P0402 on Ford

On these Broncos, intake manifold gasket failures are a common age-related complaint, causing vacuum leaks (and coolant seepage on the V8s) that lead to rough idle, hesitation, and lean-running driveability trouble. The EGR system is also a documented weak spot: the EGR tube, which runs from the left bank head across to the right bank and is buried between the back of the engine and firewall, is prone to cracking/rupturing due to a weakness in its design. That creates an exhaust/vacuum leak, under-hood ticking or hissing noise, fumes, and EGR-related trouble codes.

On 2025 Bronco Sport models with the 2.0L EcoBoost engine, the exhaust gas recirculation (EGR) valve can fail, leading to weak acceleration, engine vibration, a no-start condition, or an unexpected loss of motive power (typically at low speeds around 15 mph or below). Ford recalled roughly 12,860 Bronco Sports built 11/15/24-5/7/25 as part of a ~48,000-vehicle multi-line EcoBoost campaign and advised affected owners not to drive until repaired.

The Crown Victoria's EGR system measures flow with a Differential Pressure Feedback EGR (DPFE) sensor reading pressure drop across an orifice in the EGR supply tube. The early aluminum-body DPFE sensors are heat-sensitive and drift out of calibration; the steel EGR supply tube that runs from the exhaust manifold to the EGR valve rots, crimps or plugs with carbon. Either one sets P0401 (insufficient EGR flow) and, in states with OBD-II emissions testing, fails the car outright. It is not a single-part problem: the community-documented pattern is owners replacing the DPFE, clearing the code and having it return in a day because the actual restriction is a carboned or cracked tube or a stuck EGR valve. The DPFE is also a common cause of rough idle, surge and hesitation that gets misattributed to the transmission.

On the 2004-2010 E-350/E-450 6.0L Power Stroke the factory EGR cooler is a coolant-cooled tube bundle that both clogs with soot and carbon and cracks internally from thermal stress, dumping coolant into the intake. Van duty cycles (ambulance, shuttle, box truck idling) accelerate it. Failure is usually secondary to a restricted oil cooler, so replacing the EGR cooler alone typically leads to a repeat failure. Not applicable to the gasoline E-Series engines, which have a conventional EGR valve rather than a liquid-cooled EGR cooler of this design.

On OBD-II Escorts (1996+), a very common check-engine complaint is insufficient EGR flow (P0401) or an EGR/DPFE circuit fault (P1401). The usual culprit is the ceramic Delta Pressure Feedback EGR (DPFE) sensor cracking or drifting, though carbon-clogged EGR ports/passages and split rubber signal hoses also cause it. The two codes commonly appear together: a failed DPFE tricks the PCM into closing the EGR valve, which then sets the low-flow code.

A software failure in the 360-degree camera system's image processing module can cause the rearview camera to display a blank/black image when the vehicle is placed in reverse, or the image may remain frozen on the display after the backing event has ended. This affects driver visibility and increases the risk of backing collisions.

The Differential Pressure Feedback EGR (DPFE) sensor on the 4.0L/4.6L Explorer has a very high failure rate past ~60k miles. Internal corrosion makes it under-report EGR flow, so the PCM sets P0401 (insufficient EGR flow) and can hold the EGR valve open too long, producing a lean condition and companion P0171/P0174 codes. Clogged EGR passages and a stuck EGR valve compound the problem. It is a top check-engine-light search for these trucks because the codes are alarming but the fix is usually cheap.

On certain 2025 Explorers (and other Ford/Lincoln models), the exhaust gas recirculation (EGR) valve can fail because the valve's poppet head can detach due to an inconsistent weld during manufacturing. A failed EGR valve can cause an unexpected loss of drive power while driving. The campaign covers roughly 48,000 vehicles across the affected lineup. At the time of the recall the final remedy was still under development, anticipated around September 2026.

The two-piece driveshaft uses a center support (carrier) bearing that can wear out, causing vibration and noise. The rubber support degrades over time, especially in hot climates or with heavy towing. Ford TSB addresses this issue.

The Delta Pressure Feedback EGR (DPFE) sensor and the EGR throttle-body spacer passages are a chronic Check-Engine source on 1997-2004 4.2L/4.6L/5.4L trucks. The ceramic DPFE sensor drifts or cracks, and the narrow 90-degree EGR elbow passages carbon up until flow is blocked, setting P0401 (insufficient EGR flow). The result is a rough idle, stumble or stall when coming to a stop, hesitation, and reduced fuel economy. It is frequently misdiagnosed as the EGR valve itself.

