The 2021–2026 Ford F-150 uses 10-speed automatic transmissions, but the non-hybrid and PowerBoost hybrid versions need to be treated separately when checking known problems.
Non-hybrid versions of the current-generation F-150 use the 10R80, while PowerBoost uses the 10R80 MHT (Modular Hybrid Transmission). Ford’s 2021 specifications distinguish the conventional and hybrid 10-speed transmissions. A service bulletin for one does not automatically apply to the other.
The following is a guide to selected transmission recalls and technical service bulletins (TSBs), checked against Ford documents and National Highway Traffic Safety Administration records on October 31, 2026. Each entry has its own model-year, build-date and equipment limits. An issue listed here does not mean every 2021–2026 F-150 is affected. The electric F-150 Lightning is outside this article’s scope.
F-150 Transmission Recalls and Service Bulletins
Recalls address safety defects; TSBs give technicians diagnostic and repair guidance and do not by themselves guarantee a free repair. Check your truck’s VIN with NHTSA or a Ford dealer. If the transmission has been replaced, ask the dealer to check the replacement-part history, too.
Park-by-Wire Rollaway (26V-402 / Ford 26S48): This recall includes certain 2021 F-150s with a 10R80 transmission and park-by-wire. Ford’s recall filing says the valve-body separator plate may restrict flow to the park valve, allowing temporary parking-pawl engagement during certain shifts. Resulting damage can compromise Park and increase rollaway risk. The planned free repair includes a PCM software update and inspection/replacement of damaged park-system components. The filing anticipates remedy notifications in phases during the second quarter of 2027; ask a dealer about current availability and follow the recall instructions.
Remanufactured Transmissions Missing Bearing (25E-070 / Ford 25SB3): This equipment recall covers specific remanufactured 10R80 service transmissions produced from May 30, 2020, through June 13, 2025, for certain 2017–2021 Ford and Lincoln vehicles, including listed 2021 F-150 replacement units. Those are transmission production dates, not installation dates. A missing T10 bearing may prevent proper Park engagement and increase rollaway risk. This is not a recall of every F-150 or every replacement transmission; a dealer should verify the replacement unit’s applicability.
Harsh or Delayed Shifts and CDF-Sleeve Concerns (TSB 26-2431): Ford’s October 20, 2026 bulletin, which supersedes 26-2226, covers certain 2021–2022 F-150s with the non-hybrid 10R80 built on or before August 15, 2022. Harsh/delayed engagement or shifts, with or without specified fault codes, may involve PCM software and/or movement of the CDF clutch-cylinder sleeve causing hydraulic leaks. The procedure directs technicians through software updates and hydraulic-leakage checks, with component replacement only when instructed. It does not apply to the 10R80 MHT.
No Upshift Past Second Gear (TSB 26-2263): This May 28, 2026 bulletin covers certain 2024–2026 F-150s with a 10R80 or 10R80 MHT that cannot upshift past second, cannot achieve third gear, and/or show fault codes P0757 and P2701. A damaged one-way clutch may be responsible. Ford specifies a directional test and replacement of the front support assembly if necessary. This bulletin supersedes 26-2112.
Highway Light-Throttle Shudder (TSB 26-2304): Ford’s June 30, 2026 bulletin covers certain 2021–2026 F-150s with the 2.7-liter EcoBoost built on or before June 10, 2026, and certain 2021–2022 F-150s with the 3.5-liter EcoBoost or PowerBoost built on or before May 12, 2022. It addresses highway shudder when lightly applying the accelerator in eighth, ninth or tenth gear with no diagnostic trouble codes. Ford identifies PCM software as a possible cause and specifies reprogramming. It supersedes 25-2383.
F-150 Hybrid & 10R80 MHT
PowerBoost’s 10R80 MHT has its own service guidance. Match the engine, transmission and build date before applying a bulletin; the existence of a hybrid-specific TSB does not establish how often the problem occurs.
Hybrid Harsh/Delayed Engagement or Shifts (TSB 25-2302): This August 14, 2025 bulletin supersedes 24-2252 and covers certain 2021–2023 F-150s with the 10R80 MHT built on or before August 15, 2022. Harsh/delayed engagement or shifting, or specified fault codes, may be linked to CDF-sleeve movement and hydraulic leaks. Ford’s diagnostic procedure can call for software work, a main-control break-in routine, valve-body overhaul and/or internal component replacement. This is separate from TSB 21-2407, which addressed harsh 1–3 upshifts or electric-to-gas transitions on certain 2021 hybrid F-150s built on or before April 23, 2021, with a PCM update.
Class Action Lawsuits vs the 10R80
Owners have brought multiple proposed class actions alleging 10R80 transmission defects, including McCabe v. Ford Motor Company in the U.S. District Court for Massachusetts, case 1:23-cv-10829, and Dolan v. Ford Motor Company in the Eastern District of Virginia, case 3:23-cv-00512. These are allegations, not proof that every transmission is defective.
In an October 5, 2026 order in McCabe, the court described the litigation as consolidated proposed class actions and denied a request for curative measures or additional discovery concerning allegedly lost electronic records. That procedural ruling did not decide whether the transmissions were defective. It should not be read as a judgment on the merits or as a count of all active transmission lawsuits.
Which Engine/Transmission Option Would We Buy?
We’d still recommend the F-150 Hybrid for its versatility, not because these records prove its transmission is more reliable. PUTT’s Tim Esterdahl owned an early PowerBoost and used it for road trips, camping and even powering his house. For a used truck, check its service history, open recalls and shifting behavior before buying.
