2022 Ford Explorer

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.

On July 17, 2023, the Office of Defect Investigation (ODI) opened this Recall Query (RQ) after receiving 2 consumer complaints alleging loss of vehicle forward power and/or loss of transmission torque of the rear wheels in model year (MY) 2020-2022 Ford Explorer vehicles (subject vehicles). The RQ was opened to focus on the effectiveness of the remedies of Recalls 22V-255 and 23V-199 related to the alleged problem. Recall 22V-255 involved replacing the bushing and axle cover in the following subject vehicles: 3.3L FHEV Police built before October 14, 2020, and 3.3L Gas Police vehicle built before January 31, 2021. For 2.3L RWD, 3.0L PHEV, 3.3LFHEV, and 3.0LST retail (non-police) vehicles, the recall provided an PCM software update to engage the Electronic Park Brake (EPB) when Park is commanded. The recall addressed a breakage of the rear axle bolt that can cause the driveshaft/half shafts to disconnect, resulting in a loss of transmission torque to the rear wheels necessary to hold park. If the parking brake is not applied, the loss of the primary park torque will allow the vehicle to roll in park increasing the risk of crash and injury. Recall 23V-199 addressed 674 of the subject vehicles produced from February 2, 2019 to April 4, 2022, which received an incorrect remedy under Recall 22V-255. The affected vehicles had received a previous Powertrain Control Module (PCM) update which did not include an automatic EPB engagement when vehicle is shifted to park. On October 17, 2023, Ford filed a new safety recall (Recall 23V-675) covering 238,364 MY 2020-2022 Explorer vehicles with the following powertrains: 3.3L FHEV Police, 3.3L Gas Police, 3.0L Gas Police, 2.3L RWD, 3.0L PHEV, 3.3L FHEV, 3.0L RWD and 3.0L AWD, produced from October 22, 2018 to July 6, 2022, equipped with a 3-point mounted axle design. Ford stated that the cause of the bolt fracture is due to joint design not robust to peak axle input torques and manufacturing variability. The primary contributor is insufficient bearings for maximum joint loads. This can result in bearing deformation, increasing bending stress on the bolt, which may lead to fatigue failure. On January 19, 2023, Ford amended Recall 23V-675 to add 1,942 MY 2020-2022 Explorer vehicles with the following powertrain: 3.0L RWD Platinum and King Ranch variant, produced from October 22, 2018 to July 6, 2022, equipped with a 3-point mounted axle design. In addition to the safety recall, Ford will conduct a customer satisfaction program for the following MY 2020-2022 Explorer vehicles with the following powertrains: 2.3L AWD, 3.3L Gas Retail, 3.0L Gas AWD Platinum and King Ranch, produced from October 22, 2018 to July 6, 2022. Ford stated that the Explorer powerpack variants not covered under Recalled 23V-675 do not present an unreasonable risk to motor vehicle safety due to the combination of lower peak torque levels and torque management strategies to share inputs between front and rear axles, reducing occurrence of higher torque.  According to Ford, this is also evidenced by the lower current and projected failure rates. In view of the recall action being taken by Ford, ODI is closing this RQ. NHTSA will continue to monitor complaints from the customer satisfaction program vehicles and reopen this issue, if necessary. The agency reserves the right to 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.

RECALL COMPLIANCE & SAFETY DEFECT DESCRIPTION: The vehicle was transported via roadside assistance to a licensed manufacturer dealership due to severe engine overheating under an active manufacturer safety recall. Service personnel systematically modified intake paperwork to alter the true mechanical state upon arrival, removing safety recall and towing documentation. Intake files were falsified with the notation stating that the customer reported a bad battery, executed solely to evade mandatory factory safety recall tracking protocols and obscure dealer liability for subsequent failures. UNAUTHORIZED SHOP-FLOOR HAZARDS & MECHANICAL DAMAGE: Following custody transfer, shop technicians induced severe physical damage to the vehicle's twin-turbocharger assembly, resulting in a snapped turbo stud and a torn engine air filter. The vehicle was subsequently operated on public roads by shop personnel for 75 to 80 unauthorized miles under active engine overheating conditions without correcting thermal or safety recall failures, creating an immediate risk of catastrophic engine block structural cracking. The safety failures triggered 13 critical system fault codes across powertrain, electrical, and battery systems, which went entirely unaddressed while the shop attempted to compel payment under an altered repair estimate. CYBER SABOTAGE OF OUTBOUND SAFETY TELEMATICS: To actively obstruct diagnostic tracking and safety verification, shop staff executed a forced remote network reset of the vehicle's cellular modem. This reset deliberately severed user profile access and entirely deactivated the outbound telematics pipeline to systematically block the outbound transmission of the 13 powertrain and thermal fault messages to the user and manufacturer databases.

