2020 Ford ESCAPE HYBRID Manufacturer communications & TSBs.Page 1
Original record summaries, dates and identifiers for this model-year. Records 1–18 of 18, ordered newest first. Dated records on this page: Mar 9, 2021–Mar 6, 2026.
Read the applicability before drawing a conclusion.
This archive includes service bulletins, warranty notices, software instructions and other communications. Records may repeat or supersede earlier instructions. A model-year association is not proof that a document covers every engine, trim, VIN or reported symptom, or that a repair is free.
NHTSA download snapshot: Sep 28, 2026. These are communication associations for this vehicle, not unique defects. How records are joined and counted.
Mar 6, 2026Service Bulletin/Repair Instructions
SSM 54631
NHTSA communication ID: 11029931
NHTSA source summary · Original PDF not reviewed by Recallfolio
Some 2020-2026 Escape and 2022-2026 Maverick 2.5L Duratec hybrid vehicles may require various repairs on the exhaust system. This may require removal of the exhaust heat exchanger. WSM, Section 309-00 Exhaust System > 2.5L Duratec hybrid > Removal and Installation > Exhaust Heat Exchanger has been revised to eliminate the need to remove the muffler assembly. The procedure steps and labor times have been updated to reflect this adjustment.
NHTSA source summary · Original PDF not reviewed by Recallfolio
This article supersedes TSB 23-2244 to add 2024 model year. Some 2020-2024 Escape hybrid vehicles equipped with a 2.5L (FHEV) full hybrid electric vehicle powertrain and 4-wheel drive (4WD) may exhibit a grinding or rubbing noise while braking at or below 10 mph (16 km/h) from the front of the vehicle. This may be due to an inadequate gap between the driveshaft and the heat shield. To correct this condition, follow the Service Procedure to diagnose and position the heat shield away from the driveshaft.
NHTSA source summary · Original PDF not reviewed by Recallfolio
2020-2023 Escape/Explorer, 2021-2023 F-150 and 2022-2023 Maverick vehicles equipped with a full hybrid electric vehicle (FHEV) powertrain may exhibit a cable connection error screen from the Midtronics xRC-3363 High Voltage Battery Rescue Charger. The xRC-3363 will prompt the technician to verify the low voltage connections, when no actual fault is present. This may be due to the software level of the Midtronics xRC-3363 High Voltage Battery Rescue Charger. To correct this condition, update the Midtronics xRC-3363 High Voltage Battery Rescue Charger to the latest software level by navigating to the Main Menu > Settings > About (i) then selecting the download button in the bottom right corner of the tool's screen.
NHTSA source summary · Original PDF not reviewed by Recallfolio
Some 2020-2023 Escape, 2021-2023 Corsair vehicles equipped with 2.5L engine full hybrid electric vehicle (FHEV) and plug-in hybrid electric vehicle (PHEV) powertrain and 2022-2023 Maverick vehicles equipped with 2.5L engine FHEV powertrain may exhibit a condition where the 12V battery voltage is low or discharged with diagnostic trouble code (DTC) U3003:62 stored in the direct current/direct current (DC/DC) converter control module. The vehicle may also exhibit DTC U3003:16 and/or U3000:04 stored in the DC/DC converter control module. This may be due to an open in the 300 amp high-current fuse F4 located in the high-current battery junction box (BJB). To correct this condition, refer to Workshop Manual (WSM), Section 414-05 > Pinpoint Test H to verify the 300 amp high-current fuse condition. If the high-current fuse is found to be open, replace the high-current fuse per the application listing in the parts catalog. Recharge and test the 12v battery. For repairs under warranty, use the base part number of the component that caused the damage to the fuse.
Source components: ELECTRICAL SYSTEM · ENGINE AND ENGINE COOLING.
NHTSA source summary · Original PDF not reviewed by Recallfolio
Some 2020-2023 Escape/2021-2023 Corsair equipped with 2.5L engine full hybrid electric vehicle (FHEV) and plug-in hybrid electric vehicle (PHEV) powertrain and 2022-2023 Maverick vehicles equipped with 2.5L engine FHEV powertrain may exhibit a condition where the 12V battery voltage is low or discharged with diagnostic trouble code (DTC) U3003:62 stored in the direct current/direct current converter control module (DC/DC). The vehicle may also exhibit DTC U3003:16 and/or U3000:04 stored in the DC/DC module. This may be due to an open in the 300 amp high-current fuse F4 located in the high-current battery junction box (BJB).
Source components: ENGINE AND ENGINE COOLING · HYBRID PROPULSION SYSTEM.
