There’s no better example of change in today’s automotive segment than within the full-size sport utility segment, and I’m not
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| Photo: Karen Tuggay, Canadian Auto Press |
referring to the vehicles themselves, per se, but rather the lack of them on our roads. Some look at vehicles like Ford’s Expedition as throwbacks to a distant era, and as far as upwardly mobile moms using them for shuttling kids to and from school or dance classes and hockey practices, or lone drivers behind the wheel commuting to work, they’re a rarer sight these days than they were from the late ’80s through to the early ’00s. Their full-size family hauling and trailer pulling capability still serves a very real and important purpose, however, and therefore big SUVs remain important components of many mainstream volume brands’ ever-expanding product portfolios.
Ford has been producing its Expedition since 1997, and through three generations it’s morphed considerably in shape and styling yet remained spot on target regarding
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| Photo: Karen Tuggay, Canadian Auto Press |
its comfortably utile mission. For 2015 it’s gone through a mid-cycle upgrade, although unlike most vehicles that see a facelift every couple or few years and a ground-up makeover every four or five, the Explorer’s third generation arrived on the scene in 2006 for the 2007 model year, which marked eight years on the road before this considerably revised 2015 version came to market late last year. To be fair to Ford, although much of the underpinnings remain unchanged and the model designation’s change from U324 to U3242 signifying this (the 2 representing the second phase of the current architecture), the new Expedition looks and drives a great deal more like an all-new model than many complete redesigns.
Ford loaned me a fully equipped Expedition Platinum so I could experience the changes
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| Photo: Karen Tuggay, Canadian Auto Press |
first hand, and being that it wasn’t too long ago that I tested a 2013 EL Limited MAX and can slightly remember the 2008 Eddie Bauer Max before that, it was easy to notice all the improvements. From a styling perspective the Expedition has never been a “look at me” vehicle for show-off personality types and the new version follows such understated objectives. It’s a nice example of minimalist design with just the right amount of bling to make it visually pop.
I really like the satin-silver three-slat grille, especially the way it curves down from each side, not to mention how it melds into the elegantly shaped projector headlamp
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| Photo: Karen Tuggay, Canadian Auto Press |
clusters that even include small Expedition lettering across the top of each lens, and the lower fascia is a real feast for the eyes, especially the way the thin strip of chrome crosses the lower grille before visually meeting up with floating chrome-trimmed LED fog lamps at each corner (my favourite styling detail). Just below, a satin-silver bumper cap hovers above chromed tow bars for a truly premium look.
This Platinum model gets yet more chrome down its side from top to bottom, the very top being roof rails, the midsection including a set of chrome capped mirrors followed by chrome window ledges and chrome door handle trim, while a classy polished stainless strip finishes the sides of the power-retractable running board side steps at the very bottom. In back, a small rectangular set of taillights are visually connected by a large swath of bright metal with a bold Expedition nameplate
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| Photo: Karen Tuggay, Canadian Auto Press |
at centre, while a satin silver door pull bridges the gap between the Platinum trim designation and EcoBoost logo. Rounding out the design was a massive set of optional 22-inch twin-spoked alloys wrapped in 285/45R22 Pirelli Scorpion Verde all-season tires. It certainly is an impressive looking rig.
After proximity-sensing keyless access lets you inside, the visual delights continue with two-tone Brunello brown and gray leather covering much of the door panels, gray leather overtop the primary gauge hood, brown and black leather circling the multi-function albeit strangely non-heatable steering wheel, and a similar brown a grey motif as used for the door panels on the seats, both of which get silver tuxedo stitching that matches the silver embroidered Platinum insignia atop the upper seat cushions. Glossy woodgrain adds to the upscale look on the centre stack,
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| Photo: Karen Tuggay, Canadian Auto Press |
lower console and window switch surrounds, while thick swabs of attractive silver-grey trim can be found on the steering wheel, running vertically down the dash, edging the lower console, surrounding the door pulls, and elsewhere.
While everything looks like premium quality kit, the cabin is more high-end pickup truck than luxury SUV, with most surfaces covered in hard plastic than the usual soft-touch synthetics found in premium brands as well as mainstream volume wannabes. Of course, Lincoln takes care of such clientele with its Navigator so Ford doesn’t need to cater to such expensive appetites, but then again the Expedition’s key competitors from Chevrolet Tahoe/GMC Yukon to Dodge Durango, not to mention Toyota Sequoia and
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| Photo: Karen Tuggay, Canadian Auto Press |
Nissan Armada play the premium game better by applying at least some soft surfacing on their top-line models’ dash tops, instrument panels and door uppers.
