The 2001 Ford Expedition has no open NHTSA recalls. Owners report 7 recurring issue clusters, led by “Windshield leak with GEM module and fuse box failures.” Ford uses the Intelligent Oil-Life Monitor (IOLM) to determine when oil changes are due based on actual driving load — not just mileage. Ford's published cap is 10,000 miles or 1 year, whichever comes first. The schedule below reflects Ford's Normal service intervals; F-Series trucks and Super Duty have additional towing-specific items.
No open recalls on file. NHTSA lists no unrepaired safety recalls for this year, make and model. A recall can be issued at any time, and a specific car can still have one open — check yours by VIN at nhtsa.gov/recalls.
What drivers and federal regulators have officially reported about the 2001 Ford Expedition.
ELECTRICAL SYSTEM
24 NHTSA complaints · 2008-10 → 2017-03
“WINDSHIELD LEAKING DUE TO FAULTY SEALANT”
“IT HAS BEEN DETERMINED THAT THE WINDSHIELD LEAKED WATER ONTO THE FUSE BOX/GEM”
“WATER APPEARS TO HAVE LEAKED INTO THE ELECTRICAL SYSTEM CAUSING THE WIPERS TO NOT FUNCTION AT ALL”
SEAT BELTS
8 NHTSA complaints · 2008-10 → 2024-04
“Driver seatbelt- Randomly releases from buckle when driving”
“THE CONTACT STATED THAT WHILE AT A STOP SIGN OR WHILE DRIVING, THE DRIVERS SIDE SEAT BELT UNLATCHED INDEPENDENTLY”
“THE MANUFACTURER STATED THAT THE VIN WAS NOT INCLUDED IN NHTSA CAMPAIGN ID NUMBER 01V227001 (SEAT BELTS:FRONT:BUCKLE ASSEMBLY)”
ENGINE AND ENGINE COOLING
56 NHTSA complaints · 2008-09 → 2020-07
“#3 SPARK PLUG EJECTED FROM CYLINDER HOLE AT FREEWAY SPEED. ORIGINAL PLUGS, NEVER CHANGED, NEVER REMOVED OR CHECKED FROM DEALER DELIVERY AT NEW CAR IN 2001”
“MY VEHICLE SUFFERED SPARK PLUG EJECTION. UPON PULLING AWAY FROM A STOP LIGHT, THE VEHICLE MADE A LOUD POP OR BANG AND BEGAN TO LOSE POWER IMMEDIATELY”
“DISCOVERED ONE THE SPARK PLUGS HAD BEEN "EJECTED" FROM THE CYLINDER HEAD. THE COIL THAT SITS ABOVE THE SPARK PLUG HAD BEEN BROKEN AS WELL”
VEHICLE SPEED CONTROL
27 NHTSA complaints · 2008-09 → 2026-09
“THE VEHICLE CAUGHT ON FIRE STARTING FROM UNDER THE HOOD OF THE VEHICLE. THE FIRE DEPARTMENT WAS CALLED AND PUT THE FIRE OUT AND STATED THE FIRE STARTED FROM THE VEHICLE SPEED CONTROL SWITCH”
“I WAS NEVER NOTIFIED BY FORD ABOUT A RECALL, NOR DID MY LOCAL DEALERSHIP WHO SERVICED MY EXPEDITION WARN ME OF A RECALL”
“THE CRUISE CONTROL SWITCH IN MY 2001 FORD EXPEDITION WASN'T SWITCHED OUT BY THE PREVIOUS OWNERS AND OUR TRUCK CAUGHT FIRE IN THE DRIVE WAY AND BURNED UP LAST MONTH MARCH 2011”
SUSPENSION
11 NHTSA complaints · 2012-02 → 2024-04
“THE CONTACT DISCOVERED THAT THE REAR LOWER CONTROL ARMS/TRAILING ARMS WERE COMPLETELY RUSTED”
“THE CONTACT INSPECTED THE VEHICLE AND DISCOVERED THAT THE REAR UPPER AND LOWER TRAILING ARMS WERE FRACTURED AS A RESULT OF RUST AND CORROSION”
“I HAVE SO MUCH GOING ON WITH RUST, I FORGOT ABOUT MY BRAKES LINES BURSTING AND HAVING NO BRAKES AFTER HAVING THE FRONT BRAKES REPAIRED”
VEHICLE SPEED CONTROL
