According to Au7o's analysis of 8,463+ owner reports, the 2002 Ford Escape has 10 documented known issues, with 6 rated critical. The most serious are Automatic Transmission Failure and Loss of Drive ($100-$4,500 repair), Cruise Control Cable / Throttle Sticking and Unintended Acceleration ($150-$700 repair), ABS Module Brake Fluid Leak and Underhood Fire Risk ($150-$1,800 repair), Front Subframe Rust and Lower Control Arm Separation ($1,500-$3,500 repair), Fuel Tank Strap Corrosion and Fuel Tank Drop Risk ($250-$900 repair) and 3.0L Duratec Camshaft Bearing Cap Bolts Loosen — Top-End Rattle and Cam Damage ($300-$2,500 repair). The most commonly reported issue is Automatic Transmission Failure and Loss of Drive with 2,141 owner reports. Across all issues with published estimates, repair costs range from $90 to $4,500. DIY maintenance guides at au7o.io.
Ford Motor Company (Ford) is recalling certain model year 2010-2012 Ford Escape vehicles manufactured February 26, 2009, to April 29, 2012, and 2010-2011 Mercury Mariner vehicles manufactured February 25, 2009, to December 12, 2010. On vehicles with a 3.0L engine, the Fuel Delivery Module (FDM) may crack, causing a fuel leak.
Campaign #16V77700026/10/2016
SUSPENSION:FRONT:WHEEL BEARING
The Timken Company (Timken) is recalling certain aftermarket front wheel bearings, part number 510072, sold from January 22, 2015, to May 21, 2015, to be used as service parts on 2001-2012 Ford Escape, 2001-2011 Mazda Tribute, and 2005-2011 Mercury Mariner vehicles. The affected wheel bearings have incorrect dimensions of a 42mm bore, 76mm outer dimension, and 39mm width, instead of a 42mm bore, 78mm outer dimension and a 45mm width.
Campaign #15E04500003/06/2015
STEERING:ELECTRIC POWER ASSIST SYSTEM
Ford Motor Company (Ford) is recalling certain model year 2008-2011 Ford Escape and Mercury Mariner vehicles manufactured August 18, 2006, through September 11, 2010. The affected vehicles have a steering torque sensor that may not be able to properly detect driver steering input. As a result, the system could remove the Electric Power Steering (EPS) assist.
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According to Au7o's analysis of 8,463+ owner reports, the 2002 Ford Escape has 10 documented issues. The most frequently reported are: Automatic Transmission Failure and Loss of Drive, Cruise Control Cable / Throttle Sticking and Unintended Acceleration, ABS Module Brake Fluid Leak and Underhood Fire Risk. Of these, 6 are rated critical and should be addressed promptly.
Is the Ford Escape reliable?
The 2002 Ford Escape has 10 known issues documented across 8,463+ owner reports. 6 issues are rated critical: Automatic Transmission Failure and Loss of Drive and Cruise Control Cable / Throttle Sticking and Unintended Acceleration and ABS Module Brake Fluid Leak and Underhood Fire Risk and Front Subframe Rust and Lower Control Arm Separation and Fuel Tank Strap Corrosion and Fuel Tank Drop Risk and 3.0L Duratec Camshaft Bearing Cap Bolts Loosen — Top-End Rattle and Cam Damage. Prospective buyers should inspect for these issues and factor potential repair costs into their purchase decision. Regular maintenance following the manufacturer's schedule helps prevent many common problems.
How much does it cost to fix common Ford Escape problems?
Repair costs for known Ford Escape issues range from $90 to $4,500, depending on the specific problem and whether you choose DIY or professional repair. The most critical issue, Automatic Transmission Failure and Loss of Drive, typically costs $100-$4,500 to repair. Au7o provides step-by-step DIY maintenance guides that can help reduce repair costs.
What is the 2001-2008 Ford Escape Automatic Transmission Failure and Loss of Drive?
Complaints show a recurring pattern of automatic transmission failure on early Escapes, including harsh shifting, no movement in Drive, slipping, grinding, and in severe cases unexpected gear changes. Some owners report the transmission suddenly shifting abnormally at highway spe… Repairs typically run $100-$4,500. Severity: high.
What is the 2001-2004 Ford Escape Cruise Control Cable / Throttle Sticking and Unintended Acceleration?
A strong complaint pattern on 2001-2004 Escapes involves the throttle sticking open or engine speed hanging high, sometimes after full pedal application or in cold weather. Owners describe the vehicle continuing to accelerate after lifting off the pedal, very high idle, backfirin… Repairs typically run $150-$700. Severity: high.
