2010 Ford F-150
Counts come from unverified consumer complaints filed with NHTSA and cannot be compared between models — how to read them.
Common problems reported on the 2010 Ford F-150
| Component group | Complaints | Share |
|---|---|---|
| Electrical System | 160 | 19.6% |
| Power Train | 112 | 13.7% |
| Engine | 104 | 12.7% |
| Visibility/Wiper | 104 | 12.7% |
| Visibility | 95 | 11.6% |
| Structure | 91 | 11.1% |
| Unknown or Other | 59 | 7.2% |
| Service Brakes | 54 | 6.6% |
| Steering | 48 | 5.9% |
| Fuel/Propulsion System | 44 | 5.4% |
| Vehicle Speed Control | 37 | 4.5% |
| Engine and Engine Cooling | 31 | 3.8% |
818 complaints filed between January 28, 2010 and December 11, 2024.
At what mileage the Ford F-150 failed
| Component group | Median | Reports |
|---|---|---|
| Electrical System | 57,695 | 148 |
| Power Train | 58,300 | 99 |
| Engine | 80,000 | 95 |
| Visibility/Wiper | 73,000 | 99 |
| Visibility | 45,868 | 93 |
| Structure | 52,000 | 70 |
| Service Brakes | 48,550 | 46 |
| Steering | 60,500 | 44 |
| Fuel/Propulsion System | 90,000 | 37 |
| Vehicle Speed Control | 52,000 | 33 |
Across all components, half the reported failures happened before 57,354 miles, with the middle half falling between 28,000 and 90,850. Based on the 722 complaints (88%) that record a mileage.
A low figure does not mean the car stops working at that mileage. It means the reported failures clustered early, which most often points to a fault built into a production batch — usually the kind of thing a warranty repair or a recall campaign addresses.
How this mix compares with other model years
| Component group | Here | Typical |
|---|---|---|
| Engine | 12.7% | 16.6% |
| Electrical System | 19.6% | 13.4% |
| Power Train | 13.7% | 10.2% |
| Unknown or Other | 7.2% | 10.2% |
| Service Brakes | 6.6% | 6.4% |
| Steering | 5.9% | 6.2% |
| Air Bags | 2.3% | 5.8% |
| Fuel/Propulsion System | 5.4% | 4.5% |
This compares the subjects of the complaints, not how many there are. A share needs no denominator, so unlike a count it can honestly be held against a norm — but a group sitting above the typical share means people complained about that part more often relative to everything else on this car, not that the car is worse than another.
Parts named by name
| Part | Complaints | Median mileage |
|---|---|---|
| Structure: Body | 76 | 53,000 |
| Visibility: Glass, Side/Rear | 45 | 49,480 |
| Visibility: Defroster/Defogger/HVAC System: Rear Window | 18 | 38,900 |
| Power Train: Automatic Transmission | 17 | 8,000 |
| Visibility: Defroster/Defogger/HVAC System | 13 | 59,500 |
| Electrical System: Instrument Cluster/Panel | 8 | — |
| Engine and Engine Cooling: Engine | 7 | — |
| Structure: Body: Door | 7 | — |
| Visibility: Power Window Devices and Controls | 6 | — |
Most filers pick a category and stop there; only 27% of this model year’s complaints name a specific part. This table is that minority, so treat it as detail on top of the distribution above rather than as the whole picture. A dash means too few of those complaints record a mileage to publish a median.
How serious the complaints were
- 2.6% Crash reported 21 of 818
- 4.3% Fire reported 35 of 818
- 2.2% Injury reported 18 of 818
- 0.0% Death reported 0 of 818
Reported across all complaints on file: 27 injuries and 0 deaths. These shares sit within this model’s own complaints — they say nothing about how it compares to another model.
Recall campaigns
1 campaign. A recall repair is free at a dealer regardless of how many owners the car has had. Check the car’s own VIN — a campaign listed here may already have been carried out on it.
11V049000 Structure: Body: Door February 1, 2011
FORD IS RECALLING CERTAIN MODEL YEAR 2009 AND 2010 F-150 VEHICLES MANUFACTURED FROM JANUARY 18, 2008, THROUGH NOVEMBER 30, 2009. THE INTERIOR DOOR HANDLE HOUSING EMBOSSMENT RETAINING THE INTERIOR DOOR HANDLE SPRING MAY FRACTURE DURING NORMAL USAGE RESULTING IN INSUFFICIENT SPRING FORCE TO RETURN THE HANDLE TO THE FULLY STOWED POSITION.
Consequence: IN THE EVENT OF A SIDE IMPACT CRASH, THE DOOR HANDLE SPRING CAN FAIL CAUSING THE DOOR LATCH TO OPEN.
