Ford Extended Warranty: What Ford Publishes, and What the Complaint Record Shows

Search for a Ford extended warranty and almost everything that comes back is a form. The pages are written by people who sell service contracts, the numbers in them are quotes rather than terms, and the one document that would settle most of the questions — Ford’s own warranty guide, published free, updated every model year — is rarely linked at all.

So this page works from Ford’s documents and from the public complaint record, and it prints nothing it cannot attribute. The coverage terms below come from four Ford documents — the 2025 Model Year Ford Warranty Guide, fordprotect.ford.com, the Ford Blue Advantage certified pages and the Gold Certified Limited Warranty statement — all read on 7 September 2026. The complaint figures come from the Consumer Financial Protection Bureau’s database, pulled the same day, filtered to one company: Ford Motor Credit.

There are no prices here. A price on a service contract is negotiated in a room, varies by state, vehicle and deductible, and anything printed on a page like this one would be a guess dressed as a fact. A published term — a number of months, a number of miles, a named component — is a different kind of statement, and those are printed exactly as Ford writes them.

The most useful thing a Ford owner can know before that conversation starts is what they already have. It is more than most people think, it ends in stages rather than all at once, and on one class of Ford vehicle it may run considerably further than the salesperson assumes.

What a Ford already carries, and when each part of it stops

The phrase “my warranty is expiring” assumes a single date. Ford’s own guide describes something else: a stack of coverages, each with its own term, each measured from the same warranty start date but running out at a different point.

Count them off the 2025 Warranty Guide and there are eleven, expiring on eight different terms. Two of the eleven are not strictly warranty at all — the roadside programme, which Ford says is separate, and the federal emissions warranties, which exist because the Clean Air Act requires them — but they run on the same start date and a buyer feels them the same way. Bumper-to-bumper — what Ford calls the New Vehicle Limited Warranty — runs 3 years or 36,000 miles, whichever comes first. Powertrain runs 5 years or 60,000 miles, and the guide lists exactly what sits inside that word: internal lubricated engine parts, the cylinder block and heads, the water pump, the thermostat and its housing, the timing chain and cover, the turbocharger, the transmission and its torque converter and case, the transfer case, the axle shafts and the constant velocity joints. The safety belts and the airbag restraint system get their own 5-year, 60,000-mile period. Body sheet metal is covered against perforation for 5 years regardless of miles driven.

Then the terms that most buyers never see quoted. A direct injection diesel engine is covered for 5 years or 100,000 miles, with a component list of its own that runs from the injectors and the high-pressure fuel pump to the glow plugs and the exhaust back pressure sensor. The electrical drivetrain on a hybrid or electric Ford is covered for 8 years or 100,000 miles. And underneath all of it sit the federal emissions warranties: 2 years or 24,000 miles on most covered parts for vehicles up through 8,500 lb GVWR, but 8 years or 80,000 miles on the catalytic converters, the electronic emissions control unit and the onboard diagnostic devices — which, on a modern vehicle, are among the most expensive individual parts on it. Trucks over 8,500 lb and up through 19,500 lb GVWR get 5 years or 50,000 miles on all emissions parts instead.

Two smaller items are worth knowing because they are the ones people pay for unnecessarily in year one. Ford states it will provide wheel alignment and tire balancing for the first 12 months or 12,000 miles, and brake pad or lining replacement for the first 12 months or 18,000 miles. Paint damage from airborne fallout, where no factory defect is involved, gets a policy repair for 12 months or 12,000 miles. Tires are covered on a sliding scale that the guide prints as a table: Ford covers 100% of parts from 1 to 12,000 miles, 60% from 12,001 to 24,000, and 30% from 24,001 to 36,000, with labour at 100% throughout.

Roadside assistance is not part of the warranty at all — Ford says so explicitly — but it runs on the same 5-year, 60,000-mile clock and covers towing to the nearest Ford dealership, or to the selling dealership if that is within 35 miles, plus winch-out within 100 feet of a maintained road.

Set those out in order of the odometer reading at which each one stops and the shape of the problem becomes visible.

One more line from the guide decides whether any of this matters to a used buyer: “If you bought a previously owned 2025-model vehicle, you are eligible for any remaining warranty coverages.” Ford’s factory coverage is not tied to the first owner. Whatever is left of each of those periods runs with the vehicle, which means the honest first question on a used Ford is not whether to buy a contract but how much of the original stack is still live.

