2018 Ford Expedition

The all-new fourth-generation Expedition launched for 2018 with a single 3.5L twin-turbo EcoBoost V6, making 375 hp on the volume XLT/Limited trims and 400 hp on Platinum.

470 lb-ft on the volume-trim tune sits near the top of the full-size SUV normalization band, with Platinum's higher-output tune reaching 480 lb-ft.

Instrumented tests of the redesigned 375-hp EcoBoost Expedition span roughly 5.7 s (Platinum 4x4, The Drive) to 6.9 s (long-wheelbase 4x4, Edmunds), clustering around the low-to-mid 6-second range for the volume trim.

The 3.5L twin-turbo EcoBoost V6 delivers strong, largely seamless power with minimal perceptible turbo lag — a highlight of the ground-up 2018 redesign versus the outgoing generation.

The new-for-2018 10-speed SelectShift automatic (shared with F-150) generally shifts smoothly and decisively, but first-model-year owner reports note occasional hard/clunky downshifts and gear-hunting among its ten ratios.

9,300 lbs with the factory Heavy-Duty Trailer Tow Package exceeds the full-size SUV normalization band ceiling, a major improvement over the outgoing generation and best-in-class for the 2018 model year.

RWD is standard with Intelligent 4WD optional across the trim range, featuring a multi-mode Terrain Management System (Normal, Sport, Tow/Haul, Snow/Wet, Mud/Rut, Sand) and on-the-fly 2WD/4WD switching — new and more sophisticated for the 2018 redesign.

The FX4 Off-Road Package returned for the redesigned 2018 Expedition, available on the XLT 4x4 (regular or MAX wheelbase), adding seven skid plates, an electronic locking rear differential, off-road-tuned shocks, and Michelin all-terrain tires on 18-in wheels — genuine hardware, but confined to one optional package rather than a standalone trim.

The redesigned lineup offers only one engine family — the 3.5L twin-turbo EcoBoost V6 in two states of tune (375/400 hp) — with no hybrid, diesel, PHEV, or EV option.

The all-new-for-2018 Expedition's twin-turbo 3.5L EcoBoost V6/10-speed powertrain earned a class-leading-at-launch 19 MPG combined for the volume 4x4 configuration, near the low end of the full-size SUV band but a real step up from the outgoing 3rd-gen truck.

City MPG sits near the bottom of the full-size SUV city band for the standard-wheelbase 4x4, reflecting the body-on-frame platform's mass despite the efficient EcoBoost/10-speed combination.

Highway MPG was touted at launch as class-leading for a full-size body-on-frame SUV; the 2WD variant's 24 MPG hwy figure was a notable improvement over rivals of the era, though the volume 4x4 trails at 22 MPG.

Standard-wheelbase Expedition 4x4 carries a 23.3-gal tank; at 19 MPG combined that yields roughly 443 mi of range, above mid-pack for the full-size SUV segment and a widely marketed strength of the redesigned 2018 model.

At 19 MPG combined and EPA's standard 15,000 mi/yr assumption using regular-gas pricing prevailing when the 2018 rating was published (well below the elevated prices of later years), annual fuel cost lands around $2,200 — mid-pack for the full-size SUV band.

The Expedition runs on regular 87-octane fuel for standard driving; Ford recommends premium only for heavy towing or hot-weather conditions, not as a hard requirement.

NHTSA tested the all-new, redesigned third-generation Expedition in its 2018 launch year and awarded 5 stars overall with 5 stars in both front and side impact across Expedition and Expedition EL/Max, 4x2 and 4x4; rollover resistance scored 3 stars for 4x2 configurations and 4 stars for 4x4.

IIHS never crash-tested the 2018-2021 Expedition generation in its launch model year or any year after, so the 2018 model carries no award and no individual crashworthiness results. Treated as untested with known concerns rather than a clean slate, since the same body structure later scored Marginal on the small-overlap front test once IIHS began rating the redesigned generation.

In its launch year the Expedition lineup runs XL (fleet-only), XLT, Limited, and Platinum: blind-spot monitoring with rear cross-traffic alert is bundled into the optional 202A Equipment Group on XLT and becomes standard from Limited up, but forward-collision warning, AEB, lane-keeping assist, and adaptive cruise control are all confined to an optional Driver Assistance-type package and only ship together standard on the range-topping Platinum trim — this predates Ford's Co-Pilot360 branding, which didn't reach the Expedition until the 2020 model year.

