2022 Ford Bronco

On July 29, 2024, the Office of Defects Investigation (ODI) opened PE24019 to investigate complaints of low-pressure fuel pump failures in MY 2021 Ford Bronco vehicles. Some consumers reported that the failure occurred without warning while driving, resulting in a complete loss of motive power with no ability to restart the engine. Ford determined that several other vehicle models contain low-pressure fuel pumps substantially similar to the 2021 Ford Bronco, including the 2022-2023 Ford Bronco, 2018-2023 Ford F-150, 2022-2023 Ford Expedition, 2019-2023 Lincoln Navigator, 2020-2023 Ford F-250-F-550, 2024 Ford Super Duty Chassis Cab, 2024-2025 Ford Ranger, 2020-2023 Ford Explorer, 2020-2023 Lincoln Aviator, and 2021-2025 Ford Mustang. ODI's investigation found that the affected vehicles may lose fuel pressure and flow from the fuel delivery module (consisting of a low-pressure fuel pump, jet pump, reservoir, and other parts) due to a low-pressure pump failure. This can cause the engine to stall while driving. The root cause is reduced internal clearance in the fuel pump, increasing friction and sensitivity to vapor lock. Fuel blockage from contamination inside the jet pump also contributed to the failure. Ford stated that the contamination source was unknown. On July 7, 2025, Ford filed recall 25V-455 for certain 2021-2023 Ford F-550 SD/F-450 SD/F-350 SD/F-250 SD, 2021-2022 Lincoln Navigator, 2021-2022 Ford Mustang, 2021-2022 Ford F-150, 2021-2023 Ford Explorer, 2022 Ford Expedition, and 2021-2023 Ford Bronco vehicles produced between July 1, 2021, and July 30, 2022. The recall also included certain 2021-2023 Lincoln Aviator produced between July 1, 2021, and December 21, 2022. Ford explained in its recall filingthat the production dates used for the recall were based on changes in the manufacturing process. Specifically, Ford determined that in June 2021, the supplier modified the jet pump manufacturing process, producing fuel pump chambers with a lower-than-specified internal clearance. In July 2022, the supplier implemented corrective actions to the manufacturing process by adding two additional vacuum pumps to reduce contamination during the production of the jet pump. ODI has identified approximately 1,000 reports involving vehicles covered in this investigation but excluded from recall 25V-455. However, even with such reports, these vehicles experienced comparatively lower failure rates than the vehicles that are subject to Recall 25V-455. Ford has explained that these vehicles were excluded from the recall population because they did not experience the manufacturing changes that prompted the recall. Specifically, according to Ford, vehicles built before July 1, 2021 (the recall production start date), were not affected by the supplier’s change to the jet pump manufacturing process. Even after closing this investigation, ODI will continue to monitor complaints for vehicles excluded from recall 25V-455 to consider whether they exhibit the same risks as the vehicles encompassed by the recall. The recall remedy is currently under development. In view of Ford’s recall action, ODI is closing this Preliminary Evaluation, but will continue to monitor the issue as a remedy is developed and implemented. ODI will take additional action if warranted by future circumstances. To review the reports cited in the Closing Resume ODI Report Identification Number document, go to NHTSA.gov.