The extension most Ford owners have never heard of

Buried in the covered-items section of the guide, after the diesel and hybrid paragraphs, is a provision with no equivalent on most marques — and it inverts what buyers are usually told about work vehicles.

Ford publishes a powertrain warranty extension of 5 years or 100,000 miles for certain commercial customers holding a valid Fleet Identification Number, on a specific list of vehicles: F-150 excluding the Raptor, Super Duty F-250 through F-600 pickups, the F-53 and F-59 chassis cabs, Transit, Transit Connect and E-Series. The vehicle has to have been reported as a fleet sale at the time of original sale. The extension applies to gas and diesel powertrains alike.

The sentence that matters to a private buyer is the next one. Ford states the extension stays with the vehicle even if it is subsequently sold to a non-fleet customer before it expires.

Read that against the used market and it changes a question. Work vehicles of exactly this description — pickups, Transits, E-Series vans — commonly reach private buyers second-hand, and nothing visible on the vehicle says whether it was originally sold on a fleet account. If it was, and if it has not yet reached 5 years or 100,000 miles, it is carrying powertrain coverage that runs 40,000 miles past the standard 60,000-mile term, at the same 100,000-mile mark Ford applies to its diesels. That coverage arrives with the truck. Nobody has to do anything to keep it, and nobody in the sales process has any particular reason to mention it.

The Federal Trade Commission described this situation precisely, once, in a rule that no longer exists. Announcing the CARS Rule on 12 December 2023, the Commission required dealers to obtain express informed consent for charges and barred add-ons that confer no benefit — and its own first example of an add-on conferring no benefit was a warranty programme that duplicates a manufacturer’s warranty. The rule did not survive: the FTC postponed its effective date on 18 January 2024 pending a challenge in the Fifth Circuit, docket 24-60013, and published a Federal Register notice withdrawing it on 12 February 2026 to conform it to federal court decisions. The obligation is gone. The test is still a good one, and on an ex-fleet Ford it is a test you can actually run before you sign anything.

The practical step is unglamorous. Ask the selling dealer to look the vehicle up in Ford’s own system and tell you, in writing, what coverage the vehicle identification number currently shows and when each period expires. That is a lookup any Ford dealer can perform. A seller who will not do it has told you something.

Ford Protect is four plans, and two Ford documents disagree

Ford’s own extended service plan family is called Ford Protect, and it is sold in four named tiers. On fordprotect.ford.com, read on 7 September 2026, Ford advertises PremiumCARE as covering 1000+ components, ExtraCARE 113, BaseCARE 84 and PowertrainCARE 29, with EV variants of the same tiers.

Treat a component count as a marketing figure rather than a coverage definition. A plan does not pay because a part appears on a list; it pays because the failure is not caught by an exclusion, and the exclusions are where these documents do their real work. A count of 113 tells you nothing about whether diagnostic time is reimbursed, what the deductible is, or what happens when a non-covered part destroys a covered one.

The more interesting thing is that Ford publishes two different outer limits for the same family. The 2025 Warranty Guide, which is the document that ships with the vehicle, says Ford Protect plans provide up to 8 years and 150,000 miles of coverage. The Ford Protect website advertises up to 10 years or 175,000 miles on gas and diesel plans, and up to 10 years or 150,000 miles on EV plans. Both are Ford. Neither is wrong in the sense of being a misstatement — product terms change and a guide is printed a year ahead — but the gap is a useful demonstration of why the only number that binds anybody is the one on the contract you are handed, with your vehicle’s identification number on it.

What Ford publishes about its own paid and certified coverage, read from fordprotect.ford.com, the Ford Blue Advantage certified pages, the Gold Certified Limited Warranty statement (form FBA-G-LWS-22) and the 2025 Model Year Ford Warranty Guide on 7 September 2026. Ford states this information is subject to change; component counts are Ford’s advertised figures, not a coverage definition.

