled JL3Z-7H351-B. Trucks with the right parts and a fresh relearn finally start to behave.
But without a recall, the 10R80 stays expensive
There’s no safety flag, so if you’re out of warranty, the tab is yours. Reflash jobs run under an hour, but once you’re into teardown, labor hits 16.7 hours.
Dealers quote $7,500–$10,000 for a reman. Good rebuild shops? $5,500–$6,200, if they prove they’re installing the updated parts. Skip that, and you’re just paying for round two.
Make your move before the truck makes it worse
Driving a 6R80? Pull your VIN. If 24S37 is open, get the reflash. Keep the receipt, test the shift feel, and log any weird behavior, especially if you’re in that 2015–2017 window. If the slam already happened, document it. Safety probes expand when patterns stack up.
Driving a 10R80? Software is step one. But hardware is what fixes it. Ask for the current TSB trail. Make sure they name the updated 7H351 part. If shift problems linger, it’s not a mystery; it’s pressure loss. And no amount of reflashing will fix that.
When it’s your money on the line, paperwork is leverage. Solid service history, low miles, and documented repeat visits turn a “no” into a goodwill approval. If the truck keeps coming back broken, you’re not complaining anymore; you’re building a lemon law case.
Run the VIN. Talk TSB numbers. Don’t sign anything until you’ve confirmed the part number matches the fix. The fastest way back to a smooth-shifting truck? Take the recall where you can, and demand real parts where you can’t.
Move before it becomes a flatbed ride.
Sources & References
- FORD RECALLS NEARLY 668,000 F-150 MODELS DUE TO …
- Sudden downshifts spur NHTSA probe of over 1M Ford F-150s | Automotive Dive
- TECHNICAL SERVICE BULLETIN 10R60/10R80/10R80 MHT Automatic Transmission – Harsh/Delayed Engagement And – nhtsa
- TECHNICAL SERVICE BULLETIN 10R80 Transmission – Harsh/Delayed Engagement And/Or Harsh/Delayed Shift – Built On Or Before 15-Aug-2022 24-2254 – nhtsa
- How much was your 10R80 transmission replacement? : r/f150 – Reddit
- 2018 w/ 27k miles and I need to pay $9000 for a new transmission. WTF!? : r/f150 – Reddit
- Is there a recall on my vehicle? – Ford
- 24S37: F-150 (2014) Transmission Sudden Downshift Recall – Ford
- U.S. Ford and Lincoln Dealers SUBJECT: NEW VEHICLE DEMONSTRATION / DELIVERY HOLD – Safety Recall 24S37 Cer – nhtsa
- U.S. Opens Probe into Nearly 1.3M Ford F-150 Trucks Over Gear Shift Risk
- certain 2014 ford f-150 vehicles equipped with 6-speed automatic – nhtsa
- Ford F-150 Investigation Initiated Into 1.3M Vehicles, Following Reports of Unexpected Downshifting, Rear Wheels Locking Up: NHTSA – AboutLawsuits.com
- TECHNICAL SERVICE BULLETIN 2.7L/3.5L/5.0L Engine … – nhtsa
- TECHNICAL SERVICE BULLETIN 10R80 MHT – Harsh 1-3 Upshift And/Or Harsh Electric To Gas Transition – Built On Or Before 23-Apr-202 – nhtsa
- Ford 10R80 CDF Hub Failure The Cause & The Cure – YouTube
- Ford 10R80 Cost to Rebuild & Replace The Transmission! – YouTube
- 10 spd transmission replace/rebuild? : r/f150 – Reddit
- 10R80 Transmission Upgrade
- Ford 10-Speed Transmission Problems | Lemon Law Help
- Ford 10 Speed Transmission Lawsuit: Updates to Know in 2024 – The Lemon Law Experts
- Check for Recalls: Vehicle, Car Seat, Tire, Equipment – NHTSA
- Recalls Look-up by VIN (Vehicle Identification Number)
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Rami Hasan is the founder of CherishYourCar.com, where he combines his web publishing experience with a passion for the automotive world. He’s committed to creating clear, practical guides that help drivers take better care of their vehicles and get more out of every mile.
son has 2017 f150 with 10r80 transmission.module went out and caused transmission to blow according to mechanics.. is there any help? He doesnt that kind of money and needs vehicle to work
That’s tough, I’ve heard a few stories like that with the 10R80. If the module failure caused the damage, it’s worth calling a Ford dealer and asking about Customer Satisfaction Program 24N07 or any goodwill assistance. Even if it’s out of warranty, Ford’s been covering partial costs in some cases when the TCM or valve body was involved. Have the VIN ready, they can check for any open programs or recalls tied to it.