Steering. Review the 70 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
Engine. Review the 24 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
Service Brakes. Review the 21 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →

NHTSA owner reports · September 18, 2026 snapshot.

6 crash reports3 fire reports1 injury reports

Engine complaints

24 reports

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12,000 miles · Feb 15, 2014

Electrical SystemEngineFuel/propulsion System

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A RECURRING ISSUE WITH THE ELECTRICAL/BRAKE SYSTEM OF THIS VEHICLE WAS A RANDOM-OCCURRING "SHORT" OR ELECTRICAL SYSTEM GLITCH THAT WOULD PARTIALLY DISABLE THE ELECTRIC POWER BRAKING SYSTEM AND CAUSING A SUBSTANTIAL LOSS OF ENGINE POWER, WHICH CAUSED THE BRAKING CAPABILITY OF THE VEHICLE TO BE REDUCED TO A BARELY FUNCTIONING OPERATIONAL LEVEL AS WELL AS THE LOSS OF POWER STEERING. THIS OCCURRED AT LEAST 20-TIMES DURING OUR FIRST 22-MONTHS OF OWNERSHIP. THIS SUDDEN AND SEVERE LACK OF BRAKING REQUIRED THE VEHICLE TO HAVE THE TRANSMISSION DOWNSHIFTED TO A LOWER FORWARD GEAR AND A HARD MECHANICAL EFFORT APPLIED TO THE BRAKE PEDAL AND STEERING WHEEL TO BRING THE VEHICLE TO A STOP. WITH THE VEHICLE STOPPED, THE IGNITION COULD BE TURNED-OFF AND THE KEY REMOVED. WHEN THE KEY WAS RE-INSERTED AND TURNED TO "START", THE VEHICLE WOULD ALWAYS START AS IF THE ENTIRE ELECTRICAL SYSTEM HAD "RESET". THIS REQUIRED A TOTAL OF FIVE (5) DIFFERENT MULTIPLE-DAY REPAIRS AT THE LOCAL FORD DEALER IN ATTENTION TO THE NORMAL MAINTENANCE INTERVALS SERVICE. EACH OF THE 5-"POWER PROBLEM" REPAIRS WERE FOUND TO BE FROM DIFFERENT CAUSES, INCLUDING BUT NOT LIMITED TO: FAULTY STARTING-BATTERY LOCATION AND WIRING HARNESS DAMAGE, FAULTY WIRING ASSEMBLY (DIFFERENT LOCATION), ABS BRAKE SENSOR MODULE. THE FORD DEALER WE PURCHASED THE VEHICLE FROM, AND FORD CORPORATE ULTIMATELY DID NOT STAND BEHIND OUR PURCHASED "FORD PREMIUM SERVICE PLAN" OR OUR PURCHASED "FORD EXTENDED SERVICE MILEAGE CONTRACT" COSTING US OVER $2,000 OF OUT-OF-POCKET AND "NON-COVERED" PLAN EXPENSES. BECAUSE OF THE RANDOM AND SEVERELY UNSAFE POWER AND BRAKING CONDITIONS OF THIS VEHICLE, IN ADDITION TO THE EXCESSIVE REPAIRS AND FINALLY THE NON-RESOLUTION ATTITUDE AND NON-PERFORMANCE OF THE FORD MOTOR COMPANY, WE SOLD THIS VEHICLE AS A DEALER TRADE-IN FOR THE PURCHASE OF A NEW SUV FROM A DIFFERENT MANUFACTURER AND DEALER. *TR

NHTSA ODI #10564515

43,000 miles · Oct 17, 2013

EngineVehicle Speed Control

WHILE DRIVING ON THE HIGHWAY, MY CHECK ENGINE LIGHT CAME ON AND THE CAR IMMEDIATELY SWITCHED FROM GAS TO ELECTRIC. FROM THAT POINT ON, THE CAR WOULD NOT TRANSITION BACK TO GAS. TOOK THE CAR TO FORD AND HAD TO HAVE THE THROTTLE BODY AND MOTOR ASSEMBLY REPLACED. *TR