Product	Named tier	What Ford states	Outer limit as published
Ford Protect	PremiumCARE	1000+ components	10 years or 175,000 miles on the website; 8 years and 150,000 miles in the Warranty Guide
Ford Protect	ExtraCARE	113 components	As above
Ford Protect	BaseCARE	84 components	As above
Ford Protect	PowertrainCARE	29 components	As above
Ford Protect EV	PremiumCARE EV, ExtraCARE EV, BaseCARE EV	Same component counts as the gas tiers	10 years or 150,000 miles
Ford Blue Advantage	Gold Certified	Comprehensive limited warranty covering more than 1,000 components, plus a powertrain limited warranty; $100 standard deductible per repair visit under the certified warranty, $0 under any remaining factory warranty; transferable, with remaining coverage staying with the next owner	12 months or 12,000 miles comprehensive, from factory-warranty expiry or purchase date, whichever is later; 7 years or 100,000 miles powertrain, from the original new-vehicle warranty start date
Ford Blue Advantage	EV Certified	Comprehensive limited warranty covering more than 1,000 components, plus a BaseCARE EV limited warranty on the battery	12 months or 12,000 miles comprehensive; 8 years or 100,000 miles battery
Ford Blue Advantage	Blue Certified	Comprehensive limited warranty with roadside assistance; no powertrain term; transferable at no extra cost	90 days or 4,000 miles

The Blue Advantage tiers are worth separating in your head before a salesperson blurs them, and the place to do that is the warranty statement itself rather than the programme page. The Gold Certified Limited Warranty document, form FBA-G-LWS-22, is two pages long and free to read. It sets the comprehensive term at 12 months or 12,000 miles running from the expiration of the New-Vehicle Limited Warranty or the date of purchase, whichever comes later, and states plainly that this coverage “is not as extensive as that provided under the New-Vehicle Limited Warranty”. It sets the powertrain term at 7 years or 100,000 miles from the original new-vehicle warranty start date — so on a four-year-old car you are buying the remainder, not seven fresh years. Repairs under any remaining factory warranty carry a $0 deductible; repairs under the certified warranty carry a $100 standard deductible per repair visit. Blue Certified, by contrast, is a 90-day or 4,000-mile comprehensive warranty with roadside assistance and no powertrain term at all. Those are different products wearing the same programme name, and the badge on the windscreen does not tell you which one you are looking at.

Three clauses in that document deserve more attention than they get. The powertrain list covers the block, heads, internal lubricated parts, the transmission and case, the transfer case, the axle housings and the driveshafts — but states that fuel-injection components are not covered, which on a marque whose volume engines are direct-injected and turbocharged is not a small carve-out. The exclusions include repairs to a covered part caused by the failure of a non-covered part, the same causation rule the factory warranty applies. And the loss-limit clause caps liability for any one repair visit at the current retail value of the vehicle immediately before the breakdown, which is a ceiling that tightens every year the car gets older. The warranty is transferable and any remaining coverage stays with the next owner, which is the term working in a buyer’s favour.

Who actually owes you the repair

The single most useful sentence in the whole Ford warranty guide, for anyone about to sign a service contract, is the one that names the obligor: Ford Protect service contracts are backed by Ford Motor Company or Ford Motor Service Company.

That is two legal entities, not one, and the guide does not say which of them stands behind which plan. It is still far more than most contracts disclose, and it establishes the question to ask about any other product on the desk. A Ford dealership is a franchised business, not Ford, and it is entirely normal for a Ford showroom to sell third-party service contracts alongside — or instead of — Ford Protect. Those contracts are backed by whoever is named in them, and that company’s ability to pay a claim in year six is the actual product being sold.

So the question is not “is this a Ford warranty?” It is: which entity is the obligor, is that entity Ford Motor Company, Ford Motor Service Company or somebody else, and where in this document is it written down? Ford’s own material states Ford Protect is accepted at every Ford and Lincoln dealer in the United States, Canada and Mexico, with the guide putting that network at more than 3,200 Ford dealers, and that repairs performed outside the United States, Canada, Mexico, Guam, Puerto Rico, the Virgin Islands, American Samoa and the District of Columbia are not eligible. A third-party contract will have its own answer to the same question, and it will usually be narrower.

What the complaint record shows about unwinding one

No public database records service-contract claim outcomes. Nobody publishes how often a plan paid, and any page claiming to know is guessing. What is public is what happens on the finance side, because Ford Motor Credit is a registered company in the Consumer Financial Protection Bureau’s complaint database and every complaint filed against it is there to be counted.

Pulled on 7 September 2026, the database holds 1,167 vehicle loan or lease complaints against Ford Motor Credit — 816 against loans, 351 against leases — running from April 2017 to August 2026. That puts the company 23rd out of the 1,143 companies named in the vehicle loan or lease product, and against a product-wide total of 102,269 complaints it is a small file. Ford Motor Credit responded on time to every one of the 1,167, in a product where 1,883 responses across all companies are recorded as untimely.

