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I am about to close a deal on a 2019 Edge Titanium Elite. I'm excited to learn more about it. I am a retired Ford parts manager, but have never owned an Edge.

Not lot of detailed info on this; only a handful of threads here. The procedure was pretty simple but has gotchas and other things I didn't really care for. For example the torque on the PTU fill plug, you'll never get 33 ft/lbs on that. I stopped turning before I got to 28 ft/lb and noticed the plug was deeper than when I first took it out and stopped. There's also no way, as mentioned in another thread here, that you can completely remove the PTU cooler without removing the crossmember there. You can however, pull the cooler out far enough to drain the fluid. Make sure not to screw up the o-ring on the cooler though, or you will be dropping the crossmember. Those of you with just a plug here and no cooler don't have to worry about this as your plug comes right out. Here's the fill plug and PTU cooler with the stud/nut showing. When I opened the fill plug not even a dribble of fluid came out. I had to use a combo of 1/4" 8mm socket and 8mm flex head closed end ratchet on the nuts. Or you can drop the exhaust. I kept the 1-piece stud/nut and just reused them. The PTU cooler pops out easily, or as much as it can before hitting the subframe. The coolers metal rod elements extend the length of PTU basically. Here she is draining. You can see the o-ring - do not mess it up. Brake cleaner will be your exhausts best friend. I'd say I spilled an ounce or more other than what's in the container but I tried to measure what came out of it. In the sun. Didn't look too bad I thought for ~35k miles but idk. Reinstalled PTU cooler and cleaned everything up. Inserted the stud/nuts and torqued to 97 in/lb Here's what I use to fill up transmissions and differentials. Just a regular water vacuum pump you can get on Amazon for $10. Easy peasy no mess no pumping just press a button. I put as much oil as it would take until it started streaming out. Then I spun the tires several times by hand and waited a few more minutes before pumping more fluid in. When the stream stopped and turned into a drip I put the fill plug back on with some thread sealant. Like I said above I don't like how Ford says 33 ft/lbs on the fill plug - that's not happening at least on mine. All cleaned up and done. I'll check the level again in 100 miles or so. The fill plug is inserted further than it was from the factory at 28ft/lbs. Be careful with aluminum. And that's pretty much it. It should take about an hour if you have access to a lift. As with everyone else, I have no idea why Ford couldn't put a drain plug other than to purposely let PTU's eat themselves after the warranty period.

Hello everyone, I’ve been following this thread with a lot of interest — great work from all of you digging into the 360 retrofit! I’ve been wanting to achieve a similar result, but I decided to take a different approach. I went with a third-party 360 AVM kit and set it up to integrate with the SYNC screen on my 2023 Ford Edge. There really isn’t anything compatible out of the box with the Edge, but I noticed the Edge and Ranger share similar hardware and modules. And notice I said similar — not the same. It’s been a long process — I’ve done tons of research and a fair amount of trial and error to figure out the video inputs, CANBUS integration, and DIP switch configurations needed to get everything displaying correctly with the factory screen and triggers. With this I do have dynamic guidelines, parking sensors, multiple views along with the top-down bird view. Also I did retain the factory camera and camera view, and I can jump between factory view and 360 kit view. It’s still a work in progress, but going this route gives me more flexibility compared to being locked into the OEM restrictions. I’ll share more updates as I continue refining the setup. Next steps will be to mount all the cameras

The little things matter 😉 Added glove box compartment light back in the Edge. Don't know why Ford deleted it in the first place. Scored a 2017 Edge glove box lamp harness and damper from the junkyard. With a little bit of DIY (dremel action & soldering), swapped out the LED PCB for a brighter aftermarket one. I made a T-harness to tap into the passenger side (visor) vanity mirror lamp circuit. Ran that down the psngr side A-pillar all the way to the glove box.

alright, so its lane changing, never had awd so i kept looking at awd symptoms and solutions, i found it turned it off will drive tomorrow to see what happens technology is killing/saving me if you ever need help with a 73-79 f100 let me know, simplicity is awesome thanks for the help could not have done it without your insight

Welcome to the Forum @Huntk420! Surprisingly rare -- the only one -- via online Salvage Yard search engine Car-Part.com... 2019 Edge ST Paint Color: Ford Performance Blue Paint Code: FM Build Date: 10/19/2018 Link - Gundie's Auto Recyclers Link - Vehicle Images Good luck!

Welcome to the Forum @Kellmac! The 2020 Edge Workshop Manual indicates the Rear Door Moulding panel is retained to the body by eleven (11) clips attached to the panel's molded-in pedestals. You might try putting a square of masking tape or low-tack painter's tape on the outer face of the panel corresponding to each of the eleven pedestals, to ensure that you are directly engaging each and every retaining clip. If any of your Edge's clips appear to be damaged when compared to the below photo, replacement clips are available per Ford's online parts-selling site, and through your local dealer's Parts Department. And finally, the 2020 Edge Workshop Manual removal & installation procedure is attached below as a PDF document. Good luck! Link to this FordParts webpage Rear Door Moulding - Removal and Installation - 2020 Edge Workshop Manual.pdf

Wanting to spend a few hundred dollars wisely? Drive through the poor section of your town and drop 30 $10 dollar bills out the window or, pick an Angel off the Christmas Tree @ the mall. Watch the video before you spend your hard earned $$$$!

I wasn't happy with the light in the trunk at all. If the light isn't blocked, then everything is fine. But when it's blocked, it's hard to find anything. The lampshade is inserted into a frame made of textolite. I disassembled the right side of the interior to lower the ceiling. We connect to the rear right light. We place the lantern in the middle, carefully cut it out and insert it. We get the final result.

Hello fellow edge owners. I recently purchased this 2020 Ford Edge TITANIUM with 22k miles. I owned a 2011 a few years ago, but had to sell that off due to my growing family. Love these cars. Located in the Philadelphia, Pa. region.

I wanted to provide some closure on my whine/roar. After spraying the center bushing with lubricant and the whine/roar going away, I pulled the trigger and ordered a new center bushing. I used ramps on the passenger side to have the length of the vehicle up. I had to drop the exhaust, prior to cat (had to grind off the bolts), I then jacked up the front driver side to get the wheel enough off the ground so I could turn the driveshaft. I did put the transmission in Neutral, with the parking brake on and the rear driver wheel chalked. I removed the bolts holding the shaft on. The ends were "stuck". I sprayed with penetration fluid. I used some force, and mistakenly pulled the dust housing off the rear (very bad move on my part). I finally had to use a chisel and tap it out. The front came out with no issues. No matter the videos I watched. the amount of force I applied or the penetration fluid I applied, the shaft was NOT separating. After looking more at the rear of the shaft, I realized that by pulling off the dust cover, it was going to be an issue if I was able to get it back together. I had to order a new driveshaft. In the meantime, we drove the car for 2 weeks without a drive shaft with zero issues. No check engine lights nor performance issues that I could tell. I installed the new driveshaft, with the new center bushing and it's back to normal. No whine at all. At the end of the day, l spent a lot of time on my back and learned some lessons, but I think I still made out spending less than going to the dealer. I hope this helps someone.

While the tips are in shadows, they look to be burning correctly, the tips worn round, and the end of the ground strap eroded, so certainly time to get it done. I did mine earlier just to get it done during a good time to work, between long drives, weather cooperating, etc. I did mine at 82k, a little erosion on the ground strap, but the precious metal tip was still square, could have gone much much longer, but for how cheap it was to do, if I pull them I replace them.

Also, as far as I know, the oil life monitor also takes into account time with the maximum time being 12 months. So if you change the oil as suggested above at 50%, you would be more certainly changing the oil at no more than 5,000 mile or 6 months from when it was last reset. Or you can interpolate the interval you want, knowing that 100% means 10k miles or 12 months. For example, 60% oil life balance would mean 4k miles or 4.8 months.

Welcome to the Forum @Jetboy47! The following is the Workshop Manual removal and installation procedure, which is also attached below as a PDF file... Driver Side Register Special Tool(s) / General Equipment Interior Trim Remover Removal Release the clips and remove the LH instrument panel finish panel. Use the General Equipment: Interior Trim Remover Release the clips and remove the driver side register assembly. Installation To install, reverse the removal procedure. Ford's online parts-selling site provides photos showing fuller detail of the retaining clips... Link to this FordParts webpage Good luck! Driver Side Register - Removal and Installation - 2022-2024 Edge Workshop Manual.pdf

I did the larger rotor swap a few months ago. The brackets were readily available on Rock Auto to use the standard non ST calipers. I felt that the ST calipers would be too much change for a vehicle that has Adaptive Cruise with Stop and Go. The master cylinder even for the AWD rotors versus FWD is different, a lot more things are different for the ST and ST PP brakes. I also didn't go with drilled/slotted since this is both our daily driver and our vacation vehicle. I have around 6,000 miles on the new brakes and all is wearing well, all advanced braking things like stop and go adaptive cruise, ABS, etc work, and they have been hammered on and no fade in the mountains as before. Make sure you have a large enough spare for the front, or know you will be putting the spare on the rear if you get a flat in the front. I found a relatively cheap 18 inch spare from an MKX.

