2022 Ford Edge

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.

The contact owns a 2022 Ford Edge. The contact stated that while starting the vehicle, the check engine warning light illuminated, and the vehicle jerked abnormally. The vehicle was taken to an independent mechanic, who determined that the transmission needed additional diagnostic tests by the dealer. The vehicle was not repaired. The manufacturer was not made aware of the failure. The failure mileage was unknown.

NHTSA ID

11751630

Incident

Jul 1, 2026

My torque converter is malfunctioning, there are no warning lights, and my car only started driving differently very recently in the past couple of weeks. According to the Ford mechanic my car has been throwing error codes since early May. The dealership was able to confirm that this happens, and that my torque converter needs to be replaced. My car is only four years old and only has 75,000 miles on it. Ford refuses to do anything to help with this almost $8000 repair. They also issued a recall for the backup camera, update was pushed to my car that was supposed to correct it, my backup camera now goes black frequently when I am reversing.

NHTSA ID

11751606

Incident

Jun 22, 2026

The motorized track assembly separated from the moonroof interior sunshade on my 2022 Ford Edge, leaving the sunshade drooping down in the passenger compartment. While my vehicle is just out of the standard bumper to bumper warranty period, I feel Ford Motor Company should issue a repair recall to all affected owners to fix this issue.

NHTSA ID

11750285

Incident

Jul 1, 2026

The vehicle jerks while changing from 1st to 2nd shaking the engine. I have had 2 transmission flushes which help for a moment then it behave the same way jerking while shifting gears. The vehicle asks like it does not want accelerate at times while shifting gears as well

NHTSA ID

11749798

Incident

Apr 6, 2026

When in drive , going in to park, as soon as you turn dial, it jumps to park, so no neutral or reverse capability. And pops a code of Shift system fault.

NHTSA ID

11749315

Incident

May 13, 2026

They did an update and my back up camera stoped working

NHTSA ID

11747040

Incident

May 14, 2026

The contact owns a 2022 Ford Edge. The contact stated that while trying to accelerate vehicle, vehicle was hesitating or would hold without accelerating. The contact stated there was no warning lights illuminated. The contact stated that dealer was aware of failure and diagnosed it as a transmission torque converter failure. The manufacturer was not aware of failure. The failure mileage was unknown.

NHTSA ID

11746146

Incident

May 5, 2026

The vehicle experiences a noticeable shaking, shuddering, or vibration during acceleration. The condition is most noticeable when applying throttle and attempting to accelerate from lower speeds. The vibration diminishes or disappears once the vehicle reaches higher speeds. The issue occurs while driving under load and may be accompanied by slight fluctuations in engine RPM. The condition can affect vehicle drivability and driver confidence when accelerating into traffic or merging onto roadways. Known issues with the transmission and torque converter exists with the edge line of cars from Ford.

NHTSA ID

11745420

Incident

Jun 20, 2026

Some 2021-2026 Ford/Lincoln vehicles may exhibit various symptoms including but not limited to the auto start/stop system not operating as intended with a "Check Charging System" message in the instrument panel cluster (IPC) while the charging system is operating properly with no charging related diagnostic trouble codes (DTC) stored. This may be due to someone using an aftermarket programmer to change the body control module (BCM) configuration to disable the auto start/stop system or perform other unsupported programming modifications. To correct this condition on F-150 and Bronco vehicles, download and run the Ford Diagnosis and Repair System (FDRS) application titled "BCM-Charging System Configuration Correction". Running this application will determine if the BCM configuration was modified by the customer and if so, provide the option to return the configuration back to factory settings. For other vehicle models exhibiting concerns related to unsupported aftermarket BCM programming, submit a Technical Support Request (TSR) requesting support to revert the BCM configuration

This bulletin supersedes 26-2171. Reasons for update: update the Parts list to add a note to clarify the application of the part numbers W520102-S442 and 4S4Z-3N324-AA "FWD Only". Some of the vehicles listed in the Model statement above may exhibit all of the following conditions:  Shudder condition, most noticeable at speeds below 60 mph (100 km/h)  No relevant diagnostic trouble codes (DTC) present  Traceable shudder event with IDS/FDRS reading *(Figure 1)* This condition may be perceived/felt as an engine misfire. This may be due to a concern with the output planetary assembly.

Some 2021-2024 Ford and Lincoln vehicles may exhibit an "Updating SYNC" message on the vehicle center display screen after an over the air (OTA) update. The message can be cleared from the center display screen and SYNC can be used normally, but it will re-appear at every subsequent ignition cycle. Inform customers that engineering is currently working on a software update solution for this condition to be delivered OTA expected in late Q3 2026. Software will update automatically if vehicle connectivity is enabled in the vehicles settings. Monitor Professional Technician System (PTS) for additional information.

This bulletin supersedes 26-2194. Reason for update: update the Parts list to correct a part description " Loctite 638", update the claim quantity for the drain/fill plug, update the claim quantity of the wheel hub bolts (Corsair) and limited the parts list for Edge/Nautilus to only the rear drive unit fluid. Some of the vehicles listed in the Model statement above may exhibit all of the following conditions:  Shudder chatter condition, most noticeable at low speeds turning  No relevant diagnostic trouble codes (DTCs) present This may be due to internal rear drive unit (RDU) fluid contamination.

Some of the vehicles listed in the model statement above equipped with SYNC4 may experience a blank center display screen or black center display after welcome animation. The rear-view camera will still function when shifting the vehicle to reverse under these conditions.

Quality improvements include: - Enhanced system performance, disk usage limits and memory monitoring