Content on this page was compiled with AI assistance using NHTSA complaints, TSBs, owner reports, and public automotive data. While we strive for accuracy, this information may contain errors. Always verify repair procedures and specifications with your vehicle's service manual or a qualified mechanic.
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Community reported
2,077 owners
On the 2001-2004 Ford Escape, a strong complaint pattern on 2001-2004 Escapes involves the throttle sticking open or engine speed hanging high, sometimes after full pedal application or in cold weather. Owners describe the vehicle continuing to accelerate after lifting off the pedal, very high idle, backfiring, and difficulty slowing the vehicle; this aligns with recalls involving the speed control cable and later throttle-related fire concerns on V6 models.
Common Symptoms
Accelerator pedal sticks
Vehicle keeps accelerating after pedal release
Idle surges to 3000-4000 RPM
Hard to slow down without shifting to neutral
Backfiring or erratic throttle response
How to Fix
Inspect the throttle body, throttle cable linkage, cruise control cable/servo cap, return spring action, and throttle plate for binding or contamination. Repairs may include replacing the cruise control cable, cleaning or replacing the throttle body, and adjusting or replacing the accelerator cable/linkage. Typical cost is about $150-$700 depending on whether only cleaning is needed or multiple cable/throttle components must be replaced.
High Confidence2,077 owner reportsReviewed Invalid Date
On the 2001-2012 Ford Escape 3.0L Duratec V6, on the 3.0L Duratec V6, the camshaft bearing cap bolts — particularly the rearmost caps — work loose on their own over time. Owners on escape-city document caps found well under specified torque during valve cover gasket jobs on cars with no prior top-end work. As the cap loosens, the camshaft journal loses its clamp load: the engine develops a rattle or tick from the top end, oil pressure at the cam journal drops, and the variable cam timing phaser starts behaving erratically, throwing cam timing correlation codes. If left alone, a cap bolt can back out or snap, which lets the cam walk and destroys the head. It compounds a second well-known 3.0L weakness: the valve cover gasket leaks oil onto the alternator, and shops that replace the alternator without curing the leak see it fail again. This is 3.0L Duratec V6 specific — it is not a failure of the 2.0L Zetec, the 2.3L or 2.5L four-cylinders.
Common Symptoms
Rattle or tick from the top of the engine, worst on cold start
Ticking that changes with engine speed
Oil leak from the camshaft/valve cover down onto the alternator
Alternator failing repeatedly after replacement
Engine hesitation and sluggish acceleration
Cam timing correlation check engine light
How to Fix
Pull the camshaft covers and check every cam bearing cap bolt against specification with a torque wrench. Replace the cap bolts with new Ford bolts one cap at a time — never loosen more than one cap at a time, or the cam will lift — and use thread locker on reassembly as forum owners and independent shops recommend. Replace the camshaft cover gaskets at the same time, since the job is already open and the oil leak onto the alternator is the other half of the problem. If the rattle persists after retorquing, inspect the cam phasers, VCT solenoids and the timing chain guides, since a long-running low-clamp condition damages all three. Timing chain and guide replacement on this engine is labor-intensive and typically requires pulling the engine and transaxle as an assembly.
On the 2001-2002 Ford Escape, many complaints describe the engine shaking, stumbling, stalling in Drive, or losing power without warning, especially under load or when cold. Reports also mention rough idle, misfire-like shuddering, poor fuel economy, and dashboard lights illuminating before the vehicle dies or restarts poorly.
Common Symptoms
Engine shakes or shudders
Stalls while in Drive or at stops
Loss of power on highway or hills
Rough idle when cold
Poor fuel economy with misfire behavior
How to Fix
Diagnosis should focus on ignition and air/fuel basics: scan for misfire data, inspect spark plugs and coils, check vacuum leaks, clean the throttle body, and verify fuel delivery. Common fixes include plugs, ignition coils, idle/throttle cleaning, and fuel system service; more involved cases may require sensor replacement or intake leak repair. Typical repair cost ranges from $150-$900 depending on whether the issue is tune-up related or requires deeper diagnosis.
High Confidence1,645 owner reportsReviewed Invalid Date
On the 2001-2012 Ford Escape 3.0L Duratec V6, the lower intake manifold gasket on the 3.0L Duratec V6 hardens and leaks, producing an unmetered air leak that affects both cylinder banks equally. The signature is P0171 and P0174 stored together — a lean condition on bank 1 and bank 2 at the same time — usually accompanied by P0300 random misfire. Because the leak is largest when the aluminum is cold and shrinks as the engine warms and the manifold expands, the classic complaint is an engine that runs badly and stumbles for the first several minutes, then smooths out. Fuel trims tell the story: long-term trim is pegged at maximum positive adaptation at cold idle but returns to near normal at part throttle. Owners chase MAF sensors, oxygen sensors and fuel pumps for months because the codes point at fueling. The both-banks-lean pattern is what rules the fuel side out and points at a shared vacuum leak upstream of both banks — the lower intake gasket, and secondarily the upper intake gasket or a cracked PCV/vacuum hose.
