2025 Ford Expedition First Drive Review + Video

Making a full-size SUV look good isn’t easy — just ask Jeep.

Rest assured that’s not supposed to be a cheap shot, either. Instead, it’s more like an empathetic observation about a style of vehicle that will always stand out for its scale, yes, but more often than not ends up looking bland at best.

In fairness, the same could probably be said about any of the four generations of the Ford Expedition before this one, although you can count this author among the fans of the first of the bunch that essentially looked like an entirely enclosed F-150. Digression aside, the 2025 Ford Expedition ushers in a new era of style for this mammoth peoplemover both inside and out. But those good looks come at a considerable cost.

Oh-So Stylish

Maybe it’s nostalgia that plays a part in the lasting appeal of the first-gen Expedition, but it was unique amongst the few full-size SUVs on the market when it launched as an F-150 lookalike nearly 20 years ago. While it no longer shares its styling with Ford’s ever-popular pickup, the Expedition stands out once again with a distinct look that, at least to these eyes, puts it at the top of the pack.

In particular, the first-ever application of Ford’s Tremor treatment to an SUV elevates the aesthetic in all the right ways, with a smattering of eye-catching anodized yellow accents inside and out. Meanwhile, 33-inch all-terrain tires wrapped around right-sized 18-inch wheels — which, for what it’s worth, are shared with the F-150 Tremor — give this massive sport utility a proper stance that’s accentuated by a slight suspension lift.

Like the luxurious Lincoln Navigator it shares a platform with, the Expedition now features a clamshell-style split tailgate in place of its predecessor’s pane of glass that could be opened on its own. While the new format provides a handy place to work or sit — it’s rated to withstand 227 kg (500 lb), and Ford even sells an accessory table for it — it requires a longer stretch to reach inside, which is particularly problematic with the third-row seats stowed.

That’s how to open up 1,722 L of cargo room, or a whopping 2,135 L in the elongated Expedition Max. Leaving the rearmost seats in place means 612 L of space for stuff, or 1,022 L in the stretched version, while even the cheapest trim has a power-folding third row.

Digital Redo

The front half of the cabin is where the biggest interior changes are found, with Ford ditching the portrait-oriented touchscreen of old for an entirely new interface. The so-called Ford Digital Experience is yet another item pulled from the Lincoln lineup for use here, with the conventional driver display from before replaced with a 24-inch unit perched high atop the dash. (In the Navigator and other Lincoln models, the screen stretches twice as wide.)

The screen puts pertinent information previously reserved for the smaller instrument display — think speed and advanced safety — alongside integrated Google Maps navigation and more barely a glance away from the road ahead. Meanwhile, the 13.2-inch touchscreen sits lower on the centre stack and provides access to the full breadth of infotainment features, including wireless Apple CarPlay and Android Auto.

While maps accessed via those smartphone mirroring systems can’t be pulled up on the larger screen, whether Google or otherwise, the interface itself is easy to use and features a fixed row of digital climate controls. Harder to grow accustomed to, particularly off-road, is the oblong shape of the steering wheel that feels unnatural when navigating over and around tricky terrain.

Properly Capable

That brings us back to the Expedition Tremor, which joins the likes of the Chevrolet Tahoe and the mechanically identical GMC Yukon, as well as the Toyota Sequoia and the recently redesigned Nissan Armada, all of which are offered in trail-tackling trims. It replaces the previously available Timberline package, although Ford has added more off-road goodies this time around, including an electronic locking rear differential and unique suspension tuning.

While the entire Expedition lineup is powered by the same twin-turbocharged 3.5L V6, as with the Timberline before it the Tremor trim uses a high-output version that makes 440 hp and 510-lb-ft of torque — up from 400 hp and 480 lb-ft of torque in the Active and King Ranch trims (the Platinum also gets the more stout motor). That’s routed to a four-wheel-drive system with selectable low-range gearing, while Ford has added a dedicated drive mode for rock crawling.

