2003-2007 Ford Expedition: Road Test

When equipped with four-wheel drive, the 260-horsepower, 5.4-liter V8 delivers adequate pickup and is the clear choice to take advantage of the Expedition's 8,950-pound towing capacity. The more powerful 2005 V8 yields good acceleration along with markedly better midrange performance. An early 5.4-liter 4WD averaged 13.2 mpg in an even city/highway mix. Expect about the same with the 4.6-liter, as well as the newer V8. All engines use regular fuel. Substantial weight and a long wheelbase combine with the independent rear suspension for a surprisingly stable ride, which irons out most surface imperfections. Minimal fore-aft, side-to-side rocking is evident, and there's little jiggle on washboard ripples. Linear steering feel and unperturbed straight-line tracking can be expected, and the relatively compact 38.7-foot turning circle gives reasonable in-town maneuverability. Only moderate top-heavy lean occurs in low-speed corners, but the nose plows through faster turns. AdvanceTrac combines with ControlTrac for all-weather security and good off-road ability. Stopping power and pedal modulation are praiseworthy, with no undue nosedive. Expeditions deliver fine suppression of wind and road noise. Engines are throaty in full acceleration, but well-muffled otherwise. Even third-row occupants get a quieter experience than in a typical minivan. Unobstructed gauges and no-mystery main controls are helpful, but the transmission lever hides the 4WD switch, and the turn-signal stalk obscures the power pedals' buttons. Interiors use appropriate-grade materials and show solid assembly. Front space ranks as generous, but some drivers considered the cloth bucket seats too soft, and the seat bottoms too long for best comfort. Eddie Bauer's captains' chairs add welcome armrests. Visibility is obscured by thick roof pillars and large headrests, particularly over the left shoulder. Huge mirrors help, but small objects can hide along this big SUV's tall flanks. Rear obstacle detection is a smart option. Approach lights on outside mirrors provide helpful illumination. The second-row bench holds three adults, but all three positions are somewhat narrowly defined by seatbelt buckles. No center armrest is included, but the middle section slides forward 11 inches for child-seat access. Second-row buckets in the Eddie Bauer edition are hard, low to the floor, and don't slide fore or aft. Broad passage between second-row buckets eases access to the third row, but flipping the second-row seats forward demands considerable effort. Best-in-class third-row room stems from a chair-height bench, though the cushion could be longer and softer. Entry/exit is easier than in most rivals, though running boards afford minimal foothold when stepping out. Some soft luggage can be stacked behind the third-row seat, and cargo room goes from impressive to voluminous as the second and third rows fold. Best-in-class convenience for the fold-down third-row seat is better yet if the power-folding feature is installed. The 60/40 seatback sections power up and down in seconds, and stop automatically if obstructed, though controls are inaccessible from front seats. Cupholders abound, including door cutouts for 20-ounce bottles.

Value for the Money
Expeditions qualify as a Best Buy because they do everything a full-size SUV should, and handle some important tasks better than most. No, Ford's version is not as opulent as its upscale Navigator cousin, but it matches Lincoln's array of safety and convenience features at lower cost.