The closed-spoke steering wheels contain the motor for Adaptive Steering, as described in the 2019 Edge Workshop Manual... Adaptive Steering - Overview The adaptive steering system provides steering assist to the driver by dynamically changing the steering ratio between the steering wheel and the road wheels, thereby reducing the number of steering wheel turns required to turn the road wheels. This is accomplished through the use of a motor, worm gear and toothed hub. All adaptive steering system components are inside the steering wheel, behind the driver air bag. Additional technical detail on Adaptive Steering, from the Workshop Manual... Placing your device cursor over underlined acronyms may yield full-words descriptions of the acronyms. Adaptive Steering - System Operation and Component Description System Operation System Diagram Network Input Message Chart SECM Network Input Messages Broadcast Message Originating Module Message Purpose ABS active ABS module Used to inform the SECM an ABS event is taking place. Active front steering request ABS module Used to request steering angle changes for stability control events. EPAS fail PSCM Used to inform the SECM of an EPAS or PSCM failure. Lane keeping system status IPMA Informs the SECM of the current lane keeping system status. Odometer master value IPC This message is sent to the GWM and then to the SECM . Provides the SECM with the current odometer value in kilometers. Power pack status PCM This message is sent to the GWM and then to the SECM . Used to inform the SECM of powertrain status; OFF-torque not available, ON-torque not available, Start in Progress-torque not available, ON-torque available. Restraint impact event status RCM Informs the SECM of airbag deployment and fuel system cutoff due to a vehicle impact event. Stability control event in progress ABS module Used to inform the SECM a stability control event is taking place. Steering wheel angle ABS module Provides the SECM with steering wheel angle information for clear vision compensation. Steering wheel heat request IPC This message is sent to the GWM and then to the SECM . Informs the SECM the driver has requested the heated steering wheel to be activated. Transport mode BCM This message is sent to the GWM and then to the SECM . Used to confirm the vehicle is in normal operation mode, factory mode or transport mode. Turn signal status SCCM Informs the SECM of the current turn signal status; LEFT, RIGHT or OFF. Vehicle braking command ABS module Used to inform the SECM of vehicle braking. Vehicle configuration information BCM This message is sent to the GWM and then to the SECM . Provides the SECM with the current vehicle configuration (central car configuration). Vehicle speed PCM This message is sent to the GWM and then to the SECM . Used to inform the SECM of the current vehicle speed. Vehicle yaw data ABS module Provides the SECM with vehicle yaw data for clear vision compensation. Adaptive Steering System The SECM controls the functions of the adaptive steering system and communicates with other modules through the SASM over the HS-CAN2 . The SECM and the SASM communicate over a private CAN . To activate, the SECM requires battery voltage, ignition voltage and must communicate with other modules over the HS-CAN2 . The SECM must also receive the power pack status message from the PCM in order to activate. The SECM uses a motor to turn a toothed hub connected to the steering shaft to add or subtract incremental turns to the driver steering shaft input. At low speeds the same steering input from the driver delivers more front wheel angle, providing more low-speed agility. Low speed maneuvers require significantly less steering wheel rotation. At high speeds, straight line driving precision is increased, providing the driver with an improved highway driving experience and feel during moderate-to-high-speed cornering. As the driver turns the steering wheel, the SASM detects the speed and direction of the steering wheel rotation and transmits this information to the SECM over a private CAN . The SECM responds by activating the motor in the appropriate direction and speed to assist in turning the front wheels and reducing the necessary number of steering wheel turns required by the driver. The SECM is self-monitoring and is capable of setting and storing Diagnostic Trouble Codes (DTCs). Depending on the nature of the DTC , the SECM may engage the adaptive steering lock and may send a request to the IPC to illuminate the adaptive steering system warning indicator and display a message in the message center alerting the driver of a potential adaptive steering system concern. The warning message is sent over the HS-CAN2 to the GWM where it is converted to a HS-CAN3 message and forwarded on to the IPC over the HS-CAN3 . Adaptive Steering Lock The adaptive steering system is designed with a locking device. While the lock is engaged, the steering system is set to a fixed (1:1) steering ratio. A sound may be heard when the vehicle is started or shut off as the lock is disengaged or engaged and a slight movement of the steering wheel may be noticed while the locking action is taking place. If the vehicle loses electrical power or the SECM detects a fault while driving, the lock is engaged. Extreme operating conditions may also cause the SECM to engage the lock. This strategy prevents overheating and permanent damage to the adaptive steering system. Typical steering and driving maneuvers allow the system to cool and return to normal operation. While the lock is engaged, it is possible the steering wheel may not be straight when the vehicle is driving straight ahead and the driver may notice the steering wheel angle or "clear vision" may be off-set. The locking solenoid also engages when the ignition is set to ON and the driver door is closed, this prevents the steering wheel from turning unnecessarily while the system is off and affecting steering wheel clear vision. The locking solenoid disengages once the engine is started. Heated Steering Wheel The SECM is also the controlling ECU for the heated steering wheel system. For additional information on heated steering wheel functionality, Refer to: Steering Wheel and Column Electrical Components - System Operation and Component Description (211-05 Steering Wheel and Column Electrical Components, Description and Operation). Component Description Adaptive Steering Locking Solenoid The locking solenoid is a normally engaged (locked) solenoid which requires a voltage input to disengage (unlock). This provides a fail-safe in case of SECM or adaptive steering system failure. Adaptive Steering Motor The adaptive steering motor is a reversible, variable speed motor with an attached worm gear. The motor is internal to the steering wheel and is serviced with the steering wheel. SECM The SECM is the ECU for the adaptive steering system. The module monitors all sensor inputs and HS-CAN2 messages relating to the adaptive steering system and directly controls the output of the adaptive steering motor. The SECM is internal to the steering wheel and is serviced with the steering wheel. Conventional Edge steering wheel... Good luck!

And i bought it-a white SEL with a few options-cold weather package/trailer towing package/activex seats. Guess it will have to do-replacing a 2019 SEL with same options but with Nav and convenience package.

I think I found an easier solution to this issue. I was able to slide a screw driver under the clip and rotate it a little to lift it up. I then slid a thick piece of felt under the end of the clip and dropped it back down. I purchased a pack of those round stick-on felt pads that go on the bottom of kitchen chair legs from the Dollar Tree. The one I used was the size of a nickel. The very annoying tick is completely gone!!!!:) I had to redo this felt pad solution because it eventually compressed too much and the rattle came back. I ended up using a round piece of plastic about the size and thickness of a nickel with felt stuck to both sides. Just sticking felt to both sides of an actual nickel would also work well.

Link to this FordParts webpage Good luck!

Found it! Tighten the bolts holding the fabric material to the fender well and it is gone! I sent you a personal message and here are the pictures. Jiggle the area where my hand is and you should hear the sound. tighten the bolts about a half turn.

SSM 53601 2020-2023 Explorer/Aviator, 2020-2025 Police Interceptor Utility, 2020-2025 Escape/Corsair, 2022-2025 Maverick, 2024-2025 Nautilus - Hybrid - Illuminated MIL With DTC P2450:00 Stored In The PCM Some 2020-2023 Explorer/Aviator, 2020-2025 Police Interceptor Utility, 2020-2025 Escape/Corsair, 2022-2025 Maverick, and 2024-2025 Nautilus vehicles equipped with a hybrid powertrain may exhibit an illuminated malfunction indicator lamp (MIL) with diagnostic trouble code (DTC) P2450:00 stored in the powertrain control module (PCM). This may be due to an evaporative emission system concern or may also be caused by the customer overfilling the fuel tank. If this condition occurs, perform normal diagnosis per Workshop Manual (WSM) Section, 303-13 and repair as necessary. Inform the customer that the condition may have been caused by overfilling of the fuel tank and to not top-off the fuel tank when the fuel pump nozzle automatically shuts off for the first time. Refer the customer to the Fuel and Refueling section of their Owner Manual for additional information.

