All generations and engines together · 8,906 MOT tests in the 2025 data · typical mileage at age 7: 65k
Computed from DVSA MOT results, all of Great Britain, 2025. Nothing here is opinion.
Share of tests where each item was recorded. The dark tick is the class average across all tracked models; bars are scaled within each group.
The rows that judge the model rather than its keeper. 8,216 tests in this band.
Tyres, pads and stone chips say more about how the car was driven and maintained than about how it was built.
Owner folklore from forums and the motoring press. Most of it never shows up in an MOT, which is why this section exists at all.
On the 210PS bi-turbo 2.0 TDCi, owners report the DPF struggling to regenerate and clogging with soot, with some blaming the smaller of the two turbos for letting extra soot through. It shows up as sluggish power, a DPF warning light, or a filter that won't force-regen even after a decent run. This lines up with the measured MOT data for the Edge, where emissions and leaks are the standout failure category, and it's worse on cars used mainly for short trips. Repairs range from a forced regen service, £100-200, up to turbo or DPF replacement at £800-1,800 or more if it's been left too long.
Separate from the DPF problem, some 210PS bi-turbo cars have gone into limp mode on the motorway, later traced by a Ford dealer to a failed turbo solenoid rather than the turbo itself. The symptom is a sudden loss of power and a warning light, usually cured once the solenoid is replaced. Ford hasn't issued a recall for this and reports are limited to a handful of owners, so it's worth asking about rather than treating as a certainty. It's a sensor fix, not a turbo rebuild, so cost is modest, well under £300.
The Edge carries a lot of powered kit: electric tailgate, keyfob-operated remote window opening, auto-folding rear seats, sat nav and reversing camera. Both a professional review and an owner review logged the same pattern of niggles: tailgates going out of alignment, windows opening on their own, camera and sat nav glitches, and warning lights coming on for no reason. It's not one part failing again and again, more that the electronics are fussier than most rivals in this class, so test everything powered at the viewing rather than assuming it's fine.
Ford recalled the Edge over a low-torque fastener on the air conditioning compressor clutch pulley, which can let the clutch detach. A Honest John reader had exactly this happen on a 2017 car at just 8,000 miles, needing a full compressor replacement. Check the recall has actually been carried out on any car you're viewing; if not, it's a free dealer fix.
An earlier recall covered a software fault in the lighting control module that could switch the headlamps off unexpectedly while driving. Ford's fix was a software update at a dealer, applied under recall, so it should already be done on any UK car, but it's worth confirming on an early example.
The top 210PS bi-turbo diesel could be specified with Ford's PowerShift dual-clutch automatic, the same family of gearbox that built a poor reputation for judder and clutch-pack wear on other Ford models of the era. Where it affects the Edge it shows as a shudder pulling away in first or second gear, worse when the box is cold. Ford never fully solved the underlying wear issue on this generation of PowerShift, and independent specialists quote four figures for a clutch pack or mechatronic repair. Doesn't apply to the manual 180PS diesel.
Built from the two sections above.
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