Where Ford shines is in all-important electronic interfaces, and the Expedition Platinum’s full-colour high-resolution 4.2-inch ancillary gauges to the left of the speedometer and identically sized multi-information display to the right are as good as any class gets, mainstream or premium. Likewise for its large MyFord Touch infotainment system atop the centre stack, its quadrant interface design one of the most intuitive available, feature set full and complete, colours bright and rich, and resolution quality crisp and clear.
All of this is good, but not unlike what you might find in a Ford Escape, Edge or Explorer.
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| Photo: Karen Tuggay, Canadian Auto Press |
The Expedition, on the other hand, is all about size, its commodious cabin one of the largest in the industry. Along with super-sized front seats that will comfortably fit just about anybody, the second-row passenger area is also massive with two full-size individual-style outboard seats and a less luxurious one in the middle that collectively form a 40/20/40-split configuration while incorporating most of the adjustability of those up front. The third row is also large and accommodating, fitting thee adults breast with plenty of head, leg, shoulder and hip room, while access is made ultra-easy thanks to second-row seats that completely flip up and compress together to provide ample through-space. That’s eight-occupant seating, if you didn’t happen to be counting.
Even with the rear seat upright there are 528 litres (18.6 cubic feet) of luggage space
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| Photo: Karen Tuggay, Canadian Auto Press |
in the Expedition’s rearmost quarters, but if you need more when all eight seats are filled you should opt for the Expedition Max as it extends the wheelbase by 305 mm (12.0 inches) and cargo carrying capacity behind the rear seatbacks up to 1,207 litres (42.6 cubic feet). If you mostly carry five aboard when big cargo is required, the regular wheelbase Expedition will do as it grows to 1,557 litres (55.0 cubic feet) when you power down (yes, with convenient buttons located on the cargo wall) the 50/50-split rear seatbacks, although the Max gets larger still at 2,420 litres (85.4 cubic feet). For those days when picking up a large load from the hardware store becomes necessary you can lay the middle row flat as well by first dropping the individual seatbacks forward, and then lifting a lever on the seatback to fully press it flat. When done so there’s up to 3,065 litres (108.2 cubic feet) available in the regular wheelbase Expedition and 3,703 (130.8 cubic feet) in the Max, or you can make use of the extreme passenger/cargo flexibility of the aforementioned
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| Photo: Karen Tuggay, Canadian Auto Press |
40/20/40 split-folding second-row seatbacks. We experienced the Expedition’s overall usefulness first hand during our test week due to the need to transport three truckloads full to our storage locker, as well as pick up a large island for our new kitchen. Everything fit in with ease.
As anyone who’s loaded up a truck or SUV to the rooftop knows, they actually ride better with some payload in back. Such was true with the Expedition, and a very good thing as the big SUV’s ride quality is quite firm due to those 22-inch rims and low profile tires I mentioned earlier, actually becoming a bit discomforting in lanes around town and on bumpy back roads. This rigidity becomes a bonus at higher speeds and when the road starts to wind, however, at which point it takes to the curves with impressive composure for a category of vehicles that usually wallows
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| Photo: Karen Tuggay, Canadian Auto Press |
through fast-paced turns like a trawler at high sea. Such is due to the inherent nature of a fully independent suspension with front and rear stabilizer bars, but also the Platinum’s new Continuously Controlled Damping (CCD) system, not only a first for the Expedition but also a first for Ford overall. Control Trac 4-Wheel Drive is standard too, making the Expedition a master of the less trodden trail, let alone muddy backroads to the cottage or snow-covered switchbacks to the ski hill.
Along
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| Photo: Karen Tuggay, Canadian Auto Press |
with the impressive handling, the Expedition Platinum gets up and goes with conviction despite its near three-ton curb weight, all due to the model’s all-new standard 3.5-litre EcoBoost V6 and efficient six-speed SelectShift automatic transmission combination. The twin-turbocharged and direct-injected engine makes the small block V8 used in the previous Expedition seem like a relic of the distance past, this innovative mill producing 420 pound-feet of torque for extremely strong acceleration from standstill, while 365 horsepower allows for considerable continued acceleration and excellent highway cruising with plenty of passing power when the need arises.
Big loads are no problem either thanks to a standard heavy-duty trailer tow package plus the inherent nature of its F-150 sourced fully boxed frame being ideal for the task and standard trailer sway control aiding the process, all resulting in a tow
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| Photo: Karen Tuggay, Canadian Auto Press |
rating of 4,173 kilos (9,200 lbs) for the regular wheelbase and 3,946 kg (8,700 lbs) in Max trim.