Two caveats before any of this is read as a verdict. A complaint is a consumer’s allegation, not a finding. And the “company response” field records how the company classified its own closure of the complaint, not who was right — “closed with explanation” means the company answered, nothing more.

With that said, the field is useful precisely because it can be read against itself. Across the whole Ford Motor Credit file, 242 of 1,167 complaints closed with monetary or non-monetary relief: 20.7%. Across the entire vehicle loan or lease product, the same rate is 9.4%. On that measure this lender’s file resolves in the consumer’s favour more than twice as often as the industry it sits in.

Then narrow to the category that concerns anybody thinking about a protection product. The CFPB files those under an add-on-product sub-issue, and it has used two labels for it over the years; 66 of the 1,167 complaints sit under one or the other, 5.7% of the file. Of those 66, seven closed with relief. That is 10.6% — half the rate of the file they belong to, and barely above the 8.0% that the same category returns across all 5,587 add-on complaints in the whole product.

Sorted by relief rate, the add-on row sits well down the table: twelve sub-issues in this file did better and eight did worse. Lease-end wear and damage disputes resolved in the consumer’s favour 54.2% of the time. Payoff problems, 43.9%. Ordinary billing problems, the largest category at 164 complaints, 25.0%. The add-on category, 11.5% under its main label.

Read plainly, the pattern says this: the category where a buyer is most likely to be told “this is not our product, take it up with the dealer or the administrator” is the category where a complaint to the lender is least likely to produce anything. That is not an accusation against anybody. It is a description of a three-party arrangement in which the lender did not sell you the plan and cannot cancel it, and it is a reason to get the cancellation mechanics straight before you buy rather than after.

The refund goes to the lender, not to you

Of the 606 Ford Motor Credit complaints that carry a written narrative, 71 mention a warranty, a service contract, an extended plan, Ford Protect or GAP — 11.7% of the narratives on file. That is a floor rather than a census; it counts only the ones that used the words. Within those narratives, 35 mention a refund and 27 mention cancelling something.

The recurring shape of those accounts, and each is one consumer’s account of their own experience, is not a dispute about whether a repair was covered. It is a dispute about money moving between three parties. A buyer cancels a plan that was financed into the loan. The refund is not owed to them directly, because they did not pay for it directly — it was capitalised into the balance, so it is credited to the lienholder and applied against principal. The dealer says the cheque was sent. The lender says it never arrived. Interest keeps accruing on the amount in the meantime, and the buyer is left writing to both.

Several narratives describe exactly that sequence running for a year or more. One describes cancelling three products at once and receiving credit for two of them. Another describes a service contract that the consumer says was signed but never processed, discovered only after the loan was paid off.

The defence against all of it is procedural and it costs nothing. Cancel in writing and keep the dated copy. Ask, in writing, who the refund is payable to and on what date it will be remitted. Then — and this is the step almost nobody takes — check the loan payoff balance two months later and confirm the credit actually landed. A refund applied to principal changes your payoff figure and usually does not change your monthly payment, so nothing on your statement will announce that it arrived, and nothing will announce that it did not.

What no contract on a Ford can put back

Some of the most consequential lines in Ford’s guide are the ones that describe when coverage stops existing rather than when it expires, and no paid plan restores what these remove.

The first concerns title branding. Ford states that vehicles ever labelled or branded as dismantled, fire, flood, junk, rebuilt, reconstructed or salvaged — and vehicles determined to be a total loss by an insurance company — void the New Vehicle Limited Warranty. Not suspend. Void. On a used Ford that is a reason to run the title check before the coverage conversation, because a brand in the history retires the entire factory stack described above, and a service contract sold on top of a branded car is a much thinner product than it looks. Our guide to what a branded title means sets out which brands do what.

The second is a causation rule, and it is the clause that produces the most disbelief at the service desk: if the component that caused the failure is beyond coverage and damages a component with remaining coverage, the entire repair is not reimbursable. A worn-out non-covered part that destroys a covered one does not pull the covered part back inside the warranty. It pushes the covered part out.

