Some 2015-2021 Ford and Lincoln vehicles may exhibit an illuminated MIL with diagnostic trouble codes (DTCs) P0011, P0012, P0014, P0015, P0016, P0017, P0018, P0019, P0021, P0022, P0024 and/or P0025. Pinpoint test HK in the Powertrain Control and Emissions Diagnosis (PC/ED) or in Section 303-14 of the Workshop Manual (WSM) has been updated to address this concern.
full bulletin at NHTSA ↗2018 Ford Expedition powertrain problems
moderate Owners of the 2018 Ford Expedition have filed 137 NHTSA complaints about the powertrain, typically surfacing around 74,000 miles at roughly $2,500 to repair (U.S. federal records, as of July 2026). Source: NHTSA Office of Defects Investigation. See powertrain across all vehicles →
Failure mileage
Complaints
137
Recalls
0
Avg fix
$2,500
| Model year | powertrain complaints |
|---|---|
| 2014 Expedition | 33 |
| 2015 Expedition | 28 |
| 2016 Expedition | 34 |
| 2017 Expedition | 50 |
| 2018 Expedition (this page) | 137 |
| 2019 Expedition | 196 |
| 2020 Expedition | 239 |
| 2021 Expedition | 98 |
| 2022 Expedition | 14 |
2crashes
1injury
When does it fail?
Of the 137 powertrain complaints filed for the 2018 Ford Expedition, here's the actual mileage breakdown — failures cluster heaviest at 25,000-50,000 mi.
0-25k
25-50k
50-75k
75-100k
100-125k
125-150k
150k+
Each bar shows the share of total complaints filed at that mileage range. Peak failure window highlighted. Some owners report problems earlier; some make it well past 150,000 miles symptom-free. Maintenance habits and driving conditions shift the curve as much as mileage alone.
What stands out
Powertrain accounts for 38% of every owner complaint on file for this vehicle — the dominant problem area across 12 categories tracked.
Owners have filed 137 powertrain complaints with NHTSA against this vehicle, but no formal recall covers the issue — the federal record reflects what manufacturers have admitted, not everything owners are reporting.
Is there a fix? Manufacturer service bulletins
The manufacturer has issued service bulletins covering powertrain on this vehicle — documented repair instructions, service campaigns, or warranty extensions sent to dealers. A TSB isn't a recall (it's not a free safety remedy), but it's the manufacturer acknowledging the issue and how to fix it.
This bulletin supersedes TSB 25-2132. Reason for update: update the Part List Description and Labor Times Description Some of the vehicles listed in the Model statement above may exhibit at least one of the following conditions: * Harsh engagement * Delayed engagement * Harsh shift * Delayed shift * Illuminated malfunction indicator lamp (MIL) with diagnostic trouble codes (DTC) P0751, P0752, P0756, P0757, P0761, P0762, P0766, P0767, P0771, P0772, P2700, P2701, P2702, P2703, P2704, P2705, P2707, P2708, P0729, P0731, P0732, P0733, P0734, P0735, P0736, P076F, P07D9, P07F6 and/or P07F7 stored in the powertrain control module (PCM) or transmission control module (TCM) This may be due to axial mo
full bulletin at NHTSA ↗Various vehicles equiped with 10R80/10R80 MHT/10R100/10R140 transmissions may require replacement of the seal kits (7153) when internal repairs are being performed. These kits come with 4 wheel drive (4WD) seals and will no longer include the 2WD seals. When working on a 2WD vehicle, any 2WD seals must be ordered separately. Refer to the parts catalog for the proper 2WD seals required.
full bulletin at NHTSA ↗This article supersedes TSB 24-2046 to update the Service Procedure LTIS statement. Some 2017-2020 F-150, 2018-2021 Expedition/Navigator/Mustang, 2019-2023 Ranger vehicles equipped with a 10R80 transmission may exhibit a harsh/delayed engagement and/or harsh/delayed shift, an illuminated malfunction indicator lamp (MIL) with diagnostic trouble codes (DTC) that are stored in the powertrain control module (PCM) or transmission control module (TCM). This may be due to the transmission solenoid ID strategy, sticking valves in the main control valve body and/or axial movement of the CDF clutch cylinder (7H351) sleeve.
full bulletin at NHTSA ↗During service and repair requiring removal and replacement of a crankshaft bolt and/or crankshaft damper, achieving proper torque of the crankshaft pulley bolt is critical. Incorrect torque may allow the bolt to loosen resulting in the timing gear breaking and engine damage. Replacement of the bolt is critical to the repair and accurately following the installation procedure in the Workshop Manual (WSM) Section, 303-01 is extremely important. The bolt torque procedure can be found in the crankshaft front seal removal and installation procedure or in the engine assembly procedure.
full bulletin at NHTSA ↗Source: NHTSA manufacturer communications. Bring the bulletin number to your dealer or shop.
