P0700 on Ford

The 10R60 automatic transmission may exhibit harsh or delayed engagement when shifting, particularly from park to reverse when cold. Some vehicles skip gears during deceleration around 28 mph causing lurching.

The Getrag MT88 7-speed manual transmission exhibits rotational scraping or grinding noises, particularly in cold temperatures below 50°F. The noise occurs in neutral, 1st, and 2nd gears with clutch engaged and may diminish as transmission warms up. Issue traced to 5th and 6th gear synchronizer rings.

AWD-equipped 2021-2024 Ford Bronco Sport models exhibit rear drive unit (RDU) chatter and shudder during low-speed turning maneuvers, particularly when backing up and turning sharply. The issue is caused by fluid contamination in the rear drive unit's limited-slip clutch pack. Ford issued SSM 49571 (Special Service Message) documenting the condition as "chatter/shudder during low speed turning events." Multiple TSBs have been released addressing the issue, with the prescribed fix involving draining and refilling the RDU fluid, then performing specific drive cycles with controlled turns. No formal NHTSA recall has been issued for this defect. BroncoSportForum.com has an extended thread specifically about new rear axle assembly replacements covered under this TSM.

The 8-speed automatic transmission in the Bronco Sport exhibits a noticeable delay when pulling away from a stop, particularly when the vehicle has been idling for a few seconds. The driver presses the accelerator and the engine revs but the vehicle does not move for 1-2 seconds before the transmission engages. This is most pronounced in cold weather and during the first few stops after startup. The issue creates a safety concern at intersections and when merging.

The CD4E automatic transmission used in the Contour is one of the most failure-prone transmissions Ford has produced. The forward clutch pack, servo bore, and torque converter clutch are common failure points.

The 4R70W and 4R75W automatic transmissions used in the 1998-2011 Ford Crown Victoria are prone to shift solenoid pack failure, causing erratic shifting, failure to shift into certain gears, or the transmission getting stuck in a single gear (limp mode). The solenoid pack contains multiple electronically controlled solenoids (Shift Solenoid A, B, C, and the TCC solenoid) that regulate hydraulic fluid flow to engage gear clutch packs. These solenoids wear out from heat cycling, fluid contamination, and electrical degradation over time. The Transmission Repair Cost Guide documents this as a common issue across Ford 4.6L-equipped vehicles. Codes P0750, P0755, P0760 (shift solenoid A/B/C malfunction) and P0740/P0743 (TCC solenoid) are the most commonly associated DTCs.

The Ford EcoSport is plagued by rough, jerky transmission shifts, particularly between 1st-3rd gears at low speeds. The 6-speed automatic transmission (6F15) exhibits harsh engagement, hesitation during acceleration, and a lurching sensation at around 1,700-2,200 RPM. The issue is most noticeable in stop-and-go traffic and when the transmission is cold. Some owners have had complete transmission replacements under warranty as early as 25,000-40,000 miles. The problem appears to stem from both software calibration issues in the transmission control module and mechanical clutch pack wear.

The Power Transfer Unit (PTU) on AWD Ford Edge models is known for chronic fluid leaks from the axle shaft seals and PTU cover seal. The PTU (transfer case equivalent) lacks a drain plug and Ford originally specified "lifetime fill" fluid, leading many owners to never service it. When the seal leaks and fluid level drops, the PTU runs dry and destroys itself. Ford issued TSB 09-25-7 for 2007-2010 models, and the issue persists through 2018 with TSB 18-2255 for later versions. Seal failure typically occurs between 60,000-100,000 miles and is common in AWD models. A destroyed PTU can also damage the rear axle and differential.

The Ford 6F35 six-speed automatic transmission used in 2011-2020 Edge models develops harsh shifting, particularly during the 2-3 and 3-4 upshifts. The transmission may also exhibit a shudder or vibration during light acceleration between 35-50 mph, caused by degraded torque converter clutch friction material contaminating the fluid. Ford released multiple TSBs addressing shift quality concerns, but many owners report the issue returns after fluid changes.