Back again after a different dealership having my Edge for just about a month. I THINK we have figured out the problem. I will paste the (quite long) write-up from the master mechanic - as it would be more helpful than anything I would try to explain. Hopefully it helps at least ONE person that may be experiencing a similar problem. 2020 Ford Edge ST with 17k miles on it, 100 visits to dealerships, ridiculous amounts of time without the car, $1000's wasted, "fixes" that ended up not being fixes, etc. The master mechanic found it to be the driveshaft installed improperly from the factory. Please read the write-up for more details. I appreciate all the messages with guesses at what this could be. After getting a new transmission and it essentially being a placebo-fix where we weren't hearing the noise for a short period, here is to hoping that this new, properly installed driveshaft resolves this FIVE YEAR problem we've been experiencing. Thanks again!

Who would have guessed that one day your Social Security would be at risk?

This is what I use for extracting the RDU oil. I made the shepherds hook/candy cane with a wire coat hanger inside some silicone tubing, used with my BMW oil extractor.

Hi all, I was able to complete the repair successfully! It wasn't the hardest repair I have ever done, but it also wasn't the easiest. If you take a plastic trim removal piece, the little white clips are very easy to pop off. The problem I faced when doing this repair was, as the manual stated, some come with little dollops of polyurethane in the corners, and my car was one of the ones that had this. It is a very tight spot to get a razor blade in there. I am, unfortunately, at college, so I have very limited access to tools, but I would recommend a spackle knife to get in there and to pull that polyurethane out. This is a very tedious process and takes a good amount of time. Once that was finished, the whole trim piece popped off, allowing me to access the underside to install all of the clips. I got new clips from a Ford dealership, and I noticed a little upgrade was made to them. There is a little white piece that applies pressure to ensure that the clips don't fall out, like how mine fell out. You can notice the difference in the picture below. Once the clips were installed, some of the weather stripping came undone so I purchased new weather stripping at Home Depot and installed it. To reinstall the trim piece, you can simply line up the holes with the clips you installed on the trim piece and then apply some pressure; you will hear loud clicks for every clip you have. You must insert the clips into the trim piece, you can't put the clips onto the frame of the car. During this whole process, I got a little impatient undoing the polyurethane and snapped the trim piece in 2 places. I was able to silicone the pieces back together, it's not very noticeable, but I would recommend taking your time to not let this happen to you. Down below I have numerous photos of the whole process, let me know if anyone needs help. Again, thank you everyone for your help, you made this process a whole lot better for me! B7707F98-D065-4C9B-9911-2698517FCE65_1_201_a.heic

I have finally solved the issue of the rear seat belt extenders for my 2020 Ford Edge Titanium. We have child booster seats for our two granddaughters and it was very difficult to secure the seatbelts because of how low the receptacles are set in the rear seat. With the 60/40 split fold down rear seat, there are two completely different seat belt connectors. One for the seat on the passenger side and one for the seat in the middle and driver's side. The seat on the passenger side has a unique buckle arrangement and requires the following extender (KT4Z-78611C22-AA). The seat on the drivers side (and middle seat) has a normal buckle and uses the following extender (6L2Z-78611C22-AA). Once I got both of these and made sure they worked, I tried to explain this to the parts person at the local Ford dealership. They were uninterested. Please note that both of these are available free of charge from Ford, although they may have to be ordered. The passenger side extender is the more difficult one to obtain.

Good luck! 360 Camera - Wiring Diagram 2 - 2024 Edge - China.pdf 360 Camera - Wiring Diagram 1 - 2024 Edge - China.pdf Parking Aid - Component Location - Description and Operation - 2024 Edge Workshop Manual - China.pdf Side Parking Aid Camera - Removal and Installation - 2024 Edge Workshop Manual - China.pdf

A few updates to the cruise control project: 1. I have not replaced the lower front bumper cover trim to one that protects the cruise control module. So far, no damage or sensor blockage has occurred. I was able to use adaptive cruise control in the rain. I did not notice any snow or dirt accumulate on the sensor. 2. The ABS module will need to be replaced for lane centering, evasive steering assist, and ACC to 0 mph. I have received an ABS module. Currently, FORScan does not have any ABS service functions for the 2021-2024 Edge. However, the FORScan Team has sent me a test build, so I should be able to calibrate the ABS module and bleed the brakes. Hopefully I will be able to find time to replace the ABS module and bleed the brakes soon. 3. A little while ago, my ACC and pre collision assist stopped working. The cause of this problem was a poor connection (done by me lol). The CCM was only getting about 8 volts of power. The solution to this was to fix my bad wiring and ensure the CCM communication wires are a twisted pair.

It is in the very back of the area where the roof opens on the right (passenger) side. There is a silver metal clip, almost hook shaped, that goes over a metal thin rod that goes from the left to right side of the vehicle in the back. It is very hard to see. You have to push the left side of your head against the glass (with the sunscreen cover all the way open of course) and look towards that back passenger side corner. I got one of those very small eyeglass screwdrivers and put a thin piece of cloth about 1/2 inch square over the end of the screwdriver and pushed it between the silver metal springlike hook that goes over the bar and the rattle/ticking is gone! I have had mine work its way out a few times and had to push it back in.

Good luck! Parking Aid - 360 Degree View Camera Alignment - 2020 Nautilus Workshop Manual.pdf Parking Aid - 360 Degree Camera - 2020 Nautilus Owner's Manual.pdf Parking Aid - 180 Degree Camera - 2022 Edge Owner's Manual.pdf

@Wubster100: Relevant information from 2020 Nautilus and 2022-2024 Edge Owner's Manuals, Workshop Manuals, and Wiring Resources, is attached as PDF documents below and in an immediately following post, due to Forum file attachment limitations... Touchscreen WITH Front Split View Camera - APIM & IPMB Wiring Diagram - 2022-2024 Edge.pdf Rear View Camera - Touchscreen WITHOUT Front Split View Camera - Wiring Diagram - 2022-2024 Edge.pdf APIM Module Communications - Wiring Diagram #1 - 2022-2024 Edge.pdf APIM Module Communications - Wiring Diagram #2 - 2022-2024 Edge.pdf APIM & IPMB Grounds - Wiring Diagram - 2022-2024 Edge.pdf APIM Power Distribution - Wiring Diagram - 2022-2024 Edge.pdf SYNC MODULE (APIM) - Connector C2383A Pinout - 2022-2024 Edge.pdf SYNC MODULE (APIM) - Connector C2383F Pinout - 2022-2024 Edge.pdf IMAGE PROCESSING MODULE B (IPMB) - Connector C3676A Pinout - 2022-2024 Edge.pdf IMAGE PROCESSING MODULE B (IPMB) - Connector C3676B Pinout - 2022-2024 Edge.pdf IMAGE PROCESSING MODULE B (IPMB) Module Communications - Wiring Diagram - 2022-2024 Edge.pdf Rear View Camera - Touchscreen WITH Front Split View Camera - IPMB Wiring Diagram - 2022-2024 Edge.pdf Front Split View Camera - Power Distribution & IPMB Wiring Diagram - 2022-2024 Edge.pdf AUDIO CONTROL PANEL (Front Camera Switch) - Connector C2009 Pinout - 2022-2024 Edge.pdf AUDIO CONTROL PANEL (Front Camera Switch) - APIM & HVAC Wiring Diagram - 2022-2024 Edge.pdf HVAC MODULE - Connector C228B Pinout - 2022-2024 Edge.pdf Parking Aid - Overview - 2022-2024 Edge Workshop Manual.pdf Parking Aid - Component Location - 2022-2024 Edge Workshop Manual.pdf Parking Aid - System Operation and Component Description - 2022-2024 Edge Workshop Manual.pdf Parking Aid - 360 Degree View Camera Alignment - 2022-2024 Edge Workshop Manual.pdf Image Processing Module B (IPMB) - Removal and Installation - 2022-2024 Edge Workshop Manual.pdf 360 Camera - Wiring Diagram #1 - 2020 Nautilus.pdf 360 Camera - Wiring Diagram #2 - 2020 Nautilus.pdf 360 Camera - Wiring Diagram #3 - 2020 Nautilus.pdf 360 Camera - Wiring Diagram #4 - 2020 Nautilus.pdf IMAGE PROCESSING MODULE B (IPMB) - Connector C3676B Pinout - 2020 Nautilus.pdf IMAGE PROCESSING MODULE B (IPMB) - Connector C3676A Pinout - 2020 Nautilus.pdf EXTERIOR MIRROR LH - Connector C517 Pinout - 2020 Nautilus.pdf EXTERIOR MIRROR RH - Connector C615 Pinout - 2020 Nautilus.pdf Parking Aid - Component Location - 2020 Nautilus Workshop Manual.pdf Parking Aid - Overview - 2020 Nautilus Workshop Manual.pdf Parking Aid - System Operation and Component Description - 2020 Nautilus Workshop Manual.pdf Side Parking Aid Camera - Removal and Installation - 2020 Nautilus Workshop Manual.pdf

Today I installed the RH CV Axle. The only battle I had was extracting the axle - all YT videos show smacking the inner joint with a hammer - I even went to Lowes to get a heavier hammer, and that didn't work - see the section of all-thread and nut in the photos - I cut a length of all-thread to fit snugly between the inner joint and a bolt head on the PTU, then holding it with a pliers I backed the nut out and as it reached the end of its thread the axle was free to extract - way better than beating on it. The I noticed the friction material had come off the outboard brake pad - went to Autozone and got a set of new pads - found the same thing on the LH. The LH CV Axle cured the vibration but I could still just a little at exactly 60mph with acceleration - that is gone now. The inner joint on the RH axle had similar wear divots, just not as deep - the lubricant didn't run out like oil as was the case with the LH, but it looked an odd brown color.