On July 22, 2022, the Office of Defects Investigation (ODI) granted a Defect Petition (DP22001) and opened a Preliminary Evaluation (PE22007) to investigate allegations of loss of motive power in model year (MY) 2021 Ford Bronco vehicles equipped with 2.7L EcoBoost engines. Complainants were reporting sudden engine failure while driving resulting in a loss of motive power, often without the ability to restart. During PE22007, the cause of engine failure and loss of motive power in the subject vehicles was determined to be intake valve fracture, and the full scope of vehicles affected by the subject defect was identified as all MY 2021-2022 Ford and Lincoln models equipped with either the 2.7L or 3.0L EcoBoost engines, referred to as the “Nano” engine family.  If an intake valve fractures in the subject engines, it may drop into the cylinder and contact the piston, often resulting in catastrophic engine damage. On September 29, 2023, PE22007 was upgraded to an Engineering Analysis (EA23002) to further investigate the subject defect across the full scope of affected vehicles. During EA23002, ODI visited Ford facilities to review technical information related to intake valve fracture in “Nano” engines, coordinated with NHTSA’s Vehicle Research and Testing Center (VRTC), and analyzed updated field data relating the subject defect. Forensic analysis of fractured intake valves demonstrated that the defective components exhibited “grinding burn” or out of specification hardness in the area of the keeper grooves. The presence of grinding burn is evidence that during the groove grinding phase of production, the temperature of the valve became sufficiently high to alter the microstructure of the material and is indicative that the valve supplier’s manufacturing processes were not within control specifications. Grinding burn results in a hard, brittle microstructure and high residual stresses toward the surface of the valve. Through normal engine loading, a valve with grinding burn will likely fracture at the area of highest vulnerability, which is the third keeper groove. In its response to the EA23002 Information Request (IR) letter, Ford provided evidence of 396 customer complaints (including field reports), 825 warranty claims, and 936 engine exchanges. When considering both ODI and manufacturer failure report data, there have been reports representing 1066 unique vehicles within the subject vehicle population. Analysis of the failure report data demonstrates that vehicles equipped with potentially defective intake valves were built within a production “spike period” of May 2021 – October 2021. The beginning of the spike period corresponds to a ramp up in production at the valve supplier manufacturing facility, and the end of the spike period aligns with the implementation of several mid-production process improvements and the decision to change the metal alloy used to produce intake valves from “Silchrome Lite” to “Silchrome 1”. Ford began investigating the subject defect in July 2021, determined the root cause, and took corrective measures for the new production vehicles. Analysis of the failure report data demonstrates that these corrective actions were successful in eliminating the risk of intake valve fracture for subject vehicles produced after October 2021. However, Ford did not take any field action to address vehicles produced during the spike period, and in the several months following the implementation of the production changes, a significant number of field failures continued to occur. It is Ford’s assessment that not all valves produced during the spike period are defective, and that failures associated with the subject defect occur at low time in service. Analysis of the failure report data demonstrates that the vast majority of failures have occurred before 20,000 miles with over half of all reported failures occurring before 5,000 miles. The rate of reported failures related to the subject defect has steadily decreased since November 2021. ODI coordinated with NHTSA’s National Center for Statistics and Analysis (NCSA) to conduct statistical analysis and predict the number of future failures associated with the subject defect. The results of this analysis, and the trends identified through the failure report data are generally consistent with Ford’s assessment that defective intake valves will likely fail at a low time in service and indicate that the majority of subject vehicles equipped with defective valves have already experienced a failure. On August 23, 2024, Ford submitted recall 24V635 for subject vehicles equipped with “Nano” engines and built within the production spike period identified above (total population 90,736 vehicles). The remedy includes an inspection at a Ford/Lincoln dealership where the lifetime engine cycles of the vehicle will be determined. If a vehicle does not meet a threshold for lifetime engine cycles, the dealership will conduct a high RPM engine cycle accumulation procedure, which aims to identify if the vehicle is equipped with defective intake valves. Any vehicle that fails the accumulation procedure will receive an engine replacement under the recall. In addition to recall 24V635, Ford has stated that it will launch customer satisfaction campaign 24N12, which will provide extended warranty coverage to the subject vehicles through the earlier of 10 years or 150,000 miles. In view of the recall action being taken by Ford, ODI is closing this Engineering Analysis. To review the reports cited in the Closing Resume ODI Report Identification Number document, go to NHTSA.gov.

I am reporting a potential safety defect involving the factory molded-in-color (MIC) hardtop on my 2022 Ford Bronco. The hardtop has developed cracking and abnormal surface deterioration in multiple locations, including the upper roof surface and areas surrounding the rear side windows and rear window. There are also areas where the exterior material appears to be lifting or separating from the underlying structure. The deterioration affects multiple areas of the roof and is not limited to ordinary surface wear or scratches. My primary concern is the possibility of exterior roof material separating and detaching while traveling at highway speeds, potentially creating a hazard for following motorists. Ford issued safety recall 26S32 (NHTSA 26V299) involving certain Bronco MIC hardtops that may experience cracking and delamination, potentially resulting in portions of the exterior roof material detaching while driving. Although my vehicle does not appear to fall within the affected manufacturing period, the deterioration I am observing raises concerns about a potentially similar failure mechanism. I am also concerned that repeated freeze-thaw cycles during the upcoming winter could worsen the existing deterioration if moisture enters cracks or separated layers, potentially increasing the risk of material detachment. The condition has been documented with photographs and reported to an authorized Ford dealership. The dealership submitted a replacement request to Ford under claim CXH-09688700-W8C9N6. Ford subsequently denied the request, stating that the repair was not considered warrantable. I am requesting that NHTSA evaluate whether this deterioration could represent a safety-related manufacturing defect affecting additional Ford Bronco hardtops beyond those included in the existing recall population. The roof is currently installed and available for inspection if needed.

