HPFP metal debris, fuel filter fires, DEF limp mode. 2017-2022 Power Stroke F-250/F-350 owners may qualify for a California buyback. Free case review.
Buyers chose the 6.7L Power Stroke diesel F-250 or F-350 Super Duty (2017-2022, P558 platform) for real torque, real range, and real capability, the kind of truck that could haul a loaded fifth-wheel for 500 miles. For thousands of owners, the Power Stroke has instead delivered a high-pressure fuel pump that self-destructs and sends metal debris through the entire fuel system, a secondary fuel filter housing that can crack and spray diesel near high-heat underhood sources, and a DEF/SCR emissions system that fails with enough regularity that Ford has revised its own repair bulletin three times, while the truck goes into a 5-mph limp mode that makes it useless for work. The fuel pump problem is the most serious and the most widespread. NHTSA recall 24V-957 (December 2024, Ford 24S78) covered 295,449 2020-2022 Super Duty diesel trucks, and a separate NHTSA recall (21V-880, Ford Y78) covered the 2017-2019 generation of the same 6.7L platform. The root failure, biodiesel deposits and metal contamination from the Bosch CP4-type high-pressure fuel pump, can destroy injectors downstream and turn a warranty repair into a five-figure replacement job, often spread across multiple dealer visits that each fail to fully resolve the contamination. The fuel filter fire risk is equally alarming: NHTSA documented 12 fires and 4 injuries in complaints about the secondary fuel filter housing, and opened an investigation in May 2024 covering 210,960 trucks across the 2015-2021 model years, even as Ford's formal recall addressed only the 2021 model year. California's Song-Beverly Consumer Warranty Act was built for these situations: a manufacturer that knows about a defect, repair visits that don't permanently fix it, and an owner left holding the truck. If your 2017-2022 Power Stroke Super Duty has been back for HPFP, fuel system contamination, a fuel leak, or repeated DEF limp-mode events, your service records may already document a buyback claim.
The issues owners report most, ranked by severity — each one verified against a cited NHTSA source.
Extended or hard crank, check engine light, loss of engine power, engine stall, metallic noise from fuel system, truck goes into reduced-power mode
Diesel fuel smell in engine compartment, visible fuel leak under hood near filter housing, engine warning lights, smoke or fire under hood
Smoke or fire under hood while truck is parked and plugged into 110V outlet, melted wiring near block heater, block heater cord does not heat engine
Check engine light on, reduced power or limp mode (speed limited to ~5 mph), DEF warning messages, truck will not regenerate, repeated dealer visits for same emission codes
Check engine light, noticeably reduced power especially under load, turbo noise changes or whine, truck does not accelerate normally when towing or hauling
A settled Margarian Law case on this exact model, published with the actual settlement math.
Open any defect for the symptoms and why it matters for a California lemon-law claim. Each is tied to a cited NHTSA source.
Extended or hard crank, check engine light, loss of engine power, engine stall, metallic noise from fuel system, truck goes into reduced-power mode
Multiple repair visits for power loss, stall, or check engine light tied to HPFP or downstream contamination support substantial impairment and nonconformity claims. Metal-contamination repairs often run into tens of thousands of dollars and may require multiple dealer visits to resolve fully.
PCM software reflash (2020-2022, recall 24V-957); full pump replacement and fuel system flush required when pump has already shed metal debris; injector replacement may also be needed.
Diesel fuel smell in engine compartment, visible fuel leak under hood near filter housing, engine warning lights, smoke or fire under hood
A fuel leak creating fire risk is a serious safety defect. NHTSA documented 12 fires and 4 injuries across ~210,960 vehicles. Owners who report fuel smell or fire-related visits and are not remedied may assert safety-based lemon-law nonconformity.
Replace primary and secondary fuel filters (per 22V-013 for 2021 MY); NHTSA investigation open for 2015-2021 MY; drain tube and PCM software update to detect pressure drops proposed as interim remedy on broader population.
Check engine light on, reduced power or limp mode (speed limited to ~5 mph), DEF warning messages, truck will not regenerate, repeated dealer visits for same emission codes
SCR-triggered limp mode renders the truck undrivable at highway speed. Repeat visits for the same DTC codes across multiple repair attempts are classic nonconformity evidence. Each limp-mode event is a separate manifestation of the same defect under CA lemon law.
