Eric's Autos: 2025 Ford Expedition

Big SUVs are bigger -- and stronger -- than they have ever been before. The just-updated Ford Expedition, for instance, is available with a 510 horsepower, twin-turbo V6 and comes standard with a 9,600-pound tow rating. It weighs close to three tons yet is capable of getting to 60 mph in less than five seconds, which makes it quicker than just about every V8-powered muscle car of the '60s.

It gets better gas mileage than most of them did too.

What It Is

The Expedition is Ford's full-size SUV; the Max version -- focus of this review -- is even fuller-sized, being about a foot longer than the standard Expedition. It competes chiefly with the Chevy Suburban, which is the fuller-sized version of the Chevy Tahoe.

Prices for the standard-length Expedition Active trim with a 400-horsepower version of the 3.5-liter twin turbo V6, standard dual LCD displays, eight-passenger seating and rear-wheel drive begin at $62,320; adding the optional four-wheel-drive system bumps that up to $65,320. The longer Active Max lists for $65,320 with RWD and $68,320 with 4WD.

Next up are Platinum ($74,750 to start for the standard length; $77,750 for the Max) trims. The Platinum comes standard with 4WD as well as a 10-speaker Bang & Olufsen audio system and massaging front seats. The 510-horsepower high-performance version of the 3.5-liter V6 is available as part of an optional Ultimate package ($13,570) that also includes 24-inch wheels, a 22-speaker B&O audio system and an adaptive suspension, among other upgrades.

The $81,350 Tremor comes standard with the high-output engine, plus off-road equipment that includes 18-inch wheels with 33-inch General Grabber all-terrain tires, underbody skid plates and tow hooks, locking rear differential and a one-inch lift for additional ground clearance. The Tremor is not available with the extended-length Max configuration.

A top-of-the line King Ranch lists for $83,975 for the standard-length version and $86,975 for the Max. These also come standard with the high-output V6 and 4WD as well as a specific set of bronze-anodized 22-inch wheels, the 22-speaker B&O sound system, adaptive suspension and "King Ranch" embossed brown leather seat covers.

What's New for 2025

In addition to a revamped interior with dual LCD displays (standard in all trims) every Expedition gets a new two-piece rear liftgate; the lower section can be folded out (and flat), and the upper section opens up and out. There are also slight exterior styling updates, including new head- and taillights and revised grille.

The Tremor replaces last year's Timberline.

What's Good

-- Much stronger standard engine (and much higher standard towing capacity) than Chevy Tahoe.

-- Big -- and bigger -- configurations.

-- Rides like first-class stateroom in the Titanic.

What's Not So Good

-- Base price is thousands higher than Tahoe's ($58,500).

-- No V8 or diesel engine option (available in Tahoe).

-- Feels almost as big as the Titanic.

Under the Hood

The Expeditions comes with just one engine -- a twin-turbo 3.5-liter V6 -- in standard (400-horsepower) and high-output (440-horsepower) versions. This engine is small -- but stronger than the standard and optional V8s available in the Tahoe.

That's why the Ford can pull 9,600 pounds (9,000 for the Max). The Tahoe's standard tow rating is just 8,400 pounds.

One thing the Tahoe offers that the Expedition doesn't is a turbo-diesel option, which is available with the Tahoe. The chief advantage of the Chevy's available diesel engine is that it remains pretty fuel-efficient even when you're pulling a trailer. Gas engines tend to become gas hogs when you're pulling a trailer.

Chevy makes this even more appealing by offering the diesel as an a la carte option with most trims for just $995.

On the Road

This is a big ship -- which is why it's kind of incongruous that it's so quick. Equipped with the high-output version of the 3.5-liter V6, this three-ton (almost SUV) can move from a dead stop to 60 mph in just over five seconds.

That easily smokes the Tahoe, by the way.

The Ford's four-wheel independent suspension and body-on-frame construction provide both softness and heft.

The only thing the Chevy's got on the Ford is that its V8 sounds better. More right for the rig. You don't hear the Ford's turbo six much at all. That's considered desirable by many, of course. On the other hand, being able to hear the V6's turbos spooling up -- that whistle-turbine sound -- might also add some emotionality to the experience. Regardless, you get authoritative forward movement with minimal pedal effort.

The steering wheel isn't a wheel.

It's more like a rounded/smushed rectangle. This does give more leverage -- less steering effort -- in most normal driving situations, but if you are someone who might drive fast (in the curves, especially) the smushed rectangular steering wheel feels weird when turned hard over (think the Titanic trying to steer around the iceberg).

At the Curb

The Expedition is big -- but it's not quite as big as the Tahoe. The Ford is 209.9 inches long -- in standard-length configuration -- versus 211.3 inches for the Tahoe. But if size -- or at least length -- matters, the Max version extends out to 221.9 inches long. You can get an even bigger (longer) Suburban, which is basically the longer-length version of the Tahoe. It is 226.3 inches long. Chevy markets the Tahoe and Suburban as two separate models even though they're basically the same SUV in different lengths. Ford sells the Expedition as one model in two different lengths.

The attraction of the regular length Expedition is that it's a little less long than the Tahoe but not as long as the Suburban -- plus the Ford's stronger standard engine and much higher standard max tow rating.

This year, the Expedition gets a two-piece liftgate that has a separate lower section that can be folded out, to create a table for tailgating that also makes it easier to load/unload stuff. Or leave it up to serve as a dam, to prevent stuff you've loaded from falling out the back with the upper part of the liftgate open. You can also leave it in one piece and just raise or lower the whole thing as usual.

Up front -- in front of the driver -- there's a new 24-inch flatscreen display panel and, to the right of that, a 13.2-inch center touch screen. Most of the vehicle's secondary controls are housed in the center touch screen. It's strange that Ford decided to keep a knob control for the audio system's volume but not to include a similar knob to allow manual station tuning.

All trims come standard with a power-folding third row, and both the second and third rows fold completely flat.

This Ford can be equipped such that it becomes a Lincoln in all but name. Among the Lincoln-esque features are the 22-speaker B&O ultra-premium audio system and the available driver and front-seat passenger massaging seats that are bundled with the Touring package. An Expedition so equipped isn't exactly inexpensive, but it can be considered a bargain relative to the Navigator - which starts at $99,995 and doesn't come standard with massaging seats (they're available, but you'll be spending well over $100,000 to get them). Also, the Lincoln isn't available in longer-length form.

The Rest

Speaking of what it costs ...

Would you believe (say it like Max from "Get Smart") that just five years ago, the Expedition's starting price was $48,990? That's an increase of $13,330. This isn't to pick on Ford -- or the Expedition. It is to point out the alarming rise in prices generally. The '25 Expedition does have some things the '20 didn't -- such as a 24-inch flatscreen main gauge cluster and the two-piece tailgate. But it's 90-plus percent the same big SUV. What's very different is that this SUV -- even if it's a Ford -- now costs as much as Lincolns used to. To put a finer point on it, the Expedition, which used to be a vehicle within reach of middle-income Americans, is much less so now than it was just five years ago.

The Bottom Line

The Expedition's a wonderful big lug of a vehicle. If you can afford it.

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Eric's latest book, "Doomed: Good Cars Gone Wrong!" will be available soon. To find out more about Eric and read his past columns, please visit the Creators Syndicate webpage at www.creators.com.