According to Au7o's analysis of 3,568+ owner reports, the 2004 Ford F-150 has 32 documented known issues, with 14 rated critical. The most serious are Brake Line Corrosion and Hydraulic Failure (Salt-Belt 11th/12th-Gen F-150) ($300-$1,500 repair), Fuel Pump Driver Module (FPDM) Corrosion and No-Start / Stalling ($150-$450 repair), Severe Frame Rust and Rear Frame/Leaf Spring Shackle Corrosion ($500-$6,000 repair), Cruise Control Deactivation Switch Fire Risk, Throttle Body / Electronic Throttle Stalling and Hesitation ($150-$700 repair), Driver Airbag Clockspring / Airbag Warning and Non-Deployment ($250-$900 repair), In-Tank Fuel Pump Failure — Whining, Hard Starting, Stalling Under Load, and No-Start ($250-$700 repair), 4.6L / 5.4L 2-Valve Triton Timing Chain Tensioner and Plastic Guide Rattle. at .
Ford Motor Company (Ford) is recalling certain 2024 F-150 vehicles. The steering column lower shaft may have been secured to the steering gear assembly with an incorrect fastener, which can result in the separation of steering components and cause a loss of steering control.
Campaign #24V32900010/05/2024
VISIBILITY:WINDSHIELD
Ford Motor Company (Ford) is recalling certain 2024 F-150 vehicles. The windshield may not have been properly bonded to the vehicle, allowing it to detach during a crash. As such, these vehicles fail to comply with the requirements of Federal Motor Vehicle Safety Standard number 212, "Windshield Mounting."
Campaign #24V48600028/06/2024
ENGINE AND ENGINE COOLING:ENGINE:OIL/LUBRICATION
Ford Motor Company (Ford) is recalling certain 2024-2025 F-150, 2024 Expedition and 2024 Lincoln Navigator vehicles equipped with a 3.5L GTDI engine. The engines may have a misaligned engine cup plug, which can result in a rapid oil leak.
Campaign #24V85100020/12/2024
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According to Au7o's analysis of 3,568+ owner reports, the 2004 Ford F-150 has 32 documented issues. The most frequently reported are: Brake Line Corrosion and Hydraulic Failure (Salt-Belt 11th/12th-Gen F-150), Fuel Pump Driver Module (FPDM) Corrosion and No-Start / Stalling, Severe Frame Rust and Rear Frame/Leaf Spring Shackle Corrosion. Of these, 14 are rated critical and should be addressed promptly.
Is the Ford F-150 reliable?
The 2004 Ford F-150 has 32 known issues documented across 3,568+ owner reports. 14 issues are rated critical: Brake Line Corrosion and Hydraulic Failure (Salt-Belt 11th/12th-Gen F-150) and Fuel Pump Driver Module (FPDM) Corrosion and No-Start / Stalling and Severe Frame Rust and Rear Frame/Leaf Spring Shackle Corrosion and Cruise Control Deactivation Switch Fire Risk and Throttle Body / Electronic Throttle Stalling and Hesitation and Driver Airbag Clockspring / Airbag Warning and Non-Deployment and In-Tank Fuel Pump Failure — Whining, Hard Starting, Stalling Under Load, and No-Start and 4.6L / 5.4L 2-Valve Triton Timing Chain Tensioner and Plastic Guide Rattle and Fuel Tank Strap Corrosion — Straps Rust and Break, Tank Can Drop (Recall 11S21 / NHTSA 11V385) and Internal Radiator Transmission Cooler Fails — Coolant/ATF Cross-Contamination ('Strawberry Milkshake') and Front Coil Spring Fractures from Corrosion — Snaps and Punctures Front Tire (11th-Gen Salt-Belt) and Lower Ball Joint Premature Wear and Separation — Front Clunk and Loss of Steering Control (11th Gen) and 4R70W / 4R75W Automatic Transmission Failure — No Reverse, Loss of Forward Gears, and Slipping and 5.4L Triton 3-Valve Cam Phaser / Timing Chain "Death Rattle". Prospective buyers should inspect for these issues and factor potential repair costs into their purchase decision. Regular maintenance following the manufacturer's schedule helps prevent many common problems.
How much does it cost to fix common Ford F-150 problems?
Repair costs for known Ford F-150 issues range from $0 to $6,000, depending on the specific problem and whether you choose DIY or professional repair. The most critical issue, Brake Line Corrosion and Hydraulic Failure (Salt-Belt 11th/12th-Gen F-150), typically costs $300-$1,500 to repair. Au7o provides step-by-step DIY maintenance guides that can help reduce repair costs.
Content on this page was compiled with AI assistance using NHTSA complaints, TSBs, owner reports, and public automotive data. While we strive for accuracy, this information may contain errors. Always verify repair procedures and specifications with your vehicle's service manual or a qualified mechanic.
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Community reported
308 owners
On the 2004 Ford F-150, multiple complaints describe the truck stalling in traffic, hesitating on throttle input, or losing power while slowing, idling, reversing, or attempting to accelerate. Several reports specifically mention the throttle body as the cause, with symptoms consistent with electronic throttle control faults or severe throttle body contamination/failure.
Common Symptoms
Engine stalls in traffic
Hesitation when pressing accelerator
Loss of power while slowing down
Stalls in reverse or at idle
Puttering or shudder before power loss
How to Fix
Scan for throttle-related faults, inspect the throttle body for carbon buildup or sticking, and verify throttle position and pedal signals. Repairs range from cleaning the throttle body and performing a relearn to replacing the throttle body assembly or related sensors; typical cost is about $150-$700. Wiring and connector condition should also be checked if the failure is intermittent.
Owner tips & cautions
TipIf the truck stalls when coming to a stop or during low-speed maneuvers, inspect the throttle body before replacing unrelated parts.
TipClean the throttle bore and perform an idle/throttle relearn after service to reduce repeat stalling complaints.
On the 1997-2004 Ford F-150, the 2-valve 4.6L and 5.4L Triton V8s (distinct from the later 3-valve cam-phaser motors) use hydraulic timing-chain tensioners and plastic chain guides that wear and fail with age. The tensioners bleed down oil pressure overnight, so the chains slap on cold start; over time the brittle plastic guides crack and break, letting the chains rattle continuously and eventually skip timing or damage cam gears. Neglected oil changes accelerate the failure.