NHTSA ODI #10548237

78,000 miles · Sep 30, 2013

EngineFuel/propulsion SystemPower Train

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9-27-2013, MY CAR WAS IDLING WEIRD AT A RED LIGHT. I LOOKED AT THE RPM GAUGE AND IT WAS BOUNCING ERRATICALLY. AT SOME POINT MY WRENCH DASH LIGHT CAME ON. I WAS DRIVING THRU A NEIGHBORHOOD AT THE TIME SO MY CAR SEEMED TO BE OK GOING BETWEEN 30-40 MPH, BUT AT EVERY RED LIGHT MY CAR SEEMED LIKE SOMETHING WAS WRONG. IT WASN'T GOING INTO ELECTRIC MODE LIKE IT NORMALLY WOULD. I DROVE ON THE INTERSTATE FOR A MILE AND MY CAR WOULD NOT ACCELERATE OVER 40-45 MPH SO I PUT ON MY HAZARDS AND DID MY BEST DRIVING IN TRAFFIC. THE ESCAPE WAS ACTING LIKE IT WAS DYING AT ONE POINT AND STARTED DECELERATING SO THEN I KEPT PRESSING THE GAS PEDAL TO THE FLOOR AND IT STILL WOULDN'T GO OVER 45 MPH . I STOPPED AT A RED LIGHT ABOUT A MILE FROM MY HOUSE AND TURNED THE ENTIRE CAR OFF AND SAT FOR A MINUTE OR SO. WHEN I STARTED IT BACK UP THE WRENCH LIGHT WAS OFF. I TOOK THE CAR TO MY NEAREST FORD DEALERSHIP THE NEXT MORNING AND WAS TOLD THAT NO DIAGNOSTIC CODES WERE COMING UP BUT THE TECH DID SOME SPECIAL TESTS AND DETERMINED THAT MY MASS AIR FLOW SENSOR NEEDS TO BE REPLACED. SO THAT'S WHAT THEY DID. I ASKED IF THEY COULD ALSO REPLACE THE THROTTLE BODY AND HE TOLD ME THAT THEY WOULD HAVE TO SEND THE PART TO FORD AND IF THERE WASN'T ANYTHING WRONG WITH IT THEY WOULD BE OUT THAT MONEY SO THEY COULD NOT REPLACE THE THROTTLE BODY. MY CAR IS AT ~78,000 MILES SO THIS SEEMS LIKE A PROBLEM I SHOULD NOT BE HAVING. MY WRENCH LIGHT CAME ON ONCE BACK ON 7-22-13, ON A ROAD TRIP BUT WE PULLED OVER ON THE SIDE OF THE ROAD, TURNED THE CAR OFF AND BACK ON AND IT NEVER CAME ON AGAIN UNTIL 9-27-13. MY CAR HAD BEEN IDLING WEIRD RIGHT BEFORE MY LAST OIL CHANGE ON AUG 30, 2013. I MENTIONED IT TO MY FORD TECH THEN AND NO DIAGNOSTIC CODES CAME UP SO THEY DID A FUEL INDUCTION CLEANING SERVICE COSTING ME $145.95. I'M NOT SURE THAT THIS EVEN NECESSARY. *TR