IIHS never ran a front crash prevention test on any 2018-2021 Expedition model year, so there is no vehicle-to-vehicle or pedestrian day/night data for the 2018 model's AEB hardware, and Pre-Collision Assist with pedestrian detection is standard only on Platinum rather than fleet-wide.

Blind-spot monitoring with rear cross-traffic alert requires the optional 202A package on the base XLT trim in the Expedition's launch year but comes standard from Limited up, giving alert-only coverage (no active steering or braking intervention) across most of the lineup rather than the entire range.

Lane-keeping assist is not standard on XLT or Limited for 2018 — it is bundled with the optional Driver Assistance-type equipment on those trims and only becomes standard on the Platinum trim, so most buyers of the new-generation Expedition get no lane-keeping system at all rather than a basic version of one.

Adaptive cruise control with stop-and-go is standard only on the 2018 Expedition Platinum; on XLT and Limited it is an optional feature, so it is not a fleet-wide capability in the redesigned Expedition's first model year.

Ford BlueCruise did not debut on the Expedition until the 2022 model year (Platinum trim only), so the 2018 Expedition — the first year of this generation — has no hands-free highway driving option at any trim level.

The 2018 Expedition, in its launch year, ships with halogen headlamps standard across the range, with LED headlights only available as an option/upgrade on higher trims, and IIHS never rated headlights for this 2018-2021 generation, leaving no test data to offset the largely halogen-equipped fleet.

The redesigned Expedition's boxy shape, tall ride height, and commanding seating position give drivers an excellent view straight ahead and to the sides, but thick windshield pillars and a wide hood limit the front corner view while huge roof pillars obscure the rear corners; a standard backup camera and available 360-degree camera system help offset the blind zones.

Second-row LATCH anchors are exposed and easy to connect (with a reclining seatback on the bench configuration for further access, and three top-tether points on captain's chairs), and the bench configuration accommodates three car seats across, but the third row's fixed head restraints push installed car seats off the seatback and the center position has no lower anchors, so only one seat per outboard position fits well — this carries over unchanged from the same-generation platform introduced for 2018.

Redesigned-for-2018 Expedition seats up to 8 with the standard 40/20/40 second-row bench across most trims; captain's chairs drop it to 7.

Standard-wheelbase Expedition front headroom, non-moonroof figure.

Front legroom per manufacturer-sourced spec data for the standard-wheelbase 2018 Expedition.

Second-row headroom for the standard-wheelbase 2018 Expedition, a notable improvement from the outgoing generation.

Second-row legroom for the standard-wheelbase 2018 Expedition.

The all-new 2018 body-on-frame redesign lowered the cabin floor and reworked the second-row slide, making the third row genuinely adult-usable with easy access — a major fix over the prior generation's cramped bench.

Cargo volume behind the second row with the third row folded, standard-wheelbase 2018 Expedition.

Maximum cargo volume with both rear rows folded, standard-wheelbase 2018 Expedition; the extended Max variant offers substantially more.

The redesigned console is unusually large (over 1 cu ft), with a wireless charging bin, dual USB ports, and a rear 110V household outlet — standout for the segment in 2018.

Front seats are widely praised as well-cushioned and supportive on upper trims (perforated leather, heated/ventilated on Limited/Platinum); lower trims get firmer cloth seats without the same adjustability.

Reviewers found the ride composed and stable but skewing firm, with the truck-based platform trailing car-based rivals like the Buick Enclave and Chevrolet Traverse in outright smoothness.

Active noise cancellation and a well-sealed cabin keep wind and road noise well suppressed at highway speed, with only mild EcoBoost engine noise intruding.

Heated/ventilated front seats, heated 2nd-row outboard seats, and dual-zone rear auxiliary climate control are strong on Limited/Platinum, but lower trims (XL/XLT) go without most of this equipment.

XL is the nominal entry trim for the all-new fourth-generation 2018 Expedition, but Ford sold it primarily to fleet/municipal buyers rather than retail customers — the practical retail starting point (XLT) runs about $3,600 higher.

XLT is the volume retail trim for the redesigned 2018 Expedition, and 4x4 is the more common configuration for a full-size SUV; XLT 4x4 MSRP of $54,800 plus the $1,195 destination charge gives the as-delivered volume-trim price.

