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Forgive my unnecessarily harsh choice of words that did not provide you the "Welcome to the Forum" that you deserve. The 'Bezel Diagnostics' procedure for 2016 Edge with Sony audio is slightly different from the previously offered 2022 Edge version. Give this document a look and a try, while I work toward providing you additional information... Information and Entertainment System - Bezel Diagnostics - Sony Audio System - 2016 Edge Workshop Manual.pdf Good luck!

Because you failed to mention your Edge's model year, trim level, and radio type, below are PDF download links to Audio Control Module (ACM)/Bezel Diagnostic procedures for GEN I, GEN I +, and GEN II Edge models... GEN I: Audio Control Module (ACM) Self-Diagnostic Mode - 2009 Edge Workshop Manual.pdf GEN I +: Bezel Diagnostics Procedure - 2014 Edge Workshop Manual.pdf GEN II: Bezel Diagnostics Procedure - 2022 Edge Workshop Manual.pdf See if your Edge's audio system will allow you to access any of the described functions, and then report back on the outcome -- along with your Edge's model year, trim level, and radio type. Getting your Edge's electronic modules scanned for Diagnostic Trouble Codes (DTCs), perhaps at your local national brand auto parts store, may also reveal useful information related to the radio problem. Good luck!

Adding my welcome to you, also! You may wish to input your Edge's VIN into this Ford website in order to determine if there are any unfulfilled Field Service Actions on the new-to-you Edge... If any Outstanding Field Service Actions are shown for your Edge, scan through the Recalls, TSBs & Warranty forum for information. If you cannot find any reference on the unfulfilled Field Service Action shown for your Edge, offer a reply here and I will obtain information for you, or, contact your local Ford dealer. Good luck!

Consistent with WxManChris' cracked flexplate photo above, are these example photos (with arrows added) from the Technical Info document linked in my earlier post, and below... Customer Satisfaction Program 22N12 - Technical Info.pdf Good luck!

It may be a longshot solution, but because it precedes replacing the switch assembly in the Pinpoint H test procedure -- and it could save you over $100 -- you may want to employ someone to help you perform the De-inititialization procedure on the left hand Window Motor, followed by the Initialization procedure, as described in the Window Motor Initialization Procedure - 2013 Edge-MKX Workshop Manual document, which is the following... De-Initialization procedure NOTE: The front window motor must be reset to its original factory settings first, then carry out the following de-initialization procedure. Turn the ignition key ON. Operate the window control switch in one-touch mode and remove power from the window motor while the window is moving by one of the following methods: Disconnect the vehicle battery cable while the window is moving. Disconnect the window motor connector while the window is moving. Remove the LH or RH front window motor fuse while the window is moving. This will de-initialize the window motor and reset the window motor to its original factory settings. Carry out the initialization procedure to turn the one-touch-up feature on. Initialization procedure WARNING: Keep objects and body parts clear of the glass panel when carrying out the initialization procedure. During the initialization procedure, the glass panel closes with high force and cannot detect objects in its path. Failure to follow this instruction may result in serious personal injury. NOTE: The front window must be in the full OPEN position for this procedure to operate correctly. NOTE: If the initialization procedure is only partially completed, the front window motor will remain un-initialized and will operate only in proportional up/down and one-touch-down modes. Turn the ignition key ON. Activate and hold the window control switch in the UP position at the second detent until the window glass stalls for 2 seconds into the glass top run and release the switch. Activate and hold the window control switch in the DOWN position at the second detent until the window glass stalls for 2 seconds at the bottom of its travel and release the switch. Test for correct window operation by carrying out the one-touch-up and one-touch-down features. As previously mentioned, this may or may not resolve the problem, but at least you'll know before investing in a replacement switch assembly. And finally, connecting a continuity tester/test light tool across the switch assembly's two connector receptacles #7 pins, and actuating the left hand front window switch to the Auto/second-detent positions for Up and for Down, should confirm whether your Edge's current window switch assembly is good or faulty. Good luck!