Remedy: OWNERS WILL BE INITIALLY NOTIFIED AND INSTRUCTED TO TAKE THEIR VEHICLES TO A FORD OR LINCOLN/MERCURY DEALER IF ANY INTERIOR DOOR HANDLE IS LOOSE OR FAILS TO RETURN TO THE STOWED POSITION AFTER ACTIVATION FOR REPLACEMENT OF THE AFFECT MODULE. ONCE PARTS BECOME AVAILABLE, OWNERS WILL BE RENOTIFIED AND INSTRUCTED TO TAKE THEIR VEHICLES TO A FORD OR LINCOLN/MERCURY DEALER FOR INSPECTION OF EACH INTERIOR DOOR HANDLE. DEPENDING ON THE RESULTS OF THE INSPECTION, THE DEALER WILL EITHER ADD A SPRING EMBOSSMENT REINFORCEMENT OR REPLACE THE INTERIOR DOOR HANDLE MODULE FREE OF CHARGE. THE SAFETY RECALL BEGAN ON FEBRUARY 10, 2011. OWNERS MAY CONTACT FORD AT 1-866-436-7332.
Campaign covered 280,946 vehicles across model year 2010 — a count for the whole campaign, not for this model year alone.
NCAP crash-test ratings
No NCAP result is published under this model name for this year. That is not a poor score — it means the lookup returned nothing, which also happens when NHTSA files the rating under a different body or trim name.
Pre-purchase inspection checklist
Written and checked by someone who does this work; it is not derived from the data. The complaint counts decide only the order: the assemblies this model’s owners complain about most come first.
Electrical system
Related complaint groups: Electrical System (160), Exterior Lighting (28)
With the car parked
- With the ignition on, before starting, every warning light should come on and then go out once the engine runs. None coming on at all is worse than one staying lit: the bulb may have been removed or disabled in software.
- Click through everything: windows from every switch, mirrors, heated elements, climate control on all settings, the radio, the camera, the parking sensors, cruise control.
- Every exterior light, including running lights, brake lights, side repeaters and the license plate lamp.
- Battery terminals for corrosion, and the date on the battery.
- Cabin and trunk for signs of water: damp carpet under the mats, condensation in the headlights, rust on the seat mounts. Water in the electrics causes faults that are extremely hard to trace.
On the road
- Whether anything dims when several high-draw consumers are switched on at once.
- A second hot start after the drive.
Red flags
- A dashboard with no warning lights at all when the ignition is on
- Signs of water ingress
- Homemade wiring, twisted joints, tape under the dash
- Several small non-working functions at once — usually one common root cause
Engine and cooling system
Related complaint groups: Engine (104), Engine and Engine Cooling (31)
Come to a cold car. A warmed-up engine hides a hard start, smoke and knocking. If the car is already warm, that is a yellow flag: ask for 30–40 minutes to let it cool. A refusal to let it cool is a red flag.
With the car parked
- Oil: level, color, consistency. Level above maximum plus a smell of fuel on the dipstick means the oil is being diluted with fuel.
- A whitish film on the oil filler cap alone is usually condensation from short trips in cold weather, not cause for alarm. What matters is the dipstick: a coffee-with-milk emulsion on the dipstick requires serious further inspection. A further indication is coolant hoses that are hard and under excess pressure.
- Coolant: level, color, no oil film. Open the reservoir only on a fully cooled engine.
- Leaks: under the engine, along the sump seam, around the valve cover, along the hoses and the radiator.
On the road and after
- Cold start: how long the starter cranks, smoke in the first seconds, knocking that goes away as it warms up.
- Temperature over the whole drive. Idle with the air conditioning on: the fan should cut in and the needle should not climb.
- After the drive, switch off, wait a couple of minutes and look for fresh drips under the car.
Red flags
- A freshly washed engine bay on a high-mileage car
- Thick white smoke after warm-up
- Temperature climbing in traffic
Automatic transmission
Related complaint groups: Power Train (112)
Checking the fluid level during an inspection is usually not possible — many cars need a lift, some have no dipstick at all, and Honda’s procedure differs from the rest. So this assessment is built on behavior, not on fluid.
With the car parked
- Move the selector P → R → D and back with the brake held. Each engagement should be a soft nudge, without a thump and without delay. Repeat two or three times in each direction.
On the road
- Shifts without noticeable delay or thump, both under acceleration and when slowing down.
- Pay particular attention to the 1-2-3 and 3-2-1 transitions — they carry the most load.
- Hard acceleration at full throttle: the revs should not flare without the car gaining speed.
- On a CVT the revs should rise smoothly, without steps, droning or jerking.
Questions for the seller
- Has the fluid been changed, and is there proof. Regular changes are a substantial plus for the car; their absence at high mileage is reason for caution.
Red flags
- A stored transmission fault code (a scan tool is worth having)
- Slipping under load in any form
- Recently cleared codes with no explanation
- The seller offering to "just change the fluid" when it is black and burnt — that is cosmetic cover over wear that has already happened
Cost if it needs work: Expensive. The most expensive of the likely assemblies; a repair is often comparable to the value of the car.
