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I assume this is the stoplamp switch assembly we are talking about, right? If so, here is the FSM procedure for R&R: Stoplamp Switch Item Part Number Description 1 — Stoplamp switch electrical connector (part of 14290) 2 9G854 Stoplamp switch Removal Disconnect the stoplamp switch electrical connector. NOTE: The stoplamp switch will be difficult to remove if the switch plunger is not depressed. A slight rearward force should be adequate to depress the plunger. With a light force (approximately 1-4 N [1-3 lb]), pull rearward on the brake pedal, rotate the stoplamp switch 45 degrees clockwise and remove the stoplamp switch.Installation CAUTION: It is very important to not press, pull or touch the brake pedal assembly during the installation of the stoplamp switch. Failure to follow these instructions may damage the stoplamp switch. Without movement to the brake pedal assembly, install the stoplamp switch and rotate 45 degrees counterclockwise.Connect the stoplamp switch electrical connector. 7T4Z-13480-AA Switch Assy - Stop Light Production Date: 11/2006-03/2007 Replaced by: 8T4Z-13480-A 8T4Z-13480-A Switch Assy - Stop Light Production Date: 03/2007-03/2012

The interlock function should be independent of the TCC lockup functions and serve purely to ensure safety when starting/stopping the engine. Haven't seen/read anything in the FSM to contradict that.

Does the O/D button have any effect when the TCC lockup fails? Though the shift lever/sensor is not a known issue with the Gen 1 Edge, it is worth pulling it and checking all the wiring for shorts. This probably does not apply, but explains how a brake issue can become a transmission issue: "When performing Ford’s deactivation switch recall I have encountered vehicles where so much brake fluid has traveled up through the speed control servo wiring harness to the servo-amp, brake fluid actually comes out of the servo-amp connector. I have never seen the brake fluid travel as far and take as many turns as it did on this Town Car to get to this one 16 pin connector over in the left corner of the bulkhead. An insulated wire makes a nice little pipe and those weather tight sealed connectors along the way are a dandy conveyor of pressure and liquid. And old brake fluid tends to be fairly conductive, particularly with the moisture and minerals it picks up as it does its job." http://www.askamechanic.info/askamech2/content/view/114/47/

Would non-leather car seat covers be OK? Otherwise you can take off the leather & put on cloth instead (or have it done). Maybe a dealer would be willing to swap out?

Did you replace only the TSS sensor or also the OSS sensor at the same time? Normally recommend replacing in pairs. What brand sensor did you use (though I doubt that's the issue)?

Look for EVTM or Electrical shop/service manuals on EBay for 2007-10 Edge models. That is your best bet. You could also get subscriptions to motorcraftservice.com or alldata.com etc.

Congrats (I think), Cellbine, and to the lucky buyer!

Ugh, sorry to hear, ironpeddler!

Did you disconnect the battery while doing the MC/BB replacement? Has the PCM re-learned your driving style? Any/all wiring disconnected for the repair correctly re-connected? Could be completely unrelated to the recent repairs. How many miles on your Edge? Maintenance up to date (spark plugs, engine oil, trans fluid, etc)?

Nitto 421Qs are finally put to work! A bit noisy right off the bat with the windows down, maybe some tread protector that will wear off?

I would suspect the master cylinder leaking into the BB due to the short duration since BB replacement. Have heard of it happening on other model lines.

Might be steering OR suspension related. Hope they find a fix quickly 4 ya!

Aha! Glad the trauma is over! I feel the ignition switch is a "relatively" weak component in the Edge.

A somewhat stiff pedal BEFORE you start the engine is not unusual, though ideally it should not be "difficult". This is caused by a vacuum leakdown over time. AFTER the engine starts, i.e., vacuum is available, the pedal should go back to "normal" effort. Now if the pedal required above normal effort when a relatively short time (an hour or two) has elapsed between the last stop and current start scenario, there is likely a leak in the vacuum lines or the booster is failing. http://www.ericthecarguy.com/faq/solving-brake-problems?start=7 http://www.freeasestudyguides.com/brake-booster-operation.html http://www.aa1car.com/library/bfixes.htm

Do you feel a bump or thump at low speeds, accelerating from a stop or turning a corner? There are TSBs for these issues, including one for a 5th gear start. That's where scan software and logging comes in handy.

Possible the brake vac line to the manifold wasn't tightened down properly? Worth taking off the cover & checking ...

Still looking for reviews

Great news, Esoteric! Did they tell you what design changes if any? Pics, if you can, please. TIA!!!

Sorry to see this happen, s4tom3, hope for a quick & proper repair. Check to see diff in after repair value and ask for compensation from the insurance co if any significant value loss occurs.

Welcome, IWRBB, glad to see you modding your Edge already!!!

Anyone heard of these? Pep Boys currently has a 20% off offer on these tires: http://www.pepboys.com/tires/details/Maxxis/CV-01%2520Escapade%2520CUV/1078404/00071/2007/FORD/EDGE/0/V6-3496%25203.5L%2520DOHC/4WD/2 All 245/60/18 offerings: http://www.pepboys.com/tires/sby/245/60/18/00071/2007/FORD/EDGE/0/V6-3496%25203.5L%2520DOHC/4WD/2 Straight 5's are hard to believe, about $500 out the door for all 4.

Wow, that's a SHAME! I guess I'll have to rent one of these just to try 'em out before they meet their Terminators ...

They should give you FWD guys TWO keys like the Hellcat owners get

You have a good mechanic!

Are these both original IKT keys, or did you replace one or both of them before? If the key has lost its' programming or is only a physical key, I could see it POSSIBLY not cranking. A PATS no-start may involve a vehicle no-start due to either the fuel injectors not operating or the starter not operating (or both). If the PATS theft light does not prove out and one (or both) of the previous conditions are present, it may be due to a PATS issue. If the theft light proves out, and the vehicle does not start, it is probably not a PATS issue. Refer to the Powertrain Control/Emissions Diagnosis (PC/ED) manual. If the theft light does not illuminate at all, it may be an instrument cluster issue. Refer to the Symptom Chart in this section for additional information. A low battery voltage may cause the PATS to allow starter operation, but may keep the fuel injectors from operating. PATS Operation The PATS function is controlled by the instrument cluster. With this type of PATS, there are parameters that need to be reset if either the instrument cluster or the PCM (or both) are replaced. Refer to Passive Anti-Theft System (PATS) Parameter Reset in this section. When the PATS key is turned to the ON or START position, the instrument cluster initiates the key interrogation sequence by sending a voltage signal to the PATS transceiver. The transceiver then uses its antenna to bounce a signal off the transponder in the PATS key. This process "reads" the PATS key identification code and sends the key identification code back to the instrument cluster, which interprets it and determines if it matches one of the stored key codes. If it does match one of the stored key codes, the instrument cluster will send a message to the PCM to ground the starter relay solenoid coil and to also allow the fuel injectors to operate. If it does not match one of the stored key codes, or it is only a partial key read or no key read, the instrument cluster will send a message to the PCM to not ground the starter relay solenoid coil and not allow fuel injector operation. The anti-theft indicator in the instrument cluster will flash (or may glow steadily) and the instrument cluster will store one or more DTCs. All elements of PATS must be functional before the vehicle will start. If any of the components are not working correctly, the vehicle will not start. If the instrument cluster must be replaced for any reason (PATS concerns or instrument cluster concerns), the PATS keys must also be programmed into the new instrument cluster. Refer to Integrated Keyhead Transmitter (IKT) Key Programming Using Diagnostic Equipment in this section.