2022 Ford Maverick Hybrid

On January 31, 2024, The Office of Defects Investigation (ODI) opened a Preliminary Evaluation (PE24002) to investigate loss of motive power allegations in model year (MY) 2021 Ford Bronco Sport vehicles. Consumers reported a loss of engine power accompanied by complete electrical system failure either while driving or after stopping at a traffic light or stop sign. The vehicles generally could not be restarted, and the incidents were commonly diagnosed by dealerships to a failed 12-Volt (12V) battery. On April 12, 2024, Ford issued safety recall 24V-267 covering 456,565 MY 2021-2024 Ford Bronco Sport and MY 2022-2023 Ford Maverick vehicles. The recall addressed loss of motive power resulting from sudden degradation of the 12V battery during the drive cycle. The recall remedy consisted of software updates to the body control module and the powertrain control module. The updated software aimed to provide warning to consumers when the battery is failing and inhibit certain vehicle functions which can lead to loss of motive power incidents. Additionally, Ford removed the existing 12V Enhanced Flooded Battery (EFB) as both a service component for the subject vehicles and original equipment for newly built Bronco Sport vehicles (during MY 2024 production), replacing it with a more robust absorbed glass mat (AGM) battery. The same AGM battery had been incorporated into Ford Maverick production in late 2022. Following recall 24V-267, ODI received loss of motive power complaints in vehicles that had previously received Ford’s software-based remedy. Consumers reported that they did not receive warnings related to the 12V battery or the vehicle’s electrical system before the loss of power. On November 15, 2024, ODI opened Recall Query (RQ24014) to assess the effectiveness of the 24V-267 recall remedy. On January 19, 2025, Ford issued recall 25V-019 covering 272,817 MY 2021-2023 Bronco Sport and MY 2022-2023 Ford Maverick vehicles. The new recall addressed the same hazard as 24V-267 but required replacement of the existing 12V battery with an AGM battery as the remedy. Ford reported that following the opening of RQ24014, it evaluated several field-returned 12V batteries, and determined that EFBs produced by battery supplier Camel potentially contained internal manufacturing defects causing loss of motive power. Ford further concluded that the software updates provided in the 24V-267 recall remedy were unable to detect battery failures quickly enough to avoid loss of motive power. Vehicles previously within the scope of recall 24V-267, but outside of the scope of recall 25V-019, are equipped with EFBs produced by a different battery supplier (Clarios). When recall 25V-019 was issued, Ford had not identified any Clarios EFBs exhibiting the same failure mode as the Camel EFBs. In light of Ford’s recall action, ODI is closing this Recall Query. The agency will continue to monitor loss of motive power complaints in Bronco Sport vehicles equipped with Clarios EFBs and 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.

Engine long block assembly needed replacement. TPMS continues to fail. Axles make vehicle shake when going freeway speeds.

NHTSA ID

11766429

Incident

May 25, 2025

While driving, the dashboard very quickly flashed the words "Charging System Service Soon" so fast I almost couldn't read it. Normally messages remain on the screen until I acknowledge them, but this was not the case. This happened at least 3 times within 30 minutes. When I got home, I parked and turned off the car. When I needed to turn the car back on shortly after, the vehicle would not turn on. I was able to get it jump started and immediately drove it to the Ford Service Center. The tech notes indicated: "Found SSM for concern. Required some module updates. During update, the PCM bricked due to low power. Through nearly 7 hours of testing, found the soldered connection of the main battery cable from battery to battery junction box is no longer connected and has caused a short circuit through the whole harness. There was a recall that expired in 2024 that was for this exact concern. (22B39) Recommendation is to replace full wiring harness and verify all modules are programmed properly. Pending customer approval.”" This is a safety concern in the sense that the disconnected battery cable could have led to the vehicle losing power while driving. Losing the ability to control the vehicle in this manner is a serious danger to me and other drivers, and I am grateful I was not driving when it lost power due to the disconnection.

NHTSA ID

11766234

Incident

Sep 10, 2026

the factory installed lead acid battery is not sufficient to support the electrical hybrid system. my vehicle died and went into deep sleep mode after 1 week of ownership ( i am the original owner). I was stranded in another state and had to call Ford roadside assistance to come jump start the battery. after approximately 4 months of consistent deep sleep mode issues ( i had since carried a jump box with me to avoid being stranded after first incident) i brought veicle to the Ford dealership and their fix was to replace the factory installed battery, which was reading low voltage, with the same new motorcraft battery. the issues continued after new battery install and after several attempts with different Ford dealerships for a permanent fix, i referenced recall 25s02, i was told my vehicles vin did not fall within the recall even though my vehicle exhibited the same problem. the recall 25s02 called for the dealer to replace the factory lead acid battery with an AGM battery and perform a battery relearn. i was unable to get any Ford dealer to perform the recall on my vehicle and was forced to purchase an AGM battery and install same myself and perform a battery relearn. since installing said AGM battery I have not any deep sleep issues with the vehicle or any incidents where the vehicle needed to be jump started. I feel that my vehicle should have fallen under this recall as it exhibited the same problems as mentioned above and fixing it myself with the recalls solution (replacing lead acid with AGM battery) has fixed said issue.