Axles and CV joints
Related complaint groups: Power Train (112)
With the car parked
- Turn the steering to full lock and inspect the outer CV boots on both sides for cracks, splits and thrown grease on the inner face of the wheel and in the wheel arch. A split boot on a joint that is still sound is a cheap repair today and an expensive one in six months.
On the road
- Empty parking lot, steering at full lock, slow circles in both directions. A rhythmic clicking points to an outer CV joint; the side is identified by the direction of the turn.
- Vibration under acceleration in a straight line that disappears when you lift off may indicate an inner CV joint.
Cost if it needs work: Relatively low. A good indicator of how the car has been treated overall.
Suspension, control arms, steering
Related complaint groups: Steering (48), Suspension (16)
With the car parked
- Rock the steering wheel briskly left and right. Knocking and free play point to ball joints, tie rod ends or the rack. This is the most productive check of this assembly without a lift.
- Rock each wheel at 12 and 6 o’clock (ball joint, wheel bearing) and at 3 and 9 o’clock (steering linkage).
- Inspect the bushings for cracks and separation, and the ball joint boots for damage.
On the road
- Dull knocking from the front over small bumps. The cause cannot be determined without a lift: sway bar links are inexpensive, control arms cost several times more, and by ear the two are indistinguishable. A knock is grounds to require an inspection on a lift before purchase — not grounds to walk away from the car.
- Whether it pulls to one side on a level road, and whether the wheel returns to center after a turn.
Red flags
- Uneven tread wear — almost always alignment
- A recent alignment in the paperwork with no explanation of why
- One control arm noticeably newer than the rest
Cost if it needs work: Low to moderate. Depends on what turns out to be the source. Plus an alignment after the replacement.
Brakes
Related complaint groups: Service Brakes (54)
With the car parked
- Brake fluid level and color. Clear yellow is fresh; dark brown has not been changed in a long time.
- Fluid at the lower mark with no leaks usually means worn pads: the pistons have extended and the fluid has moved into the calipers.
- Pad thickness through the spokes of the wheel. Check the disc for a lip at the outer edge and for deep scoring.
- Inside face of the wheels: an even dark dust film is normal; one wheel noticeably dirtier than the others may indicate a sticking caliper.
- Hoses for cracks and bulges, lines for corrosion.
On the road
- First stop at low speed: the pedal should be firm, with no sinking.
- Accelerate to 40–45 mph and brake moderately. Pulsing through the pedal or the steering wheel usually means warped discs.
- Braking on flat dry pavement: pulling to one side requires further inspection.
- The ABS light should come on with the ignition and go out after the engine starts.
- A feeling that the car is driving "as if towing a trailer" may indicate binding brakes.
- The car squatting at the rear when pulling away may indicate parking-brake cables or stuck rear shoes.
After the drive
- Hold your palm near each wheel without touching the disc or the caliper — after braking they will burn you. Compare only left against right on the same axle: the front is always hotter than the rear, and that is normal. A noticeable difference between the two wheels of one axle requires further inspection.
Red flags
- The pedal slowly sinks to the floor when held down
- An illuminated ABS or brake system warning light
- Fresh fluid together with completely worn pads
Cost if it needs work: Moderate. Confirm actual cost against local prices at the time of purchase.
Airbags and the VIN recall check
Related complaint groups: Air Bags (19), Seat Belts (8)
The most reliable procedure in this library — it does not depend on hearing, experience or inspection conditions.
Required procedure
- Take the VIN from the car itself — the windshield on the driver’s side, the door pillar, the paperwork — not from the listing.
- Check that VIN in NHTSA’s official recall lookup.
- A recall repair at a dealer is free regardless of how many owners the car has had. An open recall is a reason to visit a dealer, not a reason to haggle.
- An open airbag recall is grounds not to buy the car until it has been fixed.
Inspection
- The SRS light should come on with the ignition and then go out. Not coming on at all probably means it has been disabled deliberately.
- Airbag covers on the wheel and dash: uneven gaps, mismatched texture, marks from removal.
- Seat belts: pull each one out to full length and check for chafing, tears and water marks. The inertia reel should lock when pulled sharply.
The Ford F-150 year by year
| Model year | Complaints | Median mileage | Recalls |
|---|---|---|---|
| 2010 (this page) | 818 | 57,354 | 1 |
| 2011 | 2,091 | 70,000 | 6 |
| 2012 | 1,675 | 62,000 | 4 |
| 2013 | 2,620 | 71,000 | 3 |
| 2014 | 1,301 | 60,000 | 8 |
| 2015 | 1,331 | 46,750 | 13 |
| 2016 | 1,530 | 40,000 | 13 |
Read the mileage column down this table with care. A newer year has simply been driven less, so its median sits lower for that reason alone — the figure is censored from above by how long the cars have been on the road, not only by how they were built. The same applies to the complaint counts: an older year has had more years in which to collect them.
Where the mileage figure does compare cleanly is between different models of the same year, which have had the same time to accumulate miles.