The off-roady Tremor trim is new to Expedition, with cosmetic cues that include Raptor-inspired “perforated” running boards, off-road-only auxiliary lights and orange-accented fog-light housings and wheel pockets.Jeremy Sinek/The Globe and Mail
My dusty old engineering degree and a lengthy career testing automobiles seem superfluous when it comes to the latest Ford Expedition.
As before, and like most of its competition, Ford’s full-size SUV drives as well as one dares hope given its size, weight, power and (inevitably) thirst.
But when it comes to everything that is meaningfully new for 2025, this review could as easily be written by an editor from House & Home magazine or Outdoor Canada.
Placement of the 24-inch “gauge cluster” is ergonomically a sound idea, with a separate 13-inch freestanding touch-screen at centre for infotainment.Jeremy Sinek/The Globe and Mail
So many novelties in the 2025 Expedition are geared to serving as mobile rec room for active families – not just en-route but also at destination.
“Our goal was to enable customers to linger longer whether they’re at the stadium or the campsite,” said Expedition exterior designer Jill Dougherty.
Examples include adjustable clamps on the back of the front-seat headrests that can hold anything from a standard smartphone to an over-sized tablet. There’s also a wi-fi hotspot with a range of up to 15 metres, available four-zone exterior lighting and embedded Google Play for streaming music, audiobooks, podcasts or (when parked) to watch videos and stream movies or play games.
The horizontally split tailgate enables the lower section to open, pickup-style, for use as a seat or a picnic table, while the available cargo tailgate manager can be configured as either a backrest or an upper table level.
The cargo tailgate manager can create a bi-level buffet table, as here, or can be installed vertically to create a backrest when using the lowered tailgate as a seat.Jeremy Sinek/The Globe and Mail
What’s more, almost all Expedition models are now available with BlueCruise, one of the more comprehensive hands-free driving systems, which on the right roads can save drivers the chore of actually driving.
The Expedition comes in four trim grades – Active, Platinum, Tremor and King Ranch – starting at a hefty $82,210 (and no, that doesn’t include tariffs). A 400-horsepower, 3.5-litre turbocharged V6 engine is standard except on Tremor, which has a 440-horsepower version that’s also optional on Platinum. All but Tremor are also available in extended-wheelbase Max form.
The off-roady Tremor trim is new to the Expedition, with cosmetic cues that include Raptor-inspired “perforated” running boards, off-road-only auxiliary lights and orange-accented fog-light housings and wheel pockets. Hardware upgrades include extensive underbody protection, gnarly 33-inch all-terrain tires, an impressive 10.6-inch ground clearance, improved approach and departure angles, retuned suspension and steering and a 3.73:1 final drive with electronic locking rear differential.
Electronic drive-mode assistants add Rock Crawl, Trail Turn Assist and Trail Control (the latter comprises off-road “cruise” control, or Trail 1-Pedal, which mimics the same function commonly found on electric vehicles.
Like all 4x4 Expeditions, the Tremor features a dual-range transfer case but, unlike some alternatives, the off-roadiness does not extend to height-adjustable air suspension.
The tow rating is increased to 7,000 pounds, or as much as 9,600 pounds when a weight-distributing hitch is installed.
At a drive program in Ontario’s cottage country, we conducted the Tremor through an artificial off-road course that wouldn’t have challenged a Land Rover Defender or Jeep Wrangler.
Still, it provided a convincing display of Tremor’s capability – and unexpected comfort – over obstacles more severe than anything the average owner would likely attempt in their own vehicle. The Ford engineers riding shotgun remained reassuringly unperturbed when rock-crawl boulders became audibly intimate with the underbody bash plates.
File all that under “not that you would, but you could.” We’re not sure how many active-lifestyle families really can afford a big rig with an on-the-road price starting at almost $100,000, but if Expedition fits your needs and budget, the 2025 version is in showrooms now.
The Expedition is built in Kentucky and is currently not affected by any Trump-provoked Canadian retaliatory tariffs.