NHTSA source summary · Original PDF not reviewed by Recallfolio
Some 2021-2023 Bronco Sport vehicles equipped with a 1.5L engine built on or before 30-Nov-2022, 2021-2023 Bronco Sport vehicles equipped with a 2.0L engine built on or before 28-Feb-2022 or 2020-2022 Escape/Corsair non-plug in hybrid electric vehicle (PHEV) vehicles built on or before 30-Apr-2022 may exhibit a chatter/shudder during low speed turning events. This may be due to contamination of the rear drive unit (RDU) fluid through the RDU vent hose. To correct the condition, follow the Service Procedure to replace the RDU vent hose.
Source components: ENGINE AND ENGINE COOLING · POWER TRAIN.
NHTSA source summary · Original PDF not reviewed by Recallfolio
Some 2020-2023 Escape hybrid vehicles equipped with a 2.5L (FHEV) full hybrid electric vehicle powertrain and 4-wheel drive (4WD) may exhibit a grinding or rubbing noise while braking at or below 10 mph (16 km/h) from the front of the vehicle. This may be due to an inadequate gap between the driveshaft and the heat shield. To correct this condition, follow the Service Procedure to diagnose and position the heat shield away from the driveshaft.
Source components: POWER TRAIN · POWER TRAIN:DRIVELINE:DRIVESHAFT.
NHTSA source summary · Original PDF not reviewed by Recallfolio
The Service Awareness Newsletter is an informal communication that contains information that may not be presently available in a TSB, SSM, GSB, or other electronic communication. This article includes information on warranty, technical service tips and other service information.
NHTSA source summary · Original PDF not reviewed by Recallfolio
Some 2020-2023 Escape/Corsair equipped with 2.5L engine full hybrid electric vehicle (FHEV) and plug-in hybrid electric vehicle (PHEV) powertrain and 2022-2023 Maverick vehicles equipped with 2.5L engine FHEV powertrain may exhibit a condition where the 12V battery voltage is low or discharged with diagnostic trouble code (DTC) U3003:62 stored in the direct current/direct current converter control module (DC/DC). The vehicle may also exhibit DTC U3003:16 and/or U3000:04 stored in the DC/DC module. This may be due to an open in the 300 amp mega fuse located in the high current battery junction box (BJB). To correct this condition, refer to Workshop Manual (WSM), Section 414-05>Pinpoint Test H1 to verify the 300 amp mega fuse condition, replace the fuse upon confirm it is open. Test and recharge the 12v battery.
NHTSA source summary · Original PDF not reviewed by Recallfolio
Some 2020-2022 Escape vehicles equipped with a 2.5L full hybrid electric vehicle (FHEV) powertrain built on or before 30-Mar-2022 may exhibit an idle surge and/or rough idle with high temperature in the catalytic converter and/or sulfur odor in the cab. This condition occurs when the high voltage battery is being charged by the engine at cold start and the state of charge (SOC) increases to the top of the charge limit. When the SOC is at the top of the charge limit the system cuts the engine injectors until the SOC is below the top limit to protect the battery. The continuous cycle of running the engine and cutting the injectors causes an increase of oxygen and a high temperature in the catalytic converter. To correct this condition, follow the Service Procedure to reprogram various modules starting with the powertrain control module (PCM).
NHTSA source summary · Original PDF not reviewed by Recallfolio
Some Escape 2020-2022 plug-in hybrid electric vehicle (PHEV) and 2021-2022 Corsair PHEV may exhibit a 12-volt battery discharged while the vehicle is plugged in during the high voltage battery charging and/or inoperative level 2 charger (220/240 volts) at customers residence but charging performance operates as intended at a dealership or other locations. This may be due to the software in the battery charger control module (BCCM) (also known as secondary on-board diagnostic module (SOBDM)) and/or differences in local electrical power grids for the level 2 charger. To correct the condition, follow the Service Procedure to reprogram various modules starting with the powertrain control module (PCM).
Source components: POWER TRAIN:AUTOMATIC TRANSMISSION:CONTROL MODULE (TCM/PCM/TECM).
NHTSA source summary · Original PDF not reviewed by Recallfolio
Some 2020-2021 Escape and 2021 Corsair vehicles equipped with a 2.5L full hybrid electric vehicle (FHEV) or 2.5L plug-in hybrid electric vehicle (PHEV) powertrain may exhibit a no crank/no start condition due to the passive anti-theft system (PATS) immobilizer being enabled. This may be more prevalent after a vehicle service/repair. This may be due to software that renders the inverter system controller (ISC) (also known as secondary on-board diagnostic module C (SOBDMC)) inoperable when a vehicle repair requires a PATS update. To correct the condition, follow the Service Procedure to reprogram various modules starting with the powertrain control module (PCM).
