The largest SUV in Ford’s stable, the 2025 Expedition has twin-turbo V-6 power and three rows of seats to haul a family and their weekend toys. It goes up against the Chevrolet Tahoe/Suburban and GMC Yukon/Yukon XL, and the Toyota Sequoia.
It appears to be improved versus the last model with smarter interior solutions and more towing prowess. We can’t rate it until we drive it next year, but it should be at least as good as the outgoing vehicle, which earned a 6.7 on the TCC scale. (Read more about how we rate cars.)
Just about everything as it comes in for a complete redesign. It gets updated styling, a new platform, a new Tremor model, some smart interior solutions, and new technology, including the latest version of Ford’s BlueCruise hands-free driver-assist system.
The look is an evolution of the outgoing model, retaining the upright, slab-sided suit it’s worn for decades. The grille adopts a new “strongman” LED light signature that extends across the face like the chest and arms of a posing bodybuilder. The LEDs underscore the blocky grille and wrap around the headlights. The grille is topped by “Expedition” lettering, and the new Tremor model, which replaces the Timberline, gets a pair of tow hooks along with knobby 18-inch tires and a taller ride height. Buyers can also choose 20-, 22-, and 24-inch wheels.
At the rear, “Expedition” lettering sits at the same height as it does up front. The big news here is a new split tailgate that can act as a seat that holds up to 500 pounds for tailgating. A platform in the floor of the cargo area can serve as a table inside the Expedition or on the tailgate, and it can also serve as a backrest when the lower tailgate is used as a seat. Also for tailgating, Ford offers power outlets inside the cargo area and makes available four exterior lighting zones to illuminate the party. The tailgate can also open on approach with the key in your pocket.
Ford will sell its full-size SUV in Expedition and longer-wheelbase Expedition Max models, and thankfully neither body style grows because buyers are concerned about fitting this beast in their garages.
Inside, the Expedition’s biggest change is to its screens. A 24.0-inch digital instrument cluster sits at the base of the windshield and can be configured to show different types of information, including the navigation screen. Drivers view it over the steering wheel rather than through it. It’s joined by a 13.2-inch infotainment touchscreen on the center of the dash in the usual position. A wide, deep center console can be moved backward for easier access for second-row passengers in some versions.
The Expedition continues with three rows that seat either seven or eight. Newly offered device holders can sit on the backs of the front headrests so second-row passengers can watch their phones or tablets. With the available second-row captain’s chairs and the standard 40:20:40 split third-row bench, the Expedition leaves room down the middle for long items like skis.
While the new Expedition isn’t any bigger, the rear cargo improves from 19.3 cubic feet (34.3 cubes for the Max) to 21.6 cubic feet (36.1 cubes for the Max) as Ford did everything it could to hollow out that space.
Under the hood the Expedition continues with a twin-turbo 3.5-liter V-6 that makes either 400 hp (up 20 hp from last year) or 440 hp. Both engines are mated to a 10-speed automatic transmission. Rear-wheel drive comes standard, but Ford offers a full-time four-wheel-drive system with a 2-speed transfer case.
Ford isn’t making any claims about how much stiffer the Expedition’s new frame is, but engineers said the independent front suspension and multi-link rear suspension are tuned for a smoother ride. The ground clearance starts at 8.7 inches, and the Tremor increases that to 10.6 inches and gets a stiffer frame. Towing capacity also increases to a maximum of 9,600 pounds, up 300 pounds from last year, though the Tremor maxes out at 9,300 pounds. Those figures are with rear tow bars to level the ride height, but even without those bars the Expedition can pull 7,000 pounds. Towing can be made easier with available Pro Trailering Hitch Assist to aid when backing up to the hitch, Pro Trailering Backup Assist to help drive the vehicle in reverse with a trailer attached, and trailer sway control.
Ford loads up the Expedition with safety features, including a surround-view camera system, adaptive cruise control, automatic emergency braking, automatic high beams, blind-spot monitors with trailer coverage, rear cross-traffic alerts, and active lane control. Ford’s BlueCruise hands-free driver-assist system will be available on 90% of the lineup. It will be version 1.4 of the system, with incrementally improved performance. BlueCruise will come either as a 90-day trial, a one-year trial on high-end models, or via subscription either monthly for $49.99 or annually for $495. Buyers will also have the option to purchase it for $2,495.
How much does the 2025 Ford Expedition cost?
That’s yet to be determined. Ford will offer the 2025 Expedition in Active Comfort and Active Touring trims to replace the former XLT, and the lineup will also include Platinum Elite, King Ranch, Platinum Ultimate, and Tremor trims. A low-end XL model will only be for fleets. Prices will be announced closer to launch, as will equipment by model, but expect an uptick from the current $57,420 starting price. The top Platinum Ultimate should exceed $80,000.
The Expedition will offer a Ford Connectivity Package free for one year. After that, it will cost $149.99, and buyers purchase it for seven years for a one-time fee of $745. It will provide support for Google maps, Google Play, wifi, and Google Assistant from the cloud.
Where is the 2025 Ford Expedition made?
In Louisville, Kentucky.
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