The third is the alteration exclusion, and on this marque it catches a great many owners. Ford excludes damage caused by the installation or use of a non-Ford part or software if the installed part fails or causes a Ford part to fail, and names lift kits, oversized tires, performance-enhancing powertrain components and performance chips among the examples. The examples Ford chose are the ones a pickup attracts, which is where this clause does its work. Nothing in it voids the whole warranty for having fitted a lift kit — the exclusion is about damage caused, not about the fitting — but a used Ford wearing visible modifications carries a live argument with it, and whoever owns the truck when the part fails is the one who has to have that argument.

Fourth, for electric and hybrid Fords: gradual capacity loss in the high-voltage battery is expressly excluded as normal wear, even though the electrical drivetrain itself is covered for 8 years or 100,000 miles. A battery that still works but holds less charge than it did is not a warranty event under Ford’s own terms, so a product sold on top of those terms is not the place to look for it either. It is a condition question, and it is answered by measurement before purchase rather than by paperwork after it.

Recalls, and the free work a contract does not buy

A recall is not a warranty and it is not a service contract, and the difference is in your favour. A safety recall remedy is free regardless of the vehicle’s age, mileage, ownership history or warranty status, and no paid product is needed to access it.

This matters more on a Ford than on most marques simply because of the volume. In the NHTSA records this site holds, pulled on 19 August 2026, the 2018 F-150 alone carries 19 distinct recall campaigns and the 2018 F-250 Super Duty carries 10 — and every one of those remedies is free work that a service contract has no part in. A salesperson describing an expensive-looking recall record as a reason to buy coverage has the relationship backwards. Our page on checking a Ford for open recalls covers running the lookup and reading what comes back.

The paid products say the same thing in their own exclusions. The Gold Certified Limited Warranty excludes repairs covered by a manufacturer recall, by insurance or by an in-force warranty — explicitly adding that the exclusion applies even where that other coverage has denied the repair. A protection product is written to sit behind the free work, not on top of it, and no amount of overlap converts a recall into something you paid for.

Ford also has a documented practice, described in its own guide, of reserving the right to provide post-warranty repairs, conduct recalls or extend the warranty coverage period for certain conditions. Extensions of that kind — customer satisfaction programmes and field service actions — are the mechanism by which a known component problem gets covered beyond its normal term without anyone buying anything. They are not published as a list a buyer can browse, which is precisely why the dealer lookup by vehicle identification number is worth asking for before you agree to a plan that may be duplicating one.

The calls that say your Ford’s warranty is expiring

Most Ford owners have taken the call. It is worth separating what a regulator has actually alleged and ordered, against whom and when, from the general sense that the whole business is a swindle.

In February 2022 the Federal Trade Commission sued the operators of American Vehicle Protection Corp in the Southern District of Florida, case number 0:22-cv-60298. The Commission alleged that the defendants falsely claimed they either were, or were associated with, the consumer’s vehicle manufacturer or dealer; that they promised bumper-to-bumper or full vehicle coverage that was much more limited than represented; and that they falsely told consumers they could obtain a full refund within 30 days. The case resolved in stipulated orders in March 2023 and July 2023 that permanently banned the defendants from the extended automobile warranty market and from outbound telemarketing, and in October 2024 the FTC sent more than $449,000 in refunds to affected consumers.

Those were allegations, resolved by settlement rather than contested to judgment, against specific named defendants. They are not a description of an industry. But the first allegation is the one to carry with you, because it is the tell: a caller claiming to be from, or connected to, your vehicle’s manufacturer. Ford sells its own plans through Ford dealers and through fordprotect.ford.com. A cold call is not that channel, and no factory coverage on any vehicle has ever depended on answering a telephone.

Deciding, on a Ford specifically

The generic version of this decision — whether a service contract is worth buying at all — is a different question from the one this page is about, and we have taken it apart against owner failure data on our page asking whether an extended warranty is worth it. The tier question, powertrain against comprehensive, is set out in our comparison of powertrain and bumper-to-bumper coverage. What follows is only the marque-specific part.

Start by establishing what the vehicle carries today. That is a lookup by vehicle identification number at any Ford dealer, and the answer should be in writing: which coverages are still live, when each expires, and whether a fleet powertrain extension is attached. On an ex-fleet F-150, Transit or E-Series that last question can be worth 40,000 miles of powertrain coverage you were about to be sold.

Then check the title. A brand in the history voids the factory warranty by Ford’s own terms, which changes the value of everything else on the desk.