Rattle on cold start-up (a few seconds, worsening over time)
Chain/rattle noise from the front of the engine
Rattle that becomes constant as guides fail
Cam/crank correlation codes and possible timing skip
Metallic plastic debris in the oil pan
How to Fix
Address a persistent cold-start rattle promptly. Replace both timing chain tensioners and the plastic guides (and chains if stretched) with an updated timing kit; inspect the cam/crank sprockets. Maintain oil changes with the correct grade and use an anti-drainback-quality filter to preserve start-up oil pressure.
Medium ConfidenceVerified0 reportsReviewed Jul 2026
On the 2004-2010 Ford F-150, the 2004-2010 5.4L 3-valve Triton uses variable cam timing (VCT) phasers fed by clean, high-pressure engine oil. With infrequent oil changes or normal high-mileage wear, the phasers' internal vanes and locking pins wear out, the plastic timing-chain guides crack, and the hydraulic chain tensioners bleed down. The result is the notorious 'death rattle' — a loud rattle/knock on cold start and a metallic ticking at hot idle. Owners report symptoms as early as 50,000-100,000 miles. If ignored, a worn phaser or skipped chain can cause valve timing to drift (rough running, P0011/P0021/P0016 cam-correlation codes), loss of power, and in worst cases chain jump and valve-to-piston contact destroying the engine. This is one of the single most-searched, most-complained-about Ford truck engine problems of the era and a major shop money-maker.
Loud rattle or knock for several seconds on cold start
Metallic ticking or rattling at hot idle
Rough running / loss of power
Reduced fuel economy
Check engine light with cam/crank correlation codes
How to Fix
Replace the complete timing set: both cam phasers, primary and secondary timing chains, tensioners, guides, and VCT solenoids. Many owners also upgrade the oil pump and switch to a slightly heavier oil and shorter oil-change interval. A common permanent fix is a cam phaser 'lockout' kit that replaces the moving vanes with solid blocks, fixing valve timing and eliminating the failure (sacrifices VCT economy/smoothness). Critical: address at first rattle — running it risks catastrophic engine damage. OEM Ford cam phaser is 3R2Z-6A257-DA (per side); Cloyes 9-0753SK and Dorman repair kits are common full-kit cross-references. Parts $300-$900; full job with labor typically $1,500-$2,500.
Medium ConfidenceVerified0 reportsReviewed Jun 2026
On the 2004-2008 Ford F-150, ford's 2004-2008 3-valve modular engines used a long two-piece spark plug whose lower ground-electrode shield protrudes past the threads into a recessed pocket in the head. Over the 100,000-mile factory replacement interval, carbon deposits cake the exposed lower portion in a concrete-like grip. When a technician backs the plug out, the upper body unscrews but the lower shield stays seized — the plug breaks in two, leaving the bottom half stuck deep in the aluminum cylinder head. This turns a routine tune-up into a difficult extraction job and is distinct from the separate spark-plug-blowout (thread-stripping) problem. It is one of the most-searched Ford DIY headaches because nearly every truck of this era is affected.
Use the proper procedure: warm the engine slightly, soak the plug wells with penetrating oil overnight, and back the plugs out only a fraction of a turn before re-tightening and repeating to break the carbon grip. A dedicated broken-spark-plug extractor kit (Lisle 65600 or OTC/Rotunda equivalent) is designed specifically for these plugs and removes the stuck lower shield. Always install the updated one-piece Motorcraft replacement plug (e.g. SP-515 / SP-546 application-dependent) with anti-seize on the upper threads only. If threads are damaged, a Time-Sert insert repairs them. DIY extractor kits run $50-$120; a shop extraction is typically $200-$500 if a plug breaks.
Medium ConfidenceVerified0 reportsReviewed Jun 2026
Community reported
438 owners
On the 2004-2009 Ford F-150, 2004-2009 Ford F-150 (11th-generation) suffers from Fuel Pump Driver Module (FPDM) corrosion. The aluminum-housed module mounts directly to a steel frame crossmember above the spare tire — the dissimilar-metal contact creates galvanic corrosion, accelerated by road salt and moisture. The aluminum case cracks, water shorts the internal circuit board, and the module stops driving the fuel pump. Symptoms: crank-no-start (most common), stalling after hitting a bump or stopping at lights, intermittent loss of power. Ford issued a recall for 2005-2006 F-150 FPDMs specifically; 2004 and 2007-2009 are not recall-covered but suffer the same defect. Owners typically pay $150-$400 for module replacement plus relocation hardware that mounts the module away from the steel frame.
Inspect the fuel pump driver module and its mounting bracket for corrosion, cracking, or water intrusion, especially on rust-belt trucks. Repair usually involves replacing the FPDM and often the corroded mounting hardware or bracket, then confirming fuel pressure and wiring integrity; typical cost is about $150-$450. If the truck still will not start, test the fuel pump and rail pressure sensor circuit next.
Owner tips & cautions
TipCheck the module above the spare tire early in diagnosis if the truck cranks but will not start.
TipInspect the mounting surface and harness connector for corrosion so the new module does not fail prematurely.
On the 1997-2004 Ford F-150, the in-tank electric fuel pump on 1997-2004 F-150s wears out at high mileage (commonly 150k+), producing a loud whine from the tank, hard starting, and stalling that gets worse when the engine is warm or under load (climbing hills, towing). It often fails intermittently first, then leaves the truck as a crank-no-start. The dash fuel gauge can also read erratically as the sending unit in the same module fails. Note: always check the inertia (fuel shut-off) switch before condemning the pump.
Verify fuel pressure (~35-45 psi) and check the inertia switch and pump fuse/relay before replacing. Replace the in-tank pump/sender module and, in salt-belt trucks, inspect the fuel-tank straps at the same time. Keep the tank above 1/4 to help cool and lubricate the pump.
Medium ConfidenceVerified0 reportsReviewed Jul 2026
On the 1997-2004 Ford F-150, ford recalled roughly 1.1 million 1997-2003 F-150s and 2004 F-150 Heritage trucks (plus 1997-1999 F-250 under 8,500 lb) because the steel fuel-tank support straps rust and can fracture in salt-belt regions. A broken strap lets the fuel tank shift, potentially separating fuel lines or letting the tank contact the road, creating a fuel-leak and fire risk. Owners hear a clunk from under the bed and may see a sagging tank or fuel smell.