RepairPal's nameplate-level average annual repair/maintenance spend of $861 projects to roughly $4,300 over 5 years, better than the fullsize-SUV class average of $784/yr would suggest given repair severity, since repair frequency is low (0.2 visits/yr vs. 0.4 class average) — the 2018 model carries the redesign's early-production risk but no distinct cost data exists for this specific year.

iSeeCars finds the Expedition nameplate depreciates 56.9% after five years, meaning roughly 43% retention — weaker than the 56.3% average for full-size/large SUVs, consistent with the model's reputation for steep depreciation across recent model years including this redesigned 2018.

Standard Ford bumper-to-bumper coverage for the 2018 model year, matching the rest of the domestic full-size SUV class.

Standard Ford powertrain coverage for the 2018 model year — at the low end of the segment band alongside most non-luxury domestic rivals.

Ford did not include factory-paid scheduled maintenance on the redesigned 2018 Expedition; the FordPass app/rewards program (launched 2016-2017) offered points redeemable toward maintenance plus complimentary roadside assistance for the 5-year/60,000-mile powertrain warranty period — basic perks with no guaranteed free maintenance, similar to later model years.

$55,995 volume-trim price minus its estimated resale value after 5 years (43% retained, or about $24,078) leaves about $31,917 in depreciation. Add the projected $4,300 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $36,217 in total.

The all-new (fully redesigned) 2018 Expedition shows conflicting signals: J.D. Power's predicted quality/reliability score was a strong 4.5/5, but Consumer Reports rated the redesigned 2018 model well below average for its model year, driven by owner-reported transmission and electrical issues typical of a first-year platform.

Ford was mid-pack across studies in 2018: 16th of 31 brands in J.D. Power's Vehicle Dependability Study (152 PP100 vs. 142 industry average) but a strong 5th in Initial Quality (81 PP100), while Consumer Reports ranked Ford 18th of ~29 brands with a below-average reliability score.

The 2018 Expedition was hit with an unusually heavy recall load for its model year, including two safety-critical campaigns: a 10-speed transmission park-pawl defect (NHTSA 18V213000) that could let the vehicle roll away after the driver exits, and a high-pressure fuel pump weld-fracture defect (NHTSA 18V392000) that could cause a fuel leak and fire. Additional recalls covered seat belts/seat assemblies and other systems.

The 3.5L EcoBoost V6 had an established track record from F-150 use by 2018 but carries known cam-phaser startup rattle and turbocharger/carbon-buildup complaints; the 10-speed automatic was new for this generation and drew owner reports of harsh/delayed shifting and overheating, plus the park-pawl recall, making this a mixed-history powertrain pairing rather than a proven one.

Reviewers called out a notably improved cabin versus the outgoing generation, with soft-touch surfaces, stitching accents, and materials quality ahead of most competitors up top, though lower dash and door panels still use hard plastics and the leather trends durable over supple.

Test vehicles for the ground-up 2018 redesign were reported squeak-free with excellent panel fit, a clear step up from the prior generation's assembly quality.

Ford operates one of the largest dealer networks in the US, giving Expedition owners broad access to service and warranty support nationwide, with service satisfaction roughly in line with mass-market peers.

Parts are widely available through Ford's extensive dealer and aftermarket network, but the turbocharged EcoBoost powertrain and complex 10-speed transmission push major-repair costs above typical full-size SUV norms once issues like turbo or transmission work arise out of warranty.

The all-new (U553) 2018 Expedition launched with SYNC 3 and an 8-inch touchscreen on its higher trims, carried over largely unchanged through the 2019 model year; entry XL/XLT trims make do with a small 4.2-inch display.

SYNC 3 debuted on the redesigned 2018 Expedition to strong reviews as a major leap over Ford's old MyFord Touch — quick response times, a clean tile-based layout, and retained physical climate knobs — though graphics and screen size already looked modest next to newer full-size SUV rivals at launch.

SYNC 3 on the 2018 Expedition supports Apple CarPlay and Android Auto over USB cable only — Ford's first wireless projection did not arrive until the SYNC 4 rollout beginning with the 2020 model year, so every 2018 Expedition trim requires a wired connection.

SYNC 3's voice control reliably handles basic destination entry and media/phone commands but falls short of natural-language conversation; SiriusXM Traffic-enabled native navigation is bundled with the optional Navigation package on Limited/Platinum, though most owners default to CarPlay/Android Auto maps instead.

A Bang & Olufsen premium audio system was introduced as a notable launch feature of the redesigned 2018 Expedition, standard on Limited and Platinum trims, while base XL/XLT trims get a competent but unremarkable multi-speaker setup.