The short answer is yes, the front left hand window switch has separate contacts for Auto Up and Auto Down, so one direction could Auto function when the other direction does not Auto function... From the 2013 Edge/MKX Workshop Manual... Principles of Operation LH Front Power Window Control — Edge The one-touch up/down features are identical to the MKX LH front window. LH and RH Front Power Window Control — MKX The LH and RH front window motors contain integral electronics which must be initialized whenever a new window motor has been installed. Initialization is required to learn both the full UP and full DOWN positions and the profile of the glass as it travels through the glass channel. Once initialized, obstacle detection is enabled. When mechanical repairs have been carried out on either front window regulator or glass run, the applicable front window motor must be de-initialized, and then initialized. Both the LH and RH front window control switches send 3 separate signals to the front window motors: up, down and auto. The front window control switches provide a 12-volt signal to the front window motor to request an up or down operation. When auto up or auto down is requested, the front window control switches provide a 12-volt signal on the up or down line and a ground signal on the auto line simultaneously. The up, down and auto feeds to the front window motors are all low current. The LH and RH front window motors operate with the ignition in the RUN or ACC positions, or when the accessory delay relay is active. The high current required to move the front windows are supplied through the B+ and motor ground input. When the LH or RH front window motor is operating in auto up or auto down mode, movement of the front window can be stopped by pressing the switch to any position (UP, DOWN, auto UP, auto DOWN). The front window control switches must be released before the window can move again. The LH and RH front window motors have a security override feature. If an obstacle has been detected in the window opening as the window glass is moving upward, the window motor automatically reverses direction and moves the glass toward the fully OPEN position (in both manual up and one-touch up modes). This is known as bounce-back. Once the window motor stops the glass at its bounce-back position, and within 2 seconds the switch is released, then held in the auto UP position, the window motor moves the glass up with no bounce-back protection (security override). If the switch is released before the window glass reaches the fully CLOSED position, the window motor stops with bounce-back automatically enabled for the next window up movement. If the ignition is turned to OFF or START (without delayed accessory), the window motor stops. The only exception is when an obstacle is detected in the window opening while delayed accessory power is not present. In this case the window motor bounces back, then stops. Ice, contaminant buildup and environmentally induced tight spots in the front window seals are all possible conditions that can activate the bounce-back feature. If an obstruction occurs between 4 mm (0.15 in) and 200 mm (7.87 in) of window opening, the bounce-back position is 250 mm (9.84 in) of window opening. If an obstruction occurs at a position more than 200 mm (7.87 in) of window opening, the bounce-back position is 50 mm (1.96 in) below where the obstruction occurred. The LH and RH front window control switches have illumination and illumination ground inputs, which illuminate the switch when the headlamp switch is turned to the PARK or ON position (the AUTOLAMP position may also energize this input). These switch inputs do not directly affect operation of the front windows. The front window control switches use the delayed accessory power input, which is transferred to the up or down outputs when the corresponding switch contact is closed. The front window control switches are grounded to the chassis through the main switch ground input, which is transferred to the auto output when the corresponding front window control switch contact is closed. If the delayed accessory feed to the front window control switch is missing, the window cannot function. If the main ground signal is missing, the auto functions are inoperative and the window may also be inoperative. If there is an open in the LH or RH front window control switch or the associated wiring, the related function becomes inoperative. If the up contact of the switch or the associated wiring develops an open circuit, the front window only operates in the down direction, or in the one-touch down mode. If the down contact of the switch or the associated wiring develops an open circuit, the window only operates in the up direction or in the one-touch up mode. If the auto contact of the switch or the associated wiring develops an open circuit, the window only moves manually up or down. A new LH or RH front window motor cannot operate in one-touch up or one-touch down mode, and the bounce-back feature is disabled prior to initialization. If the switch is actuated to the auto UP or auto DOWN position and released, window movement stops when the up or down contact in the front window control switch is released. If the front window motor is removed from the window regulator drum housing, or if a new front window motor is installed, it must be initialized. Refer to Window Motor Initialization. Once initialized, the front window motors soft stall into the lower positions. If the front window does not seal completely in the full UP position (very small gaps/non bounce-back events only), the front window switch can be actuated to the proportional UP position and the front window energizes for a fraction of a second to fully seal and this new position is learned. Symptom Chart Condition Possible Sources Action The one-touch up/down feature is inoperative LH front power window motor not initialized Battery power was lost while LH front power window motor was operating Wiring, terminals or connectors Window control switch Power window motor GO to Pinpoint Test H. Pinpoint Test H: The One-Touch Up/Down Feature is Inoperative Refer to Wiring Diagrams, Power Windows for schematic and connector information. NOTE: De-initialize, then initialize the front window motor when any of the following occur: the LH or RH (MKX) or LH (Edge) front window motor is removed from the window regulator drum housing a new window regulator and/or motor is installed a new window glass is installed a new top run is installed any operation in which grease or lubricants are applied to the window regulator or glass run NOTE: A new front window motor cannot operate in one-touch up or one-touch down mode until initialized. Refer to Window Motor Initialization in this section. Normal Operation When the LH or RH (MKX) or LH (Edge) front window control switch is pressed or pulled to the second detent position (AUTO), the LH/RH front window control switch provides a ground signal to the LH or RH front window motor to request the one-touch up/down operation. This pinpoint test is intended to diagnose the following: LH or RH front power window motor not initialized Battery power was lost while LH or RH front power window motor was operating Wiring, terminals or connectors Window control switch Power window motor PINPOINT TEST H : THE ONE-TOUCH UP/DOWN FEATURE IS INOPERATIVE NOTICE: Use the correct probe adapter(s) from the Flex Probe Kit when making measurements. Failure to use the correct probe adapter(s) may damage the connector. H1 CHECK FOR POWER (B+) LOSS DURING LH OR RH FRONT WINDOW OPERATION Verify if power (B+) was lost during LH or RH front window operation. Was power (B+) lost while LH or RH front window was in operation? Yes RAISE the LH or RH front window to the fully CLOSED position. VERIFY the window glass stalls into the upper header seal. The front window should function normally. TEST the system for normal operation. No GO to H2. H2 DE-INITIALIZE, THEN INITIALIZE THE FRONT MOTOR De-initialize the front window motor, then carry out the front window motor initialization procedure. Refer to Window Motor Initialization attached below. Is the one-touch down feature operating correctly? Yes The system is operating normally at this time. The front window motor lost initialization. No For LH window, GO to H3. For RH window (MKX only), GO to H5. H3 CHECK THE LH FRONT WINDOW CONTROL SWITCH Ignition OFF. Disconnect: LH Front Window Control Switch from harness connectors C504A and C504B. Carry out the LH front window control switch component test. To assess Auto window control switch function, connect contacts of Continuity Tester/Test Light to Pin 7 of switch assembly C504A receptacle and to Pin 7 of the C504B receptacle. Operate the front left hand switch handle to the second detent Auto position in the Window Up direction and in the Window Down direction, noting if the light illuminates in one or both directions of Auto Window travel. Did the LH front window control switch pass the component test? Yes GO to H4. No INSTALL a new LH front window control switch. REFER to Window Control Switch. TEST the system for normal operation. Subsequent Pinpoint Test Steps will be provided, if required. Additional Workshop Manual documents, as PDF download links... Power Window & Master Window Adjust Switch Wiring Diagram - 2013 Edge Workshop Manual.pdf Master Window Adjust Switch - Connector C504A Details - 2013 Edge Workshop Manual.pdf Master Window Adjust Switch - Connector C504B Details - 2013 Edge Workshop Manual.pdf Window Motor Initialization Procedure - 2013 Edge-MKX Workshop Manual.pdf Window Control Switch - Removal and Installation - 2013 Edge-MKX Workshop Manual.pdf Front Window Switch Removal-Replacement - Ford Edge Lincoln MKX ( YouTube Instructional Video) Good luck!