Back to that cargo area, Ford’s unique proximity-sensing access system that requires you to tap any touch-sensitive button on the SecuriCode keypad to let you inside (I had to research this online as it’s not the usual process) doesn’t work with the powered liftgate. At first I unwittingly walked up to the back with key fob in pocket, pressed the hidden electronic release under the handle and … nada. I then scanned every inch of the liftgate for an external button but yet again ended up without an answer. I even waved my foot underneath the rear bumper a la top-line Escape and no liftgate action (Ford may want to add this technology to its most
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| Photo: Karen Tuggay, Canadian Auto Press |
expensive SUV rather than only make it available in its compact CUV), eventually forcing me to begrudgingly remove key from pocket and double click on the correct pictograph to do the deed. In case you’re wondering if Ford reserves such luxuries for its Lincoln Navigator, the answer is no. Upon returning the Expedition I asked Ford’s third-party representative to show me how to do it and got a blank stare, after which I ended up teaching her how use the SecuriCode keypad to gain access up front.
On a positive note I really appreciated that Ford placed the powered liftgate’s closing button on the inner sidewall where it’s a lot easier to reach than on the bottom of the door, which when opened is much higher than many of the Expedition’s drivers are tall – very thoughtful.
Now
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| Photo: Karen Tuggay, Canadian Auto Press |
that we’re talking features, let’s focus on everything you get with (but not necessarily exclusive to) the Expedition Platinum that I haven’t already mentioned such as 20-inch wheels and tires, remote start, heatable power-adjustable power-folding side mirrors, power windows with one-touch-up/down for driver’s window (auto powered windows should really be all-round in this class), powered rear quarter windows, 10-way powered heatable and cooled front seats with two-way driver’s side memory (that also automatically adjusts the side mirrors and power-adjustable foot pedals, but is awkwardly placed out of sight on the lower side of the seat base), heatable second-row outboard seats, a powered tilt and telescopic steering column, an auto-dimming rearview mirror, front and rear parking sonar, rain-sensing wipers, dual-zone automatic climate control, rear auxiliary climate control, Sync with MyFord Touch infotainment including a rearview camera, voice-activated
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| Photo: Karen Tuggay, Canadian Auto Press |
navigation and message centre, a great sounding 12-speaker 390-watt Sony audio system with satellite radio, an overhead console with a much-appreciated sunglasses holder and flip-down conversation mirror, universal garage door opener, a powered moonroof (unfortunately there’s no option for a panoramic glass roof), a 110-volt household-style power outlet, colour changing ambient lighting (that even changes colour within the cupholders, although I’d rather have a useful feature such as the cooled and/or heatable cupholders I recently tested in a competitor), a capless fuel filler, a perimeter alarm, BLIS blind spot detection with cross-traffic alert, SOS post-crash alert, AdvanceTrac with roll stability control, traction control, tire pressure monitoring, four-wheel discs with ABS and emergency brake assist, and the usual count of airbags, all within a full-size SUV that starts at just $59,576 plus $1,690 for freight and
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| Photo: Karen Tuggay, Canadian Auto Press |
pre-delivery preparation, or $61,751 for the Expedition Platinum Max – the base Expedition XLT starts at $45,569, by the way.
The Brunello brown leather upholstery I mentioned earlier is a no-cost option, but Ford offers a few items you can pay more for to upgrade your Expedition Platinum, including the 22-inch wheels that replace the standard 20s, a $2,250 option, but you can’t get these if you upgrade to the $1,000 mechanical load-leveling rear suspension, so decide how you want to use your Expedition before checking either box. Likewise you can stick with the standard 3.31 rear axle or get a no-cost 3.73 version, both without limited slip, while second-row flip-fold
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| Photo: Karen Tuggay, Canadian Auto Press |
manual reclining bucket seats will set you back $400 and all-weather first- and second-row rubber floor mats add $150 to the bottom line. Lastly, a factory-installed rear DVD entertainment system by Invision features dual seven-inch monitors integrated within the front headrests for $2,150, or if that’s too much Ford offers two dealer-installed entertainment systems for less, not to mention a long list of additional accessories.
Earlier in this review I was a bit rough on the Expedition Platinum for not including the soft-touch synthetics of other models plus its lack of certain top-tier features, but when you look at all it does well and then factor in its very reasonable sub-$60k starting price for such a well-stocked full-size 4×4-capable SUV, it’s easily forgivable. As mentioned, if you want such refinements there’s a Lincoln Navigator with your name on it. For those who’d rather drive something wearing the blue-oval badge, the Expedition Platinum offers up good mix of utilitarian brawn and hedonistic pampering that’s perfectly suited to the wants and needs of most full-size SUV buyers.
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