The redesigned 2018 Expedition retains analog gauges across the lineup with only a small monochrome or color productivity screen between them — no configurable full-digital instrument cluster is offered on any 2018 trim, including Platinum; that feature didn't arrive until the 2022 SYNC 4 refresh.

SYNC 3 supports map and infotainment software updates delivered over Wi-Fi or USB, but this is limited to the infotainment stack rather than whole-vehicle OTA servicing — true full-vehicle over-the-air updates arrived years later with SYNC 4/Ford Power-Up, well after this 2018 launch.

FordPass Connect (embedded 4G LTE modem enabling remote start/lock/locate and a Wi-Fi hotspot) was rolled out as a launch-era feature on the redesigned Expedition, but availability and app polish in the 2018 launch year lagged the more mature FordPass experience of later model years, and it was not standard across the full lineup.

A wireless charging pad and additional smart-charging USB ports are available on higher trims, with USB provisioning extending toward the rear rows on top trims, but coverage is trim-dependent and second/third-row charging is sparse next to later refreshes.

Intelligent Access proximity keyless entry with push-button start and a hands-free power liftgate are available on the redesigned 2018 Expedition (plus Ford's signature keypad on the B-pillar), with remote start offered where equipped, though Ford does not offer a phone-as-digital-key option on this generation.

A standard rearview camera is joined by an available reverse sensing system and an optional 360-degree split-view camera on higher trims — solid coverage for the segment at launch, though the surround camera is unavailable on base XL/XLT trims.

Ford did not offer a head-up display on the redesigned 2018 Expedition on any trim, including Platinum — this generation of Expedition never received a factory HUD option.

The all-new-for-2018 body-on-frame redesign brought wide door openings and a standard 8-passenger 2nd-row bench (7-passenger captain's chairs optional), with easy-to-reach 2nd-row LATCH anchors, but the 3rd row's fixed head restraints push installed car seats off the seatback and its center position lacks lower anchors, keeping family loading from being effortless.

NHTSA awarded the redesigned 2018 Expedition 5 stars overall, but the family-friendly XL and XLT trims only get blind-spot monitoring via the optional 202A Equipment Group ($5,605), while forward-collision warning, AEB, lane-keeping, and adaptive cruise all ship standard together only on the range-topping Platinum — a real safety-tech gap at the price points most families actually buy.

Roomy 2nd-row dimensions (40.0 in headroom, 41.5 in legroom) and 63.6 cu ft of cargo behind an occupied 3rd row give the launch-year Expedition solid multi-row comfort for long drives, but heated/ventilated rear seating and rear-seat entertainment were not yet available in 2018 (they arrived in later model years), leaving rear amenities thinner than the segment's best.

The redesigned 3.5L EcoBoost V6/10-speed automatic delivers smooth, low-effort power in traffic per Edmunds and Consumer Reports reviews, and the new independent rear suspension improves low-speed ride, but body-on-frame heft and a full-size footprint still make the Expedition feel large in stop-and-go driving.

19 MPG combined (4x4, up to 20 MPG 2WD) and roughly $2,200/yr in fuel costs are a step up from the outgoing generation and among the better figures for a full-size SUV, but ~$2,150/yr full-coverage insurance keeps overall per-mile running costs on the expensive side for daily commuting.

The 2018 redesign's full-size, body-on-frame footprint (standard and extended MAX wheelbases) makes the Expedition genuinely oversized for tight urban parking and garages; standard rear parking sensors help but a 360-degree camera system was not yet as broadly available as on later model years.

9,300 lbs of max towing with the factory Heavy-Duty Trailer Tow Package was best-in-class for the 2018 model year and a major jump over the outgoing Expedition, and the EcoBoost V6/10-speed combo handles trailer loads with composure, making this the strongest single credential in the launch-year Expedition's use-case profile.

J.D. Power rated the all-new 2018 Expedition's predicted quality at a strong 4.5/5, but Consumer Reports flagged it as below average, and the launch year carried an unusually heavy recall load including safety-critical 10-speed transmission and other campaigns — a shakier durability picture than an established-generation work vehicle.

A rear 110V household-style outlet and standard roof rails give some onboard power and accessory-mounting utility, but the 2018 Expedition offers no dedicated work-oriented upfit ecosystem, tie-down provisions, or washable cargo surfaces beyond what a standard SUV interior provides.

