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I see the red calipers, didn't some of those pads have normal rapid wear? Take a picture of the 4 rotors through the wheels and post them here. We will quickly help determine if a quick pad change will work.

The Workshop Manual is not explicit, but the 2015 Edge Wiring resource may be helpful...   According to the following Component Location diagrams that depict four (4) Heated Oxygen Sensor (HO2S) and their red-lettered electrical Connector designations, Bank 1 is located on the backside of the engine and Bank 2 is located on the front side of the engine.   Take note of the lower right corner red-circled arrow, which signals direction to Front of vehicle...   Universal Heated Oxygen Sensor (HO2S) #11 - Connector C171 Location - 2.7L EcoBoost - 2015 Edge     Heated Oxygen Sensor (HO2S) #12 - Connector C1570 Location - 2.7L EcoBoost - 2015 Edge     Universal Heated Oxygen Sensor (HO2S) #21 - Connector C172 Location - 2.7L EcoBoost - 2015 Edge     Heated Oxygen Sensor (HO2S) #22 - Connector C1569 Location - 2.7L EcoBoost - 2015 Edge         The diagrams aren't explicit, as to HO2S designations, but I think, provide us a roadmap to the answer by looking to blue-circled listing in this portion of the last diagram above...     ...where the example Bank & Sensor designation is expressed in the parentheses as CMP22.   Extending that designation model to your question: Bank 1 Sensor 2 is Universal Heated Oxygen Sensor (HO2S) #21.   While it's unclear what diagnostic method(s) and diagnostic tool(s) you've employed to target this specific Sensor, perhaps disconnecting its Connector C172 while monitoring whatever it is you're using, may verify this hopeful identification. Or you might disconnect another of the HO2S connectors with similar monitoring for comparable verification.   Relevant Wiring Reference selections are attached below as PDF documents...   The Ford Powertrain Control/Emissions Diagnosis Manual provides the following useful component & monitoring system descriptions...   Universal Heated Oxygen Sensor (HO2S) The universal HO2S, sometimes referred to as a wideband oxygen sensor, uses the typical HO2S combined with a current controller in the PCM to infer an air to fuel ratio relative to the stoichiometric air to fuel ratio. This is accomplished by balancing the amount of oxygen ions pumped in or out of a measurement chamber within the sensor.   The typical HO2S within the universal HO2S detects the oxygen content of the exhaust gas in the measurement chamber. The oxygen content inside the measurement chamber is maintained at the stoichiometric air to fuel ratio by pumping oxygen ions in and out of the measurement chamber. As the exhaust gasses get richer or leaner, the amount of oxygen that must be pumped in or out to maintain a stoichiometric air to fuel ratio in the measurement chamber varies in proportion to the air to fuel ratio.   The amount of current required to pump the oxygen ions in or out of the measurement chamber is used to measure the air to fuel ratio. The measured air to fuel ratio is actually the output from the current controller in the PCM and not a signal that comes directly from the sensor.   The universal HO2S also uses a self contained reference chamber to make sure an oxygen differential is always present. The oxygen for the reference chamber is supplied by pumping small amounts of oxygen ions from the measurement chamber into the reference chamber. The universal HO2S does not need access to outside air.   Part to part variance is compensated for by placing a resistor in the connector. This resistor trims the current measured by the current controller in the PCM.   The universal HO2S heater is embedded with the sensing element allowing the engine to enter closed loop operation sooner. The heating element heats the sensor to a temperature of 780°C to 830°C (1,436°F to 1,526°F). The VPWR circuit supplies voltage to the heater. The PCM controls the heater ON and OFF by providing the ground to maintain the sensor at the correct temperature for maximum accuracy.   Heated Oxygen Sensor (HO2S) The HO2S detects the presence of oxygen in the exhaust and produces a variable voltage according to the amount of oxygen detected. A high concentration of oxygen (lean air to fuel ratio) in the exhaust produces a voltage signal less than 0.4 volt. A low concentration of oxygen (rich air to fuel ratio) produces a voltage signal greater than 0.6 volt. The HO2S provides feedback to the PCM indicating air to fuel ratio in order to achieve a near stoichiometric air to fuel ratio of 14.7:1 during closed loop engine operation.   