Clunk or rattle from under the truck bed / fuel tank
Fuel tank visibly sagging or shifted
Rusted, flaking, or partially fractured tank straps
Fuel smell from the rear of the vehicle
How to Fix
Check the VIN against Ford recall 11S21 / NHTSA 11V385000 — the remedy (new corrosion-resistant straps, or an interim cable/steel reinforcement) is performed free by a Ford dealer. If out of the recall window or straps are visibly rusted, replace them with heavy-duty coated straps and inspect the tank mounts and fuel lines.
Medium ConfidenceVerified0 reportsReviewed Jul 2026
On the 2004-2008 Ford F-150, on 2004-2008 (11th-generation) F-150s, the front coil springs corrode where road salt collects between the coils and fracture — usually a lower coil snapping off. The broken end can drop, spear into the sidewall of the front tire, and cause a blowout, or the spring can slip off its perch and let that corner of the suspension collapse. Many failures are silent, with the first symptom being oddly bald inner-edge tire wear from the lost ride height. NHTSA opened defect investigation EA08018 into front coil-spring fracture on Ford trucks; owners in the Northeast/Midwest report both springs broken by 60,000-90,000 miles.
Sudden inner-edge (camber) tire wear on nearly new tires
One front corner sitting noticeably lower
Front tire blowout or gash in the sidewall
Loud snap followed by a rattle when driving on rough roads
How to Fix
Replace both front coil springs (they are a matched pair) — corrosion-resistant/coated replacement springs are recommended. Inspect the shock/strut perch and lower control arm for damage from a spring that has already migrated. In the rust belt, coat new springs and inspect at every tire rotation. Any inner-edge tire scalloping on a truck that hasn't been aligned warrants a spring inspection.
Medium ConfidenceVerified0 reportsReviewed Jul 2026
On the 2004-2008 Ford F-150, the lower ball joints on 2004-2008 F-150s wear out early — often well under 100,000 miles — as the grease boots tear and dirt/water get in, or from rust-belt corrosion. Worn joints produce a metallic clunk over bumps, wandering/loose steering, and inner-edge tire wear. In severe cases a joint can separate, dropping the control arm and causing sudden loss of steering control. This is one of the most-searched front-end complaints for the generation.
Squeak from the front suspension when turning slowly
How to Fix
Inspect ball joints for play by levering the tire (vertical/horizontal) and checking the boots. Replace worn lower (and often upper) ball joints in pairs — pressed-in on some, bolt-in on others — then perform a four-wheel alignment. Use greasable/serviceable joints and keep boots intact to extend life.
Medium ConfidenceVerified0 reportsReviewed Jul 2026
Community reported
308 owners
On the 2004 Ford F-150, the 2004 F-150 is covered by a recall for the speed control deactivation switch, which can leak internally, overheat, and cause an underhood fire even when the vehicle is parked. Complaint data also includes owners reporting cruise control failure and electrical fires on the passenger side after shutdown or while fueling.
Common Symptoms
Cruise control inoperative
Electrical burning smell
Underhood or front-side fire after parking
Melted switch or wiring
Intermittent brake/cruise electrical issues
How to Fix
Verify recall completion for the speed control deactivation switch and inspect the related harness and fused jumper. If the switch or connector shows heat damage, replace the affected components and confirm brake lamp/cruise operation; repair cost is often covered under recall, but out-of-pocket repairs can run about $0-$300 depending on harness damage. Any signs of melting or smoke should be treated as urgent.
Owner tips & cautions
TipConfirm the recall was actually completed; some owners report ongoing issues despite knowing about the campaign.
TipDo not ignore a burning smell or inoperative cruise control on these trucks, especially if recall history is unknown.
On the 2004-2008 Ford F-150, the 2004-2008 F-150 instrument cluster is a notorious failure: gauges stick, drop to zero, sweep erratically, or read incorrectly (speedometer, tach, fuel, temp), and the LCD odometer/message center dims or goes blank. The root cause is worn internal stepper-motor gears and failing solder/circuit-board components aggravated by heat and vibration. It can also cause intermittent warning lights. A dead or wrong speedometer is a safety concern and is a very high-search repair for this generation.
A cluster self-test (hold trip reset while turning key on) sweeps the gauges to confirm the fault. The fix is rebuilding the cluster — replacing the stepper motors, LCD, and reflowing/repairing the board — via a mail-in repair service, which is preferred over a used replacement (same aging components). Recalibrate/PATS-relearn if a replacement unit is installed.
Medium ConfidenceVerified0 reportsReviewed Jul 2026
On the 1997-2008 Ford F-150, the 4.6L and 5.4L Triton V8s use one coil-on-plug per cylinder, and these coils are a very common failure item — subjected to heat, vibration, and moisture from cowl leaks — typically starting after 80k miles. A failed coil sets a cylinder-specific misfire (P0301-P0308) and often a matching coil-circuit code (P0351-P0358), causing a shake at idle, hesitation, and a flashing check-engine light. Repeat failures on the same cylinder usually mean oil is leaking from the valve-cover gasket into the plug well and shorting the coil.
Repeat coil failure on the same cylinder (oil in plug well)
How to Fix
Confirm the bad coil by swapping it to an adjacent cylinder and seeing if the misfire follows. Replace the failed coil (and its spark plug), apply dielectric grease to the boot to seal out moisture. If the same cylinder fails repeatedly, replace the valve-cover gasket and clean oil from the plug tube. Consider a full coil/plug set at high mileage.
Medium ConfidenceVerified0 reportsReviewed Jul 2026
On the 1997-2004 Ford F-150, the Passive Anti-Theft System (PATS) on these trucks disables fuel/injection when the PCM cannot verify the key transponder, leaving the truck cranking but not starting with the dash theft/security light flashing rapidly. Common triggers are a worn or dead key transponder, a loose or damaged transceiver antenna ring around the ignition cylinder, corroded PCM grounds (water intrusion at the passenger cowl/windshield), or intermittent PCM power. It often starts as an intermittent no-start that worsens.