Common Symptoms
Rough idle and poor running when cold, improving as the engine warms
Check engine light with lean codes on both banks
Random misfire, stumble on light throttle
Hissing or vacuum whistle from the intake area
Long-term fuel trims pegged positive at cold idle
Reduced fuel economy
How to Fix
Smoke-test the intake tract cold to locate the leak rather than replacing sensors on code alone. The repair is to replace the lower AND upper intake manifold gasket sets together — replacing only the upper is the most common wasted repair on this engine and the codes come back. Inspect the PCV hose, the brake booster hose and the throttle body gasket at the same time, since all three are aged similarly on a car of this vintage. Also inspect the camshaft cover gaskets while the intake is off; they are usually leaking too and are far cheaper to do in the same operation. Clear the adaptive fuel tables after the repair so the PCM relearns trims. No recall covers this.
On the 2002 Ford Escape, complaint data for early second-year vehicles includes reports of fuel tank straps rotting away and allowing the fuel tank to fall or sag. This is a serious corrosion-related safety issue because it can damage fuel lines, create leaks, and leave the vehicle stranded.
Common Symptoms
Fuel tank hanging low or shifting
Visible rusted or broken tank straps
Fuel smell after underbody movement
Rattling or dragging noise from rear underside
How to Fix
Inspect both fuel tank retaining straps, mounting points, and surrounding underbody metal for rust scaling or perforation. Replace corroded straps and hardware immediately, and inspect the tank shell and fuel lines for abrasion or leakage if the tank has shifted. Typical repair cost is about $250-$900 depending on whether only straps are needed or the tank and lines were also damaged.
Medium Confidence2 owner reportsReviewed Invalid Date
On the 2001-2004 Ford Escape 3.0L Duratec V6, first-generation Escapes with the 3.0L Duratec V6 (and the mechanically identical Mazda Tribute) set P1506 with a high, non-responsive idle. Two causes dominate on this platform and they are easy to confuse. The first is the idle air control circuit rather than the valve: the IAC pigtail runs near the throttle body where underhood heat cycles the insulation, and Ford's cause list for this code includes an IAC harness that is open or shorted and poor connections at the IAC connector. Shop advice on this exact vehicle is to check the wiring from the IAC to the PCM and its connections, because a grounded or open circuit will set the code. When the PCM's driver circuit cannot pull the valve closed, idle stays above target and the code matures even though a brand-new IAC has just been fitted - which is why so many Escape owners report replacing the valve, sometimes twice, with no change at all.
The second cause is unmetered air entering after the mass airflow sensor. The moulded plastic and rubber air inlet tube on these engines hardens and splits, usually on the underside where the crack is invisible until the tube is flexed by hand, and Ford's own inspection list calls out a cracked or loose inlet air tube. Worn valve cover grommets, carbon on the throttle plate that stops it seating, a leaking upper intake gasket, and a partially plugged EGR valve round out the list. Drivers notice idle sitting well above 1,000 RPM, a hanging idle when they lift off the throttle, a distinct lurch or clunk when selecting drive or reverse, and worse fuel economy. Because idle stays elevated, the vehicle also creeps harder than normal at stops, which is a real drivability annoyance in traffic.
Common Symptoms
High idle above 1,000 RPM
Idle hangs when lifting off the throttle
Lurch or clunk when shifting into drive or reverse
Check engine light on
No improvement after replacing the IAC valve
Reduced fuel economy
How to Fix
Do the disconnect test before buying anything: with the engine warm, unplug the IAC and watch idle. If RPM drops sharply or the engine stalls, the valve and its circuit have authority and you should look for a mechanical air leak. If idle barely changes, the extra air is bypassing the valve. Then back-probe the IAC connector - you should see battery voltage on one pin and a switching ground from the PCM on the other. Voltage on both pins, or no PCM-side switching, means the harness between the IAC and the PCM or the connector itself is the fault; repair the chafed section and clean or replace the connector rather than the valve.