NHTSA ID

11755278

Incident

Jun 19, 2026

I purchased a 2022 Ford Explorer XLT in March 2026 with approximately 19,500 miles on the vehicle. While driving, I suddenly heard a loud noise above me. I looked up and discovered that a clip from the panoramic sunroof shade had broken. I took the vehicle to the dealership for inspection and was informed the repair would cost approximately $500. While waiting at the dealership, another customer arrived with the same problem on their Ford Explorer. This is a safety concern because the unexpected noise distracted me while I was driving and caused me to look away from the road to determine what had happened. A component of the panoramic sunroof shade should not fail under normal use, especially at such low mileage.

NHTSA ID

11755213

Incident

Jul 23, 2026

Exhaust manifold turbo charged cracked while driving. Exposing everyone in the vehicle to raw exhaust inside the vehicle every time it is driven. The replacement part is back ordered until September 16th from the dealership. I was told this is an extremely common issue with ford explorers. I don’t understand how this part is not recalled. It has slowly gotten worse and worse. No warning lamps came on. You can hear the engine or manifold rattling/ticking while the vehicle is running. The vehicle is available for inspection. I brought the vehicle to a repair shop called MIDAS. Where I was told exactly what was wrong with it. The problem is reproduced every single time the vehicle is on. The replacement part is also not covered under fords “emissions warranty”. Even though it is part of the emissions.

NHTSA ID

11755072

Incident

Jul 13, 2026

The contact owns a 2022 Ford Explorer. The contact stated that while driving at an undisclosed speed, there was an abnormal sound coming from the vehicle before the engine seized. The check engine warning light was illuminated. The vehicle restarted after several attempts and was driven to the residence. The contact's minor grandchild was an occupant in the vehicle when the failure occurred. The contact stated that the temperature was extremely hot outside when the failure occurred. The failure was a persistent failure. The vehicle was not diagnosed or repaired by an independent mechanic or dealer. The contact received notification of NHTSA Campaign Number: 25V455000 (Fuel System, Gasoline); however, the part to do the recall repair was unavailable. The manufacturer was not made aware of the failure. The failure mileage was approximately 60,000.

NHTSA ID

11754722

Incident

Aug 1, 2025

Mileage

60,000 mi

This recall - NHTSA Recall Number25V455 has been issued since over a year ago. Why is there not a fix for this issue yet? This needs to be elevated. Vehicle is driving very rough and could be due to this issue.

NHTSA ID

11753910

Incident

Jul 30, 2026

Known defect among Explorer owners. The shade for the sunroof runs along tracks. That track is Known to fail causing the sunshade to fall down and blocks visibility out the rear windshield and inability to use the rear view mirror effectively. My vehicle was unsafe to drive until going to the dealership. They checked it and left it hanging down until I requested for it to be amended before driving home. They noted this is a known issue to Ford. They said the only way to fix it was to install a brand new system & there was no minor fix to components.

NHTSA ID

11753818

Incident

Apr 18, 2024

The interior panoramic sunroof shade cloth has failed along both side tracks and is sagging excessively. This is causing obstructed view through the rear view mirror. Also casues the sun roof not to be able to function. The problem began at 32k miles, vehicle currently has 40k miles.

NHTSA ID

11752763

Incident

Mar 1, 2025

The contact owns a 2022 Ford Explorer. The contact stated that the front windshield wiper was operating intermittently. The contact received notification of NTHSA Campaign Number: 26V117000 (Visibility); and associated the failure with the recall. However, the part to do the recall repair was not yet available. The local dealer was contacted. The contact stated that the manufacturer had exceeded a reasonable amount of time for the recall repair. The manufacturer was not made aware of the failure. The failure mileage was unknown.