Per TSB 22-2191 (supersedes 21-2336 and 19-2315): replace reductant tank harness, reductant pump/heater assembly, and/or reductant tank; secure harness with cable tie to prevent recurrence.
Smoke or fire under hood while truck is parked and plugged into 110V outlet, melted wiring near block heater, block heater cord does not heat engine
A fire hazard while vehicle is parked is a significant safety defect. Owners in cold climates who need engine warming and whose heaters remain disabled pending parts supply have a strong use-impairment argument. Two sequential recalls without a permanent remedy amplifies the nonconformity claim.
Phase 1 (18S45): disable block heater cord. Phase 2 (19S11): replace engine block heater cord with corrected part when available.
Check engine light, noticeably reduced power especially under load, turbo noise changes or whine, truck does not accelerate normally when towing or hauling
Repeated visits for reduced power, turbo-related codes, and/or PCM reprogramming that does not permanently resolve the condition supports nonconformity under lemon law. Particularly relevant when truck is purchased for towing and power loss prevents safe use.
TSB 19-2082 / 18-2264: PCM reflash resolves erroneous VGT DTCs on 2017-2019 trucks. If codes persist, replace VGT electronic actuator (service part LC3Z-9G488-B released for 2020-2022 MY by separate Ford TSB). Full turbocharger assembly replacement is no longer required if actuator is the only faulty component.
open
Aged biodiesel deposits form on HPFP drivetrain rollers and tappet body cooling passages, causing accelerated pump wear and metal debris contamination of the fuel system. Pump failure results in loss of motive power.
open
A void in the secondary fuel filter cap (from foreign material in raw resin during molding) may progress to a pinhole fracture, allowing diesel fuel to leak from the top of the filter housing. System operating pressure (8.5 Bar) exceeds the filter's tested pressure threshold (7 Bar).
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High-pressure fuel pump failure on 2017-2019 MY Super Duty 6.7L diesel trucks, same failure mode as 24V-957: pump wear leading to loss of drive power.
closed
During the 18V-894 recall repair, the block heater cable splice connector may have been damaged. A damaged splice connector causes a resistive short, generating heat that can overheat or melt wiring insulation, increasing the risk of fire.
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Engine block heater element may crack and leak coolant, causing a short circuit when plugged in to 110V AC power, increasing the risk of an underhood fire while vehicle is parked.
Every item below comes from this vehicle's documented defects. The more you recognize, the more a free case review is worth your time.
California's Song-Beverly Consumer Warranty Act gives you specific rights when a manufacturer cannot fix a covered defect after a reasonable number of repair attempts. The law creates a rebuttable presumption that your vehicle qualifies for a buyback if: a safety-related defect has been subject to repair two or more times, any substantial defect has been subject to repair four or more times, or the vehicle has been out of service for a cumulative total of 30 or more days during the warranty period — even across many separate visits. For the Power Stroke Super Duty, defects with potential safety implications include the HPFP failure (engine stall while driving), the fuel filter housing fracture (fire risk), and the block heater fire recalls. The DEF limp-mode defect, while not a direct safety hazard, substantially impairs the truck's use — a working truck in limp mode cannot tow, haul, or even keep up with highway traffic — and repeated visits for the same DEF codes can meet the four-attempt threshold. Each dealer visit — including visits where the dealer said it could not replicate the problem, and days spent waiting for parts on backorder — counts toward your total. If your truck qualifies, you may be entitled to a full repurchase (purchase price, taxes, registration, finance charges, incidental costs) minus a mileage offset, a replacement vehicle of comparable value, or a negotiated cash settlement. Ford is responsible for your attorney fees if you prevail, which means most California lemon law cases cost the owner nothing out of pocket. The above is general information only and is not legal advice; every case turns on its specific facts, dates, and warranty status.
“Could not duplicate” doesn't mean the defect isn't real. Here's exactly what to do to protect a potential California lemon-law claim.
Document the moment it happens. Photos, video, and screenshots of any warning lights — with the date and the mileage.
Get a repair order every visit — even “found nothing.” That paperwork is the foundation of a claim.
Check your VIN at nhtsa.gov/recalls. Note any recall that has no available remedy yet.
Track your out-of-service days. California law counts the cumulative days your vehicle spends in the shop.
Keep loaner & rental records. Alternate-transport paperwork during long repairs matters.
Save everything in one place. Symptoms, dates, repair orders, and every repeat visit — the intermittent ones especially.