On the mechanical side, remove the air inlet tube and flex it in your hands looking for splits, especially on the hidden underside and around the moulded ports, and confirm it is tight at both the air cleaner housing and the throttle body. Smoke-test the rest of the intake including the PCV hoses, the valve cover grommets, and the upper intake gasket. Clean the throttle bore and both sides of the plate and confirm the plate seats fully. Inspect the EGR valve and passages for carbon that could be holding the valve partially open. If the IAC itself is genuinely at fault, fit a Motorcraft valve; on the 3.0L it sits on top of the engine and is a short job. Finish every repair with a KAM reset and an idle relearn - several minutes of warm idle with electrical and A/C load, then a normal drive cycle - before rechecking for the code.
On the 2001-2008 Ford Escape, complaints show a recurring pattern of automatic transmission failure on early Escapes, including harsh shifting, no movement in Drive, slipping, grinding, and in severe cases unexpected gear changes. Some owners report the transmission suddenly shifting abnormally at highway speed or losing the ability to stay in Park, creating both drivability and rollaway concerns.
Common Symptoms
Vehicle will not move in Drive
Harsh or incorrect shifting
Grinding noise from front/transmission area
Transmission slips or changes gears unexpectedly
Vehicle will not stay in Park
How to Fix
Diagnosis should include checking transmission fluid condition, shift cable/bushing integrity, range selector operation, and internal transmission damage. Repairs range from replacing the shift cable bushing or linkage to a full transmission rebuild/replacement if there is internal gear or clutch failure. Costs typically run from $100-$350 for linkage repairs up to $2,500-$4,500 for a remanufactured transmission installation.
High Confidence2,141 owner reportsReviewed Invalid Date
Community reported
1,373 owners
On the 2001-2002 Ford Escape, early Escape complaints show a clear pattern of brake fluid leaking from the master cylinder reservoir into the ABS module connector, leading to ABS warning lights, loss of braking assist, smoke, melted wiring, and in some cases underhood fires. Several owners specifically describe the ABS module burning while the vehicle was parked or shortly after operation.
Common Symptoms
ABS warning light stays on
Brake pedal drops to the floor or braking becomes difficult
Smoke or burning smell from under hood
ABS module or connector appears melted or burned
Brake fluid leakage near master cylinder/ABS unit
How to Fix
Inspect the brake master cylinder reservoir cap, fluid level sensor area, ABS hydraulic control unit, and electrical connector for leakage, corrosion, or heat damage. Repairs typically include the updated reservoir cap, ABS module/harness replacement, brake fluid cleanup, and sometimes fuse or underhood wiring repairs. Costs range from about $150 for preventive cap replacement to $1,800 or more if the ABS module and wiring are damaged.
High Confidence1,373 owner reportsReviewed Invalid Date
Community reported
1,225 owners
On the 2001-2004 Ford Escape, a major pattern in early Ford Escape complaints involves severe corrosion of the front subframe/crossmember, especially in salt-belt states. Owners report the lower control arm separating from the rusted subframe, causing sudden steering pull, wheel misalignment, clunking, and loss of control; some complaints also state the recall reinforcement bracket was insufficient once corrosion had already advanced.
Common Symptoms
Vehicle suddenly veers or pulls to one side
Steering wheel no longer aligns with wheel direction
Clunking or grinding from front end
Visible rust-through or flaking metal on subframe
Lower control arm separating from frame
How to Fix
Inspect the front engine cradle/subframe, lower control arm mounting points, and any recall-installed reinforcement brace for perforation, cracking, or separation. Mild corrosion may be addressed under recall remedies where applicable, but advanced rust usually requires full front subframe replacement plus alignment and often control arms/axles. Typical repair cost is about $1,500-$3,500 depending on rust severity and related suspension damage.
High Confidence1,225 owner reportsReviewed Invalid Date
On the 2001-2012 Ford Escape 3.0L Duratec V6, p0430 is Bank 2 only, so on the Escape it applies to the V6 models — the 2001-2012 3.0L Duratec V6 (four-cylinder Escapes have no Bank 2). These V6 cars run three catalysts: a pre-cat built into each exhaust manifold plus a main downstream converter, with an O2 sensor before and after. The code sets when the front (Bank 2, front of engine) converter can no longer buffer oxygen and the pre/post O2 sensor signals track too closely. Aging pre-cats and lazy downstream O2 sensors are the usual culprits; the manifold-integrated pre-cats are a known weak point on this engine.
Common Symptoms
Check engine light on
Reduced fuel economy
May fail emissions inspection
Occasional sulfur smell
Usually no drivability change
How to Fix
Confirm which sensor is failing with a scan tool: if the Bank 2 downstream O2 sensor is sluggish, replace it first (cheaper fix that sometimes clears the code). If sensor data is good and the converter buffering is truly gone, replace the Bank 2 catalytic converter (often the manifold-integrated pre-cat). Check for exhaust leaks at the manifold that can throw a false efficiency reading.