Read PATS/PCM DTCs. Try a known-good second key; re-seat/replace the ignition antenna ring; clean and tighten PCM/body grounds and check for windshield/cowl water leaks; verify PCM power and keep-alive. Re-program keys or replace the PATS/PCM as a last resort. Keeping two working programmed keys avoids most stranding.
Medium ConfidenceVerified0 reportsReviewed Jul 2026
On the 1997-2014 Ford F-150, the door-ajar switch built into the door latch sticks or corrodes so the truck thinks a door is open. The result is a 'door ajar' warning that stays on, interior/dome lights that won't shut off, chimes, and a parasitic battery drain that can leave the truck dead overnight. It is one of the most common and widely searched F-150 electrical annoyances across many model years, and is usually a very cheap fix.
Isolate which door by watching the message center as you cycle each latch. Spray the latch/switch with a penetrant or electrical/brake cleaner and cycle the door 10-20 times to free the contacts — this fixes most cases. If it recurs, replace the door-ajar/jamb switch or the door latch assembly. Verify the interior lights and drain are gone with a parasitic draw test.
Medium ConfidenceVerified0 reportsReviewed Jul 2026
Community reported
311 owners
On the 2004 Ford F-150, numerous 2004 complaints describe extensive frame corrosion, including rust-through near the rear frame, leaf spring shackles, hitch area, and subframe sections. In many reports the truck was deemed unsafe to drive, failed inspection, or showed suspension and brake mounting deterioration due to structural rust.
Common Symptoms
Visible holes or perforation in frame rails
Leaf spring shackle area rusted through
Hitch or rear frame section breaking away
Vehicle fails safety inspection
Unsafe to lift on a jack due to frame rot
How to Fix
A thorough underbody inspection is required, especially around rear frame rails, shackle mounts, crossmembers, brake line routing, and hitch attachment points. Minor corrosion can sometimes be treated and reinforced, but advanced perforation usually requires frame section repair, shackle mount repair kits, or vehicle retirement; costs range from about $500 for localized reinforcement to $5,000+ for major structural work. Brake and fuel lines should be inspected at the same time because corrosion often affects them too.
Owner tips & cautions
TipInspect the rear frame and shackle mounts before purchase in rust-belt states; many complaints describe hidden corrosion discovered during routine service.
TipIf brake lines or fuel line brackets are heavily rusted, repair them immediately because structural corrosion often spreads to safety-critical components.
On the 2004-2008 Ford F-150, 2004-2008 Ford F-150 (11th-generation) suffer from window regulator cable take-up reel failure, causing the window glass to drop suddenly from the closed position — sometimes at highway speeds with a loud bang. The cable frays and bird-nests on the reel, releasing tension on the glass. Driver-side rear and front passenger windows are most commonly affected. Multiple windows on a single vehicle often fail in succession. Ford dealers report replacing 1-2 regulators per week per service department during the peak failure window. Despite extensive complaints, Ford never issued a recall. Replacement cost: $250-$450 per window at independent shops, $400-$700 at dealer.
Common Symptoms
Window falls into the door suddenly
Loud pop followed by wind noise
Power window stops moving or jams
Repeated regulator failures on multiple doors
Glass drops while driving
How to Fix
Diagnosis usually confirms a failed cable-style window regulator or broken pulley assembly inside the door. The typical repair is replacement of the regulator assembly, and often the motor is reused unless noisy or weak; expect about $250-$600 per door using quality aftermarket or OEM-style parts. If more than one window has failed, inspect all door regulators and glass guides for binding.
Owner tips & cautions
TipIf one regulator fails, inspect the remaining doors because complaints often describe multiple failures over time.
TipCheck for sticky window channels or misaligned glass, which can overload the replacement regulator.
On the 1997-2020 Ford F-150 All engines, f-150s have a long-running problem with rainwater entering the cab from the top rear of the cab. Two sources dominate: the foam/rubber gasket behind the high-mounted third brake light dries out and cracks, and the butyl-tape seal around the fixed rear window (or the slider track) deforms with age. Water runs down inside the cab, soaking the headliner and rear carpet and pooling behind the rear seat. Because the cab cavity drains poorly, trapped water rots the cab corners and lower rear seat area from the inside out. Owners report mildew smell, wet rear floor, foggy windows, and corroded seat-belt anchors over time. CarComplaints documents this prominently on the 2010 model year, and forum reports span the 1997-2014 trucks heavily.
Common Symptoms
Water dripping from the top of the rear window or headliner after rain or a wash
Wet rear carpet or water pooling behind the rear seat
Musty/mildew smell and interior fogging
Stained or sagging headliner at the rear
Rust forming at the lower rear cab corners
How to Fix
Pinpoint the source with a careful water test from the bottom up. If the third brake light is the source, remove it and replace the foam gasket and reseal (a common, inexpensive fix). If the rear window is leaking, the back glass must be reset with fresh butyl tape/urethane, or a cracked slider seal replaced. Dry the headliner and carpet thoroughly and treat any cab-corner rust before it perforates; verify cab drain paths are clear. Typical parts+labor for the gasket/reseal runs roughly $100-$300; bodywork for resulting rust is far more.
Medium ConfidenceVerified0 reportsReviewed Jun 2026
On the 2004-2017 Ford F-150 All engines, f-150 rocker panels and cab corners rust from the inside out. The rocker design traps road debris and moisture inside the panel, and clogged drain holes let water pool where it cannot escape, so corrosion starts behind the paint and bubbles outward before owners realize the structure underneath is rotting. Left unaddressed, the rockers and cab corners perforate, running boards/door brackets can detach, and rear doors may stop closing properly. This is documented across 2004-2008 and 2009-2014 trucks (CarComplaints flags the 2010 rockers) and continues to be a salt-belt complaint. It is distinct from the heavy frame/leaf-spring-shackle rust already catalogued — this is the cab sheet metal (rockers, lower doors, cab corners), and full rocker replacement can exceed $4,000.
Common Symptoms
Paint bubbling along the rocker panels and lower cab corners
Perforation/holes appearing at the bottom of the cab
Running boards or door brackets loosening or falling off
Rear doors not closing squarely
Visible rust behind/inside the rocker when inspected
How to Fix
Keep rocker and door drain holes clear of debris so trapped water can escape — the single best preventive step. Treat surface rust early with conversion and seal; once panels perforate, the fix is cutting out the rusted section and welding in rocker/cab-corner patch panels, then refinishing. In the salt belt, periodic underbody/cavity rinsing and a cavity-wax treatment slow internal corrosion. Inspect from inside the panel, not just the painted surface, since the rust starts hidden.