The fuel pump and DEF system issues on the Power Stroke Super Duty are particularly prone to 'no trouble found' closures because early pump wear does not always set a hard code, and limp-mode events triggered by emissions logic can clear between visits. Here is how to protect your position: 1. For HPFP concerns: before the dealer visit, write down every symptom — hard start, power loss, the specific conditions (cold start, towing, running low on fuel), and the date, time, and mileage. Ask the dealer to check for any codes associated with fuel rail pressure, fuel delivery module, or injector performance, even if the check engine light is off when you arrive. Stored freeze-frame codes tell the real story. 2. Ask specifically whether your truck's VIN is included in NHTSA recalls 24V-957 (2020-2022 MY) or 21V-880 (2017-2019 MY). If it is, ask what the recall remedy is for your truck and whether the PCM reflash has already been performed. If your truck already experienced a pump failure before the reflash was applied, the reflash alone will not undo the contamination — a hardware repair is also needed. 3. For DEF / limp mode: request a printed copy of all reductant-system DTCs (P21DD, P20BA, P20B9, P204C, P208A, P208B, P208C, P203B, P205B, P21CD, U02A2). Ask whether TSB 22-2191 has been applied and whether the reductant harness connectors C3613 and C4851/C3610 were inspected for water intrusion. If the same DTC codes return after a harness replacement, that is a second documented repair attempt on the same defect. 4. Keep every repair order — NTF, UTD, and all. Under California lemon law, a visit counts as a repair attempt even when the dealer says it found nothing. The pattern of dates, symptoms, and complaint descriptions is what builds the case.
Two separate HPFP recalls — one for 2017-2019 trucks, one for 295,449 trucks built in 2020-2022 — on the same Bosch CP4 platform. A fuel filter fire risk documented across six model years and confirmed in 12 fires and 4 injuries in the NHTSA complaint record, with Ford's recall covering only one of those years. A DEF limp-mode TSB that Ford has had to revise three times because earlier versions didn't fix it. If your Power Stroke Super Duty has been back to the dealer for any of these issues more than once, the pattern is worth examining. Pull your service records, check your open recalls at nhtsa.gov, and speak with a California lemon law attorney before your warranty window closes.
— The Margarian Law team
Has your 2017-2022 Ford F-250 or F-350 Power Stroke diesel been in for fuel pump failure, injector contamination, a fuel leak, or repeated DEF limp-mode events? If your dealer visits haven't permanently resolved the problem — or if your truck is covered by an open recall and the remedy isn't ready — your repair history may already document a California lemon law claim. The consultation is free. Find out what your service records mean for your rights.
Very likely yes, depending on your model year. Ford has issued two separate recalls for high-pressure fuel pump (HPFP) failure on the 6.7L Power Stroke diesel. NHTSA recall 24V-957 (Ford 24S78, December 2024) covers 295,449 trucks — primarily 2020, 2021, and 2022 F-250/F-350/F-450/F-550 Super Duty. The defect: aged biodiesel deposits build up on the pump's drivetrain rollers and tappet passages, causing accelerated wear and metal debris contamination of the entire fuel system. The recall remedy is a Powertrain Control Module (PCM) software reflash that adjusts pump cooling. A separate recall, NHTSA 21V-880 (Ford Y78, December 2021), covers the same defect pattern on 2017-2019 Power Stroke trucks. Important: the PCM reflash is a preventive measure. If your pump already failed before the reflash was applied and sent metal debris into the fuel system, a reflash alone will not fix the contamination — injectors and fuel lines may also need replacement. Each dealer visit for fuel pump failure, injector damage, or power loss counts as a separate repair attempt under California lemon law. Check your VIN at nhtsa.gov for your specific recall status.
The most common cause on 2017-2022 6.7L Power Stroke trucks is water intrusion into the reductant (DEF) wiring harness. Moisture enters connectors C3613 and/or C4851/C3610 on the reductant harness, corrodes the terminals, and causes a cascade of emissions-related diagnostic codes — P21DD, P20BA, P20B9, P204C, P208A, P208B, P208C, P203B, P205B, P21CD, and U02A2 among others. When those fault codes accumulate, the truck's software — following federal EPA and CARB emissions compliance rules — limits vehicle speed to 5 mph until the emissions system fault is resolved. Ford addressed this with TSB 22-2191 (issued September 2022), which superseded two earlier bulletins that did not permanently resolve the issue. The fix involves replacing the reductant tank harness, pump/heater assembly, and/or reductant tank as needed. If your truck has been in for DEF limp mode more than once — with the same codes returning after a dealer repair — each visit is a documented repair attempt for the same defect under California lemon law. Repeated DEF limp-mode events that prevent the truck from being used for its intended purpose (towing, hauling, or highway driving) support a substantial impairment claim.