The failure pattern owners describe
The 2018 Ford Expedition has a persistent and escalating transmission problem centered on the 10R80 10-speed automatic. Owners describe the transmission dropping gears or shifting into neutral without warning—often at highway speeds during acceleration or passing—with RPMs spiking while the vehicle loses power. Many report loud clunking or grinding sounds as the transmission re-engages, sometimes violently jerking the vehicle and throwing occupants forward. Some vehicles slip between specific gears (2nd through 10th) or fail to accelerate altogether. No warning lights appear in most cases, though some owners report wrench indicators or brief "see manual" messages that disappear quickly. Transmission fluid temperatures spike abnormally—one owner documented temps reaching 247°F during normal driving—and metal shavings have been found inside transmissions. Dealers frequently claim inability to replicate the fault or tell owners the vehicle is "learning" their driving habits. Even after transmission replacement or rebuilds, the same failures recur within months or thousands of miles. A related cam phaser rattle—a loud ticking or grinding at startup or under load—appears on many vehicles, sometimes shortly after transmission work. Owners universally describe this as a serious safety hazard: sudden loss of power during highway merges, near-miss rear-end collisions, and situations where brake lights do not engage to warn following traffic. Extended service bulletins and technical service bulletins exist, yet Ford has consistently denied coverage outside narrow warranty windows or refused lemon-law buybacks.
Same Ford Expedition powertrain reports on nearby years: 2016 · 2017 · 2019 · 2020 · 2021
Failure modes owners describe
Transmission loss of power / neutral condition at highway speeds
Transmission intermittently disengages or shifts into neutral without driver input, causing sudden loss of acceleration and RPM surge. Occurs most often during passing maneuvers, highway merging, or steady-state cruising. Vehicle may lose 20–30 mph instantly. Re-engagement is often violent with loud clunk or grinding.
When: Primarily at highway speeds (65–85 mph), many cases after 50k–120k miles. Some occur within first 25k miles.
Symptoms owners cite: RPM spikes while vehicle decelerates; Loud clunk or grinding sound when transmission re-engages; Violent jerking/lurching of vehicle; Inability to accelerate despite pedal input; Transmission temperature spike (up to 247°F reported); Engine buzzing or metal-grinding noise under vehicle
Codes mentioned: No check engine light in majority of cases, Occasional wrench indicator or 'see manual' warning (transient), Parking pawl error code (reported in some cases), CDF drum/clutch failure diagnosis (not always visible as code)
Repairs/costs cited: Transmission rebuild or full replacement; costs $5,000–$15,000. Metal shavings found inside. Some owners report CDF drum clutch hub bushing slipped or seal failure. One owner noted Ford redesigned the bushing with a 'lip' in later models to prevent slipping.
Recalls/TSBs owners mention: TCB-20-2315 (issued Aug 2019 for certain cases); TSB 23-2250 (harsh/delayed transmission engagement); Ford initially denies warranty coverage for out-of-warranty vehicles or refuses to acknowledge recurring failures. Some reimbursement after corporate intervention or extended powertrain warranty discovered (7-year/100k reported in one case). Many buyback requests denied.
Transmission harsh/delayed shifting and jerking
Transmission exhibits harsh upshifts and downshifts, sudden jerking during gear changes, and delayed engagement—especially after auto start/stop cycle or when depressing accelerator from a stop. Often paired with rough idle or hesitation during acceleration.
When: Occurs at various speeds; common during stop-and-go traffic and low-speed acceleration. Noted within first 50k miles in some vehicles; others emerge after 80k+ miles.