NHTSA ID

11751835

Incident

Jul 21, 2026

Some 2020-2025 Explorer vehicles equipped with a power roof opening panel may exhibit a sunshield with localized bunching or binding/inoperative. This may be due to a broken or missing sunshield fabric retainer/clip. A revised sunshield clip (LJ6Z-5452118-B) is now available to address this condition. It is not necessary to replace the entire sunshield assembly if the clip(s) are broken or missing. Refer to Workshop Manual (WSM), Section 501-17 Roof Opening Panel > General Procedures > Inspection and Replacement of the Roof Opening Panel Shield Clip.

Some 2021-2023 F-150 vehicles equipped with a 3.5L PowerBoost engine, 2020-2026 Explorer vehicles equipped with a 3.3L hybrid engine, and 2020-2023 Lincoln Aviator vehicles equipped with a 3.0L EcoBoost hybrid engine may exhibit an illuminated powertrain malfunction (wrench) indicator with diagnostic trouble code (DTC) P0A1E stored in the powertrain control module (PCM). The vehicle may be unable to enter electric-only drive modes as expected during normal drive cycles. This may be due to the belt integrated starter generator (BISG). For vehicles with this condition, follow the necessary Pinpoint Test in Workshop Manual (WSM), Section 303-06 for DTC P0A1E and repair the vehicle as directed. Note that previous replacement of the BISG does not negate the need for subsequent BISG replacements if directed to do so by the appropriate Pinpoint Test diagnostics. Engineering is investigating this BISG quality concern. Monitor PTS for updates regarding this investigation.

NEW VEHICLE DELIVERY HOLD - Emissions Recall 26E04 Certain 2021-2025 Model Year F-150, Maverick, Mustang, Ranger, Expedition, Bronco Sport, Explorer, Bronco, Navigator, and Aviator Vehicles Powertrain Control Module Software Update

This bulletin supersedes 26-2241. Reason For Update: update the parts list to correct the claim quantity of the part number JB3Z-4B496-B from 3 to 6. Some of the vehicles listed in the Model statement above may exhibit at least one of the following conditions: * Harsh 3-4, 4-5 upshifts * Harsh 5-3, 4-3 downshifts * Harsh reverse engagements These symptoms may be worse when cold. This may be due to the F clutch friction plates brinelling into the clutch and planetary container cylinder (7B177).

This article supersedes 25-2302. Reason for update: update the labor time allowance for F-150 vehicles, update the Parts list to replace the part number W716979-S439 with W721084-S439, and add a note for LV fluids XT-10-QLVC and CXT-10-LV6 "Transfer Case Fluid". Some of the vehicles listed in the Model statement above may exhibit at least one of the following conditions:  Harsh engagement  Delayed engagement  Harsh shift  Delayed shift  Illuminated malfunction indicator lamp (MIL) with diagnostic trouble codes (DTC)s P0751, P0752, P0756, P0757, P0761, P0762, P0766, P0767, P0771, P0772, P2700, P2701, P2702, P2703, P2704, P2705, P2707, P2708, P0729, P0731, P0732, P0733, P0734, P0735, P0736, P076F, P07D9, P07F6 and/or P07F7 stored in the powertrain control module (PCM) or transmission control module (TCM). This may be due to axial movement of the CDF clutch cylinder sleeve causing hydraulic circuit leaks. NOTE: If internal transmission service is required to address a concern detected with the CDF clutch cylinder following this article, technicians should carefully inspect and replace other tra

For 20202026 vehicles equipped with the 10R60 transmission, a new Transmission Clutch Circuit Leak Test has been introduced in the Ford Diagnosis and Repair System (FDRS). This test utilizes the pressure and vacuum transducer (PVT) when available. Workshop Manual (WSM) updates related to this diagnostic procedure are planned for release in Q4 2026. The new test improves the accuracy of detecting leaks within transmission fluid circuits and replaces the previous air check method. The previous air check procedure has been shown to produce a high rate of false positives, which may lead to unnecessary repairs when no actual leak is present. Accordingly, the air check procedure is not to be used for diagnosing internal transmission hydraulic leaks or as justification for transmission replacement.