2022 Lincoln Nautilus

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.

Both of the front doors have developed loud popping noises while opening and closing. A temporary fix was done by Lincoln on the passenger front door (at my expense) and the driver door is not having the same issue. Vehicle not under warranty now, so cost to me will be >$4000. Based on discussions with Lincoln body shop personnel and web search, this is a problem that has occurred with other Ford Vehicles, particularly the Escape. IF not fixed, web says internal spot welds on the door check bracket can break, causing a loud popping noise when the door opens, potential window track damage, or the door check separating from the door frame. So the door could fall off in extreme cases..... Body shop personnel say (anonymously) they're seeing lots of Lincoln Nautilus with this issue.

NHTSA ID

11761661

Incident

Aug 1, 2026

Both front doors were replaced under warranty, as the point where the hinge stop attached to the doors, was making a loud cracking sound. The dealer found that the internal metal of the doors was seperating. Our car was fixed at 48,000 miles, but in online forums, there are many people reporting this, and either have more than 50,000 miles or the dealers are saying it's not covered. Also now that we have our doors replaced, I'm skeptical that the paint will not last as long as the factory applied paint.

NHTSA ID

11761207

Incident

Jan 1, 2026

Unsure which individual or multiple system components failing. All occurred within 5 miles of home. Driving to destination noted that vehicle was acting or responding weird but did not show signs of any failure reported to daughter while speaking to her on the hands free system in vehicle but did not really pay much attention to what was happening because it did not affect the driving at that time. Approx. 1hr later left destination to head home and vehicle decided it had a mind of its own and would not respond to most physical commands ie, braking, slowing down, etc. and was actually increasing in speed. attempted to change the vehicle shifter to park, push the engine on / off button, depress brakes but no response to any of the commands. At this point so not to hurt anyone else drove into a fenced field and back out eventually hitting a tree head on. Prior to this occurring there was reporting to dealership of hard shifting but nothing else and dealership wrote off to the adaptive learning of the transmission. Vehicle was inspected by the Lincoln rep with assistance from the dealership / svc dept. and was deemed nothing was found to be wrong with car per the data box of vehicle, BUT the dealership noted in the finding in emails that the black box was only scanned for the day the Lincoln rep was at vehicle NOT the day the vehicle was in accident. as noted above the vehicle did appear o not be responding correctly driving the destination that day but it was minor not something that would have caused concern at that time BUT again on the way back home is when the incident occurred and was on phone at that time panicking on what to do hence ended up driving off road and ending up stopping due running into the tree.

NHTSA ID

11757247

Incident

Nov 23, 2022

The driver’s side front door inner sheet metal housing has suffered a severe structural failure where the door check-arm brackets mount to the vehicle frame. Under completely normal vehicle operation, the thin-gauge metal has cracked, buckled, and completely torn away from the inner door assembly. This creates an immediate safety hazard as the door can no longer be safely controlled, dampening its swing. A certified independent collision center evaluated the damage and officially recommended a total door shell replacement, explicitly warning that localized spot-weld patching is structurally insufficient to restore safety due to metal fatigue. Lincoln Client Services was formally contacted regarding this defect but refused assistance or goodwill coverage, citing a minor calendar expiration of the factory warranty. If left unaddressed by the manufacturer, this stamping defect risks the door catching wind, overextending, or failing to latch and secure properly while the vehicle is in motion, presenting a direct risk to occupants and nearby traffic.

NHTSA ID

11757108

Incident

Aug 12, 2026

Drivers side door hinge has completely broken away from interior side panel. This is a know manufacturing defect due to the weight of the door on this vehicle. We called dealership on 5/4/2026 after discovering issue, spoke with the service manager who advised us to bring vehicle to the dealership. On 5/5/2026 the vehicle was brought to Tasca Collision Center a service team member took extensive pictures of damage, stated how the repair would go forth which has since not happened. Tasca and Lincoln have refused to make repair stating that the vehicle was out of warranty effective 5/4/2026. This is also a safety issue in the advent of a side crash.

NHTSA ID

11754440

Incident

May 4, 2026

Spot welds in both front doors are failing. How would these cars do in a side impact with failing spot welds? The drivers door has approximately a 4" tear/crack around the broken spot welds.

NHTSA ID

11751759

Incident

Apr 1, 2026

Lincoln Nautilus door hinge and check strap area of the driver's door has a significant crack which could lead to door failure in the event of a crash. Manufacture has issued a CSP (Customer Satisfaction Program 23B56. Year models 2022-2024. Mine is a 2022 but the VIN does not fall in the range of known defects. Mfg. refused repair based on the VIN, but all other criteria have been met. Dealer acknowledges the defect.

NHTSA ID

11746052

Incident

Jun 17, 2026

The sheet metal around both front door hinges are cracking. Just as the Ford Escape did.

NHTSA ID

11735966

Incident

Apr 17, 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.

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.

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

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.

This bulletin supersedes 25-2627. Reason for update: To add a Step to reprogram the all-wheel drive (AWD) module for Bronco Sport vehicles. 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.