Symptoms owners cite: Rough or hesitant gear changes with jolting sensation; Delayed acceleration response (3–5 second lag after pedal input); Vehicle lurches forward aggressively upon re-engagement, especially after auto start/stop; Whiplash-level jerking reported by several owners; Rattling or shaking in steering wheel or cabin
Codes mentioned: No codes typically displayed, Service bulletins reference transmission calibration / PCM learning
Repairs/costs cited: Transmission valve body replacement (quoted at $1,400–$1,800); on back-order from manufacturer. Some dealers recommend full transmission overhaul. Reprogramming transmission control module (TCM) and powertrain control module (PCM) attempted but often unsuccessful.
Recalls/TSBs owners mention: TSB 23-2250 acknowledges harsh/delayed engagement issue. Ford advised owners to allow vehicle to 'learn' driving pattern; one owner waited 3,000 miles post-repair with no improvement. No recall. Warranty denial outside coverage period.
Transmission gear slip / inability to shift into required gear
Transmission slips out of gear, stalls in neutral, or fails to shift into the commanded gear during normal driving. Vehicle may be stuck in a low gear (1st, 2nd, 3rd) and refuse to upshift, or skip gears entirely. Engine RPM rises but vehicle does not accelerate.
When: Can occur after 25k miles through 115k+ miles. Some triggered by transmission reaching operating temperature (>200°F). Others occur without temperature correlation.
Symptoms owners cite: RPM spikes with no corresponding vehicle acceleration; Gear indicator shows wrong or no gear; Hard thunk when transmission finally engages; Rattling/grinding metallic noise; Loss of power lasting seconds to minutes
Codes mentioned: Engine Not in Park code (reported despite transmission not in park), No check engine light in most cases; wrench indicator transient or absent
Repairs/costs cited: Full transmission replacement or rebuild necessary. Internal failure often confirmed: CDF drum clutch hub bushing slipped (described by one owner as a pre-2018 design flaw that Ford corrected in later models by adding a 'lip'). Transmission shops report 30–40 day lead times for parts.
Recalls/TSBs owners mention: Ford aware of 10R80 design defect. One owner noted Ford corrected the bushing design in newer models but left older owners 'high and dry.' No recall for pre-update vehicles. TSBs issued but not backed by warranty for out-of-coverage vehicles. One owner received partial reimbursement (40%) after protracted negotiation.
Cam phaser failure (timing chain rattle / noise)
Loud rattling, ticking, or grinding noise emanates from engine at startup or during operation. Caused by cam phaser / variable camshaft timing (VCTS) mechanism failure. Can lead to loss of power, engine stalling, or potential engine damage.
When: Some first appear after transmission replacement (noted in multiple complaints). Others emerge between 44k–100k+ miles. At least one case: phasers replaced at 51k miles, failed again at 100.5k miles.
Symptoms owners cite: Loud ticking or grinding at cold start; Continuous rattling during engine operation; Noise stops after engine warms up (initially); Engine misfires or loss of power; Engine stalling (reported in one case)
Codes mentioned: Check engine light (eventually, but not always immediate)
Repairs/costs cited: Replacement of cam phasers required; Ford parts HL3Z-6C525-CD known to be defective. Updated phasers ML3Z-6C525 available but not provided as replacement in some cases. Repair cost not specified in most narratives. Phasers replaced at 51k miles under CSP 21N03, failed again at 100.5k and out of CSP mileage limit.
Recalls/TSBs owners mention: Customer Satisfaction Program 21N03 (cam phaser replacement) exists, but limited to specific mileage / time windows. TSB 23-2148 (VCTS replacement) issued. Some owners denied coverage because prior PCM reprogram (21B10) not documented in records; FSA records do not reflect fault until both 21B10 and 21N03 procedures completed in sequence. One owner (44k miles) not eligible for 100% coverage under 21N03.
Electronic shifter / dial shifter malfunction (shift to park on start-stop button press)
Electronic dial shifter automatically shifts vehicle from Drive or Neutral into Park when start/stop button is pressed while vehicle is running. Parking brake simultaneously engages. Creates extreme safety hazard if pressed at highway speed.
When: Discovered during routine testing (car wash scenario in one case); likely occurs any time vehicle is in gear and ignition button depressed.
Symptoms owners cite: Shifter moves to Park without driver input; Parking brake engages automatically; Vehicle would decelerate rapidly from highway speed to stop if triggered while driving
Repairs/costs cited: Software update likely required; owner suggests Ford can resolve with electronic shifter logic update. No repair cost provided.