Ford Motor Company (Ford) is recalling certain model year 2005-2008 Ford Escape hybrid electric vehicles manufactured October 13, 2003, to June 20, 2008, and 2006-2008 Mercury Mariner hybrid electric vehicles manufactured June 10, 2005, to June 20, 2008. The coolant pump for the hybrid system may fail resulting in the hybrid electronics overheating.
Campaign #14V52600003/09/2014
EQUIPMENT
MARATHON IS RECALLING CERTAIN SEAT COVERS, BRAND SUPERHIDES WITH PART NUMBERS 593, 594, 578, 960, 228, 228-09, 267-08, 333, 625, AND 630, SOLD FOR USE AS AFTERMARKET EQUIPMENT FOR VARIOUS PASSENGER VEHICLES. THESE SEAT COVERS ARE MADE OF HEAVIER THREAD AND ARE NOT COMPATIBLE WITH SEATS CONTAINING SIDE AIRBAGS. THE HEAVIER SEAT COVER COULD INTERFERE WITH FULL DEPLOYMENT OF THE AIRBAG IN THE EVENT OF A CRASH.
What is the 2001-2002 Ford Escape ABS Module Brake Fluid Leak and Underhood Fire Risk?
Early Escape complaints show a clear pattern of brake fluid leaking from the master cylinder reservoir into the ABS module connector, leading to ABS warning lights, loss of braking assist, smoke, melted wiring, and in some cases underhood fires. Several owners specifically descri… Repairs typically run $150-$1,800. Severity: high.
What is the 2001-2004 Ford Escape Front Subframe Rust and Lower Control Arm Separation?
A major pattern in early Ford Escape complaints involves severe corrosion of the front subframe/crossmember, especially in salt-belt states. Owners report the lower control arm separating from the rusted subframe, causing sudden steering pull, wheel misalignment, clunking, and lo… Repairs typically run $1,500-$3,500. Severity: high.
What is the 2002 Ford Escape Fuel Tank Strap Corrosion and Fuel Tank Drop Risk?
Complaint data for early second-year vehicles includes reports of fuel tank straps rotting away and allowing the fuel tank to fall or sag. This is a serious corrosion-related safety issue because it can damage fuel lines, create leaks, and leave the vehicle stranded. Repairs typically run $250-$900. Severity: high.
What is the 2001-2012 Ford Escape 3.0L Duratec Camshaft Bearing Cap Bolts Loosen — Top-End Rattle and Cam Damage?
On the 3.0L Duratec V6, the camshaft bearing cap bolts — particularly the rearmost caps — work loose on their own over time. Owners on escape-city document caps found well under specified torque during valve cover gasket jobs on cars with no prior top-end work. As the cap loosens… Repairs typically run $300-$2,500. Severity: high.
What is the 2001-2002 Ford Escape Engine Stalling, Misfire, and Loss of Power?
Many complaints describe the engine shaking, stumbling, stalling in Drive, or losing power without warning, especially under load or when cold. Reports also mention rough idle, misfire-like shuddering, poor fuel economy, and dashboard lights illuminating before the vehicle dies o… Repairs typically run $150-$900. Severity: medium.
What is the 2001-2004 Ford Escape Idle Air Control Circuit Fault or Cracked Air Inlet Tube on the 3.0L Duratec?
First-generation Escapes with the 3.0L Duratec V6 (and the mechanically identical Mazda Tribute) set P1506 with a high, non-responsive idle. Two causes dominate on this platform and they are easy to confuse. The first is the idle air control circuit rather than the valve: the IAC… Repairs typically run $90-$480. Severity: medium.
What is the 2001-2012 Ford Escape 3.0L Duratec Lower Intake Manifold Gasket Vacuum Leak — Both-Bank Lean Codes and Cold Rough Running?
The lower intake manifold gasket on the 3.0L Duratec V6 hardens and leaks, producing an unmetered air leak that affects both cylinder banks equally. The signature is P0171 and P0174 stored together — a lean condition on bank 1 and bank 2 at the same time — usually accompanied by… Repairs typically run $300-$900. Severity: medium.
What is the 2001-2012 Ford Escape P0430 — Failed Bank 2 Catalytic Converter on 3.0L Duratec V6 Escapes?
P0430 is Bank 2 only, so on the Escape it applies to the V6 models — the 2001-2012 3.0L Duratec V6 (four-cylinder Escapes have no Bank 2). These V6 cars run three catalysts: a pre-cat built into each exhaust manifold plus a main downstream converter, with an O2 sensor before and… Repairs typically run $250-$1,800. Severity: medium.
