2007 Ford Expedition Review

Specifications

Just when Ford looks like it’s turning over a greener leaf by dropping its gargantuan Excursion, out comes an all-new Expedition EL, longer than any previous Expedition and looking almost as tough asone of its heavy duty pickups. Of course, it would be unfair to knock the first domestic automaker to hit the market with a hybrid electric vehicle for being environmentally thoughtless, especially considering its new Edge crossover and redesigned Explorer, like the Expedition, use six-speed automatic transmissions for optimal fuel efficiency, making them quite thrifty for their respective classes. What’s more, the Freestyle, soon to be dubbed Taurus X, boasts a CVT, the most miserly gearbox on the market. But even after factoring in the Expedition EL’s six-speed gearbox and three-valve head design, such can’t fully make up for more than three tons of curb weight in 4×4 trim.

Still, there are things you need a large vehicle for where a smaller, more fuel efficient one just won’t do. Like carrying up to eight occupants with room to spare for their gear; up to 24 cu-ft of space behind the third row, no less. Or how about towing up to 8,750 lbs of trailer? You certainly can’t do that in a smart car. But what is it like to live with?

For starters the EL is pretty easy to get into despite being so tall, thanks to its handy side steps, and once inside it’s difficult to get a more commanding view of the road or better visibility in all but the rearmost windows.

The seats are comfortable, while the quality of materials is very good for this class. Sure some of the plastics have a hollow sound when you tap them, but their matte finish and attractive grain will only turn off the pickiest premium SUV snobs. The rest of us will appreciate the top-tier details such as six-way powered leather seats with heated and cooled cushions, plus a two-way memory system for getting in that ideal position every time you climb inside. The optional infotainment system is extremely good too, with navigation, of course,plus an audio interface that is available with SIRIUS satellite radio, as well as a plug-in for your iPod or MP3 player, not to mention a six-disc in-dash CD changer and 340 watts of power.

And then there’s the steering wheel. There are more buttons on it than you might expect, including some for the audio system on the right spoke, and on the left cruise control, nothing out of the ordinary with these, but then there’s one for the climate control fan speed. OK, I’ve never seen a remote button for this feature before… kudos to Ford.

More important to most families is the Expedition EL’s full assortment of standard safety features, including AdvanceTrac traction control with RSC (Roll Stability Control), both standard across the Expedition line actually, as well as front-seat side airbags and Ford’s three-row Safety Canopy system combined with the Personal Safety System (PSS).The Safety Canopy System is made up of side-curtain airbags that are larger than on the previous Expedition and now extend to all three rows of outboard occupants. PSS uses a network of sensors for protecting front occupants from harm during an accident, customizing the way the SUV’s dual-stage front airbags deploy based on the driver’s seat position, whether or not the seatbelts are being used, plus the severity of impact. And being that this is one of the largest SUVs on the planet, it would be silly of me not to mention that there’s a great deal of safety in mass. Add its sheer bulk to all of these standard safety features, and it might be one of the best vehicles to get hit in – if there could be such a thing.

Provided you manage to keep it out of harms way, you’ll no doubt appreciate how quiet the Expedition EL is. Actually, all 2007 Expeditions are the quietest Ford has ever produced, thanks to upgraded sound deadening materials in the headliner and behind the dash panel, plus the addition of laminated Quiet Steel in the dash panel as well as the oil pan. What’s more, Ford has added a new acoustic laminate windshield plus thicker side glass for less wind noise.

One thing I did appreciate, however, was that the boys at Dearborn didn’t mess with the V8’s rumble. While hushed during idle, at full throttle the big 5.4-liter lump puts out a nice, resonating burble that could satisfy Harley fans. Altogether the engine makes 300 horsepower and 365 lb-ft of torque, so it moves away from stoplights pretty well. Out on the open road it pulls away from slow moving traffic easily too, although it’s best to give a little extra room when passing as it still takes longer to get past something due to the Expedition EL’s sheer size not to mention the fact that it’s engine is pushing 5,489 lbs of automobile.

