2018 Ford Expedition 4x4

Ford has been more willing than most of its competitors to infuse its big trucks and SUVs with new-school ideas. It led the industry in shifting pickup trucks and SUVs from V-8 power to downsized, turbocharged V-6s. It reduced the mass of its F-series pickups with the first-ever bodies made from aluminum. It was an early adopter of independent rear suspensions for its big SUVs, a move that improved third-row comfort and ride quality at the same time. How would Ford’s new-school thinking play out in the first all-new Expedition in 11 years?

Now that we’ve put some miles on one, we know: It seems more old school than new. That’s not entirely a bad thing, but it’s not the outcome we were hoping for, especially given how much we like its F-150 pickup cousin—enough to make that model a 10Best Trucks and SUVs winner.

Something Old, Something New

Ford held to the old-school, big-SUV blueprint by again basing the Expedition on a heavy, truck-type steel frame, but, as with the F-150, the new model has been pushed further toward modernity with an aluminum body. The lighter bodywork has helped slim the top-spec, four-wheel-drive Expedition Platinum by 238 pounds compared with the last-generation Platinum we tested, even as the new truck has grown four inches in length.

The old Expedition already benefited from the third-row space advantage of an independent rear suspension, which allows a flat floor all the way to the rear. And the previous Expedition switched to a twin-turbocharged 3.5-liter EcoBoost V-6 back in 2015. Both of those features are carried forward, although the V-6 now is based on the latest version of that engine that powers the F-150 and the new Lincoln Navigator. In Expedition Platinum guise it makes 400 horsepower and 480 lb-ft of torque, improvements of 35 horses and 60 lb-ft over last year’s model. (The XLT and Limited models get the same 375-hp, 470-lb-ft output as in the F-150.) Bolted to the torquey V-6 is another leading-edge component: a new 10-speed automatic co-developed with General Motors. Expeditions with four-wheel drive can tow up to 9200 pounds.

Greyhound, Look Out

The Expedition aces the primary mission of every big SUV, which is to serve as a bus, with room for a horde of passengers and their cargo. It’s a half-foot longer than a Chevrolet Tahoe, and its voluminous interior offers comfortable seats and stretch-out room for adults in all three rows. That’s something the standard-length Tahoe, GMC Yukon, and Cadillac Escalade—all of which still employ space-sapping solid rear axles—can’t match.

Our Platinum was equipped with optional second-row captain’s chairs, making it a seven-seater; a three-seat, second-row bench is standard on all Expeditions. If that’s not enough space for you there’s a huger, stretchier, long-wheelbase Expedition Max (what used to be called the EL) that is almost as long as the Chevy Suburban/GMC Yukon XL/Cadillac Escalade ESV.

Ford also has taken this opportunity to bring the new Expedition up to date in terms of infotainment, connectivity, and safety systems. Loaded versions like our Platinum test truck offer the latest Sync 3 infotainment system, a pair of USB ports for each row of seats, Apple CarPlay and Android Auto connectivity, a Wi-Fi hotspot that supports up to 10 devices, and more. A full suite of driver aids is available, including front automated emergency braking with pedestrian detection, lane-keeping assist, and adaptive cruise control.

The Numbers Don’t Fib

For all that, however, the Expedition’s new-school thinking doesn’t pay the dividends we anticipated. Despite its aluminum body, the big Ford is still 100 pounds heavier than a comparably equipped 2018 GMC Yukon Denali, although, granted, the Expedition is longer and considerably roomier.

The Expedition’s EcoBoost V-6 powertrain is smooth and powerful, but the truck is virtually no quicker than the 6.2-liter V-8–powered GMC—and the Ford’s promise of improved fuel efficiency may be illusory. The Expedition’s 19-mpg combined EPA figure is 2 mpg better than the Yukon’s, but its 22-mpg highway number is the same. And in our real-world 75-mph highway fuel-economy test, the Denali matched the Platinum’s 20-mpg showing.

If the Expedition is good at being a bus, it also handles a little too much like one. We didn’t think it was possible, but the Expedition actually drives bigger than it is, while the Yukon and the Tahoe manage to drive considerably smaller. Yes, we know that attacking corners is not exactly a priority for buyers of big SUVs. But even in normal traffic the Expedition’s ponderous handling and disconnected feel demand more of your attention, and ease of driving counts in this segment. The F-150 is far less ponderous despite its solid rear axle and structure-reducing separate cab and box. The Expedition does ride smoother than the Tahoe and the Yukon Denali, however.

Upscale with Downside

Although the Expedition is roomy, comfortable, and well equipped, being inside of our Platinum test truck didn’t feel like a cohesive, upscale experience—which it should have, considering that our fully loaded test truck stickered for an eye-watering $81,765. (The base rear-drive XLT model starts at $52,890; the Platinum starts at $73,905.) The Platinum’s soft leather seats and handsome door panels are made of premium materials, but their effect is compromised by cheap-looking plastics elsewhere—the clunky trim around the large HVAC dash vents is particularly egregious—and a center stack that seems like it’s out of a vehicle costing half as much.

We’ve Got Your New School Right Here

The Expedition may be brand new, but the SUV that shows how new school is done actually has been around since 2013: the Mercedes-Benz GLS-class (formerly known as the GL). Almost as roomy as the Expedition, the V-6–powered GLS450 4Matic matches or exceeds the Ford in almost every area. Its unitized construction makes it about 500 pounds lighter, it drives two size classes smaller, and it’s deliciously luxurious inside. All that and a big three-pointed star in the grille—for $6500 less than a four-wheel-drive Expedition Platinum with no options.

We’ll wait for a comparison test to render a final opinion on where this new Expedition fits into the big-SUV hierarchy. But our first impression is this: New school or old school, it seems the Expedition may need a little more school before it can play with the class leaders.

Specifications >

VEHICLE TYPE: front-engine, rear-/4-wheel-drive, 7-passenger, 4-door hatchback

PRICE AS TESTED: $81,765 (base price: $55,900)

ENGINE TYPE: twin-turbocharged and intercooled DOHC 24-valve V-6, aluminum block and heads, port and direct fuel injection

Displacement: 213 cu in, 3496 cc
Power: 400 hp @ 5000 rpm
Torque: 480 lb-ft @ 2250 rpm

TRANSMISSION: 10-speed automatic with manual shifting mode

DIMENSIONS:
Wheelbase: 122.5 in
Length: 210.0 in
Width: 79.9 in Height: 76.4 in
Passenger volume: 178 cu ft
Cargo volume: 21 cu ft
Curb weight: 5917 lb

C/D TEST RESULTS:
Zero to 60 mph: 5.7 sec
Zero to 100 mph: 15.5 sec
Zero to 110 mph: 19.4 sec
Rolling start, 5–60 mph: 6.4 sec
Top gear, 30–50 mph: 3.6 sec
Top gear, 50–70 mph: 4.2 sec
Standing ¼-mile: 14.4 sec @ 97 mph
Top speed (governor limited): 115 mph
Braking, 70–0 mph: 196 ft
Roadholding, 300-ft-dia skidpad: 0.79 g

C/D FUEL ECONOMY:
75-mph highway driving: 20 mpg
Highway range: 460 miles

EPA FUEL ECONOMY:
Combined/city/highway: 19/17/22 mpg