NHTSA ID

11766171

Incident

Apr 16, 2022

The contact’s husband who owns a 2022 Ford Maverick. The contact stated that while her husband was reversing to complete a 3-point turn, the brakes failed to respond while the brake pedal was depressed, causing the vehicle to drive into a ditch and then crashed into a large boulder alongside the driveway. The contact stated that the pre-crash alert illuminated prior to the crash. The rear passenger's side bumper was damaged, and wires were hanging down. The vehicle was towed to a dealer, where the contact was informed that no brake failure was found. The contact stated that the insurance company had inspected the vehicle. The driver had emotional distress and might have sustained a bruise. The failure mileage was approximately 46,100.

NHTSA ID

11764978

Incident

Aug 27, 2026

Mileage

46,100 mi

I have already had the cv axles replaced under the extended customer satisfaction program in January 2026, but today while doing a cross country move, the outer boot on the drivers side showed significant grease loss, and the inner boot on the passenger side tore off with a very severe clunk, noise, and shake while braking and accelerating. Thankfully the cv axle did not separate, but a failure could have resulted in a loss of control. This will be going to the dealership tomorrow. No warning lights, messages, or symptoms that I could observe before the 1000 mile trip across yesterday and today.

NHTSA ID

11764584

Incident

Sep 15, 2026

My 2022 Ford Maverick Hybrid has twice suddenly entered limp mode and experienced a substantial loss of power. The first incident occurred on or about XXX. After leaving my subdivision, I turned onto [XXX], which has a posted speed limit of 55 mph. The vehicle immediately lost power and entered limp mode, and the engine and wrench warning lights appeared. The weather was clear and sunny. I was able to drive several miles at substantially reduced power and return home. On XXX, at 83,600 miles, Louisburg Ford retrieved DTC P1061, determined that Ford TSB 25-2454 applied, and reprogrammed the required modules. The second incident occurred on 9/13/2026. My husband and I were returning home after traveling through [XXX], [XXX], and [XXX]. We were driving northbound on I-35 near mile marker 182 at the [XXX] exit, just south of [XXX]. It was completely dark and storming, with rain and lightning, when the vehicle again entered limp mode and lost power in highway traffic. We were fortunate to have cellular service and a gas station nearby. Otherwise, we could have been stranded in dangerous conditions. On XXX, at 106,338 miles, the same dealer retrieved the same P1061 code and again applied TSB 25-2454 by reprogramming the PCM. The same loss-of-power condition, code, and Ford-prescribed repair recurred within approximately 11 months and 22,738 miles. The dealer advised that there is no guarantee it will not happen again. I am concerned that this sudden loss of acceleration or motive power could recur at highway speed and cause a crash. I request that NHTSA investigate this recurring condition and whether TSB [XXX] provides an adequate remedy. INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6)

NHTSA ID

11764238

Incident

Sep 12, 2026

What component or system failed, and is it available for inspection? The right frame engine mount, differential/rear mount, and upper engine mount were all torn or broken. Both front CV axle shafts also needed replacement. Repaired 8/17/2026 by Miami County Auto, Louisburg, KS (invoice #13092). No, I don't have the parts anymore. How was your safety or the safety of others put at risk? The vehicle developed a wobble/vibration under acceleration that was reported as "getting worse" — pronounced enough to visibly shake objects in the cabin. The shop noted the engine mounts were torn/broken, allowing excess engine movement, which increases risk of further mount or drivetrain component failure and loss of vehicle control, especially at highway speeds or during hard acceleration. Has the problem been reproduced or confirmed by a dealer or independent shop? Yes — confirmed and repaired by an independent shop (Miami County Auto) on 8/17/2026 at 104,205–104,211 miles. Not taken to a Ford dealer. Has the vehicle been inspected by the manufacturer, police, insurance, or others? No — only inspected and repaired by the independent repair shop noted above. Were there warning symptoms before failure, and when did they first appear? Yes — a wobble/vibration under acceleration that subsided when off the throttle, and progressively worsened over time before the repair. Originally I thought it was a recently repaired tire that was unbalanced. Took it to Ford dealership to rebalance. They said there was no wobble (there was) and took it the independent shop.

NHTSA ID

11760577

Incident

Jul 28, 2026

On 7-2-26, my 2022 Ford Maverick Hybrid was brought to College Station Ford to receive the remedy for mandatory Safety Recall 24S59 (NHTSA Campaign 24V684000) regarding the frozen Rear View Camera display image. Prior to this service, the vehicle’s electrical, starting, and hybrid systems functioned flawlessly without error.Immediately following the completion of the recall service, which required a software flash of the Connected Touch Radio/Audio Control Module (ACM), the vehicle suffered a catastrophic module network failure resulting in a permanent no-start condition. The vehicle's Powertrain Control Module (PCM) and Body Control Module (BCM) have glitched into a permanent High-Voltage System Isolation Lockout loop.Independent professional laboratory load-testing has certified that the vehicle's low-voltage 12V auxiliary battery is healthy, fully charged, and completely functional. However, the vehicle can currently only be turned on by attaching an external 12V jump-pack directly to the battery system. This external voltage spike manually overrides the corrupted software communication loop, forcing the vehicle's electrical relays to close.The dealership has refused to remedy this botched recall programming, claiming the physical hybrid high-voltage lines have suddenly failed. Because a low-voltage 12V jump-pack cannot power or repair broken high-voltage traction lines, the vehicle is suffering from a software-induced safety lockout directly caused by the failed execution of Recall 24S59.This presents an active, extreme safety hazard. A hybrid powertrain suffering from un-remedied module communication failures and high-voltage isolation fault lockouts risks a sudden, unexpected, and catastrophic loss of motive power while operating at highway speeds on public roads.I am filing this report because the manufacturer's official recall remedy has introduced a dangerous, debilitating safety flaw to the vehicle's primary powertrain loop.