One more document which, hopefully, will be unneeded by you... Instrumentation, Message Center and Warning Chimes - Diagnosis and Testing - 2007 Edge Workshop Manual.pdf Good luck!

Ford's online parts site lists the black plastic strips, which are also in place on the liftgate of our 2015 MKX, but the site offers no comparable covers for side door drain holes... For what they are, the one-piece design is surprisingly elegant, with retaining ears that facilitate quick assembly-line installation and also provide slits of openess when in place... The cover's backside includes eight molded lugs that stand the installed cover off the liftgate sheet metal and allow water & air flow through the liftgate drain holes... Due to the cover's design, and the fact that replacements being sold on FordParts.com, I expect the cover is intended to remain in place after the vehicle is delivered. Below is a PDF download link to the 2014 Edge Pre-Delivery Inspection (PDI) checklist showing tasks the Service technician must complete toward the vehicle being ready for its new owner. 2014 Edge Pre-Delivery Service Record.pdf While removing external & internal covers is mentioned under 'Appearance' in the document, these are typically plastic films and overlays that protect trim and upholstery during the assembly process and shipment to the dealer. Good luck!

The gauge cluster symptoms are indicative of an inter-module communications fault that is often the result of low-voltage conditions caused by a failing/failed battery. Those symptoms can also be caused by wiring/connector/module faults, which require the determination you've already shown by finding the broken bare wire in the harness. The quickest-easiest check is on the battery, per ebank's advice. If the battery tests 'good' at your local big-box parts store, I will provide you wiring diagrams, connector details, and diagnostic & testing procedures to dig deeper than you already have. Getting a scanner on your Edge to assess what Diagnostic Trouble Codes (DTCs) are stored in various modules will provide a valuable path toward identifying and correcting the problem. While you are waiting on battery-test results, and to enable you to assess the bare wire's function, below as PDF download links are Powertrain Control Module (PCM) wiring diagrams and connector details... Electronic Engine Controls - 3.5L - Wiring Diagram Pg 1 - 2007 Edge Workshop Manual.pdf Electronic Engine Controls - 3.5L - Wiring Diagram Pg 2 - 2007 Edge Workshop Manual.pdf Electronic Engine Controls - 3.5L - Wiring Diagram Pg 3 - 2007 Edge Workshop Manual.pdf Electronic Engine Controls - 3.5L - Wiring Diagram Pg 4 - 2007 Edge Workshop Manual.pdf Electronic Engine Controls - 3.5L - Wiring Diagram Pg 5 - 2007 Edge Workshop Manual.pdf Electronic Engine Controls - 3.5L - Wiring Diagram Pg 6 - 2007 Edge Workshop Manual.pdf Electronic Engine Controls - 3.5L - Wiring Diagram Pg 7 - 2007 Edge Workshop Manual.pdf Electronic Engine Controls - 3.5L - Wiring Diagram Pg 8 - 2007 Edge Workshop Manual.pdf Electronic Engine Controls - 3.5L - Wiring Diagram Pg 9 - 2007 Edge Workshop Manual.pdf Electronic Engine Controls - 3.5L - Wiring Diagram Pg 10 - 2007 Edge Workshop Manual.pdf Electronic Engine Controls - 3.5L - Wiring Diagram Pg 11 - 2007 Edge Workshop Manual.pdf Electronic Engine Controls - 3.5L - Wiring Diagram Pg 12 - 2007 Edge Workshop Manual.pdf Powertrain Control Module (PCM) - Connector C175B Details - 2007 Edge Workshop Manual.pdf Powertrain Control Module (PCM) - Connector C175E Details - 2007 Edge Workshop Manual.pdf Powertrain Control Module (PCM) - Connector C175T Details - 2007 Edge Workshop Manual.pdf Powertrain Control Module (PCM) - Connector C175B-E-T Location - 2007 Edge Workshop Manual.pdf Powertrain Control Module (PCM) - Removal and Installation - 2007 Edge Workshop Manual.pdf Good luck!

From the 2014 Edge Workshop Manual, as a PDF download link... Front Fender Removal and Installation - 2014 Edge Workshop Manual.pdf Good luck!

Relating to installation of a new battery and the Battery Monitoring System (BMS), from the 2011 Edge Workshop Manual... Carry out the Battery Monitoring System (BMS) Reset using the scan tool after the battery is connected. If the BMS Reset is not carried out, it takes approximately 8 hours for the Body Control Module (BCM) to learn the new battery state of charge. During this 8 hour period, the vehicle must be undisturbed, with no doors opened or keyless entry button presses. If the vehicle is used before the BCM is allowed to learn the new battery state of charge, engine off load shedding can still occur and a message may be displayed. Good luck!