Medium ConfidenceVerified0 reportsReviewed Jun 2026
Community reported
765 owners
On the 2004-2014 Ford F-150, 2004-2014 Ford F-150 brake lines, hoses, and ABS hydraulic components corrode aggressively in salt-belt states. Steel brake lines along the frame rust through, causing sudden loss of brake fluid and reduced or no pedal feel. Front and rear hard lines and rear axle flex hoses are most commonly affected. NHTSA has received numerous complaints but no recall has been issued — replacement is owner-paid ($800-$2,000+ depending on which lines need replacing). Most failures occur after 100,000 miles in northern/coastal states; southern-state trucks rarely show the pattern. Inspect annually if you drive in salt regions.
Common Symptoms
Brake pedal fades to the floor
Sudden loss of braking power
Brake fluid loss or leaks
Rear brake hose separation
ABS light on with poor braking
How to Fix
Inspect all steel brake lines, rear flex hoses, calipers, ABS hydraulic components, and the master cylinder/booster interface for leaks or corrosion. Repairs commonly include replacing rusted lines with pre-bent or custom nickel-copper lines, new rear hoses, and sometimes a master cylinder and booster; typical cost is about $300-$1,500 depending on how much of the system is affected. Bleed the full system and verify ABS operation after repair.
Owner tips & cautions
TipIf the truck has frame rust, inspect brake lines immediately because corrosion-related brake failures are commonly reported together.
On the 2004-2006 Ford F-150, airbag complaints on 2004 F-150 trucks include warning lights, crash sensor messages, non-deployment in crashes, and at least one report of unexpected deployment while parked. NHTSA recall data also identifies a driver airbag inflator/clockspring jumper wire issue that can disable the airbag system, reinforcing a clear safety-related pattern.
Common Symptoms
Airbag warning light illuminated
Crash sensor warning message
Airbags fail to deploy in a collision
Unexpected airbag deployment
Persistent SRS fault after recall work
How to Fix
Scan the restraint control module for airbag faults, inspect the clockspring and steering column wiring, and verify crash sensor and connector integrity. Repairs may include clockspring replacement, airbag circuit repair, or sensor replacement; typical cost is about $250-$900 unless covered by recall. After repair, the SRS light should be cleared and the system rechecked with a capable scan tool.
Owner tips & cautions
TipIf the airbag light is on, do not assume the system will work in a crash; scan the SRS module and verify recall completion.
TipAfter any steering column or airbag repair, confirm the horn, cruise, and steering-wheel controls also work correctly.
On the 1997-2010 Ford F-150, f-150s with an automatic transmission route ATF through a cooler built into the radiator end tank. When the internal barrier cracks or corrodes, the two fluids cross-contaminate: pink/foamy 'strawberry milkshake' ATF appears in the coolant and coolant gets into the transmission. Coolant is highly destructive to transmission clutches and can cause total transmission failure if driven on. The radiator can fail internally with no external leak, so owners often discover it only after shift problems or a milkshake in the overflow bottle.
Pink, foamy, milkshake-like coolant in the overflow/radiator
Coolant loss with no visible external leak
Harsh, slipping, or erratic shifting
Transmission overheating warning
Contaminated (milky) transmission fluid on the dipstick
How to Fix
Replace the radiator immediately and stop driving once cross-contamination is confirmed. Flush the cooling system thoroughly and do multiple transmission fluid/filter services (or a full flush) to purge coolant from the trans; inspect for internal transmission damage. Bypassing the radiator cooler with an external cooler prevents recurrence.
Medium ConfidenceVerified0 reportsReviewed Jul 2026
On the 1997-2008 Ford F-150, the 4R70W (and later 4R75W/4R75E) 4-speed automatic behind the 4.2L V6 and 4.6L/5.4L V8s is prone to several high-mileage failures: a broken reverse (cast) band that produces a loud POP and loss of reverse; a cracked forward-clutch drum snap-ring groove on 2005+ units causing loss of ALL forward gears while reverse still works; worn overdrive band and clutches causing slipping; and solenoid-body/servo wear causing harsh or erratic shifts. Failures accelerate under towing/heavy loads and when fluid changes are neglected.
No reverse engagement or a loud pop then loss of reverse
Truck has reverse but no forward movement (2005+ forward-drum failure)
Slipping or flaring on 1-2/2-3 upshifts
Delayed or harsh engagement into Drive
Overdrive slipping under load
Limp mode (stuck in one gear)
How to Fix
Diagnose fluid condition (burnt smell, metal), line pressure, and DTCs before teardown. Repair typically means a full rebuild with upgraded forward drum/snap ring, new bands, updated solenoid pack, and torque converter; add an auxiliary transmission cooler if the truck tows. Regular fluid/filter service (Mercon V) is the main preventive measure.
Medium ConfidenceVerified0 reportsReviewed Jul 2026
On the 2004-2020 Ford F-150, the rear axle (commonly the 8.8-inch) develops a speed-dependent whine or howl as the pinion bearing and ring-and-pinion gears wear, often the most common source of axle noise on Ford trucks. The noise typically appears under acceleration or on deceleration and changes with throttle. On limited-slip units, worn clutch packs add a chatter or shudder during slow tight turns. Neglected or contaminated gear oil, and never-changed fluid, accelerate the wear.
Chatter or shudder in slow tight turns (limited slip)
Metal shavings in gear oil
Growl or rumble that worsens over time
How to Fix
Check fluid level and condition first (metal shavings = internal wear). For clutch-pack chatter, drain and refill with the correct gear oil plus Ford friction modifier. For bearing/gear whine, pull the diff cover and inspect; a howling pinion bearing or worn ring-and-pinion requires a rebuild with new bearings and proper pinion preload/backlash setup. Replace limited-slip clutches if chattering persists.