NHTSA ID

11755155

Incident

Jul 2, 2026

For Various Ford and Lincoln vehicles, if diagnostics lead to the replacement of the front seat cushion cover J-clips, lower-level service parts are now available. Use service part W709919-S901 if the J-clip is completely detached from the seat cover and W715386-S424 if the clip is still partially attached. It is not necessary to replace the seat cover if only the J-clip is separating from the cover. Refer to PTS Home > Technical Assistance > Technical Support Videos > Section 501- Body and Paint > Seat J-Clips. For claiming, use causal parts from list below and labor operations 63100A and 63100A5. Causal Parts for claiming: Bronco/Bronco Sport/Escape/Explorer/Expedition/Navigator: 7862900 or 7862901 F-150/F-Super Duty: 1562900 or 1562901 Ranger/Maverick: 6062900 or 6062901

Customer Satisfaction Program 25M03 Certain 2020-2025 Model Year Escape, 2021-2025 Model Year Corsair and 2022- 2025 Model Year Maverick Vehicles equipped with a 2.5L Hybrid or Plug-In Hybrid engine - Exhaust Gas Recirculation (EGR) Differential Pressure Sensor Replacement, if Required After Dealer Evaluation

Some 2022-2024 Maverick Hybrid vehicles may exhibit an intermittent vibration and/or crunching noise after a cold start while the engine is running with the vehicle stationary in drive with no throttle input and brakes applied. An intermittent engine rocking or rolling motion in one direction may also be observed while the concern is present with the hood open. The noise may be present with no drivability concerns, relevant diagnostic trouble codes (DTC) stored, warning indicators illuminated and/or warning messages displayed. The noise may reduce or be eliminated after several minutes of driving when the powertrain warms up. This condition does not affect vehicle durability and no additional diagnosis or service is required for this condition at this time. Inform customers that they can continue to drive the vehicle and engineering is currently working on a solution for this condition that is expected in Q3 of 2026. Replacement of the engine or transmission will not resolve this condition. Monitor Professional Technician System (PTS) for additional information and schedule

Some 2022-2024 Maverick hybrid vehicles may exhibit various electrical symptoms and/or a no crank/no start condition related to an intermittent 12V battery drain that has discharged the 12V battery. This may be due to the software in the anti-lock brake system (ABS) module. To correct this condition, download and run the "ABS - Anti-lock Brake System (ABS) Module Software Update" and "ACCM - Air Conditioning Control Module (ACCM) Software Update" applications using the latest software level of the Ford Diagnosis and Repair System (FDRS) scan tool. For claiming use causal part 2005 and labor operation 12651D along with MT2005SSM up to 0.4 hours for ABS module and ACCM programming.

Some 2022-2024 Maverick hybrid vehicles may exhibit a no crank/no start condition with a discharged battery due to a 12V battery drain. This may be due to the software in the air conditioning control module (ACCM). To correct the condition, perform a battery condition test as outlined in Workshop Manual (WSM), Section 414-01 Battery > Mounting and Cables > Diagnosis and Testing > Pinpoint Test A. Download and run the "ACCM - Air Conditioning Control Module (ACCM) Software Update" application in the Ford Diagnosis And Repair System (FDRS) scan tool. If the battery was replaced, download and run the "BCM - Reset The Battery Monitoring Sensor Learned Values" application in FDRS. For claiming, use causal part 19703 and labor operations 10654C and 10654C1 for the battery test and service. Use labor operations 12651DS and 12651D4 for ACCM programming.

Some 2022-2024 Maverick hybrid vehicles may continue to exhibit a no crank/no start condition due to a 12V battery drain after performing the air conditioning control module (ACCM) software update. This may be due the brake pad self-adjustment routine being run by anti-lock brake system (ABS) module software. Inform customers engineering is aware of this condition and is currently developing an ABS module software update that is expected to be available in late Q2 of 2026. To avoid this 12V battery drain condition, inform customers that they can apply the parking brake when the vehicle is turned off. This will prevent the ABS module from running the self-adjustment routine. <br /><br /> If a vehicle comes in for this condition and ABS software is not suspected, refer to the "Discharged Battery/12-Volt Battery Drain Check" General Service Bulletin (GSB) and monitor Professional Technician System (PTS) for additional information. Schedule service appointments for customers once the repair becomes available. If a vehicle exhibits this concern, submit a Global Concern Report (GCR).