From the 2011 Edge Workshop Manual... Steering Wheel Controls [Message Center & Entertainment context description] The steering wheel controls are mounted directly to the steering wheel and wired to the Steering Column Control Module (SCCM) . Depending on what features the vehicle is equipped with, the SCCM sends messages via the High Speed Controller Area Network (HS-CAN) to the PCM (cruise control) and the Instrument Panel Cluster (IPC) (message center and entertainment system). The IPC receives the SCCM entertainment system messages via the HS-CAN and then sends them to the applicable entertainment system module(s) along the Infotainment Controller Area Network (I-CAN) . Steering Wheel Controls [Audio context description] The steering wheel controls consist of a series of resistors. Each steering wheel control switch function corresponds with a specific resistance value within the switch. When a switch is pressed, the Steering Column Control Module (SCCM) monitors the change in reference voltage to determine the requested function. The SCCM communicates the switch inputs in a message to the IPC over the HS-CAN . The IPC gateways the message to the ACM and other audio modules over the I-CAN . For Edge base and premium audio systems without SYNC®, the FCDIM serves as the infotainment display. The 5-way RH steering wheel switch controls and navigates the menus in the FCDIM . Steering Wheel Controls wiring diagram Steering Column Control Module (SCCM) Wiring Diagram Per the SCCM wiring diagram and the BCM fuse/circuits chart, fuse F24 is associated with the SCCM, so take a look at the condition of F24 in the same way you did F23. Do you have access to a scanner or a laptop with Forscan, or a phone with Forscan Lite, and an OBDII-compatible Data Link connector, in order to check your Edge for Diagnostic Trouble Codes (DTCs) that may identify current or past issues caused by the failing/failed battery? A scanner or Forscan-equivalent device could also be used to evaluate the functioning of the steering wheel switches in real-time. Good luck!

Additional info... Technical Information document download link... Customer Satisfaction Program 22N12 - Technical Info.pdf Good luck!

Below as PDF download links are PCM-related sections of the 2007 Edge Workshop Manual... Electronic Engine Controls - Description and Operation - 2007 Edge Workshop Manual.pdf POWERTRAIN CONTROL MODULE (PCM) - Removal and Installation - 2007 Edge Workshop Manual.pdf POWERTRAIN CONTROL MODULE (PCM) - Connector C175B Details - 2007 Edge Workshop Manual.pdf POWERTRAIN CONTROL MODULE (PCM) - Connector C175E Details - 2007 Edge Workshop Manual.pdf POWERTRAIN CONTROL MODULE (PCM) - Connector C175T Details - 2007 Edge Workshop Manual.pdf POWERTRAIN CONTROL MODULE (PCM) - Connectors C175B-C175E-C175T Location Illustration - 2007 Edge Workshop Manual.pdf Engine Controls Wiring Diagram 1 - 2007 Edge Workshop Manual.pdf Engine Controls Wiring Diagram 2 - 2007 Edge Workshop Manual.pdf Engine Controls Wiring Diagram 3 - 2007 Edge Workshop Manual.pdf Engine Controls Wiring Diagram 4 - 2007 Edge Workshop Manual.pdf Engine Controls Wiring Diagram 5 - 2007 Edge Workshop Manual.pdf Engine Controls Wiring Diagram 6 - 2007 Edge Workshop Manual.pdf Engine Controls Wiring Diagram 7 - 2007 Edge Workshop Manual.pdf Engine Controls Wiring Diagram 8 - 2007 Edge Workshop Manual.pdf Engine Controls Wiring Diagram 9 - 2007 Edge Workshop Manual.pdf Engine Controls Wiring Diagram 10 - 2007 Edge Workshop Manual.pdf Engine Controls Wiring Diagram 11 - 2007 Edge Workshop Manual.pdf Engine Controls Wiring Diagram 12 - 2007 Edge Workshop Manual.pdf Good luck!

Forum member Bill Trammell offers many useful water pump videos on his MACT Ford Edge YouTube channel. Good luck!

Three instances of 'PVC' corrected, though modifying the document seems nearly as egregious as modifying a PCV System. Good luck!