Recalls/TSBs owners mention: No manufacturer response documented in complaint. Owner recommends Ford issue software update to prevent automatic Park engagement when start/stop button pressed.
Auto start/stop harsh re-engagement / shift to neutral error
When auto start/stop feature shuts down engine and restarts it, transmission re-engages with aggressive jolt or lurches forward even when brakes are pressed. In some cases, vehicle displays warning 'AUTO START/STOP, SHIFT TO P THEN RESTART ENGINE' and requires manual park/restart cycle.
When: Occurs repeatedly each time auto start/stop activates (stop-and-go driving, traffic lights). One owner reports issue since new.
Symptoms owners cite: Aggressive forward lurch upon engine re-engagement despite brake pedal engaged; Vehicle moves 1+ foot forward, creating rear-end collision risk; Warning message requiring manual intervention; Valve body malfunction indicated by dealer
Codes mentioned: TSB 23-2250 referenced (harsh/delayed engagement)
Repairs/costs cited: Valve body replacement ($1,400+) or transmission overhaul. Reprogramming of transmission / PCM attempted. Extended warranty may not cover valve/reprogramming work.
Recalls/TSBs owners mention: TSB 23-2250 exists. Ford denies coverage under extended warranty for 'valve and reprogramming issue not part replacement.' Dealership confirms known issue and TSB but charges customer $550 + $150 diagnosis fee.
Power loss / throttle unresponsiveness during highway driving
Vehicle loses throttle response intermittently during highway cruising. Depressing accelerator produces no increase in RPM or vehicle speed for 3–7 seconds. Buzzing noise may be heard. Vehicle eventually regains power suddenly. Often occurs after 20 minutes of driving (operating temperature reached).
When: At 55+ mph highway speeds, typically after vehicle reaches normal operating temperature. Reported at 70k–103k miles.
Symptoms owners cite: Complete loss of throttle response; Buzzing noise during power loss event; Sudden return of power after delay; RPM steady but no acceleration response; Wrench indicator or 'Powertrain Malfunction / Reduced Power' warning (some cases only)
Codes mentioned: Wrench light or 'Reduced Power' message in some cases; others show no codes
Repairs/costs cited: Root cause not identified in narratives. One owner suspects timing belt. Throttle body issue suspected by another (references Ford F-150 throttle body recall/lawsuit). No repairs documented as successful.
Recalls/TSBs owners mention: No specific TSB identified for throttle unresponsiveness. Owner recommended to investigate Ford F-150 throttle body class action and recall to see if Expedition issue mirrors it.
Transmission failure shortly after replacement / repeated failures
Transmission fails again within weeks or months after being rebuilt or replaced. Same symptoms recur (loss of power, rough shifting, neutral condition), indicating root cause not addressed by initial repair or defective replacement unit.
When: Within 3 weeks to several months post-repair. Multiple owners reported 2–3 replacements/rebuilds in succession.
Symptoms owners cite: Identical pre-repair symptoms return (shifting, power loss, jerking); Transmission fluid leakage detected after first replacement; Grinding or metal shavings found in fluid again
Repairs/costs cited: Second and third transmission replacements required. Metal shavings found inside new/remanned units in at least two cases, suggesting contaminated parts or improper flushing. One owner: 1st transmission replaced (Jan 2023), 2nd transmission replaced (Feb 2023), failure recurred by March 2023.
Recalls/TSBs owners mention: Dealers offered no warranty on repeated failures. One owner had to pay out-of-pocket for second replacement. Ford initially denied any assistance; later reimbursed one owner after discovery of extended powertrain warranty (7-year/100k) Ford had not communicated.
Engine overheating / coolant temperature spikes
Coolant temperature gauge rises to abnormally high levels (up to 240–247°F) during normal driving or transmission issues. Occurs even without towing, with only 3 occupants, and normal ambient temperatures (40°F outside). Spikes correlate with transmission problems and loss of power.
When: Noted at 103k–120k+ miles. Often during highway driving or climbing hills/altitude changes.