I just did my RDU, PTU and a transmission drain and fill the past few days. I just passed the 20k mark on my 2023 ST. The RDU fluid was ok, but honestly it didn't need to go any longer. I put in a few more oz than I took out. The PTU on my vehicle has no drain plug and it is different than all the videos out there that I can find to do a drill and tap. With not being sure where to put a drain plug I pulled/sucked out 350ml and put in 500 ml. Again they shorted me on fluid. The PTU fluid looked good, I was really pleased to see that. I replaced 5 quarts of transmission fluid and it looked in really good shape. I was worried reading all the concerns with the RDU, PTU and transmission. As little as this all cost me in fluids, probably about $120 in total, I think it is worth doing every 20k or less as the RDU fluid definitely needed to be replaced, and only being able to get half the fluid in the PTU. I used the Motorcraft fluids for the RDU and PTU and used Valvoline ULV fluid for the transmission. I bought the Motorcraft fluids on Amazon and the transmission fluid on Rockauto.

@bogmanglen: Relevant sections from the 2021 Edge Workshop Manual are attached below as PDF documents... Good luck! Air Conditioning (A-C) Compressor - 2.0L EcoBoost - Removal and Installation - 2021 Edge Workshop Manual.pdf Air Conditioning (A-C) Compressor Belt - 2.0L EcoBoost - Removal and Installation - 2021 Edge Workshop Manual.pdf Fender Splash Shield - Removal and Installation - 2021 Edge-MKX Workshop Manual.pdf

@tuxnet: Relevant sections from the 2014 Edge-MKX Workshop Manual with enlarged procedure illustrations are attached below as PDF documents... Good luck! Cruise Control Module (C-CM) (with Sensor) Adjustment - General Procedures - 2014 Edge-MKX Workshop Manual.pdf Bumper — Exploded View, Front - Removal and Installation - 2014 Edge-MKX Workshop Manual.pdf Bumper — Exploded View, Front - Enlarged Edge Illustrations - 2014 Edge-MKX Workshop Manual.pdf Bumper Cover — Front - Removal and Installation - 2014 Edge-MKX Workshop Manual.pdf

TSB 25-2157 HAS BEEN SUPERCEDED BY TSB 25-2283, WHICH IS POSTED IMMEDIATELY BELOW TECHNICAL SERVICE BULLETIN Inbound Call Cannot Be Heard And/Or Wireless Charger Icon Inaccurate 25-2157 17 April 2025 Model: Ford 2025 Explorer Lincoln 2024-2025 Nautilus 2025 Aviator Markets: North America markets only Issue: Some of the vehicles listed in the Model statement above may exhibit at least one of the following conditions: • Inbound call cannot be heard • Wireless charger icon inaccurate This may be due to the APIM software. Action: For vehicles that meet all of the criteria in the Issue and Model statements, follow the Service Procedure to reprogram the APIM. Warranty Status: Eligible under provisions of New Vehicle Limited Warranty (NVLW)/Service Part Warranty (SPW)/Service Part New Vehicle (SPNV)/Extended Service Plan (ESP) coverage. Limits/policies/prior approvals are not altered by a TSB. NVLW/SPW/SPNV/ESP coverage limits are determined by the identified causal part and verified using the OASIS part coverage tool. Labor Times Description Operation No. Time 2024-2025 Nautilus, 2025 Explorer/Aviator: Perform software update for GWM, TCU and APIM per service procedure. Includes time to clear codes. 252157A 1.9 Hrs. Additional Time For Further Updates To GWM, TCU and APIM “Refer To Warranty & Policy Manual, Section 1.3 For Time Recording Requirements And Procedures For Actual Time. Ford Monitors Module Reprogramming Vehicle History Session Data To Compare Against Warranty Claiming Activity” (Can Be Claimed With Operation A) AP252157 Actual Time Up To 2.0 Hrs. Repair/Claim Coding Causal Part: 14H522 Condition Code: 04 Service Procedure NOTE: The time required to complete this procedure varies depending on several factors including the number of module software updates required, available internet bandwidth, USB flash drive variability, and the potential that CAN flashing (software update via the DLC with FDRS) may be required. Connect to the internet with an ethernet cable, use a USB 3.2 Gen 2 or higher flash drive. When performing USB software updates, using high speed USB ports on the laptop is recommended for faster file transfer. 1. Start an FDRS session and navigate to Toolbox tab > Datalogger > body control module ( BCM) and select the BATT_SOC PID. Verify the PID reads 50% or higher. NOTE: Connecting the battery charger negative clamp directly to the battery negative terminal might result in the SOC PID not immediately reflecting the improvement from charging. (1). If SOC is less than 50%, charge the battery by attaching the battery charger's negative clamp to the engine or chassis ground and not the negative battery terminal. Refer to WSM, Section 414-01. (2). If the battery is unable to achieve a 50% SOC, use the Rotunda GRX-3590 or DCA-8000 testers to verify if replacement is required. • If the battery does not need to be replaced, disconnect the Rotunda charger and perform a BMS reset using the FDRS scan tool. • If the battery is replaced, fully charge the new battery, disconnect the Rotunda charger and perform a BMS reset using the FDRS scan tool. • Claim the battery testing and replacement outside of this article. 2. Reconnect the battery charger and set it to maintain a vehicle voltage of 12.6-13.6 volts. A low battery voltage or SOC while performing a software update to any module may result in a repeat "Restart Required" message in the vehicle's center display screen or a message on the FDRS saying "Part Number Validation Failed" or "DID Validation Failed". 3. Run the "Read The Configuration Data" app in FDRS, located in Toolbox > Multi- Module tab. 4. Navigate to the SW Updates tab. Is there a software update available for any of the following modules? GWM TCU APIM (1). Yes - proceed to Step 5. (2). No - this article does not apply. 5. Prepare to update the software for the GWM, TCU, and APIM. (1). A 64GB or larger USB flash drive is required for GWM, TCU, and APIM software updates. USB 3.2 Gen 2 or higher is recommended for faster file transfer on both the computer port and the USB drive. (2). Make sure the USB flash drive being used is formatted correctly. To see the available drives, hold down the Windows icon keyboard key and press the E keyboard key. Right click on the USB flash drive and select Properties. If File System under the General tab is not exFAT, the drive must be formatted. (3). To format the USB flash drive: • Right click on the USB flash drive. • Select Format, select exFAT for the File System. • Select Default Allocation Size for the Allocation Unit Size. (4). De-selecting Quick Format is not necessary and results in a lengthier operation. 6. Using the FDRS, begin module programming by selecting the "SW Updates" tab. Follow all on-screen instructions carefully. 7. When prompted, connect the USB flash drive to the FDRS. 8. When prompted by the FDRS, safely remove/eject the USB flash drive from the FDRS. Start the vehicle ( KOER) then connect the USB flash drive to the USB media hub to install the software into the module. When the USB software update begins, the center display screen displays a message stating "Do Not Remove USB". The update may take 10 minutes or longer to complete. NOTE: It may take up to 5 minutes for the vehicle to recognize the USB flash drive with software update. 9. When the vehicle's center display screen prompts to restart the vehicle: (1). Turn the vehicle OFF. (2). Wait 10 minutes. (3). Restart the vehicle (KOER). The update is still in process at this time. 10. Follow FDRS on-screen prompts to complete the update. NOTE: It may take up to 5 minutes before "Update Successful" appears in the vehicle's center display screen. After 5 minutes if "Update Successful" pop-up is not shown on the center display screen, remove the USB flash drive and select YES on the FDRS prompt stating "Was The USB Update Successful" ( FDRS verifies if the module software update was successfully installed on the module). 11. Perform the software update for the GWM. Follow all update screens. If there is no GWM software update available, proceed to Step 12. (1). If there is no screen prompt indicating that the software update is in progress: • Perform the Digital Experience reset. (2). Follow the center display screen prompts. (3). Follow FDRS prompts to complete the GWM programming. • Once the pop up stating "Update Successful" appears in the center display screen, select Close, remove the USB flash drive from the USB media hub, and select Yes on FDRS indicating the update installed successfully. This initiates the remaining automated configuration steps and reports the module software part numbers and application software levels to the Ford online database. Failure to follow this step results in an inaccurate database as well as omitted, improperly installed, or improperly configured applications (features) such as navigation (if equipped). It is normal for the module to reset during this step. (4). Proceed to Step 12. 12. Perform the software update for the TCU. Follow all update screens. If there is no TCU software update available, proceed to Step 13. (1). If there is no screen prompt indicating that the software update is in progress: • Perform the Digital Experience reset. (2). Follow the center display screen prompts. (3). Follow FDRS prompts to complete the TCU programming. • Once the pop up stating "Update Successful" appears in the center display screen, select Close, remove the USB flash drive from the USB media hub, and select Yes on FDRS indicating the update installed successfully. This initiates the remaining automated configuration steps and reports the module software part numbers and application software levels to the Ford online database. Failure to follow this step results in an inaccurate database as well as omitted, improperly installed, or improperly configured applications (features) such as navigation (if equipped). It is normal for the module to reset during this step. (4). Proceed to Step 13. 13. Perform the software update for the APIM. Follow all update screens. If there is no APIM software update available, proceed to Step 14. (1). If there is no screen prompt indicating that the software update is in progress: • Perform the Digital Experience reset. (2). Follow the center display screen prompts. (3). Follow FDRS prompts to complete the APIM programming. • Once the pop up stating "Update Successful" appears in the center display screen, select Close, remove the USB flash drive from the USB media hub, and select Yes on FDRS indicating the update installed successfully. This initiates the remaining automated configuration steps and reports the module software part numbers and application software levels to the Ford online database. Failure to follow this step results in an inaccurate database as well as omitted, improperly installed, or improperly configured applications (features) such as navigation (if equipped). It is normal for the module to reset during this step. (4). Proceed to Step 14. 14. Format the USB drive. Right click on the USB flash drive. Select Format, select exFAT for the File System. Select Default Allocation Size for the Allocation Unit Size. De-selecting Quick Format is not necessary and results in a lengthier operation. NOTE: The USB drive must be formatted immediately after the APIM software update (prior to updating any other module) or the subsequent updates may fail. 15. Refresh the FDRS files. (1). Click on envelope icon. (2). Select Refresh FDRS Files (this will close FDRS when completed). (3). Launch FDRS. (4). Start new FDRS session. 16. Are there any updates available for the GWM, TCU, and/or APIM? NOTE: The option to update a module may not be available until other module(s) are updated to a certain level. The network test is a confirmation that all modules are at the latest available software. Some repairs may require multiple network tests to reveal all module dependent software. (1). Yes - proceed to Step 11. (2). No - repair is complete. © 2025 Ford Motor Company All rights reserved. NOTE: The information in Technical Service Bulletins is intended for use by trained, professional technicians with the knowledge, tools, and equipment to do the job properly and safely. It informs these technicians of conditions that may occur on some vehicles, or provides information that could assist in proper vehicle service. The procedures should not be performed by "do-it-yourselfers". Do not assume that a condition described affects your car or truck. Contact a Ford or Lincoln dealership to determine whether the Bulletin applies to your vehicle. Warranty Policy and Extended Service Plan documentation determine Warranty and/or Extended Service Plan coverage unless stated otherwise in the TSB article. The information in this Technical Service Bulletin (TSB) was current at the time of printing. Ford Motor Company reserves the right to supersede this information with updates. The most recent information is available through Ford Motor Company's on-line technical resources.