The 2020+ Ford Escape Hybrid uses a CVT that develops shuddering and jerking during low-speed driving and light acceleration. Owners report the transmission feels like it is "hunting" for the right ratio, with noticeable hesitation between 15-35 mph. The issue is most pronounced in stop-and-go traffic and when transitioning between electric and gas power. Some vehicles have had the transmission replaced under warranty.

The CD4E automatic transmission used in the Escort is known for premature failure, particularly the forward clutch piston and servo bore wear. Symptoms progressively worsen over time.

The 10-speed 10R80 automatic transmission in 2018+ Expeditions develops a torque converter shudder during light acceleration between 35-55 mph. The shudder feels like driving over rumble strips and is caused by the torque converter lockup clutch slipping. The 10R80 aggressively locks the torque converter at low speeds for fuel efficiency, which accelerates clutch material wear. Contaminated transmission fluid from degraded clutch material worsens the shudder over time.

The 10R60 10-speed automatic transmission exhibits harsh shifting, delayed gear engagement, slipping between gears, and erratic behavior. Ford identified that actuators in the transmission are sometimes too tight, causing abnormal shifts. The transmission adaptive learning can also cause issues when it incorrectly learns driving patterns.

The Ford Fiesta equipped with the DPS6 PowerShift dual-clutch automatic transmission is one of the most complained-about vehicles in recent history. The dry dual-clutch design causes severe shuddering, jerking, hesitation, and complete loss of power during acceleration. The clutch plates overheat and wear prematurely, often before 50,000 miles. The Transmission Control Module (TCM) software frequently fails to adapt properly, causing delayed shifts, harsh engagement, and rollback on hills. Ford faced a class-action lawsuit involving nearly 1.5 million vehicles and a federal settlement was reached.

The Ford Five Hundred equipped with the CVT (Continuously Variable Transmission) suffers from chronic shuddering, slipping, and premature failure. The CVT transmission bucks and shakes when decelerating or accelerating around 25 MPH, and the problem worsens as the transmission heats up. Many owners report the transmission slipping under acceleration, loss of reverse gear, and complete transmission failure at 80,000-120,000 miles. The CVT was supplied by ZF and proved unreliable in the Five Hundred application. Cold weather exacerbates the issues, with the CVT fluid thickening and causing delayed engagement and sluggish acceleration. Replacement transmissions are difficult to source as the supplier no longer manufactures new units.

The DPS6 PowerShift 6-speed dual-clutch automated transmission fitted to 2012-2018 Ford Focus (and 2011-2019 Fiesta) is widely considered one of the worst transmission designs in modern automotive history. The dry dual-clutch design was fundamentally unsuited for stop-and-go driving, producing violent shuddering during low-speed acceleration, hesitation when pulling away from stops, unexpected surging, and abrupt harsh shifts. Ford knew of the defects from the start but concealed them and continued selling vehicles. Multiple class action lawsuits resulted in settlements covering 2012-2016 models (expanded to 2017-2018). Ford issued dozens of TSBs and software reflashes that repeatedly failed to fix the underlying mechanical problem. The TCM (Transmission Control Module) failures are a distinct but related issue. Repair options include clutch replacement (temporary fix), TCM reprogramming, or complete transmission replacement.

The Freestar inherited many of the Windstar transmission problems. The torque converter develops shudder during light acceleration, and the transmission can fail completely with forward clutch pack burn-up.

The Ford Freestyle shares the same problematic ZF CVT (Continuously Variable Transmission) as the Ford Five Hundred, and suffers from similar failure modes. The transmission develops poor acceleration, hesitation, stalling, and eventually complete failure, often around 80,000-120,000 miles. The CVT check engine light frequently illuminates as the transmission deteriorates. The manufacturer of the CVT no longer produces new units, making only rebuilt transmissions available at high cost. The Freestyle's heavier weight compared to the Five Hundred (due to its crossover body) puts even more stress on the CVT.