Medium ConfidenceVerified0 reportsReviewed Jul 2026
On the 1997-2010 Ford F-150, on electronic shift-on-the-fly 4WD F-150s, the transfer-case shift motor (and its internal encoder that reports gear position back to the control module) is a common failure. Owners see a flashing 4WD indicator or 'Check 4x4' message, the system fails to engage or disengage 4HI/4LO, or it cycles back to 2WD. A large share of no-4WD complaints trace to the shift motor/encoder or its corroded connector rather than internal transfer-case damage.
Verify the motor gets commanded voltage and the encoder connector pins aren't bent/corroded. If the motor receives power but doesn't rotate, replace the shift motor; if it rotates but the case doesn't shift, inspect internal parts. Clean/repair the encoder connector, and confirm the 4WD switch and control module before condemning the transfer case.
Medium ConfidenceVerified0 reportsReviewed Jul 2026
On the 2004-2024 Ford F-150, ford's 4x4 F-150s use a vacuum-operated Integrated Wheel End (IWE) system instead of conventional locking hubs: vacuum keeps the front hubs UNLOCKED in 2WD and is released to lock them for 4WD. The system relies on vacuum lines, a hood-area solenoid, and a check valve that are highly vulnerable to water, road salt, and cracking. A single leak causes the hubs to partially engage, producing a loud grinding or clicking from the front wheels under acceleration/deceleration in 2WD — a hallmark symptom that typically disappears in 4-Auto/4-High because removing vacuum fully locks the hub. It is among the most-searched F-150 4x4 noise complaints and is covered by TSBs 20-2028 and 24-2189A.
Common Symptoms
Grinding or clicking from front wheels in 2WD
Noise on acceleration/deceleration
Noise disappears when switched to 4WD
Grinding worse after rain or in winter/salt
4WD fails to fully engage
How to Fix
Diagnose in steps: replace the cheap IWE check valve first, inspect/replace cracked vacuum lines and the IWE solenoid (often water-drenched below the cowl), then replace the IWE hub-lock actuators themselves if grinding persists. Confirm it is the IWE and not a failed wheel hub/bearing (IWE noise goes away in 4WD; a bad bearing does not). OEM IWE actuator part numbers: 7L1Z-3C247-A (2004-2014) and HL1Z-3C247-A (2015+); check valve and solenoid sold separately. Check valve ~$15-$40; actuators ~$80-$180 each; full system repair commonly $200-$700 with labor.
Medium ConfidenceVerified0 reportsReviewed Jun 2026
On the 1997-2004 Ford F-150, many 1998-2004 F-150 4x4s with a one-piece driveshaft develop a clunk or grunt during light-to-moderate acceleration or braking and when moving off from a stop. Ford issued a TSB attributing it to the slip-yoke splines: the factory grease dries and gets tacky, so the shaft won't slide smoothly and it binds then releases with a clunk. It is a noise/annoyance issue rather than a safety defect, but it is one of the most-searched 'F-150 clunk' complaints of the era.
Clunk when moving from a stop (forward or reverse)
Noise worst at low speed on light throttle
Improves briefly after driving, returns when parked
How to Fix
Per the TSB, remove the driveshaft, clean the slip-yoke splines, and re-lubricate with the specified Teflon/PTFE grease (Ford D2AZ-19590-A) or an equivalent moly slip-yoke grease. Re-index and reinstall. Recurring cases may need a new slip yoke or driveshaft. Also inspect U-joints and the carrier so the noise isn't misattributed.
Medium ConfidenceVerified0 reportsReviewed Jul 2026
On the 2004-2008 Ford F-150, the 11th-gen Triton V8s are known for setting both bank lean codes (P0171 and P0174) simultaneously due to a vacuum leak — most notoriously the brittle rubber PCV hose elbow hidden at the back of the intake manifold, which cracks from heat. A dirty MAF sensor or leaking intake gaskets can produce the same codes. Because both banks go lean together, the cause is almost always a shared air leak rather than a single injector, and it drives rough idle and long positive fuel trims.
Check idle fuel trims (high positive at idle that normalize at 2500 rpm points to a vacuum leak), then smoke-test the intake. Replace the cracked PCV elbow/hose at the rear of the manifold (the most common fix) and inspect intake gaskets. Clean the MAF sensor with MAF-safe cleaner. Reset trims and reverify after repair.
Medium ConfidenceVerified0 reportsReviewed Jul 2026
On the 1997-2004 Ford F-150, the Delta Pressure Feedback EGR (DPFE) sensor and the EGR throttle-body spacer passages are a chronic Check-Engine source on 1997-2004 4.2L/4.6L/5.4L trucks. The ceramic DPFE sensor drifts or cracks, and the narrow 90-degree EGR elbow passages carbon up until flow is blocked, setting P0401 (insufficient EGR flow). The result is a rough idle, stumble or stall when coming to a stop, hesitation, and reduced fuel economy. It is frequently misdiagnosed as the EGR valve itself.
Test the DPFE sensor voltage and manually apply vacuum to the EGR valve at idle to confirm the valve/passages are clear. Replace the DPFE sensor (inexpensive, ~15-minute job) and clean the carbon-clogged EGR tube/throttle-body spacer passages. Replace cracked vacuum lines and the EGR valve only if proven faulty.
Medium ConfidenceVerified0 reportsReviewed Jul 2026
On the 2004-2020 Ford F-150, ford modular V8s (and the EcoBoost V6 turbo manifolds) are notorious for snapping the small (8mm) exhaust-manifold-to-head studs/bolts. They are installed without anti-seize and corrode/fatigue from repeated heat cycling; on the turbo EcoBoost engines, a large share of the turbo/manifold weight hangs off the fasteners. The classic symptom is a ticking/tapping noise that is loudest on a cold start (when the manifold gap is widest) and fades as the engine warms and metal expands — caused by exhaust escaping past the broken fastener. It is a heavily-searched DIY topic because fasteners that break flush with the head are difficult to extract.
Ticking/tapping that is loud on cold start and quiets when warm
Exhaust smell or sound near the engine
Soot streaks at the manifold-to-head flange
Reduced power / drone in severe leaks
How to Fix
Confirm the leak (cold-start tick, soot/black streaking at the manifold flange). Replace broken studs/bolts with a hardware kit using anti-seize; studs snapped flush must be drilled out with a left-hand cobalt bit (often a 90-degree drill) and may require an EZ-out or, worst case, head removal. Inspect/replace the manifold gasket. Common parts: Dorman exhaust manifold hardware kits 03408 (gas V8) and 03430 (4.6/5.4 3V) plus OEM studs. Hardware $20-$60; professional repair commonly $300-$700, more if studs break flush or the manifold is cracked.