@bogmanglen: The 2021 Edge Workshop Manual diagnostic Pinpoint Test AA directs to perform a Powertrain Control Module (PCM) Self Test scan-tool/Forscan procedure to see if any PCM DTC(s) are revealed. PINPOINT TEST AA: U0401:00, U0401:82, U0422:68, U0422:81, U0452:82 Introduction DTC Fault Trigger Conditions DTC Description Fault Trigger Condition HVAC U0401:00 Invalid Data Received From ECM/PCM 'A': No Sub Type Information Sets when the HVAC control module receives invalid network data from the PCM . HVAC U0401:82 Invalid Data Received From ECM/PCM 'A': Alive/Sequence Counter Incorrect/Not Updated Sets when the HVAC control module receives invalid network data from the PCM . HVAC U0422:68 Invalid Data Received From Body Control Module: Event Information Sets when the HVAC control module receives invalid network data from the BCM . HVAC U0422:81 Invalid Data Received From Body Control Module: Invalid Serial Data Received Sets when the HVAC control module receives invalid network data from the BCM . HVAC U0452:82 Invalid Data Received From Restraints Control Module: Alive/Sequence Counter Incorrect/Not Updated Sets when the HVAC control module receives invalid network data from the RCM . Possible Causes Suspect module AA1 CHECK FOR DIAGNOSTIC TROUBLE CODES (DTCS) FROM THE MODULE SENDING INVALID DATA Ignition ON. Using a diagnostic scan tool, carry out the self-test for the module in question sending the invalid data. Are any Diagnostic Trouble Codes (DTCs) present from the module sending the invalid data? Yes DIAGNOSE the module sending the invalid data. REFER to the appropriate section in the Workshop Manual. No DIAGNOSE the observable symptom present. REFER to the appropriate Symptom chart in this section. If yes. report the PCM DTC(s) back here. If no, then a symptom-based diagnostic Pinpoint Test L, which evaluates many potential contributing factors, will need to be employed. Pinpoint Test L and several -- but not all -- of its supporting documents are attached below for you to assess, if you wish to personally pursue the solution or if you might choose to have a professional technician address it on your behalf. Good luck! PINPOINT TEST L - THE A-C (AIR CONDITIONING) IS INOPERATIVE - NO DIAGNOSTIC TROUBLE CODES (DTCS) - 2021 Edge Workshop Manual.pdf Climate Control System - System Operation and Component Description - 2021 Edge Workshop Manual.pdf Refrigerant System Tests - 2.0L EcoBoost - General Procedures - 2021 Edge Workshop Manual.pdf

@Haz I put your instructions on the trim piece at the top of the windshield to good use today. I went through the car wash and the high pressure jets directed at the roof caused a major noise so I knew something has come adrift - pull over and the trim piece was holding on by just the far right side. I re-attached the far left white clip and drove home. At home I started removing it and found that it was only one spot of SikaFlex holding it from coming off. All the other spots of SikaFlex were not high enough to make contact with the trim piece and the body. I should received the tube of SikaFlex on Saturday and will check with my local Ford dealership if they have the white clips in stock, or it will be a wait for that. Not bike weather so I forced to use the car without that trim piece. This was obviously a bad installation from the assembly and the SafeLite just disturbed it during the install of the third windshield.

Somewhat ironically, the Suspension System Specifications page is identical in both the 2017 Edge and 2016 Edge Workshop Manuals, with each bearing the 2016 model year Edge reference in its upper right corner, as shown on the below-attached PDF page... Good luck! 2016 Edge + 2017 Edge Workshop Manuals - Suspension System Specifications.pdf

Got around to installing the SP-542 (.028 gap). Interesting the OEM plugs on my 2019 that I removed are in fact SP578 CYFS12YPT. They didn't look great at 45K miles. Idles and drives maybe a little smoother. A few notes from the install - As simple as it was a screwdriver popped the plastic clips off Ford's favorite 8mm nut stud. Otherwise they were not fun. Before the intercooler pipe can be moved, the blow off valve/diverter valve dump tube needs to be removed. It's a PITD. I used a spray bottle with some really really hot soapy water and it came off a lot easier. Once you get the intercooler pipe / air cleaner outlet pipe moved left (passenger) of the wiring harness it becomes more easily moveable. Once the pipe is to the left of the wiring harness, it makes sense to secure it with something (zip-tie, wire, tie-down, shoe-lace, or even duct tape like I had within reach). Now there's plenty of clearance for that coil. Was able to fit my CDI (1501MRMH) 1/4 torque wrench on every plug. 133 in-lbs / 15 Nm / 11 ft-lb

The fact that you found out what the noise is awesome. Way to go. Not every day we figure stuff like this out!!