Then, if you are still buying, read three things before the covered-component list: the exclusions, the deductible, and the cancellation clause. Ask what happens to a refund on a financed vehicle and get the answer in writing. Ask who the obligor is by name. And if the answer is not Ford Motor Company or Ford Motor Service Company, you are looking at a different product from the one the Ford badge on the folder implies — which may still be fine, but it is a different risk and should be priced as one.

Finally, the thing that decides more than any of it: have the specific vehicle inspected before you buy it. Coverage is a hedge against what you do not know. An inspection reduces what you do not know, which is a better trade in almost every case. A competent independent inspection tells you about this vehicle; a contract tells you about a category of vehicles.

Common questions

How long is the Ford factory warranty?

There is no single answer, which is why the question causes so much confusion. Per Ford’s 2025 Warranty Guide, bumper-to-bumper coverage runs 3 years or 36,000 miles; the powertrain and the safety restraint system run 5 years or 60,000 miles; corrosion perforation runs 5 years with no mileage limit; a direct injection diesel engine runs 5 years or 100,000 miles; hybrid and electric unique components run 8 years or 100,000 miles; and the federal emissions warranty runs 8 years or 80,000 miles on catalytic converters, the emissions control unit and onboard diagnostic devices, or 2 years or 24,000 miles on other covered parts.

Does the Ford warranty transfer to a second owner?

Ford’s guide states that a buyer of a previously owned vehicle is eligible for any remaining warranty coverages. There is no transfer fee and no registration step described. What does not survive is coverage on a vehicle whose title has been branded as salvage, rebuilt, flood, fire, junk, dismantled or reconstructed, or which an insurer has declared a total loss — Ford states those void the New Vehicle Limited Warranty.

What is the difference between Ford Protect and a Ford warranty?

The New Vehicle Limited Warranty comes with the vehicle at no separate charge. Ford Protect is a service contract bought separately, in four tiers, and the guide describes it as backed by Ford Motor Company or Ford Motor Service Company. They are different products under different law, and the practical distinction is that you can negotiate, decline or cancel the second one.

Can I buy Ford Protect after I have bought the car?

Ford states that Ford Protect may be purchased from any Ford dealer or through fordprotect.ford.com, and the published plans are described in terms of what remains of the vehicle’s coverage rather than in terms of the day you bought it. What changes with time is eligibility and price, both of which are set by the vehicle’s age and mileage rather than by the sales conversation, so declining at the desk is not the same as declining forever.

Is Ford Protect transferable if I sell the car?

Ford advertises Ford Protect coverage as 100% transferable, and separately advertises the Ford Blue Advantage certified warranties as transferable to future owners at no extra cost. Transferability is worth confirming against your own contract, because it is one of the terms that most often differs between a manufacturer-backed plan and a third-party contract sold in the same office.

Does an extended warranty cover a Ford that is used for work?

Commercial use is a term to read carefully in any service contract, and many exclude or reprice it. Ford’s factory position runs the other way: fleet-registered F-150, Super Duty, chassis cab, Transit, Transit Connect and E-Series vehicles are eligible for a powertrain extension to 5 years or 100,000 miles, and Ford states it stays with the vehicle if it is later sold to a non-fleet customer. Establish what the vehicle already has before paying for something narrower.

Are Ford recalls covered by an extended warranty?

They do not need to be. A safety recall remedy is free irrespective of warranty status, age, mileage or how many owners a vehicle has had. In our NHTSA records the 2018 F-150 carries 19 distinct recall campaigns and the 2018 F-250 Super Duty carries 10, and none of that work is what a service contract is for.

Will a service contract cover battery degradation on a Mustang Mach-E or F-150 Lightning?

Ford excludes gradual high-voltage battery capacity loss from the New Vehicle Limited Warranty as normal wear, while covering the electrical drivetrain for 8 years or 100,000 miles. A battery that has lost range but has not failed is therefore outside the factory position, and any contract claiming to cover it should be read closely enough to find where it says otherwise. On a used electric Ford this is a measurement problem before it is a coverage problem.

What should I do if a company calls to say my Ford warranty is expiring?

Ford sells its plans through Ford dealers and its own site. In the FTC’s 2022 case against American Vehicle Protection Corp, the Commission alleged the defendants falsely claimed to be or to be associated with the consumer’s vehicle manufacturer or dealer; the case ended in permanent industry bans in 2023 and consumer refunds in 2024. Whatever a caller says, the way to establish what coverage a Ford has is a lookup by vehicle identification number at a Ford dealer, which is free and takes minutes.