While you’re hurtling down the freeway you’ll most likely be surprised at how smooth the Expedition EL is. It’s the same around town thanks to a very long wheelbase, a stiffer frame that makes for greater torsional rigidity, new shocks and revised steering system. Certainly, it’s a heck of a lot better handler than the Expedition it replaces, but you probably won’t be shocked to find out it’s not really that nimble through the corners. It’s not that it leans too much in tighter curves, but it just doesn’t really live up to the “Sport” designation in SUV. Fair enough. Try and tow as much weight with an X5. Once again there are different vehicles for different purposes, and the compromise Ford offers with the Expedition EL is fairly good.

Fans of this model will appreciate that the new Expedition carries forward with a part-time four-wheel drive system, which includes two-wheel drive high, for saving fuel, four-wheel drive automatic,ideal for wet weather or snowy conditions as it automatically apportions torque to the wheel with grip, four-wheel drive high, for traveling across lighter duty off-road sections, and four-wheel drive low, for the really tough stuff.

But like most of us realize, the time and effort Ford spent making the Expedition EL into a competent 4×4 is wasted on most owners. After all, SUV’s are mostly about convenience, and in this regard I like what Ford’s done at the back end of the vehicle. You can access the rear cargo area by lifting the back glass if you’ve got smaller items to put onboard (hardly an innovative idea but you’d be surprised how many SUVs and wagons don’t allow such convenience), or you can get in through the liftgate. The one on my test model was powered, making things a little bit easier when my hands were full. On the cargo floor there’s a shelf divider, which can be used for separating groceries, or the like, and then if you need even more room you can drop the seats.This process is quite simple and easy, especially with the handy powered seatback included with my Eddie Bauer tester. First, grab the pull tab on the back of a headrest, which tumbles it forward and tucks it out of the way, and the press one of two switches located on the inner panel of the cargo bay to lower the seatback. Voila! You’ve got flat loading floor and more room than you’ll probably need.

And if it’s people you’re hauling, make way for up to eight with enough room behind for their gear, as mentioned earlier. And I should mention that way back in that third row there’s more than ample room for full-size adults, something so-called seven-passenger compact and midsize SUVs can’t begin to match. Fold down the second row center divider and there’s even enough room to put your feet up while watching a favorite show on the DVD entertainment system… and optional that’s well worth the money if you travel a lot.

Before I finish up,I have to mention something about a unique feature only available on Ford, Lincoln and Mercury models. If you didn’t notice, just above the door handled on the driver’s side there’s a combination lock to get you inside. Why? I asked one of the engineers at the Edge crossover launch last fall, who told me that according to focus groups its owners just love it and wouldn’t want it discarded. Again I asked, why? It seems that, if traveling light while away from the vehicle, like when at the beach, you don’t have to bring your keys along. Just lock them inside and use the combo when you get back. While you might want to check before you do this just in case it voids your insurance policy, I certainly would’ve appreciated having a combination lock on any one of the numerous cars that I’ve locked myself out of. Of course, some greener Americans would rather I’d locked up the Expedition EL with its keys inside and forgotten the combination code for good.

Truly,with environmental concerns the way they are these days it’s really fashionable to hate big SUVs, but is that really fair? After all, large families still need them, and you’ve got to tow with something. Really, when it comes down to it, we all need to take a good look in the mirror and ask ourselves if our vehicle is five years old or older, because if it is, this gargantuan Expedition EL is most likely cleaner. Actually, smog-forming emissions have been reduced by 55 percent over last year’s model that was already up to regulations, while hydrocarbon emissions have dropped by 42 percent and nitrogen oxide by 65 percent. Sure, you might want to think about something that uses less fuel if all you’re buying it for is getting to work and back, or picking up the kids from school and driving them to T-ball practice and gymnastics, but for those who need to tow or haul eight adults around, there’s no substitute for mass.

I should also mention that in a few short years there’ll also be something available for those who like the size and practicality of the Expedition or Expedition EL, but can’t justify the cost of keeping one on the road, whether that cost is to the pocket book or Mother Nature. You’ll be happy to find out that Ford is planning a diesel variant that should arrive later in the decade.

Until then the new Explorer’s cleaner, leaner V8 and smooth, efficient six-speed automatic will have to suffice.