There is a recall covering 2021 model year trucks, and an open NHTSA investigation that may expand coverage to earlier years. NHTSA recall 22V-013 (Ford 22S01, January 2022) covers approximately 19,697 2021 F-250/F-350/F-450/F-550/F-600/F-650/F-750 trucks with the 6.7L diesel. The defect: a void in the raw resin of the secondary fuel filter cap can progress into a pinhole fracture. Diesel fuel then leaks from the top of the filter housing — which is located near high-heat underhood sources. The filter housing is only tested to 7 Bar at the factory, but the fuel system can operate at 8.5 Bar in normal use. The recall remedy is replacement of both the primary and secondary fuel filters. NHTSA separately opened a broader investigation in May 2024 covering approximately 210,960 trucks from model years 2015 through 2021. That investigation identified 27 complaints including 12 fires and 4 injuries. If you own a 2017-2020 truck and have smelled diesel or seen a fuel leak under the hood, that investigation is relevant to your situation. Document the symptom, bring the truck in, and request that the dealer inspect the secondary fuel filter housing for any void or fracture.
Yes — and it may strengthen your claim. When the Bosch CP4-type high-pressure fuel pump fails on the 6.7L Power Stroke, it typically sheds metal debris that travels downstream through the fuel system and damages the fuel injectors. A PCM reflash — the remedy prescribed by NHTSA recall 24V-957 for 2020-2022 trucks — is a preventive software update, not a hardware fix. If your pump had already begun to fail before the reflash was applied, the metal contamination was already in the system, and injector failure becomes a downstream consequence of the same original defect. Under California lemon law, repair visits for the HPFP failure and then for injector damage caused by that failure can be treated as attempts to repair the same underlying nonconformity — the defective fuel system. Multiple visits for related failures within the warranty period, none of which permanently restored the truck to normal operation, is a classic lemon law repair pattern. Gather every repair order from every fuel-system visit and have a California lemon law attorney review the sequence.
The 2017-2019 F-250/F-350 Super Duty diesel trucks equipped with the optional engine block heater were subject to two sequential safety recalls. NHTSA recall 18V-894 (Ford 18S45, December 2018): the block heater element could crack and leak coolant, causing a short circuit when plugged into 110V power and creating an under-hood fire risk while the truck is parked. NHTSA recall 19V-278 (Ford 19S11, April 2019): during repairs under 18V-894, the splice connector in the block heater cable may have been bent or twisted, creating a new resistive short that can generate heat and ignite wiring insulation. The second recall was required because the remedy for the first recall introduced a new defect. If your truck was repaired under 18V-894 and then experienced an under-hood fire or melted wiring while the block heater was plugged in, you have a documented case of a manufacturer remedy that created additional harm. Two cascading recalls on the same defect — the second caused by the company's own repair — is a well-recognized pattern in California lemon law claims.
It may, depending on your repair history. California's Song-Beverly Consumer Warranty Act creates a rebuttable presumption that a vehicle qualifies for a buyback if: (a) a safety-related defect has been subject to repair two or more times, (b) any substantial defect has been subject to repair four or more times, or (c) the vehicle has been out of service for 30 or more cumulative days during the warranty period. For the Power Stroke Super Duty, safety-level defects that may meet threshold (a) include: HPFP failure causing engine stall while driving, the fuel filter housing fracture with fire risk, and the block heater fire recalls (2017-2019 trucks). The DEF/SCR limp-mode defect, while not directly life-threatening, substantially impairs use and value — a truck reduced to 5-mph limp mode cannot perform its primary purpose — and four visits for the same DEF codes can meet threshold (b). Each documented dealer visit for these issues counts toward the threshold, including visits where the dealer said it could not duplicate the problem. Days waiting for parts or a remedy that isn't available count toward the 30-day out-of-service total. If your truck qualifies, you may be entitled to a full repurchase or a replacement vehicle — with Ford responsible for your attorney fees if you prevail. The consultation is typically free. Gather your repair orders and have a California lemon law attorney review the timeline before your warranty expires.
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