Medium ConfidenceVerified0 reportsReviewed Jun 2026
On the 2004-2010 Ford F-150, high-mileage Triton V8 F-150s commonly set P0420 (and/or P0430) 'catalyst efficiency below threshold' as the catalytic converter degrades and the upstream and downstream O2 sensors start reading alike. It can be caused by a genuinely worn converter, contaminated/lazy O2 sensors, or an exhaust leak upstream of the cat; long-running misfires or oil/coolant consumption can poison the cats prematurely. It is one of the highest-search emissions faults for this engine family and a frequent emissions-test failure.
Don't just replace the cat — first inspect for exhaust leaks and test upstream/downstream O2 sensor switching with a scan tool, and fix any pending misfire or lean condition that could be poisoning the cat. Replace lazy O2 sensors if indicated. If the converter is truly degraded, replace it with a CARB/EPA-compliant unit and clear the monitor after a drive cycle.
Medium ConfidenceVerified0 reportsReviewed Jul 2026
On the 2004-2008 Ford F-150, on 2004-2008 F-150s the lower/intermediate steering shaft U-joints dry out and bind, producing a hard, notchy, or 'sticky' steering feel just off center and a clunk or pop when turning at low speed (e.g., pulling out of a parking spot). The rag-joint/U-joint on this generation is a well-known wear point; lubrication offers only temporary relief and the shaft usually needs replacement.
Momentary stiffness then release when parking-lot maneuvering
Popping felt through the column over bumps while turning
How to Fix
Attempt to work grease into the U-joint bearings as a temporary fix, but the durable repair is to replace the lower steering shaft assembly. Inspect the upper shaft and rack/pinion mounts to rule out other clunk sources before replacing.
Medium ConfidenceVerified0 reportsReviewed Jul 2026
On the 2004-2008 Ford F-150, a very common 2004-2008 F-150 complaint: the heater/AC blower stops working on the low and medium speeds and only runs on the highest setting. The blower motor resistor (which limits current for speeds 1-3) burns out, while the top speed bypasses the resistor and keeps working. Occasionally the fan quits entirely or works intermittently. It is an inexpensive, easy fix but a frequently searched no-heat/no-AC-airflow problem.
Burning-plastic smell from the HVAC (melted connector)
How to Fix
Replace the blower motor resistor located behind the glove box (single 8mm-socket job). If the resistor connector is melted/corroded, replace the pigtail too, and check the blower motor for high current draw that can cook a new resistor.
Medium ConfidenceVerified0 reportsReviewed Jul 2026
EQUIPMENT:OTHER:LABELS
Ford Motor Company (Ford) is recalling certain 2020-2025 Explorer, Lincoln Aviator, 2020-2024 Escape, Lincoln Corsair, 2018-2024 F-150, Expedition and Lincoln Navigator vehicles. The air bag warning label may be missing from the dashboard. As such, these vehicles fail to comply with the requirement Federal Motor Vehicle Safety Standard number 208, "Occupant Crash Protection."
Campaign #24V85200008/11/2024
STEERING
Ford Motor Company (Ford) is recalling certain 2024 F-150 vehicles. The steering gear assembly may have been assembled with an incorrect rack, which can cause the gears to fracture.
What is the 2004-2014 Ford F-150 Brake Line Corrosion and Hydraulic Failure (Salt-Belt 11th/12th-Gen F-150)?
2004-2014 Ford F-150 brake lines, hoses, and ABS hydraulic components corrode aggressively in salt-belt states. Steel brake lines along the frame rust through, causing sudden loss of brake fluid and reduced or no pedal feel. Front and rear hard lines and rear axle flex hoses are… Repairs typically run $300-$1,500. Severity: high.
What is the 2004-2009 Ford F-150 Fuel Pump Driver Module (FPDM) Corrosion and No-Start / Stalling?
2004-2009 Ford F-150 (11th-generation) suffers from Fuel Pump Driver Module (FPDM) corrosion. The aluminum-housed module mounts directly to a steel frame crossmember above the spare tire — the dissimilar-metal contact creates galvanic corrosion, accelerated by road salt and moist… Repairs typically run $150-$450. Severity: high.
What is the 2004 Ford F-150 Severe Frame Rust and Rear Frame/Leaf Spring Shackle Corrosion?
Numerous 2004 complaints describe extensive frame corrosion, including rust-through near the rear frame, leaf spring shackles, hitch area, and subframe sections. In many reports the truck was deemed unsafe to drive, failed inspection, or showed suspension and brake mounting deter… Repairs typically run $500-$6,000. Severity: high.
What is the 2004 Ford F-150 Cruise Control Deactivation Switch Fire Risk?
The 2004 F-150 is covered by a recall for the speed control deactivation switch, which can leak internally, overheat, and cause an underhood fire even when the vehicle is parked. Complaint data also includes owners reporting cruise control failure and electrical fires on the pass… Severity: high.
What is the 2004 Ford F-150 Throttle Body / Electronic Throttle Stalling and Hesitation?
Multiple complaints describe the truck stalling in traffic, hesitating on throttle input, or losing power while slowing, idling, reversing, or attempting to accelerate. Several reports specifically mention the throttle body as the cause, with symptoms consistent with electronic t… Repairs typically run $150-$700. Severity: high.
What is the 2004-2006 Ford F-150 Driver Airbag Clockspring / Airbag Warning and Non-Deployment?
Airbag complaints on 2004 F-150 trucks include warning lights, crash sensor messages, non-deployment in crashes, and at least one report of unexpected deployment while parked. NHTSA recall data also identifies a driver airbag inflator/clockspring jumper wire issue that can disabl… Repairs typically run $250-$900. Severity: high.
What is the 1997-2004 Ford F-150 In-Tank Fuel Pump Failure — Whining, Hard Starting, Stalling Under Load, and No-Start?
The in-tank electric fuel pump on 1997-2004 F-150s wears out at high mileage (commonly 150k+), producing a loud whine from the tank, hard starting, and stalling that gets worse when the engine is warm or under load (climbing hills, towing). It often fails intermittently first, th… Repairs typically run $250-$700. Severity: high.