GENERAL SERVICE BULLETIN Various Vehicles - Gas Engine Performance Modifications 22-7077 23 May 2022 This bulletin supersedes 20-7094. Summary This article supersedes GSB 20-7094 to update the vehicle model years affected. This bulletin is intended to be used by technicians when servicing vehicles that have suspected aftermarket modifications. If an aftermarket modification can be associated with the need for a repair, that repair may not be warrantable. To make this determination, the technician should refer to the aftermarket modifications flowchart within this document. Service Information The following information supplement the flowchart through pictures and descriptions of common aftermarket modifications and possible associated failures. This document is not all inclusive and other aftermarket modifications may exist that are not covered here. Note that sections listed as “Universal” are applicable to all engine families. If additional repair assistance is needed, the technician should refer to PTS > Technical Assistance > Service Repair and Technical Support > Service Repair and Technical Support. Below is the modification flowchart for a vehicle that exhibits a failure that leads to suspicion of unauthorized aftermarket modifications. 1. Determine the failure conditions. Use a borescope to inspect the piston crowns and bore walls. Examine the damaged components. Refer to the Common Failure Modes section later in this article. 2. Retrieve diagnostic trouble codes (DTCs). Do not clear the DTCs. 3. Were any DTCs retrieved? (1). Yes - proceed to Step 4. (2). No - proceed to Step 6. 4. Do the DTCs explain the failure? (1). Yes - proceed to Step 5. (2). No - proceed to Step 6. 5. Are misfire code present? (1). Yes - proceed to Step 6. (2). No - follow normal diagnostics and/or repair procedures. repair under warranty. Flowchart is complete. 6. Has original equipment manufacturer (OEM) calibration been modified? Refer to the Aftermarket Calibrations section later in this article. (1). Yes - proceed to Step 7. (2). No - proceed to Step 8. 7. Is the failure consistent with aftermarket calibration? Refer to the Aftermarket Calibrations section later in this article. (1). Yes - engine repair not covered under warranty. Refer to the Warranty and Policy Manual on FMCDealer.com. Flowchart is complete. (2). No - proceed to Step 8. 8. Inspect for hardware modifications. Is there any hardware present that could cause the failure? Refer to applicable sections later in this article. (1). Yes - engine repair not covered under warranty. Refer to the Warranty and Policy Manual on FMCDealer.com. (2). No - repair under warranty. Service Guidelines Inform owners that the current factory approved and certified calibrations adjust fuel and spark settings for maximum performance with production hardware, while protecting the engine over a wide range of operating conditions. This includes a knock sensor calibration enabling optimized performance based on fuel grade usage. See the Owner's Manual for details. Aftermarket hardware and calibrations risk damage to engine and transmission assemblies. Unauthorized calibration modifications may or may not be detectable using standard tools such as a Ford diagnostic scan tool. Changes can be made to the calibration and flashed to the powertrain control module (PCM) through the on-board diagnostics (OBD) port. Physical modifications to the hardware may or may not be present. If aftermarket power/torque-increasing modifications are suspected, care should be taken to record and store the following items: permanent diagnostic trouble codes (DTCs), pending DTCs, freeze frame data, mode 6 and mode 9 data. The data should be printed and attached to the repair order for later reference. The DTCs, freeze frame data, mode 6 and 9 data can be obtained by using the IDS under the tool box selection. The Powertrain tab will provide the OBD test modes tab and mode 6 and 9 data selection after the vehicle has been identified. Attempting to increase the engine output via recalibrating the PCM may result in poor drivability, DTCs, or premature component failures. Common DTCs associated with aftermarket mods: • P0300-P0308 (engine misfire) • P0605 (read only memory error) • P0325, P130D (engine knock) • P0420, P0430 (catalyst temperature) • P0171, P0174 (lean air-fuel ratio) The following aftermarket brands are covered under a separate warranty through Ford Performance: • Ford Performance • Ford Racing • Mountune If parts from any of these brands appear on the vehicle, refer to OASIS to confirm installation and for warranty information. Common Failure Modes This section contains common failure conditions that are seen in vehicles with aftermarket modifications. Technicians should compare the failure modes found in the vehicle being serviced to the conditions presented in this section. The aftermarket modifications that may have contributed to these failure conditions can be found in Section C. Universal Failure Modes - Failures found in all engine families Piston Damage From Pre-Ignition Scored cylinder wall. (Figure 1) Figure 1 Piston ring land damage. (Figure 2) Figure 2 Piston damage from pre-ignition. (Figure 3) Figure 3 Borescope view of piston damage and cylinder scoring. (Figure 4) Figure 4 Description: Damage to piston profiles can often be attributed to pre-ignition (knock) events. OEM calibrations will protect the engine from pre-ignition damage by retarding spark. Aftermarket calibrations will typically change timing schedules and allow the engine to run closer to damage limits. Pre-ignition along with extreme air-fuel ratios and excessive oil consumption may also damage catalyst material. This material can then be pulled back into the engine, scoring the cylinder bore walls. Possible causes: • Aftermarket calibration • Turbo modifications • Exhaust system modifications • Catalyst damage • Low quality fuel Piston Ring And Spark Plug Damage Piston ring damage. (Figure 5) Figure 5 Ring land damage. (Figure 6) Figure 6 Spark plug ground electrode damage. (Figure 7) Figure 7 Spark plug damage and abnormal color. (Figure ? Figure 8 Description: Similar to the pre-ignition piston damage, piston rings can also be damaged from preignition (knock) events. OEM calibrations will protect the engine from pre-ignition damage by retarding spark. Aftermarket calibrations will typically change timing schedules and allow the engine to run closer to damage limits. Damage to the top piston ring may exhibit in the form of delamination, pitting or fracture. Spark plug damage as shown in the figures above can be another indicator of an aftermarket calibration, changes to the vehicle induction system , or other revisions that can increase combustion temperatures. This is especially true when the plugs show rapid degradation in all cylinders as shown in Figure 8. Possible causes: • Excessive spark advance from aftermarket calibration • Excessive spark advance from changes in induction system Connecting Rod Damage Bent connecting rod from hydrolock. (Figure 9) Figure 9 Description: Hydrolock occurs when a volume of liquid greater than the smallest volume of the combustion chamber enters the cylinder and becomes incompressible as the piston reaches Top Dead Center. The result is most commonly a bent or broken connecting rod. Connecting rod damage may also be caused by excessive cylinder pressure (overboost condition) and may not be obvious via visual inspection. Connecting rod twisting can lead to bore scoring and eventual piston failure. Note that connecting rod bends or twists may not be obvious visually, but can still contribute to engine damage or failure. Possible causes: • Leaking fuel injectors • Rerouted air induction systems that show evidence of water ingestion • Turbocharger modifications • Supercharger modifications Torque Converter Damage Normal converter on the left, overheated converter on the right. (Figure 10) Figure 10 Description: Overheated torque converters will exhibit discoloration. Possible causes: • Any aftermarket modification that increases torque or power output may cause the torque converter to overheat. Automatic Transmission Clutch Damage Damaged clutch discs. (Figures 11-12) Figure 11 Figure 12 Description: Clutch damage can present itself in many forms including discoloration, cracking, and warping of the clutch discs and separator plates. Possible causes: • Any aftermarket modification that increases torque or power output may cause damage to the clutch system Driveshaft Damage Twisted driveshaft. (Figures 13-14) Figure 13 Figure 14 Description: Twisting of the driveshaft is commonly associated with increased torque output. Possible causes: • Any aftermarket modification that increases torque or power output may cause damage to the driveshaft. • Soft compound race tires (often identified by rubber built up in the wheel well) combined with hard launches. Forced Induction Failure Modes This section contains failures specific to turbocharged engines. Turbocharger Compressor Damage Compressor blade damage from overspeed. (Figures 15-16) Figure 15 Figure 16 Description: Turbo compressor damage is commonly identified by broken or deformed turbine blades. Possible causes: • Aftermarket calibration • Wastegate modification • Exhaust system modification • Air induction system modification - Cold air intake - Throttle body spacer • Aftermarket blow off valve Aftermarket Calibrations This section contains information on how to verify if a aftermarket powertrain control module (PCM) calibration was potentially installed. It is recommended to conduct this step on vehicles that have aftermarket modifications installed and/or vehicles towed in with unexplained engine damage. Description: Aftermarket calibrations are used to increase engine performance by altering calibratable parameters such as the engine RPM limiter, spark advance and air-fuel ratio. The following is a list of possible calibration-induced component failures. Excessive cylinder pressure and temperature: • Piston damage • Turbocharger damage • Catalyst damage Knock sensor calibration changes: • Piston and/or ring damage due to improper knock control. Increased RPM limit/overspeed: • Piston damage • Connecting rod damage • Oil pump damage • Catalyst damage • Clutch damage Over-temperature/melting: • Transmission, PTU and torque converter damage Ignition counter The mode 9 data stored on the IDS/FDRS includes and ignition counter that is reset when the PCM is recalibrated. Compare the ignition counter (IGNCNTR) value to the vehicle service history. If the value is abnormally low and there is no history of a recent reflash, investigate for an unauthorized reflash and/or signs of aftermarket tuner connections. Low ignition count in conjunction with any of the failure modes, symptoms, or indicators above suggest possible aftermarket modifications to the vehicle. Common Aftermarket Modifications This section contains items that are frequently modified in an effort to increase the engine’s torque/power output. Modifying these items may improve performance, but can also lead to drivability issues, DTCs and component failures. This section covers modifications that may occur in all engine families and modifications that are specific to forced induction engines. Universal Modifications included in this section may be present in any engine family, including forced induction engines. Air Intake Modifications Aftermarket intake tube. (Figure 17) Figure 17 Aftermarket air filter assembly. (Figure 18) Figure 18 Aftermarket intake tube and air filter assembly. (Figure 19) Figure 19 Aftermarket air induction pump. (Figure 20) Figure 20 Description: Modifications to the air intake system may include aftermarket air boxes, filters and low/high pressure air ducts. The system may be particularly susceptible to flexible air ducts between the air filter and the compressors. Restrictions on either side of the compressor can result in over-speeding the turbo in forced induction engines. Aftermarket air induction systems may cause lean air/fuel ratio DTCs (P0171 and P0174). Possible failure modes: • Turbocharger compressor damage • Catalyst damage • Piston damage from detonation Positive Crankcase Ventilation (PVC PCV) System Modifications PVC PCV block-off plate. (Figure 21) Figure 21 Description: PCV systems that are modified (vented to atmosphere being the most common modification) can result in a condition where oil gets past the turbine seal even on an undamaged, fully functional turbocharger. Oil in the exhaust system alone may not be sufficient evidence to identify a failed turbo if the PCV system has been compromised. Modified PVC PCV systems can also contribute to oil consumption and are often good indicators that other engine modifications are likely present. Possible failure modes: • Unlikely to be the direct cause of base engine failure • Emission compliance issue • Oil in exhaust system and/or smoke from tailpipe • Oil consumption concerns Aftermarket Exhaust Aftermarket exhaust examples. (Figures 22-25) Figure 22 Figure 23 Figure 24 Figure 25 Description: Common modifications include the removal of catalysts, mufflers and resonators. In turbocharged applications modifications to the exhaust system can reduce backpressure and may result in over-speeding the turbocharger(s). In some cases a good indicator of an aftermarket exhaust is the presence of additional clamps. Visually compare the installed exhaust to the pictures of OEM exhaust, if necessary. Possible failure modes: • Turbocharger compressor damage • Exhaust smoke due to change in system backpressure • Piston damage Overdrive Crankshaft Pulley/Damper Aftermarket crankshaft pulley. (Figure 26) Figure 26 Description: Overdrive pulleys are intended to spin faster than OEM pulleys. On forced induction engines they may increase boost pressure which can lead to an overboost condition and subsequent engine damage. Most aftermarket pulleys are machine finished, where OEM pulleys are painted a dull black. Examine the stock pulley bolt for signs of tampering. Possible failure modes: • Piston damage • Driveshaft damage • Clutch damage • Oil Pump damage Fuel Injection Devices Description: The high pressure fuel system used for the EcoBoost engine will not support additional fuel flow beyond what the factory calibration requests. Inspect the engine for an additional aftermarket injector(s) located somewhere in the induction system to provide increased fuel flow. Possible failure modes: • Ruptured fuel lines • Hydrolock induced failures if injectors are leaking: - Bent or broken connecting rods - Fractured crankshaft - Crankcase damage - Damaged bearing(s) Nitrous Oxide Systems Description: Nitrous oxide is often used in drag racing to increase an engine's rate of fuel consumption and thus power output. Nitrous oxide systems can most easily be identified by reservoir bottles (usually mounted in the trunk) and trigger buttons in the cockpit. There may also be holes drilled in the trunk for the bottle bracket, along with extra wiring and lines running to the engine compartment. Possible failure modes: • Piston damage • Connecting rod damage • Intake manifold damage • Cylinder head damage • Crankshaft damage Aftermarket Part Badges/Decals/Handheld Dash Mounts Figures 27-28 Figure 27 Figure 28 Description: Badges from aftermarket companies are indicators of possible aftermarket modifications present including calibrations. Dash and/or A-pillar mounts are also indicators of a possible aftermarket calibration. Inquire with the customer about the purpose of any badges and/or mounts and check for the existence of an aftermarket calibration. Forced Induction Engine Modifications Modifications presented in this section are specific to turbocharged and supercharged applications. Wastegate Modification Wastegate adjuster modification. (Figure 29) Figure 29 Description: The full load output of some turbocharged engines will increase if the wastegate spring pretension is increased. This is not the case with the EcoBoost engine. Adjusting the wastegate pre-tension out of the specified range can result in DTCs. A tamper evident paint dot has been applied to the wastegate actuator adjustment mechanism to make modifications more apparent. Possible failure modes: • Piston damage • Turbocharger damage Compressor Bypass Valve (Blow-off Valve) Figures 30-31 Figure 30 Figure 31 Description: Bypass valves relieve intake manifold pressure to prevent turbo compressor surge. When the pressure is released a distinct hissing sound can be heard. Bypass valves are often tuned for their auditory effect. In doing so, the amount of pressure relieved from the system can change leading to compressor surge. Possible failure modes: • Turbocharger compressor damage Turbocharger Downpipe Figure 32 Description: A downpipe is an unrestricted section of exhaust directly downstream of the turbo. By unrestricting the flow, the turbo may be able to spool up faster, reducing turbo lag. However, unrestricting the flow of exhaust can change the backpressure in the system which can lead to turbo overspeed. Possible failure modes: • Turbocharger Compressor Damage • Piston damage • Exhaust smoke from turbocharger seal leakage Drive Pulley Modifications Figure 33 Description: Customers may modify or replace supercharger drive pulleys to increase supercharger speed and associated boost pressure. Customers may reinstall the OEM drive pulley before bringing the vehicle in for repair. Figure 33 shows both untampered and tampered with pulleys. On the left side of Figure 33, note the white anti-tamper compound and smooth face of the supercharger shaft. The black plastic cover is a Christmas tree style and can be removed by unscrewing it from the blower shaft. On the right side of Figure 33, note the white anti-tamper compound is almost all removed and is misaligned (12 o’clock on shaft and 3 o’clock on pulley). Gall marks on the face of the blower shaft and scuff marks on the face of the pulley indicate use of a puller to remove the pulley and a press tool to reinstall the pulley. The most common change is a smaller diameter drive pulley to increase boost by spinning the supercharger at higher RPMs. This modification also requires an aftermarket calibration. The OEM pulley diameters are 3.0 inches for the 5.4L and 2.7 inches for the 5.8L. Aftermarket pulleys are available in various sizes smaller than these diameters and may visually appear to look exactly like OEM stock pulleys. Possible failure modes: • Piston damage • Transmission clutch damage Induction System Aftermarket supercharger, throttle body and air induction tube. (Figures 34-35) Figure 34 Figure 35 Description: Adding aftermarket superchargers can stress the engine beyond design limits through increased torque and power outputs and cause numerous failures. Changes in the induction system such as aftermarket throttle bodies and inlet tubes can cause changes in air-fuel ratio that leads to piston damage. These modifications should be easily visible. Most aftermarket superchargers will have a custom surface finish (polished or wrinkle black). Possible failure modes: • Piston damage • Transmission clutch damage • Driveshaft damage © 2022 Ford Motor Company All rights reserved. NOTE: This information is not intended to replace or supersede any warranty, parts and service policy, workshop manual (WSM) procedures or technical training or wiring diagram information.