Do I need to remove the front bumper to replace the entire passenger side fog light assembly on a 2017 Ford Edge? Or how does one best replace the assembly? I removed the splash guard/ under carriage and still could not get to it. Thank you.

I might get this wrong with what was explained, but we were told that the incorrect install from factory with the bracket and the driveshaft caused for the driveshaft to contort a little bit due to misaligning the bolts. The bolts were able to fit perfectly into place with the bracket on the new driveshaft. I apologize for my ignorance as this is like a different language for me.

Seems like going 7.5k on oil changes is pushing it. I do mine at 4-4500. I am using OEM semi synthetic as recommended by the dealer. The dealer did say using full synthetic would allow me to go longer on the interval. I think the turbochargers are dependent on good clean oil. Just my thoughts.

Your Edge's Window Sticker is attached below as a PDF document (as it also was in my previous post)... Good luck! 2FMPK4K95PBA29008 - Window Sticker.pdf

GENERAL SERVICE BULLETIN Tire Pressure Monitoring Systems (TPMS) Identification 25-7012 10 February 2025 This bulletin supersedes 23-7172. Reason for update: revised Table 1 (Figure 40) Summary This article supersedes GSB 23-7172 to update the vehicle model years affected and Service Information. This bulletin contains information on TPMS identification of Ford versus non-Ford sensors along with warrantable versus non-warrantable concerns and examples. Service Information Tires Overview Tires are designed to operate within a specific range of air pressures. The recommended inflation pressure is printed on the decal on the driver's door jamb (B-Pillar). The decal specifies the proper tire inflation. Tire pressure should be checked monthly as recommended in the Owner's Manual because all tires lose pressure over time. A tire's inflation pressure cannot be judged by appearance alone. By the time a low profile radial tire looks low, it may already be 10 to 15 PSI underinflated. The accuracy of some new inexpensive tire pressure gauges can be off by several PSI. Checking tire inflation pressure requires an accurate tire pressure gauge. TPMS Technology When the vehicle begins to move, a switch inside the sensor activates the pressure measurement and signal sending function. At about 20 mph (32 km/h), the sensor begins measuring the pressure every 30 seconds and transmits the results once each minute to the control module. The sensors transmit tire pressure data to the control module at 315 MHz or 433 MHz depending on the vehicle model year. Trailer TPMS and most export vehicles use 433 MHz. After inflating the tires to the recommended inflation pressure, the vehicle must be driven at 20 mph (32 km/h) or more for a few minutes for the light to turn off. Ford Original Equipment (OE) Sensor (Edison Housing) Markings And Part Details (Figures 1-2) Figure 1 Item Description 1 Sensor ID 2 Ford Part Number 3 Sensor Build Date (Year/Month/Day) Figure 2 Item Description 1 FoMoCo Label 2 Pressure Port 3 Do Not Discard Warning 4 FCC Identification and Frequency Ford OE Sensor (Potted Faraday) Markings And Part Details (Figures 3-4) Figure 3 Item Description 1 Sensor ID 2 Ford Part Number 3 Sensor Build Date (Year/Month/Day) Figure 4 Item Description 1 FoMoCo Label 2 Pressure Port 3 Do Not Discard Warning 4 FCC Identification and Frequency Ford OE Sensor (Faraday) Markings And Part Details (Figures 5-6) Figure 5 Item Description 1 FoMoCO Label 2 Sensor Frequency 3 Sensor Build Date (Year/Month/Day) 4 Pressure Port 5 Sensor ID 6 FCC Identification 7 Ford Part Number Figure 6 Item Description 1 Do Not Discard Warning 2 Visual Identifier (Part Specific) Ford OE Sensor (MHSSI) Markings And Part Details (Figures 7-8) Figure 7 Item Description 1 Sensor ID 2 Ford Part Number 3 Sensor Build Date (Year/Month/Day) 4 Visual Identifier (Part Specific) 5 Sensor Frequency 6 FCC Identification 7 FoMoCo Label 8 Pressure Port Figure 8 Item Description 1 Do Not Discard Warning Ford OE Sensor (Burnell) Markings And Part Details (Figure 9) Figure 9 Item Description 1 Sensor ID 2 Ford Part Number 3 Sensor Build Date (Year/Month/Day) 4 Visual Identifier (Part Specific) 5 Sensor Frequency 6 FCC Identification 7 FoMoCo Label 8 Pressure Port 9 Do Not Discard Warning Ford OE Sensor (Steel Carcass) Markings And Part Details (Figures 10-11) Figure 10 Item Description 1 Sensor ID 2 FoMoCo Label 3 Pressure Port 4 Visual Identifier (Part Specific) 5 FCC Identification 6 Sensor Frequency Figure 11 Item Description 1 Ford Part Number 2 Sensor Build Date (Year/Month/Day) 3 Do Not Discard Warning Ford OE Sensor (Trailer) Markings And Part Details (Figures 12-13) Figure 12 Item Description 1 Ford Part Number 2 Sensor Build Date (Year/Month/Day) 3 Sensor ID 4 Sensor Frequency 5 FoMoCo Label 6 FCC Identification Figure 13 Item Description 1 Pressure Port 2 Do Not Discard Warning Ford OE Sensor (Trailer Steel Carcass) Markings And Part Details (Figures 14-15) Figure 14 Item Description 1 Sensor ID 2 FoMoCo Label 3 Sensor Frequency 4 FCC Identification 5 Pressure Port Figure 15 Item Description 1 Ford Part Number 2 Sensor Build Date (Year/Month/Day) 3 Do Not Discard Warning Ford OE Sensor (Edison/Faraday) Components (Figures 16-17) NOTE: When replacing the valve, make sure to replace the valve only, not the entire sensor kit. Otherwise, this is an over-repair and not warrantable. Figure 16 Item Description 1 Cap 2 Valve Stem 3 Valve Air Port 4 Bolt Figure 17 Item Description 1 Cap 2 Valve Stem 3 Valve Air Port 4 Bolt Ford OE Sensor (Bolt-On Faraday) Components (Figure 18) NOTE: When replacing the valve, make sure to replace the valve only, not the entire sensor kit. Otherwise, this is an over-repair and not warrantable. Figure 18 Item Description 1 Cap 2 Hex Nut 3 Bolt 4 Washer 5 Valve Air Port 6 Valve Stem Ford OE Sensor (MHSSI) Components (Figure 19) NOTE: When replacing the valve, make sure to replace the valve only, not the entire sensor kit. Otherwise, this is an over-repair and not warrantable. Figure 19 Item Description 1 Cap 2 Valve Stem 3 Valve Air Port 4 Bolt Ford OE Sensor (Burnell) Components (Figure 20) NOTE: When replacing the valve, make sure to replace the valve only, not the entire sensor kit. Otherwise, this is an over-repair and not warrantable. Figure 20 Item Description 1 Cap 2 Valve Stem 3 Valve Air Port 4 Bolt Ford OE Sensor (Steel Carcass - Straight) Components (Figure 21) NOTE: When replacing the valve, make sure to replace the valve only, not the entire sensor kit. Otherwise, this is an over-repair and not warrantable. Figure 21 Item Description 1 Washer 2 Hex Nut 3 Cap 4 Valve Stem 5 Bolt 6 Valve Air Port (flows through bolt) Ford OE Sensor (Steel Carcass - Bent) Components (Figure 22) NOTE: When replacing the valve, make sure to replace the valve only, not the entire sensor kit. Otherwise, this is an over-repair and not warrantable. Figure 22 Item Description 1 Cap 2 Washer 3 Hex Nut 4 Valve Stem 5 Bolt 6 Valve Air Port (flows through bolt) Ford OE Sensor (Trailer) Components (Figure 23) NOTE: When replacing the valve, make sure to replace the valve only, not the entire sensor kit. Otherwise, this is an over-repair and not warrantable. Figure 23 Item Description 1 Cap 2 Valve Stem 3 Valve Air Port 4 Hex Nut 5 Washer Ford OE Sensor (Trailer Steel Carcass) Components (Figure 24) NOTE: When replacing the valve, make sure to replace the valve only, not the entire sensor kit. Otherwise, this is an over-repair and not warrantable. Figure 24 Item Description 1 Cap 2 Valve Stem 3 Washer 4 Hex Nut 5 Bolt 6 Valve Air Port (flows through bolt) Identifying Correct Ford OE Sensor (DE8T / Edison) For A Particular Vehicle (Figure 25) Figure 25 1 - DE8T-1A180-** Engineering Part Number Description DE8T-1A180-** 315 MHz Edison Identifying Correct Ford OE Sensor (GL3T / Faraday) For A Particular Vehicle (Figure 26) Figure 26 2 - GL3T-1A180-** Engineering Part Number Description GL3T-1A180-AA 315 MHz Faraday GL3T-1A180-CA 433 MHz Faraday Identifying Correct Ford OE Sensor (GL3T / Potted Faraday) For A Particular Vehicle (Figure 27) Figure 27 2 - GL3T-1A180-** Engineering Part Number Description GL3T-1A180-GA 315 MHz Faraday - High Speed Valve GL3T-1A180-GB 315 MHz Faraday - High Speed Valve GL3T-1A180-HA 433 MHz Faraday GL3T-1A180-HB 433 MHz Faraday Identifying Correct Ford OE Sensor (ML3T / Potted Faraday) For A Particular Vehicle (Figures 28-29) Figure 28 Figure 29 3 - ML3T-1A180-** Engineering Part Number Description ML3T-1A180-AA 315 MHz Potted Faraday ML3T-1A180-CA 433 MHz Potted Faraday (Grey Enclosure) Identifying Correct Ford OE Sensor (F2GT / Faraday) For A Particular Vehicle (Figure 30) Figure 30 4 - F2GT-1A180-** Engineering Part Number Description F2GT-1A180-AA 315 MHz