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.

I was going about 80 on the interstate and it just started to lurch and hard shift until I took the next exit. Got up to a stoplight went to go. The engine kept revving, but the car would not move. Had trouble shifting did another hard shift finally got it to drive and got home even though it was grinding and retching the whole time which would’ve been about another 2 miles and then I went to back into my parking spot at home and the car would not move. It would not go forward. It would not go backwards. I couldn’t put it in neutral and push it. It just would not shift gears no matter what I did I’ve had my insurance tow it to the Ford dealership. They called me back a couple days later saying that there was catastrophic failure in the transmission the driver solenoid or the drive, solenoid, neutral, solenoid, and reverse solenoid. We’re all gone and there’s a bunch of metal in spots where there should be fluid and quoted me 13 grand for a transmission.

NHTSA ID

11776817

Incident

Oct 12, 2026

Hit a deer on the highway at speeds around 60mph, car was totaled, no air bags deployed.

NHTSA ID

11774879

Incident

Oct 16, 2026

The contact owns a 2022 Ford Edge. The contact stated that while driving approximately 30 - 40 MPH, the transmission unexpectedly failed to operate as needed. The contact stated that due to the failure, the vehicle unexpectedly lurched forward and jerked violently. The contact stated that the vehicle lost accelerator pedal control after violently jerking. The vehicle was taken to the dealer, where it was diagnosed with transmission failure. The contact was informed that the transmission needed to be replaced. The vehicle was repaired. The manufacturer was made aware of the failure by telephone, and a case was opened. The failure mileage was 104,000.

NHTSA ID

11773676

Incident

Jun 1, 2026

Mileage

104,000 mi

I have a 2022 Ford Edge with catastrophic internal mechanical failure of the 8F35 8-speed automatic transmission and torque converter assembly. This issue became substantially noticeable in early April of 2026 (probably earlier but I was unaware it was transmission issues) while on a road trip when the vehicle was delayed in shifting into gears after coming to a stop from park or at a stop light. Vehicle was brought to Advanced Auto Parts to have the diagnostics ran on the car. The only issue that came up was that the battery was getting to be towards end life and was advised I would need to replace by fall. At this time the car was around 50K miles. The issues progressively got worse over time when in August the car experienced full stalling moments when trying to turn left across several lanes of traffic putting both myself and family and others at risk of accidents. The car also began to have a shudder towards the end of August early September. At this time I had the battery replaced. The car ran better for a day and then the issues started back up again and finally a code to have the engine checked came on. Brought to an auto parts store and they advised no codes were pulling. I took the car to the dealership I purchased it from and they confirmed the car needed a replacement transmission. Scheduled an appointment at a Ford dealership to have the car examined and they confirmed the transmission issue and the need for a replacement. Now the car is 4K miles past the 60K mile window and I am being told that Ford will not assist with the repair. Car is currently at Ford dealership while navigating why assistance is being denied.

NHTSA ID

11771396

Incident

Apr 1, 2026

My 2022 Ford Edge suffered a catastrophic internal mechanical failure of the 8F35 8-speed automatic transmission and torque converter assembly. The Ford dealership service department dropped the pan and found heavy metal shavings, confirming total internal destruction. The vehicle is currently un-driveable and available for inspection at the dealership. While accelerating to merge onto a high-speed public highway, the transmission suffered a sudden, severe loss of propulsion. The engine revved, but the vehicle failed to accelerate, leaving us stranded at dangerously low speeds directly in front of oncoming semi-trucks. When the gears finally caught, the vehicle began shuddering and bucking violently. This unpredictable lack of power forced oncoming high-speed traffic to swerve violently around us, creating a near-fatal hazard before I could coast to the shoulder. This failure was officially diagnosed and confirmed by Ford factory-trained technicians, and an active safety escalation case file is logged under Case Number CXH-09567360-K1C1F9. There were absolutely no prior warning lights, dashboard messages, or drivability symptoms before the transmission disintegrated without warning.

NHTSA ID

11769736

Incident

Sep 1, 2026

Vehicle is loosing power. New battery installed, and that battery is quickly draining as well. Recall issues not rectified as of 8/3/26

NHTSA ID

11767531

Incident

Aug 3, 2026

I bought my 2022 ford edge (AWD Titanium) last year and not too long after that I experienced transmission shudder. I recently spoke with a technician about this and he had mentioned that other ford edges are having the same issue as mine to the point that ford has issued a TSB on this subject. I'm sure i don't need to state the danger of the possibility of my transmission going out on the road.

NHTSA ID

11765381

Incident

Aug 4, 2025

Shuddering and jerking from 20-40 mph. Dealer reports torque converter and planetary gear problems requiring expensive repairs or replacement of the transmission.

NHTSA ID

11761647

Incident

Sep 2, 2026

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.

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.

For 20222026 vehicles equipped with a 8F35 transmission, a revision to the Road Testing Vehicle procedure has been made in the WSM, Section 307-01 > Diagnosis and Testing. This updated procedure improves the diagnosis of customer reported transmission concerns and aids in locating the proper root cause. During diagnosis and testing, details regarding whether the condition is more prevalent when the vehicle is hot or cold, throttle percentage at the time of occurrence, vehicle speed, the specific shift involved, and whether the issue occurs during transmission engagements (N>R, N>D, R>D, and/or D>R) should be noted in the warranty claim. Engineering requests including these detailed operating conditions that will significantly assist with root cause analysis. Diagnosis, testing, and repair should use established labor times outside this article.

NEW VEHICLE DELIVERY HOLD – Emissions Recall 24E09 – Supplement #1 Certain 2022-2024 Model Year Edge and 2022-2023 Model Year Nautilus Vehicles Equipped with a 2.0L EcoBoost Engine Powertrain Control Module (PCM) Reprogramming

This article supersedes TSB 25-2466 to add Bronco Sport, Escape, Maverick and Corsair, as well as removing Expedition and Navigator. One time use parts for Corsair and Bronco Sport were also added to the parts list. Some of the vehicles listed in the Model statement above may exhibit a headliner rattle or sagging condition around the roof opening panel. This may be due to the adhesive separating from the headliner substrate.

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.