The 2022-2025 Ford Maverick Hybrid with the 2.5L Atkinson-cycle engine and eCVT (electronic continuously variable transmission) experiences intermittent shuddering, delayed engagement from stop, and unexpected transmission behavior. MaverickTruckClub.com documents cases of the transmission refusing to move from a stop, shuddering under light acceleration, and lunging forward after a delay. Some owners report that the truck will not move when cold, then lurches when pressed on the gas. While the Ford eCVT is based on proven Toyota Prius-style planetary gear set technology and is generally reliable, the tuning and calibration for the Maverick application has produced drivability complaints. Ford has issued software updates to address some of the calibration issues. Complete transmission failures have been reported at MaverickTruckClub.com, though they appear to be relatively uncommon compared to the shudder/hesitation complaints.

The Maverick Hybrid CVT exhibits judder and hesitation during acceleration, particularly from a stop and during the transition between electric and gasoline power. The issue feels like a brief shudder or stumble as the gas engine engages, most noticeable during moderate acceleration. Some owners describe it as the truck "lurching" forward. The issue is partly inherent to the hybrid powertrain's transition logic but can be exacerbated by cold temperatures or aggressive throttle input.

The MT82 6-speed manual transmission is notorious for multiple issues including gear grinding (especially 1st to 2nd and into 3rd gear when cold), high RPM lockout preventing shifts, notchy/difficult shifts, premature synchronizer wear, and in severe cases complete transmission failure. The transmission was originally designed for smaller four-cylinder vehicles and the synchronizers struggle to handle the Mustang's higher horsepower.

The 10R80 10-speed automatic transmission exhibits issues including harsh or jerky shifting, gear hunting (constantly searching for the right gear), hesitation during acceleration, unexpected downshifts, and transmission whining. The transmission's aluminum outer shells can develop divots where clutches stick, causing erratic shifts. Multiple class-action lawsuits have been filed.

The 10R80 10-speed automatic transmission can develop a shudder during light acceleration, typically between 25-50 mph. Harsh or unpredictable shifts can also occur. This is the same transmission used in F-150s and has similar issues.

The AX4S and later AX4N automatic transmissions used in the Taurus are prone to premature failure due to torque converter clutch issues, valve body wear, and overheating. Common in high-mileage vehicles and those used for frequent stop-and-go driving.

The 2019-2023 Ford Transit Connect equipped with the 8F35 8-speed automatic transmission experiences transmission shuddering, harsh engagements, slipping, and premature failure. Ford issued a Technical Service Bulletin for 2019-2021 Transit Connect vehicles built before December 20, 2021 with the 8F35 transmission addressing slipping and harsh engagement concerns. FordTransitUSAForum.com documents a 2019 Transit Connect XL 8F35 transmission failure at the 75,000 mile mark. Eng-Tips.com engineering forums discuss the inherent shudder issue in the 8F35 torque converter clutch. Earlier Transit Connect models with the 6F35 transmission also had recall campaigns (2013-2021 models). The transmission issues are exacerbated by commercial use patterns - frequent stops, loaded cargo, and city driving accelerate wear on the torque converter clutch and internal clutch packs.

The Ford Windstar equipped with the AX4S (1995-2000) and AX4N/4F50N (2001-2003) automatic transmissions suffers from widespread premature transmission failure. CarComplaints.com records 140 complaints for the 2000 model year alone, and 166 problems for the 2003 model year, making transmission failure the single most reported problem for the Windstar. The AX family of transmissions in the Windstar struggles with lubrication problems, harsh 1-2 and 2-1 gear changes, torque converter clutch issues, and catastrophic internal failures. The torque converter clutch solenoid is a particularly weak point, causing shuddering and codes P0741 and P1744. Average repair cost is $2,190 at 102,200 miles according to CarComplaints.com data. Many owners report needing a complete transmission replacement or rebuild, with costs ranging from $1,750 to $3,100.