When the oxygen sensor is cold, disconnected or on initial start up, the voltage may read between 1.5 to 1.7 volts. The oxygen sensor voltage will decrease to the normal operating range of 0.0 to 1.1 volts during warm, stabilized engine running conditions.   The HO2S heater is embedded with the sensing element. The heating element heats the sensor to a temperature of 800°C (1,472°F). At approximately 300°C (572°F) the engine enters closed loop operation. The VPWR circuit supplies voltage to the heater. The PCM turns the heater ON by providing the ground when the correct conditions occur. The heater allows the engine to enter closed loop operation sooner. The use of this heater requires the HO2S heater control to be duty cycled, to prevent damage to the heater.   Heated Oxygen Sensor (HO2S) Monitor The HO2S monitor is an on board strategy designed to monitor the heated oxygen sensors for concerns or deterioration which can affect emissions. The fuel control or stream 1 HO2S are checked for correct output voltage and response rate. Response rate is the time it takes to switch from lean to rich or rich to lean. The rear or stream 2 HO2S is monitored for correct output voltage and is used for catalyst monitoring and fore aft oxygen sensor (FAOS) control. Input is required from the camshaft position (CMP) sensor, the crankshaft position (CKP) sensor, the engine coolant temperature (ECT) sensor or the cylinder head temperature (CHT) sensor (if equipped), the fuel rail pressure temperature (FRPT) sensor, the fuel tank pressure (FTP) sensor, the intake air temperature (IAT) sensor, the mass airflow (MAF) sensor (if equipped), the manifold absolute pressure (MAP) sensor, the throttle position (TP) sensor and vehicle speed to activate the HO2S monitor. The fuel system monitor and misfire detection monitor must also have completed successfully before the HO2S monitor is enabled. The HO2S senses the oxygen content in the exhaust flow. The typical HO2S outputs a voltage between 0 and 1.0 volt. Lean of stoichiometric, air to fuel ratio of approximately 14.7:1, the HO2S generates a voltage between 0 and 0.45 volt. Rich of stoichiometric, the HO2S generates a voltage between 0.45 and 1.0 volt. The current required to maintain the universal HO2S at 0.45 volt is used by the PCM to calculate the air to fuel ratio. The HO2S monitor evaluates the HO2S for correct function. The time between HO2S switches is monitored after vehicle startup and during closed loop fuel conditions. Excessive time between switches or no switches since startup indicates a concern. Since lack of switching concerns can be caused by HO2S concerns or by shifts in the fuel system, DTCs are stored that provide additional information for the lack of switching concern. Different DTCs indicate whether the sensor always indicates lean, rich, or disconnected. The HO2S signal is also monitored for high voltage, in excess of 1.1 volts. An over voltage condition is caused by a HO2S heater or battery power short to the HO2S signal line.   A functional test of the rear HO2S is done during normal vehicle operation. The peak rich and lean voltages are continuously monitored. Voltages that exceed the calibrated rich and lean thresholds indicate a functional sensor. If the voltages have not exceeded the thresholds after a long period of vehicle operation, the air to fuel ratio may be forced rich or lean in an attempt to get the rear sensor to switch. This situation normally occurs only with a green, less than 804.7 km (500 miles), catalyst. If the sensor does not exceed the rich and lean peak thresholds, a concern is indicated. Also, a deceleration fuel shut off rear HO2S response test is done during a deceleration fuel shut off (DFSO) event. Carrying out the HO2S response test during a DFSO event helps to isolate a sensor concern from a catalyst concern. The response test monitors how quickly the sensor switches from a rich to lean voltage. It also monitors if there is a delay in the response to the rich or lean condition. If the sensor responds very slowly to the rich to lean voltage switch or is never greater than a rich voltage threshold or less than a lean voltage threshold, a concern is indicated. The malfunction indicator lamp (MIL) is activated after a concern is detected on 2 consecutive drive cycles.   Good luck!   Heated Oxygen Sensor (HO2S) #12 - Connector C1570 Circuit-Pin Details - 2.7L EcoBoost - 2015 Edge.pdf Heated Oxygen Sensor (HO2S) #22 - Connector C1569 Circuit-Pin Details - 2.7L EcoBoost - 2015 Edge.pdf Heated Oxygen Sensors (HO2S) #11, #12, #21, #22 -Wiring Diagram - 2.7L EcoBoost - 2015 Edge.pdf Universal Heated Oxygen Sensor (HO2S) #11 - Connector C171 Circuit-Pin Details - 2.7L EcoBoost - 2015 Edge.pdf Universal Heated Oxygen Sensor (HO2S) #21 - Connector C172 Circuit-Pin Details - 2.7L EcoBoost - 2015 Edge.pdf