The EGR (Exhaust Gas Recirculation) cooler on 2011-2019 6.7L Power Stroke diesel engines is prone to clogging with soot and eventually failing, particularly on trucks used for highway driving, light loads, or trucks that idle extensively. The EGR cooler recirculates cooled exhaust gas back into the intake to reduce NOx emissions. Over time, soot accumulates in the cooler's internal passages until coolant flow is restricted, causing the cooler to overheat and fail. When it fails, exhaust gases enter the coolant system, causing overheating and "puking" coolant from the degas bottle. The 2011-2014 models are particularly susceptible due to narrow internal coolant passages. Ford issued TSBs for 2011-2014 trucks covering EGR cooler cleaning/replacement under extended warranty up to 120,000 miles. The EGR cooler for 2011-2016 is OEM part BC3Z-9V425-A; 2017+ is HC3Z-9V425.

The 6.0L Powerstroke diesel in 2003-2007 F-250s is infamous for EGR cooler failure. The cooler develops internal cracks that allow exhaust gas to enter the cooling system and coolant to enter the exhaust. This produces white smoke from the exhaust, coolant loss, and can cause hydrolocking if coolant enters the cylinders. The EGR cooler failure is often caused by clogged oil coolers that prevent proper coolant flow. This is arguably the most well-known diesel engine defect in Ford history.

On the 2003-2007 6.0L Power Stroke used in the F-350 Super Duty, the engine oil cooler is a stacked-plate unit with very small coolant passages that sits in the valley of the block. Casting sand left from block manufacture plus silicate dropout from degraded Ford Gold coolant progressively plug those passages. Once the oil cooler is restricted, coolant flow to the EGR cooler (which is fed downstream of the oil cooler) collapses, the EGR cooler boils its coolant locally and its core splits, dumping coolant into the intake. Industry write-ups and shop teardowns attribute roughly 90 percent of 6.0L EGR cooler failures to a plugged oil cooler upstream, which is why replacing only the EGR cooler produces repeat failures. On F-350s used for heavy fifth-wheel and gooseneck work the sustained high coolant temperatures accelerate the deposit process.

The 2011-2016 F-350's 6.7L Power Stroke uses a dual EGR cooling arrangement - a primary cooler plus a secondary cooler section - and both are subjected to thermal cycling between roughly 1,200 F exhaust gas and 200 F coolant. Repeated expansion and contraction fatigues the cooler cores and they crack internally, letting coolant into the exhaust stream. Owners see gradual coolant loss with no external leak, white sweet-smelling smoke (most obvious on a warm restart or under acceleration), and eventually overheating. Trucks that idle for long periods or tow heavy - the typical F-350 dually or chassis cab duty cycle - fail earliest. A common repeat-failure trap is replacing only the primary cooler and leaving the second cooler in place, which sends the truck back in within tens of thousands of miles.

Separate from DPF regeneration failures: the 1.4 TDCi and 1.6 TDCi diesels sold in Europe (2008-2017) clog their exhaust-gas-recirculation valve with soot and oil residue, especially on short-trip, stop-start use. The valve sticks partially open or closed, the ECU logs an EGR flow fault and drops the car into limp mode (restricted RPM, juddering under load), often with the glow-plug light flashing. Ford Owners Club, TalkFord and PistonHeads threads show owners cycling through cleanings before replacing the valve; UK forums also discuss blanking plates, which fail emissions inspection.

The Freestar uses Ford's differential pressure feedback EGR system, and it fails in a well-known pattern. The DPFE (EGR pressure feedback) sensor loses accuracy when its diaphragm weakens or moisture contaminates it, so the PCM commands more vacuum to the EGR valve and the engine runs poorly. Separately, the EGR passages under the plastic upper intake carbon up and physically restrict flow. The original DPFE hoses are a high-temperature type that crack or collapse internally from thermal cycling, which produces the same code. Because there are three independent causes, owners commonly replace one part, clear P0401, and have it return within weeks — this is the single most repeated repair loop on these vans.

Ford Maverick trucks from 2022-2024 are affected by multiple 12V battery-related issues. Ford Safety Recall 24S24 (NHTSA 24V267) covers the BCM/PCM software inability to detect declining 12V battery performance, leading to Auto Start-Stop failures and vehicle stalling at low speeds. Additionally, Ford issued SSM (Special Service Message) 53087 for select 2022-2024 Maverick hybrids where the 12V battery drains intermittently when the ignition is turned off. MaverickTruckClub.com documents owners receiving "Remote Access disabled to reserve battery" FordPass alerts, with some needing 3+ battery replacements in 2-3 years. The hybrid system's complex 12V management appears to be the root cause of accelerated battery degradation.