Well-cushioned front seats, active noise cancellation, and a quiet, composed cabin make the redesigned Expedition a capable mile-eater with roughly 443 miles of combined range on the standard 23.3-gal tank, but adaptive cruise control — a key fatigue-reducer on long hauls — is standard only on the range-topping Platinum trim in 2018.

Available intelligent 4WD with terrain management and up to 9,300 lbs of towing let the launch-year Expedition haul boats, campers, or off-road toys with confidence, but there was no dedicated off-road-oriented trim (Ford's Timberline package didn't arrive until the 2022 model year), leaving genuine off-pavement capability modest for the segment.

Fold-flat 2nd- and 3rd-row seating opens up 104.6 cu ft of max cargo volume, and standard roof rails plus available factory tow hitch prep make the redesigned Expedition well suited to swallowing bulky gear for road trips and outdoor outings.

The 2018 redesign replaced the old solid rear axle with an independent rear suspension, meaningfully improving body control and composure versus the prior generation and same-era live-axle rivals, but at 5,400+ lbs it still leans and needs deliberate steering input on twisty roads.

Steering effort is well judged — neither too light nor too heavy — and reasonably precise for a full-size SUV, but feedback is largely absent.

Stopping distances are in line with the heavy full-size SUV class rather than outstanding, and multiple reviews call the brake pedal numb; adequate but unremarkable.

The new-for-2018 10R80 10-speed automatic pairs smoothly with the 3.5L twin-turbo EcoBoost V6 with no gear hunting and well-sorted shift programming; the main knock is an abrupt initial throttle tip-in outside Eco mode.

The twin-turbo V6 is unobtrusive under normal driving and the transmission 'toils quietly in the background'; not silent, but free of the coarseness or droning that would mark it down.

Full-size body-on-frame SUV with a long wheelbase yields a wide turning circle, near the bottom of the segment band.

Commanding view of the road, excellent outward visibility, running boards and a power-folding/sliding second row aid ingress/egress, though front seat bottom cushions are criticized as short and unsupportive for taller drivers on long trips.

Effortless power from the twin-turbo V6 makes it pleasant to drive quickly in a straight line, but its size, numb steering, and truck-based character keep it firmly in appliance territory rather than genuinely engaging.

The all-new 2018 lineup standardizes the 375-hp twin-turbo 3.5L EcoBoost V6, a 10-speed automatic, and SYNC 3 infotainment across every trim, but the base XL still rides on cloth seats with fewer driver-assist features standard than the Tahoe/Suburban twins offer at comparable prices.

A genuinely all-new platform brings best-in-class cargo room (108.3 cu ft seats-folded vs. the Tahoe's sub-95 cu ft), a stronger tow rating, and better fuel economy than the outgoing model, but pricing from roughly $48,190 (XL 4x2) to about $76,175 (Platinum Max) runs several thousand above a comparably equipped Tahoe.

Four trims (XL, XLT, Limited, Platinum) each offered in standard or extended-length MAX wheelbase, RWD or 4WD, give a reasonably wide spread from fleet-oriented base to loaded luxury, though the range is narrower than later model years that add off-road and King Ranch trims.

The all-new generation reversed a mid-decade sales slide — 2017 deliveries had dipped toward the high-30,000s amid the changeover to new tooling — with the 2018 redesign driving demand back up toward the 65,000-70,000 unit range, though the Expedition still trails the combined Tahoe/Suburban twins by a wide margin.

Ford's mainstream truck/SUV halo (F-150, and later Bronco) gives the Expedition solid, trusted brand pull without the aspirational cachet of a luxury nameplate — a neutral-to-positive perception typical of the brand.

As a brand-new, high-demand redesign in its launch year, the 2018 Expedition carried little incentive pressure — dealers had limited need to discount a completely new product generating fresh buyer interest, leaving little negotiating room for buyers.

2018 is the launch year of an all-new fourth generation — Ford's first ground-up redesign of the Expedition in 21 years, with a new aluminum-intensive body, new twin-turbo V6, new 10-speed transmission, and new SYNC 3 infotainment — as fresh as a model year gets.

Motor Trend's review of the all-new Expedition was strongly complimentary (Car and Driver less so), and period comparisons highlighted best-in-class cargo volume and towing versus the Tahoe; it was a finalist for the 2018 North American Truck/Utility of the Year award but lost to platform-sibling Lincoln Navigator, so no outright win accompanied the redesign.