Faraday - Low Speed Valve F2GT-1A180-AB 315 MHz Faraday - Low Speed Valve F2GT-1A180-AC 315 MHz Faraday - Low Speed Valve F2GT-1A180-AD 315 MHz Faraday - Low Speed Valve F2GT-1A180-AE 315 MHz Faraday - Low Speed Valve F2GT-1A180-EA 433 MHz Faraday - Low Speed Valve F2GT-1A180-EB 433 MHz Faraday - Low Speed Valve Identifying Correct Ford OE Sensor (HC3T / Faraday) For A Particular Vehicle (Figure 31) Figure 31 5 - HC3T-1A180-** Engineering Part Number Description HC3T-1A180-AA 315 MHz Faraday - High Speed Valve HC3T-1A180-AB 315 MHz Faraday - High Speed Valve HC3T-1A180-AC 315 MHz Faraday - High Speed Valve HC3T-1A180-AD 315 MHz Faraday - High Speed Valve HC3T-1A180-AE 315 MHz Faraday - High Speed Valve HC3T-1A180-GA 315 MHz Faraday - High Speed Valve HC3T-1A180-GB 315 MHz Faraday - High Speed Valve Identifying Correct Ford OE Sensor (FR3V / Bolt-On Faraday) For A Particular Vehicle (Figure 32) Figure 32 6 - FR3V-1A180-** Engineering Part Number Description FR3V-1A180-AA 315 MHz Faraday - Bolt-On Valve FR3V-1A180-AB 315 MHz Faraday - Bolt-On Valve FR3V-1A180-AC 315 MHz Faraday - Bolt-On Valve FR3V-1A180-CC 433 MHz Faraday - Bolt-On Valve FR3V-1A180-GB 315 MHz Faraday - Bolt-On Valve E-Coated Washer FR3V-1A180-HB 433 MHz Faraday - Bolt-On Valve E-Coated Washer Identifying Correct Ford OE Sensor (JX7T / MHSSI) For A Particular Vehicle (Figure 33) Figure 33 7 - JX7T-1A180-** Engineering Part Number Description JX7T-1A180-AA 315 MHz MHSSI - High Speed Valve JX7T-1A180-EA 315 MHz MHSSI - Low Speed Valve Identifying Correct Ford OE Sensor (PR3T / Burnell) For A Particular Vehicle (Figure 34) Figure 34 8 - PR3T-1A180-** Engineering Part Number Description PR3T-1A180-AB 315 MHz Burnell - Low Speed Valve PR3T-1A180-CB 433 MHz Burnell - High Speed Valve PR3T-1A180-EB 315 MHz Burnell - Bolt-On Valve PR3T-1A180-GB 433 MHz Burnell - Bolt-On Valve PR3T-1A180-KB 433 MHz Burnell - Low Speed Valve #2 PR3T-1A180-MB 433 MHz Burnell - Low Speed Valve Identifying Correct Ford OE Sensor (PC3T / Steel Carcass) For A Particular Vehicle (Figures 35-36) Figure 35 Figure 36 9 - PC3T-1A180-** Engineering Part Number Description PC3T-1A180-CA 433 MHz Steel Carcass Production Steel Wheel Valve (Bent Brass) PC3T-1A180-GB 433 MHz Steel Carcass Production Alloy Wheel Valve Identifying Correct Ford OE Sensor For Trailer TPMS (Figure 37) Figure 37 10 - HC3T-1A180-** Engineering Part Number Description HC3T-1A180-CA 433 MHz Trailer Sensor HC3T-1A180-CB 433 MHz Trailer Sensor HC3T-1A180-CC 433 MHz Trailer Sensor Identifying Correct Ford OE Sensor For Steel Carcass Trailer TPMS (Figures 38-39) Figure 38 Figure 39 11 - PC3T-1A180-** Engineering Part Number Description PC3T-1A180-JB 433 MHz Trailer Steel Carcass Sensor TPMS Identification Chart (Figure 40) The numbers in this chart identify the type of sensors for each vehicle program. The numbers are in the upper left corner of the tables in Figures 25-39. Figure 40 - TPMS Identification Chart Model 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 Aviator 7 7 7 8 8 Bronco 3 3 3 3 8 Bronco Sport 4 4 4 4 8 Continental 4 4 4 4 4 C-Max 1 1 Corsair 7 7 7 7 7 7 EcoSport 4 4 4 4 Edge 4 4 5 5 2, 5 2, 4 3, 4 3, 4 3, 4 3, 4 Escape 1 1 1 1 1 7 7 7 7 7 7 E-Series 1 1 1 1 1 2, 6 2, 6 2, 3 2, 3 2, 3 8 Expedition 1 1 1 2, 5 2, 5 2 2 2, 3 3 3 8 Explorer / Police Interceptor Utility 1 4 4 4 4 7 7 7 7 8 8 F-150 4 2 2 2 2 2 3 3 3 3 3 F-150 Lightning 3 3 3 3 3 F-150 Raptor 2 2 2 2 2 3 3 3 3 3 F-Super Duty 1 1 5, 6 2, 5, 6 2, 5, 6 2, 5, 6 2, 6 2, 3, 6 3, 6 3, 6 6, 8 Fiesta 1 1 1 4 4 4 Flex 1 1 1 1 1 Focus 1 1 1 1 Ford GT * * * * * * Fusion 1 1 5 5 5 5 Maverick 4 4 4 4 8 MKC 1 1 1 5 5 MKS 1 1 MKT 1 1 1 1 1 MKX 4 4 2, 4 2, 4 MKZ 1 1 5 5 5 5 Mustang 4 4 4 4 4 4 4 4 4 4 8 Mustang Mach-E 4 4 4 8 Mustang SVT ** 6 6 6 6 6 6 6 6 6 6 Nautilus 2, 5 2, 4 3, 4 3, 4 3, 4 3, 4 3, 4 Navigator 1 1 1 2, 5 2, 5 2 2 2, 3 3 3 8 Ranger 5 5 3 3 3 3 8 Taurus / Police Interceptor Sedan 1 1 1 1 1 Transit 1 1 1 1 1 6, 7 6, 7 6, 7 6, 7 6, 7 6, 8 Transit Connect 1 1 1 4 4 4 4 4 4 8 Trailer TPMS Kit 10 10 10 10 10 10 10, 11 11 11 Figure 40 legend * Ford GT uses a specialized black anodized bolt-on valve. The part number prefix for this is HG7Z. ** Mustang SVT uses a bolt-on valve. The part number prefix for this is DR3V. TPMS Sensor Non-Warrantable Issues With the variety of sensors that come equipped on Ford/Lincoln vehicles, make sure the sensor type is carefully identified and the correct mount and dismount procedure is used for each type of TPMS sensor. Damage to the TPMS sensor is identifiable with each part being reviewed prior to warranty approval. The sensor may not respond for a number of non-warrantable reasons that require the replacement of the sensor. They are: • Damage due to improper tire mount and/or dismount procedure • Damage due to being run on a flat or severely under-inflated tire • Damage due to impact • Damage due to improper removal of the valve stem • Sensor replaced due to the use of a tire sealant • Pressure port clogged due to the use of sealants or other materials (rubber, grease, balancing materials, etc.) • Damage due to mounting on wheels not designed to accommodate TPMS sensors properly Other Non-Warrantable Conditions: • Wrong frequency parts • Wrong sensor type (both Ford and non-Ford sensors) • Over-repair (replacing the whole sensor vs replacing a valve) Good Part Examples (Figures 41-44) Figure 41 Item Description 1 Undamaged valve stem 2 Undamaged ladder area/lid 3 Undamaged sensor body Figure 42 Item Description 1 Correct Ford Part Number 2 Undamaged Sensor Body Figure 43 Item Description 1 Pressure Port Not Obstructed 2 Undamaged Valve Stem Figure 44 Item Description 1 Undamaged Valve Stem 2 Undamaged Potting Non-Ford Part Examples (Chargebacks) Different colors. North American units all use black parts. (Figures 45-46) Figure 45 Figure 46 No Ford part number (Figures 47-48) Figure 47 Figure 48 Different shapes. NOTE: North American units all use either the Edison or the Faraday profile. (Figure 49) Figure 49 Aftermarket Branding. NOTE: This could include branding such as EzSensor, Redi, and Schrader (Figure 50) Figure 50 Sensor Damage Examples (Chargebacks) Damaged valve stems (Figures 51-54) Figure 51 Figure 52 Figure 53 Figure 54 Damage to the sensor body (Figures 55-56) Figure 55 Figure 56 Avoiding Chargebacks Wrong Part Details: Things To Look For: 1. Does the sensor build date make sense for the model year of the vehicle? For example, if the sensor was built in 2019, it would not make sense to see this on a vehicle that is newer than the date on the sensor. It should be fairly close to the vehicle's production date. 2. Does the part number match what is listed in the catalog? 3. Is the part the correct frequency? Unless it is a trailer sensor the frequency for North American vehicles should be 315 MHz. Wrong Part Returned: This is the most common chargeback when it comes to TPMS. A few ways to avoid being charged back for this can include: 1. Include the sensor ID, build date, and part number within the technician comments. This will make sure that the part attached to the 700 tag is the part that is returned. 2. Verify the correct sensor using the parts catalog or this document. Sending back an Edison sensor instead of a Faraday sensor will result in a chargeback and vice versa. 3. Include a second copy of the 700 tag in the shipping box/envelope if attaching to the outside package. 4. Do not return a sensor that was made in 2009 for a vehicle that was made in 2019, as an example. If the sensor is over a year old compared to the vehicle build date then it is highly likely it is the wrong part. 5. Do not send back non-Ford TPMS sensors or other Ford parts. 6. Do not send back 433 MHz sensors if the vehicle has over 1,000 miles. North American vehicles do not use this frequency (trailer TPMS does). Sensor Damaged: This is the second most common chargeback: 1. The easiest way to avoid being charged back for this is to properly dismount the tire. Also making sure to remove the sensor from the valve stem before attempting to remove the valve stem. 2. If a sensor is damaged, and it is not caused by the plant, then do not send it back. Plant damage is easily determined upon review. 3. Do not send back a sensor if the valve stem was damaged. 4. Any defacing or intentional damaging of the part will result in a chargeback. Over Repair: This is the third most common chargeback. Examples of this include: 1. Replacing the entire sensor kit for a leaky valve. Order the proper valve kit to replace the valve. 2. Replacing the entire sensor kit for a cracked or blemished wheel. 3. Replacing all 4 sensors due to a BCM or RTM issue. 4. Replacement BCMs do not have the TPMS IDs stored in them. Non-functional RTMs will cause TPMS faults. © 2025 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.