GENERAL SERVICE BULLETIN Various Vehicles - Engine Oil Maintenance Inspection 22-7101 20 July 2022 This bulletin supersedes G0000149. Summary This article supersedes GSB G0000149 to update the vehicle model years affected and Service Information. This bulletin provides information and sample images of engine condition relating to proper and improper engine oil maintenance to determine if maintenance records should be reviewed. Topics covered include: • Proper Maintenance Examples • Marginal Maintenance Examples • Improper Maintenance Examples • Oil Filter Maintenance Examples • Other Resources Service Information Always refer to the current Warranty and Policy Manual whenever a question of warranty coverage is encountered and when initiating warranty cancellation on a vehicle or component. Vehicle owners should be referred to their vehicle’s Owner's Manual for scheduled maintenance information on their vehicle. Proper Oil Change Maintenance Proper maintenance performed at the recommended maintenance intervals High engine idle hours may require oil change intervals more frequent. • Oil is clean and not thick. • No sludge accumulation on the valvetrain. (Figure 1-2) Figure 1 Figure 2 • No build up of sludge on the underside of the valve cover. (Figure 3) Figure 3 Marginal Maintenance Marginal maintenance performed just outside the recommended maintenance intervals If failure occurred, the failure could be warrantable. Maintenance records should be evaluated prior to repairs. Consult the Warranty and Policy Manual prior to warranty cancellation. No sludge accumulation on the valvetrain. (Figure 4) Figure 4 Oil is starting to varnish. The oil change intervals should be evaluated for timeliness. The level of varnish in the engine can be scrapped with a fingernail. (Figure 5) Figure 5 Example Of A Ford Engine With 140,000 Miles Where Regular Maintenance Was Performed With Motorcraft Oil And Filters (Figure 6) Figure 6 Example Of Ford Engine With 27,304 Miles With No Maintenance History Available And Sludge On The Valvetrain (Figure 7) Any lubrication-related condition should not be covered by warranty or extended service plan (ESP). Consult the Warranty and Policy Manual prior to warranty cancellation. Figure 7 Improper Oil Change Maintenance - No Record Of Service 3.5L EcoBoost with 15,899 miles No maintenance history. The following failures are not warrantable. Any lubrication-related condition should not be covered by warranty or ESP. Consult the Warranty and Policy Manual prior to warranty cancellation. Heavy oil sludge build-up on the cam caps, head and variable camshaft timing (VCT) solenoids from lack of oil changes. (Figure 8) Figure 8 Heavy oil sludge build-up on the underside of the valve cover. (Figure 9) Sludge accumulation on the valvetrain and oil pick up tube. Oil is thick and broken down, show significant signs of lubrication restriction from sludge accumulation. (Figure 10) Figure 10 The bearing shown has significant signs of lubrication restriction from sludge accumulation. (Figure 11) Figure 11 Improper Maintenance - Insufficient Records And Sludge Any lubrication related condition should not be covered by warranty or ESP. Positive crankcase ventilation (PCV) system issues may cause oil sludge if left uncorrected. F-250, 6.8L 3V, 58,251 miles 3 oil changes performed Heavy oil sludge on the valvetrain. (Figure 12) Figure 12 Heavy oil sludge on the underside of the valve cover. (Figure 13) Figure 13 Oil Starvation/Lack Of Maintenance The bearing damage and bluing of the bearing cap from heat. This damage may occur when the oil deteriorates and burns (causing low level) and loses its lubrication qualities. The bearings may be damaged because they no longer have oil cooling and lubricating them which generates heat, evidenced by bluing/discoloration. Figure 14 Figure 15 Original Factory-Installed Oil Filter Identifiers All-white filter can with FoMoCo in white lettering in a black box. (Figure 16) Figure 16 All-black filter can with white FoMoCo lettering (6.7L OEM and authorized remanufactured engines). (Figure 17) Figure 17 All-white filter can, line drawn labels with global language and FoMoCo in black. (Figure 18) Figure 18 All-white filter can with a black or red square. (Figure 19) Figure 19 Service Oil Filter Identification Although not required for warranty coverage it is highly recommended that Ford and Motorcraft® oil and filters be used. Genuine Ford and Motorcraft® replacement parts, Motorcraft and Ford-authorized branded re-manufactured replacement parts. These parts meet or exceed our specifications. If not using Ford authorized parts, they may not meet Ford specifications. White Motorcraft lettering inside a red box. (Figure 20) Figure 20 Red Motorcraft lettering with other labeling in black. (Figure 21) Figure 21 © 2022 Ford Motor Company All rights reserved. NOTE: This information is not intended to replace or supersede any warranty, parts and service policy, workshop manual (WSM) procedures or technical training or wiring diagram information.

