2021 Ford Edge reported problems

The records describe a problem worth checking before purchase.

“The contact owns a 2021 Ford Edge. The contact received notification of NHTSA Campaign Number: 25V315000 (Back Over Prevention). The contact had taken the vehicle to a local dealer, who was unable to complete the recall repair because the dealer was waiting on an Override Code from the manufacturer. The vehicle was not repaired. The contact stated that the manufacturer had exceeded a reasonable amount of time for the recall repair. The manufacturer was informed of the issue but was unable to help. The contact had not experienced a failure.”

The records describe a problem worth checking before purchase.

“The contact owns a 2021 Ford Edge. The contact had received notification of NHTSA Campaign Number: 25V315000 (Back Over Prevention); however, the local dealer and the manufacturer were contacted, and informed the contact that the VIN was not associated with the recall. The contact explained that a recall letter was removed from the manufacturer and was informed that the VIN was not associated with the recall. The contact stated that the rear-view camera experienced failure for approximately one year. The failure mileage was 29,821.”

The records describe a problem worth checking before purchase.

“The contact owns a 2021 Ford Edge. The contact had received notification of NHTSA Campaign Number: 25V315000 (BACK OVER PREVENTION). The contact stated that the infotainment screen occasionally glitched or displayed a blank screen whenever a call was received or while the radio was activated. The contact stated that on several occasions the screen glitched while driving. No warning lights were illuminated. The vehicle was not taken to the dealer nor an independent mechanic. The vehicle was not repaired. The manufacturer was not made aware of the issue. VIN tool showed no open recalls. The failure mileage was approximately 60,000.”

The records describe a problem worth checking before purchase.

“The contact owns a 2021 Ford Edge. The contact stated that while driving on several occasions and making a turn, there was an abnormal clicking sound coming from underneath the vehicle. The contact added that her husband did donuts continuously and observed the sound. The vehicle was taken to an independent mechanic, where it was determined that the sound in the rear axle was coming from the left rear differential. The mechanic stated that the rear differential fluid had been leaking oil for a while and that the rear differential needed to be replaced. The vehicle was not repaired. The contact associated the failure with Manufacturer Recall: 21S02. The manufacturer was notified of the failure. The failure mileage was approximately 68,000.”

The records describe a problem worth checking before purchase.

“The contact owns a 2021 Ford Edge. The contact stated that the vehicle was shuddering, and the transmission was slipping while driving approximately 0-50 MPH. No warning lights were illuminated. The transmission fluid was flushed and refilled every 20,000 miles. The local dealer was contacted, but the vehicle was not diagnosed or repaired. The manufacturer was not contacted. The failure mileage was approximately 80,000.”

The records describe a problem worth checking before purchase.

“My 2021 Ford Edge has experienced ongoing transmission issues for an extended period including delayed engagement into Reverse, flashing gear indicator lights before Reverse engagement, harsh/jumpy shifting during acceleration and deceleration, and intermittent shuddering. The vehicle previously required a torque converter replacement performed by a Ford dealership, however the symptoms continued after the repair. Today, while driving on the highway, the vehicle experienced repeated loss of power and hesitation while attempting to accelerate and maintain speed. During one highway merge, the vehicle failed to respond normally while accelerating and I was nearly struck by a semi-truck because I could not safely match traffic speed. Shortly afterward, while exiting the highway, the vehicle suddenly jolted violently and began making loud grinding noises accompanied by severe shuddering. The transmission/drivetrain appeared to fail completely, making the vehicle unsafe to continue operating. I stopped driving immediately and had the vehicle towed to the same Ford dealership that previously replaced the torque converter. I am submitting this complaint because the transmission failure created a serious safety hazard involving loss of propulsion at highway speeds, unsafe merging conditions, and risk of collision.”

The records describe a problem worth checking before purchase.

“Shudder when automatic transmission shifts. Long lag time when vehicle accelerates after throttle is engaged. Can feel and hear knock every time throttle is engaged and disengaged.”

The records describe a problem worth checking before purchase.

“Transmission has gone out with just over 100,000 and will cost $8,000+ to fix! Vehicle is binding/jerking when trying to drive. Online comments appear to indicate Ford is aware of an issue with this vehicle, seems it was not manufactured properly to begin with and consumers were taken advantage of and left in tough circumstances when it fails.”

The records describe a problem worth checking before purchase.