11 NHTSA complaints · 2010-02 → 2022-08
“WHILE STOPPED AT A TRAFFIC STOP, THE VEHICLE SUDDENLY LUNGED FORWARD WHILE THE CONTACT DEPRESSED THE BRAKES”
“I HAVE HAD MY TRUCK SUDDENLY JUMP FORWARD ABOUT 5FT AFTER ALREADY BEING STOPPED FOR A LITTLE BIT AT A STOP LIGHT”
“THE CONTACT STATED THAT WHILE IN REVERSE WITH HIS FOOT ON THE BRAKES, THE ENGINE RPMS INCREASED AS THE VEHICLE ACCELERATED INDEPENDENTLY”
ENGINE AND ENGINE COOLING
12 NHTSA complaints · 2008-08 → 2011-09
“THE VEHICLE WAS PARKED IN FRONT OF THE CONTACT'S HOME WHEN IT CAUGHT ON FIRE. THERE WERE FLAMES SHOOTING FROM UNDER THE HOOD OF THE VEHICLE”
“SHE STATED THAT THE VEHICLE WAS PARKED FOR 2 DAYS WITHOUT OPERATION YET THE VEHICLE CAUGHT ON FIRE”
“THE CONTACT WAS ABLE TO EXTINGUISH THE FIRE; THE HOOD WAS BURNED AND THE WINDSHIELD BLEW OUT AS A RESULT OF THE FAILURE”
Issues on other model years
Source: NHTSA Office of Defects Investigation (ODI). Complaint data refreshed Sep 20, 2026. Investigation data refreshed Sep 20, 2026.
We display NHTSA's record with attribution; we don't editorialize on what these complaints mean for any specific vehicle.
Critical for safety and preventing major damage
Replace synthetic-blend or full-synthetic Motorcraft oil per the IOLM, or every 7,500-10,000 miles. EcoBoost engines require full synthetic; Coyote 5.0L V8 specifies SAE 5W-30.
Estimated cost — typical U.S. ranges
Dealer
~$120–$160
Shop
~$85–$115
DIY
~$25–$55
Full synthetic costs more than conventional. 5-quart 0W-20 + filter is the typical bill.
Rotate tires every 10,000 miles, or with every other oil change. F-150 4x4 owners should rotate every 5,000-7,500 miles to even out drivetrain bias wear.
Estimated cost — typical U.S. ranges
Dealer
~$85
Shop
~$60
DIY
Free
Often free at the shop where you bought the tires — worth asking before paying.
Inspect brake pads, rotors, and brake fluid level every 10,000 miles. Front pads on F-150 and Explorer typically last 40,000-60,000 miles.
Estimated cost — typical U.S. ranges
Dealer
~$85
Shop
~$60
DIY
Free
Most shops do this free as a courtesy with any service. Don't pay separately if you can avoid it.
Ford specifies brake fluid replacement on an inspection basis, but moisture testing every 3 years is recommended. Replace if reading exceeds 3% water content.
Estimated cost — typical U.S. ranges
Dealer
~$180–$200
Shop
~$125–$140
DIY
~$10–$25
DOT 3 or 4 — match the cap. Vacuum bleeders make this a one-person DIY.
Keeps your vehicle running smoothly and efficiently
Replace the engine air filter every 30,000 miles. EcoBoost turbocharged engines are sensitive to airflow restriction — don't extend.
Estimated cost — typical U.S. ranges
Dealer
~$60–$95
Shop
~$45–$70
DIY
~$15–$40
5-minute job on most cars; the airbox lid usually has clips, no tools needed.
Ford 6R80, 10R80, and 8F transmissions use Mercon LV fluid rated 150,000 miles under normal service. Severe service (towing, plowing) drops this to 60,000 miles.