NHTSA ODI #10546240

79,985 miles · Aug 13, 2013

EngineVehicle Speed Control

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DRIVING APPROXIMATELY 35-40 MPH FOR ABOUT 15 MINUTES. SUDDENLY VEHICLE LOST POWER AND WOULD NOT ACCELERATE. A "WRENCH" WARNING LIGHT ON THE INSTRUMENT CLUSTER ALSO ILLUMINATED, WHICH HAS NEVER OCCURRED IN THE PAST. I HAVE OWNED THE VEHICLE SINCE NEW AND HAVE NEVER HAD ANY ENGINE RELATED PROBLEMS.MAXIMUM SPEED WAS NOW 22-25 MPH. PRESSING THE ACCELERATOR PEDAL TO THE FLOOR DID NOT INCREASE ENGINE SPEED OR VEHICLE SPEED. ENGINE RPM WAS AROUND 1500-1800 RPM ACCORDING TO TACHOMETER. DUE TO FASTER TRAFFIC SLOWING BEHIND ME I HAD TO PULL TO THE SIDE OF THE ROAD FOR SAFETY. ENGINE CONTINUED TO OPERATE BUT WOULD NOT WORK PROPERLY. I TURNED THE VEHICLE OFF, WAITED A MINUTE AND RESTARTED THE ENGINE. WRENCH LIGHT CAME ON AGAIN AND I HAD A SCARY DRIVE BACK AT 25 MPH WITH MY KIDS IN THE CAR AND TRAFFIC SPEEDING AROUND ME. WOKE UP EARLY THE NEXT MORNING TO BRING IN FOR SERVICE AND THE WRENCH LIGHT WAS NOW OFF AND THE ENGINE WORKED NORMALLY. IT HAS BEEN 4 DAYS SINCE AND THE PROBLEM HAS NOT REAPPEARED. PROBLEM IS I AM NOW AFRAID TO DRIVE ON THE HIGHWAY OR FOR LONG DISTANCES, AND MY WIFE WILL NOT DRIVE THE VEHICLE AT ALL. *TR

NHTSA ODI #10535181

Official recalls

No recalls in this snapshot.

Model-level recall history does not show whether a particular VIN is affected or has received a repair. Check a VIN with NHTSA ↗

NHTSA investigations

DP22005 · Pedestrian Alert Sounds

Opened Jan 27, 2023 · Closed Aug 7, 2023

Status: closed (inferred from source dates) · Electrical System:propulsion System

NHTSA received a petition on or about July 18, 2022, requesting that Federal Motor Vehicle Safety Standard (FMVSS) 141 be applied to all electric and hybrid vehicles operating in the United States. The petition can be reviewed at NHTSA.gov under ODI Number 11486072. FMVSS 141 establishes performance requirements for pedestrian alert sounds for motor vehicles. The standard applies to hybrid and electric vehicles that have a gross vehicle weight rating of 4,536 KG or less or are defined as low-speed vehicles. The standard became fully applicable to all such vehicles manufactured on or after March 1, 2021.On January 27, 2023, NHTSA opened Defect Petition (DP) 22-005 to evaluate the subject matter described in the petition. On June 24, 2023 and as supplemented on June 25, 2023, the petitioner notified NHTSA he was withdrawing his petition. The petitioner indicated that, based on his review of data, there is no justification for asserting potential benefits that could be derived from actions sought by my petition. Based on the petitioner's withdrawal, DP22-005 is closed. Closure of this DP does not represent a determination by NHTSA regarding the subject matter of the petition.

DP15001 · Loss Of Power Steering While Driving

Opened Apr 1, 2015 · Closed Jun 14, 2018

Status: closed (inferred from source dates) · Steering:electric Power Assist System

On May 27, 2014, amended June 2, 2014, Ford Motor Company (Ford) submitted a Defect Information Report (DIR) to NHTSA describing a safety defect that may result in a sudden loss of power steering assist while driving in approximately 746,067 model year (MY) 2008 through 2011 Ford Escape vehicles equipped with electric power assisted steering (NHTSA 14V-284, Ford 14S05). Ford's DIR described the defect condition as a poor signal to noise ratio [SNR] in the torque sensor within the Electric Power Assisted Steering (EPAS) system [which] does not allow the PSCM to determine the driver's steering input. When the system detects this fault condition, it transitions the EPAS system to the fail-safe/manual steering mode.Ford's DIR indicates that loss of power steering assist while driving would require higher steering effort at lower vehicle speeds, which may result in an increased risk of a crash.Ford's remedy instructs dealers to check the Power Steering Control Module (PSCM) for Diagnostic Trouble Codes (DTCs) to determine the proper repair procedure. If no DTCs are present, dealers are to update the PSCM and instrument cluster module software. The updated PSCM software changes the torque sensor fault strategy so that the SNR condition does not result in a loss of power steering assist while driving.In addition, audible and visual warnings are provided for torque sensor faults.If DTCs indicating faults in the torque sensor, PSCM or Power Steering Motor (motor) are present in the initial recall inspection, the dealer performs the following repairs: 1) replaces the torque sensor for torque sensor faults (DTC B2278); or 2) replaces the steering column for faults related to the PSCM (DTC B1342) or motor (DTC B2277).Continued in attachment pages