In reality, the Bronco is the way to go if you want a purpose-built trail rig with a Ford badge on the back. But then this bigger model is no slouch in its own right, with more capability than most families will ever need in a vehicle that can tow upwards of 4,000 kg (8,818 lb).

While the off-road course encountered during this media drive event was the curated kind more akin to a construction site than the type of natural trails you might wind up on during a weekend adventure, the Expedition Tremor managed moguls, rocks, and more while feeling smaller from behind the wheel than its dimensions would suggest, while the suspension’s articulation allowed it to climb over what its elevated ride height wouldn’t clear. 

On the Road

While it’s often the case that adventure-ready vehicles like the Expedition Tremor end up feeling more than a little compromised on the road, that’s not the case here. Sure, the all-terrain tires create a bit more road noise than all-seasons would otherwise, but steering and braking both remain predictable and responsive no matter the situation.

Better still, those tires add an extra degree of comfort to the on-road experience, although even the available 24-inch wheels on the Expedition Platinum do little to disrupt the ride — impressive considering the conventional springs and shocks it rides on. In fact, there was little discernible difference between the two at highway speeds beyond the extra noise and slightly more vague steering caused by the Tremor trim’s tires.

The highway is also where the latest version of Ford’s hands-free drive assist system shines, with BlueCruise 1.4 providing a smoother experience overall. While lane changes must be initiated by the driver via the signal stalk, unlike Super Cruise from rival General Motors (GM), the system is more natural overall and adjusts speed more fluidly through bends in the road while even providing oversized vehicles more room by moving over within its lane of travel.

Big Price Bump

While it’s typically the case that new or significantly updated vehicles are subject to price increases, especially in the midst of a tariff-induced trade war, this one seems particularly significant. That’s not necessarily the case across the entire lineup, although the entry-level Expedition Active rings in at $82,120 compared to a starting price of $78,020 last year.

The Platinum trim that’s next in the lineup kicks off at $96,050 versus $91,950 for last year’s Limited, while the King Ranch that now sits at the top of the lineup is $107,540 compared to $106,245 for the most expensive 2024 Expedition. (Like last year, opting for the larger Expedition Max is an extra $3,500, while a freight charge of $2,595 is applicable across the entire lineup.)

Instead, it’s the new Expedition Tremor that stands out for its significant price increase, ringing in at $104,470 before options and extras compared to $93,480 for last year’s Timberline trim. While Ford added a few new items this year — locking rear differential, lifted suspension, and rock-crawl drive mode among them — it’s hard to account for the extra $11,000 that’s been tacked onto the bottom line.

Looking at the competitive landscape of big-bodied off-roaders in order of affordability, the 2025 Chevrolet Tahoe Z71 is priced at $88,999 before freight and taxes, while the GMC Yukon AT4 is $96,999. Then there’s the Nissan Armada Pro-4X at $97,850, while the Toyota Sequoia TRD Pro is $99,123, and the Yukon AT4 Ultimate is a whopping $124,999.

It's also worth noting that while Ford shuffled the Expedition lineup this year to put the King Ranch at the top, that's only in terms of starting price. With its optional Platinum Ultimate package ($14,945), the Platinum trim rings in at $110,995 before freight and taxes, including the federal luxury tax that applies to all vehicles priced at more than $100,000.

Final Thoughts

Apologies for ending on such a dour note, dear reader. To be clear, there’s no joy that comes with reporting on such considerable cost increases — not now or ever. The silver lining is that it’s only the Expedition Tremor that’s been hit with such a huge price hike, with the rest of the lineup subject to something that could be considered more reasonable, although it’s that adventurous version that happens to stand out the most for all that it offers.

Regardless, the 2025 Ford Expedition finds itself uniquely situated amongst its fellow full-size SUVs. It’s easy to drive, comfortable, and comes with the right amount of easy-to-use technology to get by in an increasingly competitive segment. That it happens to be more stylish than the rest puts it in a position that’s almost enough to justify its high price of admission.