NHTSA ID

11775775

Incident

Oct 19, 2026

MIC hardtop cracking and leaking water inside vehicle cab. The cracking can fly off onto other drivers. Yes dealership took pictures.

NHTSA ID

11775319

Incident

Aug 17, 2026

To Mall of Georgia Ford Service Management, I am writing to formally express my extreme disappointment, shock, and serious concern regarding a dangerous incident involving my vehicle on October 31, 2026. What occurred was not only frightening but potentially life-threatening, and I am extremely disturbed by the possibility that this incident may be directly related to safety recalls that your dealership represented as having been completed. While driving, my vehicle was running low on fuel when it suddenly began operating abnormally. The engine started idling at an unusually high RPM, causing the vehicle to accelerate unexpectedly as I was pulling away from a red traffic light. The vehicle surged forward with such force that I nearly rear-ended another vehicle. I was genuinely frightened by the loss of control and the possibility of causing a serious accident that could have resulted in injuries or even fatalities. What makes this situation particularly alarming is that I strongly suspect this malfunction may be connected to an outstanding safety recall that was supposed to have been addressed during my vehicle's service appointment. **I was specifically advised by my service advisor at Mall of Georgia Ford Service that ALL recalls had been completed.** However, after independently reviewing my vehicle's recall records, I discovered that the exact same THREE recalls are still showing as OPEN. I find this absolutely unacceptable. How can a dealership assure a customer that all safety recalls have been completed when the manufacturer's records continue to show three outstanding recalls? More importantly, how was my vehicle returned to me with potentially unresolved safety defects that could place my life, my family's lives, and the lives of other motorists in danger? I trusted Mall of Georgia Ford Service to properly inspect, service, and address these safety concerns. That trust has now been seriously compromised. **I AM DEMANDING THE FOLLOWING:**

NHTSA ID

11774933

Incident

Oct 31, 2026

The contact owns a 2022 Ford Bronco. The contact received notifications of NHTSA Campaign Numbers: 25V025000 (Suspension), 25V721000 (Seats), and NHTSA Campaign Number: 26V468000 (Engine, Electrical System); however, the parts to do the recall repairs were not yet available. The local dealer was contacted. The contact stated that the manufacturer had exceeded a reasonable amount of time for the recall repairs. The manufacturer was made aware of the issue.

NHTSA ID

11773844

Incident

Oct 26, 2026

The Hardtop on the back is starting to crack and I am afraid that a delamination may cause parts of the top to start flying off causing a road hazard.

NHTSA ID

11773672

Incident

Jun 1, 2026

The vehicle is a 2022 Ford Bronco two-door with a hardtop roof that was previously replaced under a recall due to a defected hardtop roof. After the replacement, I notice stress cracks and delamination around the rear side windows on both sides of the vehicle, including the top and bottom corners, with visible bubbling and separation of the roof material near those window edges. In addition, while driving, there is increased wind noise coming from the roof area, particularly around the T-top panels, which suggests they may not be sealing properly to the main roof. This appears to affect the integrity of the roof system and could be a safety concern if it worsens. I am not aware of a current recall number for this issue. The problem has not yet been confirmed by a dealer or service center. There were no warning messages before it was discovered. The component should be available for inspection if needed.