From the 2024 Nautilus Workshop Manual... Good luck! Trusted Real-Time Operation Network (TRON) - System Operation and Component Description Overview Trusted Real-Time Operation Network (TRON) is a cyber security protocol applied to certain modules connected to the vehicle communication networks. This protocol provides a digital message authentication for data being communicated between modules on the networks, to make sure the data received by a module is the data sent by the sending module and has not been interrupted or tampered with by an outside source. Trusted Real-Time Operation Network (TRON) Trusted Real-Time Operation Network (TRON) secret data authentication security keys are applied to modules with motion control, safety critical and security critical functions. Not all modules on the vehicle will have data authentication security keys applied. The secret authentication security keys provide a digital data handshake between the sending module and the receiving module to confirm the data received has been sent by the expected source. The initial secret authentication security key distribution takes place at the end of the production line, prior to the vehicle release to the dealer. The key update mechanism includes a key management client and key management server modules. The key management client is the GWM and the key management server modules are the modules participating in the TRON function. The GWM generates the keys and distributes them to itself and the server modules, one module at a time sequentially. The keys are processed by the receiving modules and stored in their memory and a backup of the distributed keys is stored in the TCU . After the vehicle's TRON has been successfully configured, the production line end of line tool sends a copy to the Ford backend data systems for storage. If a TRON-capable module is replaced, the module secret authentication security key must be applied to the new module so it functions on the network when installed. When replacing a TRON capable module, run the FDRS Trusted Real-Time Operation Network (TRON) Module Authentication Diagnosis and Repair procedure to distribute a new set of secret authentication security keys to all TRON-capable modules. The GWM and the TRON capable modules can set Diagnostic Trouble Codes (DTCs) if the keys are misaligned between modules, there are communication issues on the vehicle network or a module is not responding. Component Description Gateway Module The GWM acts as the key management client for the Trusted Real-Time Operation Network (TRON) system for creating, monitoring and distributing the secret keys to the participating modules. Telematic Control Unit Module The TCU stores a backup of all Trusted Real-Time Operation Network (TRON) distributed keys.

Per your final comment, the Hybrid Nautilus does, in fact, utilize the High Voltage battery pack to service the 12-volt battery and low-voltage vehicle systems. Excerpts from the 2024 Nautilus Workshop Manual, with relevant Workshop Manual sections attached below as a PDF documents... Good luck! High Voltage Battery The high voltage battery consists of cells packaged into modules which deliver approximately 260 volts DC to the high voltage system. The high-voltage DC electrical power is converted to low voltage DC electrical power through the Direct Current/Direct Current (DC/DC) converter control module. This low-voltage high current DC electrical power is then supplied to the 12-volt batteries through the low voltage battery cables. Direct Current/Direct Current (DC/DC) Converter Control Module The DCDC is an liquid-cooled component that converts high voltage DC power to low-voltage (12-volt) DC power. The converter provides power to the vehicle 12-volt battery and low-voltage electrical systems. The PCM requests the DCDC to enable power conversion through an enable message over HS-CAN . The PCM sends a charging voltage setpoint request over HS-CAN to the DCDC . DCDC Operation The DCDC is responsible for maintaining and charging the 12-volt battery. The DCDC is protected by a 50 amp high voltage low current fuse located in the high-voltage BJB . The DCDC steps the high-voltage down to a low-voltage (between 12.0 and 15.5 volts, depending on vehicle needs), providing power to the vehicle low-voltage battery systems. Depending on the vehicle and environmental conditions, the DCDC is capable of outputting up to 260 amps to the 12-volt battery. High Voltage Battery, Mounting and Cables - System Operation and Component Description - 2024 Nautilus Workshop Manual.pdf DCDC Converter Control Module - System Operation and Component Description - 2024 Nautilus Workshop Manual.pdf Climate Control System - System Operation and Component Description - 2024 Nautilus Workshop Manual.pdf

I just went out and tried the same, I think it is improved, should have measured it to be 100% sure. I am 6' tall and now when open tailgate barely touches my head from the sides of the latch area, however, the latch itself still hits my head. Also, I could still raise it by hand another 1.5"-2". I tried to reboot the module using ForScan while the tailgate was fully open, but this made it think it closed, pressing any button to close the tailgate just caused the latch to make a sound like it's trying to unlock without any movement. Had to close it by hand for it to then function normally.

Just thought I'd talk to any fellow vets on the site. I go to the VA once a year for an annual physical, assigned to a great Nurse Practioner (she's as tough as any Marine I ever served with.) I use my Medicare for my medical but still maintain my VA status with an annual physical. (May drop my Part D drug plan and got with the VA next year inasmuch as all Plan D's are raising their rates, deductibles and moving drugs from lower to higher tiers in the formulary. She's been on me for a few years to file for disability. Don't believe that I'm disabled, but she finally talked me into filing for Agent Orange exposure, loss of hearing and tendinitis. Sent me to several doctors at different places and got results showing that I'm 80% disabled. (80% rating is worth $2k a month. Tax free.) So the purpose of this is, if your a vet, you're entitled to VA Health care. Get a full blood panel and complete physical. You can get your prescriptions through the VA (really cheap) plus a bunch of other stuff, like insurance (can apply up to age 80, no underwriting) college (for the younger guys, etc.) So if you're a vet and not hooked up with the VA, look into it. You earned it.