The centre section of the 40/20/40 third-row seat seems high when folded, but that places it level with the centre console up front, for supporting long cargo items.Jeremy Sinek/The Globe and Mail
Tech specs
2025 Ford Expedition
- Base price: $82,120, plus $2,595 for freight and pre-delivery inspection, plus taxes and fees
- Engine: 3.5-litre twin-turbo V6
- Horsepower / torque (lb-ft): 400/480 standard; 440/510 available
- Transmission / drive: Ten-speed automatic / all- or four-wheel drive/dual-range transfer case
- Fuel consumption (litres per 100 kilometres): 15.4 city/10.7 highway
- Alternatives: Chevrolet Tahoe, Chevrolet Suburban, GMC Yukon/XL, Jeep Wagoneer/Grand Wagoneer, Nissan Armada, Toyota Sequoia
Looks
To us, the 2025 model looks more like a refresh than a ground-up redesign, but we’re told 80 per cent of the parts are new. The orange-accented “pocket” on each Tremor wheel is so you know where the tire valve is when you want to lower pressures for off-roading. Available wheel sizes on other trims go up to a whopping 24 inches.
We weren’t bothered by the squarish wheel but the touchpad controls thereon involve a learning curve.Jeremy Sinek/The Globe and Mail
Interior
For drivers, the 24-inch “gauge cluster” screen at the base of the windshield lets you view important drive information with minimal eye diversion from the road. I didn’t mind the unusual squared-circle steering wheel rim but was less enamoured with the touchpads on the wheel spokes, which act like a mouse to control functions that you view on the screen, such as cruise, and adjustment for the steering-wheel, pedals and mirrors. More welcome is the power-sliding centre console which, when slid back, reveals a secure, hidden storage space. As for passengers, there are up to eight seats with the available second-row bench, and the regular Expedition has best-in-class third-row space among standard-wheelbase peers. In long-wheelbase forms the GM vehicles add third-row legroom to match the Expedition, while the Expedition Max devotes its extra nine inches entirely to cargo.
You can even buy a lockable vault that goes in the space that is hidden when the centre console is slid forward.Jeremy Sinek/The Globe and Mail
Performance
Our favourite aspect of driving the Expedition is the way its twin-turbo V6 engine sounds more like a V8 than some rivals’ actual V8s. It can perform like a V8, too, at least at the track – Car and Driver measured zero to 60 miles an hour in 4.9 seconds in a 440-horsepower Max. However, turbo lag blunts its edge somewhat in real-world driving. All Expeditions are in their element as highway cruise missiles, while ride and handling vary from ho-hum to competent, according to model, tire spec and whether equipped with continuously controlled damping suspension.
Technology
Ford has refined the latest version of its BlueCruise hands-free technology and gives buyers various ways to access it including a free 90-day trial, monthly or annual subscriptions or one-time purchase. It’s one of the most advanced systems available, however, from our limited experience, GM’s SuperCruise is even better. Even without BlueCruise, the Expedition is well-endowed with driver-assist technologies, while the 40 to 50 per cent of owners who tow with their Expeditions will also benefit from standard Trailer Hitch Assist and Backup Assist.
Cargo
According to the volume numbers, the Expedition is more spacious than the Japanese alternatives but the domestic rivals are roomier in both the respective regular and LWB versions. Not helping Expedition is that its third-row seats don’t fold completely flush with the rear deck. On the other hand, its 40/20/20 split third-row backrest provides extra versatility to accommodate, for example, long items while still having room for up to six occupants.
The seats-folded cargo area is somewhat uneven and (with second-row captain’s chairs) gappy.Jeremy Sinek/The Globe and Mail
The verdict
Whether you’re transporting a large family or towing a big toy, or both, the Expedition can do it – at a price.
The Tremor version has a 440-horsepower 3.5-litre twin-turbo V6.Jeremy Sinek/The Globe and Mail
The writer was a guest of the automaker. Content was not subject to approval.
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