NHTSA ID

11773235

Incident

Sep 21, 2026

Broncos hard top is cracking and starting to delaminate which could easily cause an accident if this happens dealer said it was out of the 3 year period even though it’s garage kept and still under 26,000 miles ! Feel this should be a recall and addressed being as it’s still happening on new broncos

NHTSA ID

11772291

Incident

Feb 2, 2025

The contact owns a 2022 Ford Bronco. The contact received notification of NHTSA Campaign Number: 25V455000 (Fuel System, Gasoline). Upon contacting the dealer and the manufacturer recently, the contact was informed that the recall repair was previously completed. The contact stated that the vehicle was never serviced for the recall, and the failure remained present, causing the vehicle to lose power and to stall while driving. The failure mileage was 8,000.

NHTSA ID

11771658

Incident

Nov 1, 2024

Mileage

8,000 mi

Some 2021-2026 Bronco vehicles equipped with a hard top may exhibit water leaking between the back glass and hard top. This may be due to dirt and/or debris build up between/on the liftgate window glass seal and/or back glass. To correct this condition, use an approved cleaner according to the Owner's Manual to clean the back glass and/or hard top rear cap seal and check for water leaks again. If water leaks are still present, refer to Workshop Manual (WSM), Section 501-18B for normal diagnostics and repair as necessary outside of this article. For claiming, use causal part 78205G61 and labor operation MT55301SSM up to 0.5 hours.

Some 2021-2023 Bronco vehicles equipped with a MT88 manual transmission may exhibit no 3rd gear engagement and/or a grinding noise going into 3rd and/or 4th gear. This may be due to the 3rd/4th gear shift fork. To correct this condition, replace the following parts: <br /><br /> *3rd gear (MU7Z-7101-A)<br /> *3rd/4th gear synchronizer assembly (MU7Z-7124-M)<br /> *4th gear synchronizer ring plate (MU7Z-7M157-A)<br /> *3rd/4th gear shift fork (TU7Z-7230-A)<br /> *All other one-time use parts as instructed by Workshop Manual (WSM), Section 308-03<br /><br /> Refer to WSM, Section 308-03 > Disassembly and Assembly of Subassemblies > Input Shaft, Steps 1-5. Inspect and replace any other damaged parts as needed.<br /><br /> Note: 3rd gear is part of the input shaft. The 4th gear assembly is part of the output shaft assembly and does not require replacement, unless damage is found. In this transmission, 4th gear uses a synchronizer ring to align the synchronizer assembly with the gear during shifts.<br /><br /> For access to the target components, refer to WSM, Section 308-03 > Removal > Transmission and

This bulletin supersedes 26-2297. Reason for update: Add 2022-2025 Transit vehicles. Some of the vehicles listed in the model statement above equipped with SYNC4 may experience a blank center display screen or black center display screen after welcome animation. The rear-view camera will still function when shifting the vehicle to reverse under these conditions.

Some 2021-2024 Bronco vehicles may exhibit an illuminated red brake warning indicator with diagnostic trouble code (DTC) C0049:01 stored in the anti-lock brake system (ABS) module. This may be due to pin fitment at the brake fluid level sensor connector. To resolve this concern, replace the brake fluid reservoir and replace the brake fluid level sensor electrical connector C1052 with service pigtail wiring kit 3U2Z-14S411-BXAB. For claiming, use causal part 2L210 and labor operations 2140A and 2219D45WR.

Some 2020-2026 Aviator/Explorer/F-150/Bronco/Ranger vehicles equipped with a 2.7L or 3.0L (non-diesel) engine may need the front engine cover removed and reinstalled for various reasons. The Workshop Manual (WSM), Section 303-01 Engine > Removal and Installation > Engine Front Cover service procedure has been updated to include a new essential special service tool (ESST) guide pin alignment tool (303-1790) that is used to align the engine front cover to the engine block, preventing the O-ring seal on the engine oil galley feed tube from getting damaged during installation.

This article supersedes TSB 25-2575 to update the Parts list to add the applicable body wiring harnesses and underbody shield bolts. Some vehicles listed in the Model statement above may exhibit a "Sta-bar Disconnect Service Required" message in the instrument panel cluster (IPC) with any of the following diagnostic trouble codes (DTCs) stored in the chassis control module (CHCM): C103A, C1A99, C1B03, C1B07, C1B14 and/or B1A67. This may be due to water intrusion in the stabilizer bar wiring harness connector.