Source components: ELECTRICAL SYSTEM:SOFTWARE · EQUIPMENT · POWER TRAIN:AUTOMATIC TRANSMISSION.
NHTSA source summary · Original PDF not reviewed by Recallfolio
Some 2020-2022 Escape plug-in hybrid electric vehicle (PHEV) and 2021-2022 Corsair PHEV vehicles built on or before 3-Mar-2022 may exhibit an illuminated malfunction indicator lamp (MIL) and/or engine coolant over temperature warning message with Diagnostic Trouble Code (DTC) P2183 stored in the powertrain control module (PCM). DTC P26C1 may also be present due to DTC P2183 setting. This condition occurs when the vehicle is driven with the cabin coolant heater active and after an engine long soak the DTC P2183 will incorrectly set at next key on. This may be due to the soak timer feature in the PCM that miscalculates the heater off soak timer. To correct the condition, follow the Service Procedure to reprogram various modules starting with the PCM.
Source components: ENGINE AND ENGINE COOLING:COOLING SYSTEM · EQUIPMENT.
NHTSA source summary · Original PDF not reviewed by Recallfolio
Some 2020 and 2021 Escape Hybrid vehicles built on or before 19-Jul-2021 may exhibit a rattle/buzz originating in the right rear quarter area. This may be due to the pedestrian alert control module (PACM) internal connector vibrating against the metal housing when subjected to audio frequencies between 50 and 60 Hz. To correct the condition, follow the Service Procedure to insulate the connector.
NHTSA source summary · Original PDF not reviewed by Recallfolio
Some 2020 Escape vehicles may exhibit a concern where the LH vents are warmer than the RH vents during A/C operation also may be intermittent. This may be caused by a partial restriction in the rubber portion of the 19A834 A/C line, found in WSM Section 412, Removal and Installation, Condenser Outlet Line. The evap temp sensor PID will generally read too warm due to its location toward the left hand end of the evaporator. First check system is properly charged with refrigerant. If so, and the concern is present, measure the temperature of the metal line before and after the rubber portion with a temperature gun. A difference of more than 3 degâÂÂC (5.4 deg âÂÂF) is likely due to a restriction present in the rubber portion and the 19A834 line must be replaced. Refer to WSM, Section 412. For claiming use casual part number 19A834 and applicable labor times found in the SLTS Manual.
NHTSA source summary · Original PDF not reviewed by Recallfolio
Some 2020-2021 Escape hybrid electric vehicles (HEV) built on or before 29-Mar-2021 may experience a lack of power, crank/no start, and Stop Safely Now message with diagnostic trouble codes (DTC) P2282, P0106 and/or P1A0C stored in the powertrain control module (PCM) in temperatures below 32âÂÂF/0âÂÂC. This may be due to various software parameters within the PCM and condensation buildup in the intake manifold. To correct the condition, follow the Service Procedure and reprogram the PCM.
NHTSA source summary · Original PDF not reviewed by Recallfolio
Some 2020 Escape hybrid electric vehicles (HEV) built on or before 4-Dec-2020 may exhibit an illuminated malfunction indicator lamp (MIL) with diagnostic trouble code (DTC) P1A0C stored in the powertrain control module (PCM) and exhibit a Stop Safely Now message in the instrument panel cluster (IPC). This may be due to the software in the PCM. To correct the condition, follow the Service Procedure to reprogram the PCM.
NHTSA source summary · Original PDF not reviewed by Recallfolio
Some 2020-2021 Escape hybrid vehicles may experience an illuminated (MIL) and DTC P0106 and/or P2282 while operating at or below freezing and covering daily distances of about 60 miles (100 Km). Remove the throttle body per Workshop Manual (WSM) Section 303-04C and inspect the inside of the intake manifold for water/ice. If present, thaw the vehicle and remove liquid using a suction gun/large syringe and tubing. Swab the bottom of the intake by tying a shop towel to a rod to remove remaining liquid. Remove the manifold absolute pressure and temperature (MAPT) Sensor per WSM section 303-14C. Inspect/clean any ice or sludge build-up from MAPT sensor and reinstall. Inform the customer that this is an interim fix and that their vehicle is safe to drive. Schedule a follow-up appointment with the customer for May timeframe. Monitor OASIS in the 2nd quarter.