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SSM 51076 2021-2022 Edge - USB Drive Not Recognized During APIM Software Update Or Center Display Screen Not Acknowledge USB Programming Has Started Some 2021-2022 Edge vehicles may exhibit a concern during an accessory protocol interface module (APIM) software update where the vehicle fails to recognize the universal serial bus (USB) drive or center display screen does not acknowledge USB programming has started. If the Ford Diagnosis and Repair System (FDRS) application titled Module Update Repair has been performed previously but the vehicle fails to indicate that the USB programming has started, inform customers that they can continue to drive the vehicle and engineering is currently working on a solution, expected by the end of September 2022. Monitor OASIS for additional information and schedule service appointments for customers once the repair becomes available. I will provide updates when additional information becomes available.

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Sep 9 2022 Sync Gen 4 Vehicles, Control Overlap on Sync Screen Certain 2021 vehicles which have received an Over the Air (OTA) update may experience a concern where certain controls or soft buttons in the center display screen are overlapping other controls or soft buttons. Engineering is investigating this concern. Monitor PTS for updates. I will offer more information when an update is released. Good luck!

From the 2013 Edge Workshop Manual... AWD Bar Code Identification The AWD system on this vehicle is equipped with a bar coded ATC solenoid to reduce the tolerance of electrical current to torque delivered to the ATC solenoid. The active torque control coupling solenoid bar code can be found etched on the active torque control coupling solenoid wire harness connector protruding from the top of the rear drive axle. The PCM uses this bar code information to match the clutch characteristics of the active torque control coupling solenoid with the desired output torque. If the bar code information does not match the PCM information, driveline damage or driveability concerns can occur. Therefore, if the rear drive axle needs to be replaced, the PCM will need to be configured with the ATC solenoid bar code information. Carry out the AWD Drive Cycle. Item Description 1 ATC solenoid bar code AWD Drive Cycle Carry out the AWD drive cycle after downloading the ATC solenoid bar code information to the PCM. NOTE: Always drive the vehicle in a safe manner according to driving conditions and obey all traffic laws. Carry out 3 accelerations from 0-48 km/h (0-30 mph) in a straight line. Perform this procedure at low, medium and full accelerator pedal position. Verify that there is no perceived front wheel slip. On dry pavement, drive the vehicle at 8 km/h (5 mph) in a fully locked turn. Verify that there is no driveline binding. And... Automatic Torque Coupling (ATC) Configuration NOTE: This procedure only applies to vehicles built after 7/30/2012. NOTICE: If the ATC bar code information is not correct, RDU damage or driveability concerns can occur. Using the scan tool, under the toolbox icon select Powertrain then select ATC Barcode Entry. Follow the instructions displayed on the scan tool. For an aluminum cover Rear Differential Unit (RDU), enter the 4-digit numeric bar code found on the label located on the side of the RDU. The scan tool verifies the digits entered are valid and displays a message if the information is not valid. For a steel cover RDU, enter the 4-digit numeric bar code found on the label located on the harness tag. The scan tool verifies the digits entered are valid and displays a message if the information is not valid. Carry out the AWD drive cycle. Good luck!

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