Sounds like your dealership service manager is trying to pay his boat off faster.   Did you check and confirm that all those brake parts were past their useful service life, or just take the word of the service shop?   If you did check and confirm the brake parts needed replacement then "I do not drive crazy with my car" doesn't sound correct, and isn't the norm.   You could have had the battery tested at AutZone free of charge, but no issue with that if it was replaced prematurely under warranty.

I (leased) my New 2022 Edge ST brand new 2 years ago.  Once I started driving it and stopped at lights, I would hear a loud squealing noise (remember brand new).  I took it to the dealer service twice and complained and they said it was normal because it is a high performance vehicle/brakes.  So til this day, it still squeals whenever I stop at a light.  I thought, I wonder if any other people with Edge ST's hear the same noise.   OK, so here is the kicker.  I have been leasing Ford since 2007 and never had these issues 2 years in. I have had 3 oil changes (with tire rotation and checks) so far. My Edge currently has 23,0000 miles on it.  A few weeks ago when I got the 3rd oil change at the Ford dealership service area, they had to:   CHANGE MY BATTERY BECAUSE IT WAS GOING DEAD TOLD ME MY BRAKES ARE BAD AND NEED CHANGING MY ROTORS ARE BAD AND NEED CHANGING MY TIRES (by the way which are $400each) ARE BALD AND NEED CHANGING   I do not drive crazy with my car, I have little children so I am very careful how I drive.  Again, I have had leases since 2007 and never had to do this with any of my new leases. I don't know what to do because this stuff is not covered under warranty except for the battery which they changed for me. The tires are like special tires because it's ZR 21-inch high-speed tires. ( not that easy to get used ).  I am hearing all tires have to be the same or I will mess up the All Wheel Drive on the Edge.   I am so mad right now.  This stuff is expensive (rotors too) and I feel like something is up.  I should not be having these problems 2 years in.   I love my truck, it's cute but I can't......smh   Does anyone else have a similar problems or do I have a dud?  Any help or advice?    

Have you done a master reset of the Sync system? If not Ford has a reset procedure for all of the Sync systems.   https://www.ford.com/support/how-tos/sync/getting-started-with-sync/troubleshooting-apple-carplay/   GL

I can offer you a suggestion. It might be possible to un-stick the seat belt if over-extended with a thin flexible piece of steel. (read Slim Jim) Try slipping it on the inside of the belt and move the tool down till resistance is encountered. ( the belt seam) I've unstuck a few. Watch the video to learn MY the cheat!    

2024 Edge ST. receiving or making a call with Iphone 14pro max the picks up the call then goes silent. I have to get the phone switch from car to iPhone and back to car to work. I don't think it's my phone because it works great with my explorer ST 2021 and Jeep

My rear passenger seat belt won’t come out either. Did you find the fix?

The car is equipped with backup assistance... is this still functional with the JVC stereo or should I just order the back up camera.

Hello all,  I'm new to this discussion board. My call is Kris. My spouse drives a 2013 Ford Escape. Some weeks ago her radio begin to make weird noises. Suddenly about every week in the past complete sound gadget went dead. You can see radio buttons at the touchscreen and CD but you can not press them. So basically no music or some thing.   Took my car to the supplier and they said it's far Audio Control Module that is useless. And they want $850 to update it. Decided to do some research earlier than I pay them. Took the unit out and were given the quantity off it. The handiest problem is there are  cables at the returned of it that I don't have any idea how to disconnect. Also if I search for used units it looks like every body simply cut them off. I don't want to do it on account that do not know if I am capable of re-solder them after. I attach a photograph of the two cables reduce off.