“Purchase this vehicle at 30,000 miles have problems with it since day one with the ABS rear brake dragging I've done had two ABS control modules replaced the ABS control pump the torque converter because the brakes are tearing the torque converter out of it from all the strain. It does it intermittently. All of the repairs have been done through Ford they had to replace the when the brake rotors the calipers brake pads because of how hot the brake system is getting. The brakes will start dragging which will heat up the brake system and they will start putting herself in a bind. Four don't know what's causing it they said they think it could be an electrical issue that's causing the ABS control module to go hay wire and I wasn't getting any codes at all. Except once and it's in Walt's communication that aBS control module a. This problem is going to get myself or my family or your family killed on the roads”

The records describe a problem worth checking before purchase.

“Transmission total failure at 118000 miles vehicle had shutting and jerking problems for about 40000 miles.”

The records describe a problem worth checking before purchase.

“Ive been having problems with my 21 ford edge. I looked online to see what it could be. I came across a bulletin about reprogramming the pcm. My car was spudderinglosing power and I notice jerking and I was going through gas like crazy. So we called the Ford dealership make an appointment to have them reprogram the pcm. That did not work though. They suspect it to me the torque converter. I see that there are a lot of other ford owners that are having the same problems as I am. And from what I understand ford knew about this and still haven't done anything about it. I rely on this vehicle to get me back and forth to work 60 miles 4 days a wk. My children are in the car with me relying on me to get them places. Its not fair we have to pay for their mistakes. We want what's right and that is them to pay for their mistakes. Please”

The records describe a problem worth checking before purchase.

“In Late October 2025 my 21 Edge started having issues at 35-40mph, seemed to be jerking while accelerating. No Dash/Check engine lights. I took the vehicle to the Dealer that I bought it from and I was told that it was the ERG Valve, we replaced that and it is still having the exact same issue. We took the vehicle to another Ford Dealer and they told us it is the Torque Converter and they want $5700.00 to fix it. The vehicle only has 70k miles on it. This is just past factory warranty and FORD is not willing to help with cost. The Part to fix this is only $300 and they are charging all of that in labor for a known and common issue with their vehicles. Now, I had just bought this car from the first Ford Dealership in April 2025 and I am already at this much of a loss.”

The records describe a problem worth checking before purchase.

“8F35 transmission problem - shuddering and jerking - harsh shifting(delayed acceleration, slipping between gears) The car goes into drive when it’s in park. It goes into drive when it is also in reverse. Incredibly dangerous software glitch”

The records describe a problem worth checking before purchase.

“The transmission whines and jerks. The dealership verified. It was rebuilt and now it’s doing the same thing again”

The records describe a problem worth checking before purchase.

“Transmission and transfer cases. The car sputters when taking off from a stop.”

The records describe a problem worth checking before purchase.

“Loss of Motive Power 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 records describe a problem worth checking before purchase.

“Some 2021-2025 Ford/ Lincoln vehicles equipped with SYNC4 may not be able to perform an update to the accessory protocol interface module (APIM). This may be due to the software in the APIM. Ford Engineering has de-activated the ability to update these SYNC4 APIM modules as applicable, and the Ford Diagnosis and Repair System (FDRS) will not present an update for the APIM module. Some existing directed repairs may be impacted, check Professional Technician System (PTS) before attempting any specific technical service bulletin (TSB)/special service message (SSM) and check field service action (FSA) landing pages before attempting any FSA repairs. For any vehicle repairs requiring a software update that includes an APIM update in the programming sequence, if the 5-digit product code for the APIM software is equal to or lower than 23187, do not attempt to update affected modules at this time. To determine the 5-digit product code for the APIM software on the vehicle, while the vehicle center display screen is powered up with ignition in run or accessory, go to Settings > General > About SYNC. ”

The records describe a problem worth checking before purchase.

“Some 2021-2025 Ford/ Lincoln vehicles equipped with SYNC4 may not be able to perform an update to the accessory protocol interface module (APIM). This may be due to the software in the APIM. Ford Engineering has de-activated the ability to update these SYNC4 APIM modules as applicable, and the Ford Diagnosis and Repair System (FDRS) will not present an update for the APIM module. Some existing directed repairs may be impacted, check Professional Technician System (PTS) before attempting any specific technical service bulletin (TSB)/special service message (SSM) and check field service action (FSA) landing pages before attempting any FSA repairs. For any vehicle repairs requiring a software update that includes an APIM update in the programming sequence, if the 5-digit product code for the APIM software is equal to or lower than 23187, do not attempt to update affected modules at this time. To determine the 5-digit product code for the APIM software on the vehicle, while the vehicle center display screen is powered up with ignition in run or accessory, go to Settings > General > About SYNC. ”