What is the 1997-2004 Ford F-150 4.6L / 5.4L 2-Valve Triton Timing Chain Tensioner and Plastic Guide Rattle?
The 2-valve 4.6L and 5.4L Triton V8s (distinct from the later 3-valve cam-phaser motors) use hydraulic timing-chain tensioners and plastic chain guides that wear and fail with age. The tensioners bleed down oil pressure overnight, so the chains slap on cold start; over time the b… Repairs typically run $800-$2,500. Severity: high.
What is the 1997-2004 Ford F-150 Fuel Tank Strap Corrosion — Straps Rust and Break, Tank Can Drop (Recall 11S21 / NHTSA 11V385)?
Ford recalled roughly 1.1 million 1997-2003 F-150s and 2004 F-150 Heritage trucks (plus 1997-1999 F-250 under 8,500 lb) because the steel fuel-tank support straps rust and can fracture in salt-belt regions. A broken strap lets the fuel tank shift, potentially separating fuel line… Repairs typically run $0-$600. Severity: high.
What is the 1997-2010 Ford F-150 Internal Radiator Transmission Cooler Fails — Coolant/ATF Cross-Contamination ('Strawberry Milkshake')?
F-150s with an automatic transmission route ATF through a cooler built into the radiator end tank. When the internal barrier cracks or corrodes, the two fluids cross-contaminate: pink/foamy 'strawberry milkshake' ATF appears in the coolant and coolant gets into the transmission. Repairs typically run $400-$1,500. Severity: high.
What is the 2004-2008 Ford F-150 Front Coil Spring Fractures from Corrosion — Snaps and Punctures Front Tire (11th-Gen Salt-Belt)?
On 2004-2008 (11th-generation) F-150s, the front coil springs corrode where road salt collects between the coils and fracture — usually a lower coil snapping off. The broken end can drop, spear into the sidewall of the front tire, and cause a blowout, or the spring can slip off i… Repairs typically run $250-$900. Severity: high.
What is the 2004-2008 Ford F-150 Lower Ball Joint Premature Wear and Separation — Front Clunk and Loss of Steering Control (11th Gen)?
The lower ball joints on 2004-2008 F-150s wear out early — often well under 100,000 miles — as the grease boots tear and dirt/water get in, or from rust-belt corrosion. Worn joints produce a metallic clunk over bumps, wandering/loose steering, and inner-edge tire wear. In severe… Repairs typically run $250-$700. Severity: high.
What is the 1997-2008 Ford F-150 4R70W / 4R75W Automatic Transmission Failure — No Reverse, Loss of Forward Gears, and Slipping?
The 4R70W (and later 4R75W/4R75E) 4-speed automatic behind the 4.2L V6 and 4.6L/5.4L V8s is prone to several high-mileage failures: a broken reverse (cast) band that produces a loud POP and loss of reverse; a cracked forward-clutch drum snap-ring groove on 2005+ units causing los… Repairs typically run $1,800-$3,500. Severity: high.
What is the 2004-2010 Ford F-150 5.4L Triton 3-Valve Cam Phaser / Timing Chain "Death Rattle"?
The 2004-2010 5.4L 3-valve Triton uses variable cam timing (VCT) phasers fed by clean, high-pressure engine oil. With infrequent oil changes or normal high-mileage wear, the phasers' internal vanes and locking pins wear out, the plastic timing-chain guides crack, and the hydrauli… Repairs typically run $1,500-$2,800. Severity: high.
What is the 2004-2008 Ford F-150 Window Regulator Cable Failure and Sudden Glass Drop (11th-Gen F-150)?
2004-2008 Ford F-150 (11th-generation) suffer from window regulator cable take-up reel failure, causing the window glass to drop suddenly from the closed position — sometimes at highway speeds with a loud bang. The cable frays and bird-nests on the reel, releasing tension on the… Repairs typically run $250-$600. Severity: medium.
What is the 2004-2008 Ford F-150 Instrument Gauge Cluster Failure — Sticking/Dead Gauges and Dim Display (11th Gen)?
The 2004-2008 F-150 instrument cluster is a notorious failure: gauges stick, drop to zero, sweep erratically, or read incorrectly (speedometer, tach, fuel, temp), and the LCD odometer/message center dims or goes blank. The root cause is worn internal stepper-motor gears and faili… Repairs typically run $250-$600. Severity: medium.
What is the 2004-2008 Ford F-150 P0171/P0174 Lean Codes from Cracked PCV Elbow / Intake Vacuum Leak (Triton)?
The 11th-gen Triton V8s are known for setting both bank lean codes (P0171 and P0174) simultaneously due to a vacuum leak — most notoriously the brittle rubber PCV hose elbow hidden at the back of the intake manifold, which cracks from heat. A dirty MAF sensor or leaking intake ga… Repairs typically run $100-$500. Severity: medium.
What is the 1997-2008 Ford F-150 Coil-On-Plug (COP) Ignition Coil Failure — Misfire and Rough Idle (Triton V8)?
The 4.6L and 5.4L Triton V8s use one coil-on-plug per cylinder, and these coils are a very common failure item — subjected to heat, vibration, and moisture from cowl leaks — typically starting after 80k miles. A failed coil sets a cylinder-specific misfire (P0301-P0308) and often… Repairs typically run $200-$800. Severity: medium.
What is the 2004-2020 Ford F-150 Exhaust Manifold Studs / Bolts Break — Exhaust Leak and Cold-Start Ticking?
Ford modular V8s (and the EcoBoost V6 turbo manifolds) are notorious for snapping the small (8mm) exhaust-manifold-to-head studs/bolts. They are installed without anti-seize and corrode/fatigue from repeated heat cycling; on the turbo EcoBoost engines, a large share of the turbo/… Repairs typically run $50-$700. Severity: medium.
What is the 2004-2020 Ford F-150 Rear Differential Pinion Bearing / Ring-and-Pinion Whine and Howl?
The rear axle (commonly the 8.8-inch) develops a speed-dependent whine or howl as the pinion bearing and ring-and-pinion gears wear, often the most common source of axle noise on Ford trucks. The noise typically appears under acceleration or on deceleration and changes with throt… Repairs typically run $500-$1,600. Severity: medium.