DP12006 · Electronic Throttle Body Malfunction

Opened Oct 2, 2012 · Closed Feb 21, 2013

Status: closed (inferred from source dates) · Engine

In a letter dated August 30, 2012, The North Carolina Consumers Council (NCCC) petitioned the National Highway Traffic Safety Administration (NHTSA) to initiate a defect investigation of alleged electronic throttle body failures resulting in engine stall or surge while driving in model year (MY) 2005 through 2012 Ford Escape vehicles. On October 2, 2012 the Office of Defects Investigation (ODI) opened a Defect Petition DP12-006 to evaluate whether to grant or deny the petition. The petition is hereby granted on certain model years. The NCCC letter cites two complaints of stall while driving in MY 2009 Ford Escape vehicles that were diagnosed as failed throttle bodies with diagnostic trouble codes (DTC) P2111, Throttle Body Stuck Open, and P2112, Throttle Body Stuck Closed. The petitioner indicates that the owners of both vehicles reported experiencing repeated incidents of stalling and engine surging. According to Ford, Escape non-hybrid vehicles are equipped with Electronic Throttle Body (ETB) assemblies beginning with MY 2009. Vehicles manufactured between June 22, 2009 and October 15, 2009 may contain contaminated printed circuit boards (PCB) with plating variations. Plating variations could lead to a lack of continuity in the throttle position sensor circuit where P2111 and/or other DTCs would be generated and stored. Ford and its electronic throttle body supplier, Delphi, modified the PCB manufacturing process and issued a technical service bulletin (TSB) 09-23-5. Vehicles produced after October 15, 2009 incorporated ETBs manufactured with a PCB process that resolved this condition. ODI's analysis identified a total of 123 unique reports indicating allegations of reduced motive power or vehicle stall. Depending on the condition of throttle control system malfunction, a driver may experience varying levels of reduced engine performance associated with three limp home modes. In two limp modes, reduced engine performance may maintain vehicle speeds above 20mph while the third is a limited limp home mode with engine speeds limited to approximately 900 RPM. Allegations of stall appear to be related to the limited limp home mode. Vehicles are not likely to unexpectedly stall as a result of this condition, but drivers may characterize the reduced functionality as a stall, even though their vehicle may still has motive capability. Allegations of vehicle surge appear to be related to limp home mode operation. Complaints alleging surge are most likely related to engine RPM fluctuations at low vehicle speeds or idle as the control system engages to prevent engine stall. In limited limp mode, rough-idle conditions may exist while the control system attempts to modulate engine RPMs once the vehicle reaches a reduced speed to maintain approximately 900 RPM. Separately, ODI received 59 complaints alleging incidents of engine stall while driving in model year (MY) 2010-2011 Ford Fusion vehicles. Approximately 60 percent (36) of the incidents occurred at speeds of 40 miles per hour or more. Eighty percent of complaints (47) were received beginning March 2012 and 14 complaints reported that the throttle body was replaced or DTCs associated with limp home modes. Additionally, Ford issued TSB 10-21-6 addressing DTCs associated with idle speed drops and limited limp home mode. The petition is granted on certain model years.Preliminary Evaluation PE13-003 has been opened to assess the scope, frequency and potential safety consequences associated with the alleged defect.See full copy of the closing resume for this defect petition for list of the VOQs associated with the defect petition analysis.