Symptoms owners cite: Coolant temperature warning displayed on dash; Temperature spike to 132°F on inclines (one case); Temperature spike to 240–247°F during transmission failure (another case); White smoke billowing from tailpipe (reported in one case); Oil pressure warning lights illuminated
Codes mentioned: Check engine light (in some cases), Powertrain malfunction light
Repairs/costs cited: Coolant hose replaced (one owner)—did not resolve issue. No root cause identified. One owner replaced transmission; issue persists. Transmission cooler replaced in another case; issue recurred.
Recalls/TSBs owners mention: Dealers unable to replicate issue. One owner informed coolant hose replacement was the solution but problem continues. No recall or TSB specific to coolant temperature spikes identified.
Synthesized from 137 NHTSA owner complaints — unverified consumer allegations, summarized for patterns. The verbatim filings appear below.
What owners are reporting 7 most recent
When attempting to pass a slow moving vehicle on a 2 lane highway when driving up a hill the transmission failed to properly shift instead making a loud clunking and grinding sound before eventually managing to shift into a gear. This failure to shift properly meant that the vehicle was unexpectedly without power when trying to change lanes leading to a dangerous situation.
Gears are slipping, vehicle loses power, clunking noises, ghost spanner icon on dashboard, jerks heavily sometimes when going from park to drive, shift system displays on dash after noises.
My 2018 Ford expedition max 4x4 was diagnosed with the issue described in tcb-20-2315 in aug 2019. The repair was done per the tcb and completed in oct 2019. The vehicle was in the shop for 10 weeks and I had to return it 4 times for additional repairs until the issue was temporarily resolved. The problem reoccured in jul 2020 and it took over 5 visits to the dealership and intervention from Ford…
The contact owns a 2018 Ford Expedition. The contact stated that while driving over 40 MPH, the vehicle stalled on two occasions. The contact stated that while driving a roundabout, the vehicle lost motive power. The accelerator pedal was depressed, but the vehicle jerked and was sluggish, and there was no area to pull over to. Upon parking the vehicle, the power train warning light was…
My vehicle has started to have problems shifting in some gears(3rd & 7th). I have been doing research, and this seems to be a recurring problem for vehicles with the 10r80 transmission. Where this has caused a big safety risk, is that a few times, the vehicle wouldn't move when pushing on the gas after having the foot on the brake after I had already left and been driving it for 5-10 minutes.…
Powertrain/ Transmission required replacement. Replacement transmission from the factory deemed defective and suffered a catastrophic failure in less than 24 hours after install.
When oil in the transmission is still cold, even when engine has wormed up to operation temperature, the transmission is shifting hard, specifically it shifts the hardest from 4th gear into 5th. For a moment car has no acceleration, and then it slams into a 5th gear. I also noticed that the transmission shifts from 4th into 1st, then into 5th. It lasts about 30 seconds. It casing a safety issue…
Had powertrain trouble with your 2018 Ford Expedition?
File a complaint with NHTSA → It's free, official, and how every report above got here — owner filings are the federal safety record this page is built on.
Common questions
How serious is the powertrain problem on the 2018 Ford Expedition?
It's a documented issue but not catastrophic. 137 complaints have been filed. Repairs average $2,500 and most owners catch it before it causes a breakdown.
At what mileage does the powertrain typically fail?
Across the 30 complaints that reported odometer mileage, most powertrain failures cluster between 35,000 and 115,000 miles, with the median around 74,000. A quarter of owners report trouble before 35,000; a quarter make it past 115,000. Maintenance history matters more than the odometer alone — this is the reported failure window, not a guarantee.
What does it cost to fix?
Independent shops typically charge around $2,500 for powertrain repairs on this vehicle. Dealer pricing tends to run 20-40% higher. The exact figure depends on the specific failure mode, parts availability, and your local labor rates. If you're outside factory warranty, an extended service contract often covers this category.
Are there any recalls related to powertrain?
No active recalls currently cover powertrain issues on this vehicle. The complaints filed represent owner-reported failures that haven't risen to the level of a manufacturer-issued recall — but they're still worth knowing about before you buy or budget for repairs.
Related
Complaint and recall data sourced from the National Highway Traffic Safety Administration (NHTSA)
public records database. Verify the raw federal record at
nhtsa.gov/vehicle/2018/Ford/Expedition.
Severity ratings are derived from reported crashes, fires, injuries, and fatalities. Repair cost estimates are
independent-shop national averages and may differ in your area. Some links on this page are affiliate links.