Estimated cost — typical U.S. ranges
Dealer
~$330–$500
Shop
~$235–$355
DIY
~$60–$180
Some sealed transmissions have no dipstick — fill is precise and best left to a shop. Many drivers can still DIY drain-and-fill.
On 4x4 models, replace transfer case fluid every 60,000 miles. Use Motorcraft XL-12 — do not substitute generic transfer case fluid.
Estimated cost — typical U.S. ranges
Dealer
~$105–$140
Shop
~$75–$100
DIY
~$15–$40
AWD/4WD vehicles only. Easy drain-and-fill on most platforms.
F-Series and Expedition: replace rear axle fluid every 100,000 miles, or 50,000 miles if towing. Limited-slip rear ends require friction-modifier additive.
Estimated cost — typical U.S. ranges
Dealer
~$150–$195
Shop
~$105–$135
DIY
~$20–$50
Drain plug + fill plug — straightforward DIY. AWD vehicles have two; budget for both.
Iridium spark plugs on Coyote 5.0L, EcoBoost 2.7L/3.5L, and 2.3L are rated 100,000 miles. EcoBoost engines: never exceed the interval — gap erosion causes coil failure.
Estimated cost — typical U.S. ranges
Dealer
~$285–$390
Shop
~$200–$275
DIY
~$25–$100
Iridium plugs cost more but last 100k+ miles. V6/V8 access varies wildly — some are tough.
Motorcraft Orange (Dex-Cool compatible) coolant: first change at 100,000 miles, then every 50,000. Older trucks with Yellow Motorcraft coolant: 50,000 miles throughout.
Estimated cost — typical U.S. ranges
Dealer
~$285–$330
Shop
~$200–$235
DIY
~$25–$60
Use the manufacturer-specified coolant — wrong color/chemistry can damage the cooling system.
Extends the life of your vehicle and improves comfort
Replace the cabin air filter every 20,000 miles. On F-150, located behind the glove box; on Escape and Explorer, accessed from the passenger footwell.
Estimated cost — typical U.S. ranges
Dealer
~$60–$95
Shop
~$45–$70
DIY
~$15–$40
Usually behind the glovebox. Shops charge labor for a 10-minute job — easy DIY win.
Occupant deaths in fatal crashes (FARS)
382 crashes 1990–2024
How the 382 occupant deaths break down
231
driver deaths
151
passenger deaths
382
occupant deaths
Crash years covered: 1990–2024 This model year first appears in 2001 crashes. Older models have had more years on the road to appear in these crashes, so a higher count here does not by itself mean a vehicle is less safe.
FARS counts every occupant death in a fatal crash, whatever the cause — it does not mean the vehicle was at fault or defective. Counts are not adjusted for how many of each vehicle are on the road. How to read this number
FARS 2024 data is an annual report file. NHTSA revises these records when the final file is published, so this count can change.
Every vehicle has exactly one driver seat, so driver deaths line up fairly when you compare one model to another. Occupant deaths include passengers, so a three row SUV can show a higher number than a two seat car simply because it carries more people.
Both figures are plain counts, not rates. A rate would need to know how many of each vehicle are on the road, and that registration data is not public, so we do not publish rates or scores of any kind.
IIHS publishes driver death rates using this same driver only idea, paired with a registered vehicle years denominator we do not have. Their rates and these counts answer different questions, so do not read either number here as a safety rating.
Owner-reported problem signals
Separate from the federal fatality data above: complaints owners filed with NHTSA about this year and model. These are reports of problems, unverified, and are counted here only as signals.
40
complaints mentioning a crash
98
complaints mentioning a fire
Typical U.S. ranges. Actual quotes vary by shop, parts choice, and vehicle condition.
How we estimate: Dealer = OEM parts × 1.4 + labor × $165/hr. Shop = parts + labor × $115/hr. DIY = parts only.
This maintenance schedule for the 2001 Ford Expedition reflects Ford's published service intervals and the Intelligent Oil-Life Monitor system. Your actual service needs may vary based on driving conditions, climate, and vehicle usage. Always consult your owner's manual for model-specific recommendations.