First Drive: 2025 Ford Expedition

The full-size Ford Expedition SUV has been redesigned and re-engineered for 2025, bringing more tech, more quality-of-life additions and an off-road specific Tremor model, marking the first time Ford has slapped Tremor badges on something other than a pickup. Indeed, there’s lots to unpack with this fifth-generation version of the truck that Ford says started the full-size SUV segment. The Chevrolet Suburban – owner of the longest-running nameplate in the car and light truck world – may have something to say about that, but we digress.

Styling-wise, Ford has given the Expedition (Activ: $81,120; Activ Max: $84,620; Platinum: $95,050; Platinum Max: $98,550; Tremor: $103,470; King Ranch: $106,540; King Ranch MAX: $110,040) new grille designs, new wheels, new colours and on the Tremor model, tow hooks, 33-inch General Grabber All-terrain tires and dashes of “Electric Spice” paint to help separate it from the crowd. It’s a neat look (I especially like the additional grille-mounted LED lights) but for me, the handsome-yet-rugged look of the long-serving King Ranch model takes the cake. The 22” wheels are right on the money, the pastel-ish blue-gray finish of our tester contrasts well with copper inserts and the chrome badging, roof rails and window surrounds are well implemented.

Swinging around back, you’ll note that the tailgate is a two-tone affair – and I don’t love it. It’s a little too try hard but what I love even less is the fact that every Expedition except for the Tremor gets one. There is a point to it, however: it highlights the new dual tailgate system every Expedition gets. The black paint covers the top two-thirds, while the body-colour paint denotes the existence of a pickup truck-like bottom-hinged tailgate. It’s on-hand to help keep cargo from spilling out when you open the upper portion, and it supports up to 500 pounds of weight. Why? Well, to help load the vehicle but also so it can act as an additional…bench when camping, I guess? The split tailgate does, however, spell the end of the line for the opening rear window the Expedition used to have. I liked that feature as it allowed for good load management, but Ford does say that the split gate means you can still keep your cargo in-check without having to reach down too low through a high glass window to reach it.

Speaking of camping: in addition to the high-capacity ‘gate, you can also have your security cover double as a picnic table that can hold up to 35 lbs. of weight – a TV, perhaps, plugged in to the wall-mounted 400W outlet. It’s a neat trick that debuted on the Bronco Sport, as are the tailgate-mounted LED lights that bathe a good portion of the rear cargo area in light. And speaking of extra seats at the campsite: the table can be set to act as a bit of a seatback to go with the tailgate. See? They really do think people will test that tailgate’s weight rating! Expedition owners will have to MacGuyver their way to an open beer bottle with the tailgate latches, though; the Bronco Sport’s built-in bottle opener didn’t make the cut.

I am glad that the King Ranch continues to make the cut, though – it’s so good, especially inside. Of course, priced as it is and occupying the top two spots in the line-up (for both the standard and longer Max version). It earns those honours by providing a leather-clad interior finished on our tester in two shades of brown (there are other choices – but I cannot see why), open-pore wood inserts and splashes of aluminum in all the right places.

It also gets a digital dash consisting of a 24” dashtop display and a widescreen central display measuring 13.2”. That’s not unique – all Expeditions get the treatment – and it actually makes a lot of sense. The upper display’s location serves the dual effect of being placed perfectly within the driver’s field of vision without restricting it and negating the need for an additional head-up display. All the most pertinent drive info is here – the speedometer, blind-spot camera, Google Maps (the native infotainment system thanks to the addition of Google Built-In), trip computer – as well as non drive-related stuff like…the steering wheel adjust?

Yep; you read that right: Ford has gone the Volvo/Polestar route and moved the steering wheel adjust controls away from a column-mounted button or lever and divided it between the display and wheel-mounted buttons. I don’t see why the new dash treatment dictates the need for this, but it is what it is whether I like it or not. Indeed, for most people it’s no big deal as the wheel settings are mapped to the memory seats but still; talk about tech for the sake of tech.

Once piece of tech still not found here – or anywhere else in the Ford/Lincoln world, for that matter – is a digital rear-view mirror. For a truck meant to haul many people – adults included – you’d think it would be a no-brainer; with a digimirror, there’s no need to worry about errant foreheads blocking your view rearwards. Ford says they’re considering it; we’ll just have to wait and see.

The rest of the interior is really well done, though. There’s plenty of storage, including an all-new sliding front centre console that comes as standard and can be slid back to reveal an additional 8” floor-mounted storage tray. There are plenty of cupholders (including two in the third row) as well as a rear underfloor storage bin. If you select a longer Max model, there’s actually a second in-floor bin that can be accessed by third-row passengers. Speaking of them: they get their own climate vents, their own USB-C ports and a good amount of space. There are belts for three back there, but in reality two adults should be plenty comfortable. Third row access can also be done even with a second-row child’s seat thanks to the seat’s tilt-n-slide nature.

Power comes from a single engine type, but there is an asterisk here in that there are two different tunes for the 3.5-litre twin turbo EcoBoost V6 every Expedition gets. The truck seen here has the high-output version that provides 440 horsepower and 510 pound-feet of torque. The standard output version makes 400 hp and 480 lb-ft. All models come standard with 4 x 4, and all come with a 10-speed automatic transmission.

The engine and transmission work well in concert with each other to propel the truck forward at a surprisingly deft rate, and it also helps tow up to 9,600 pounds depending on spec. I totally see the point there; when I picture a horse trailer being towed, for some reason it’s always attached to an Expedition. In short, Expedition buyers use their trucks to tow and the return of Pro Trailer Backup Assist shows that Ford knows its clientele.

The power is good but the real kicker for me was the ride and handling, especially in King Ranch spec with its 22” wheels. Ford has softened the suspension up for ’25 by adjusting the dampers, shocks and bushings and the ride is of premium quality as a result. I liked it, although in talking with other testers, it seems not everyone felt that way with some bemoaning a ride that they felt wasn’t befitting of the Expedition’s price tag. Curious what they were on about, I did a little digging. Sure enough, I found that to a man, each one that complained had tested the Platinum version with 24” wheels. I have to think that had something to do with it because I would have no problem going on proper road trips with the Expedition King Ranch.

Yes, that’s even the case for the Tremor model with its chunky wheels, underbody protection and taller ride height. In fact, since the suspension on that model is even softer it makes for an even softer ride on smooth roads, negating, for the most part, the effect of those tires. For its part, the Tremor isn’t available as a Max model and comes standard with the high-po motor and 10-speed, although it does add an electronic locking rear differential and a Rock Crawl drive mode to the mix.

Strange as it may sound considering how big, heavy (about 5,670 lbs.) and lumbering it is, the Tremor’s additional equipment works well. We clambered over basketball-sized boulders, fallen logs, steep grades and off-camber dirt moguls and aside from a smack or two on the underbody protection – that’s what it’s there for, after all – the Tremor exhibited nary a complaint and just kept on truckin’.

There are a lot of bases being covered, here. From off-road ability, to towing, to everyday comfort and style, the Expedition has an answer. Of course, none of it comes cheap, but if you look at the competition from the likes of the Chevrolet Tahoe or Toyota Sequoia, Ford’s pricing is competitive. So, it’s jut a matter of making the right choice of which Expedition flavour to select.