The Ford Expedition has been in production for nearly 30 years, starting as code name UN93, and is based on the ubiquitous F150 platform. Its sales peaked in 1999 at nearly 234,000 units before settling into a respectable volume even under increased competition. It served as the durable family hauler for decades, towing around toddlers, boats, and trailers in quiet service until now. With the model year 2025, everything changes with the launch of the new Ford Expedition Tremor package, featuring 440 horsepower and all the overland goodies a family of four (or six, or seven) could ask for. I flew to Kentucky to see if all the hype was justified, and took it on one of BFGoodrich’s Outstanding Trails to find out.
Expedition Tremor Key Overland Specifications:
- 1,360 Pound Payload
- 9,000 Pound Tow Rating
- 33” General Grabber Tires
- 18” Wheels
- Rear Locking Differential (driver selectable)
- Two inches higher ride height
- 10.6 Inches of Ground Clearance
- Multi-mode Drive Settings (Normal, Sport, Tow, Off-road, and Rocks)
- 3.73:1 Axle Ratio
- Low-Range Transfer Case
- Flat load area for sleeping
- One Pedal Drive
- Full Set of Raptor Skidplates, including Optional Units for Transmission
- Durable side steps similar to Raptor
- Split lift gate/tailgate improves camping
As an Overlander
With the Tremor package, the Ford now has sufficient capability and capacity from the factory to get the traveler out and back again. This starts with a strong foundation of body on frame with a strengthened rear suspension and frame-member to support 9,000 pounds of towing and 1,360 pounds of payload. For overland applications where maximum payload is required, gaining back hundreds of pounds will be easy by removing the third and second row seats.
The Expedition is one of the most comfortable long-distance cruisers we have tested, rivaling the Land Rover Defender 130 for passing the highway and dirt road miles. Noise, vibration, and harshness are limited, aided by the redesigned body mounts, increased sound damping, and laminated glass. The Blue Cruise 1.4 further reduces driver fatigue with hands-free interstate driving, lane keeping, and adaptive speed control. Even over heavy corrugations, the Expedition is rattle-free and composed, the IFS / IRS controlling step-out and increasing driver confidence (I will admit it is even FUN with 440 HP and the ESC/VSC turned off). The 90-liter (23-gallon) fuel tank is a welcome feature in an age of vanishing range.
For international overlanding, only the overall size will be a limitation, particularly in colonial villages of Latin America. In its defense, it does drive smaller than the specifications imply, particularly because of the tight turning circle. Ford is among the best domestic brands for international dealer networks, with Fords sold in over 180 countries.
If your overlanding will include towing, this is the model for you, with 7,000 pounds of towing without an equalizer hitch and a significant 9,000 pounds with additional equipment. The Tremor is perfect for any size overland trailer and even the largest Airstreams or Bruder units.
On the Trail
To be clear, the Expedition is a large SUV, with a 122-inch wheelbase and 80-inch body width. However, the capability belies its size due to the 33-inch tires, 10.6 inches of ground clearance, and a tight turning circle of 41 feet, identical to a Wrangler Unlimited. I suspected the Tremor would be adequate and that Ford would present us with the typical groomed course of manufactured climbs and dramatic wheel lifts. . . but they took a bold risk and tossed the Expedition and journalists with a wide range of 4WD skills onto a BFGoodrich Outstanding Trail, complete with steep climbs, deep mud holes, and tight forested shelf roads.
Yes, the Expedition is big, but wow, does it make every use of the engineering and technology in the package. The tires are some of the best in class, and the rear locker helped them claw through the mud and up the rutted climbs. We even had some skid plate contact in the rocky sections, but later inspection showed no damage. Left foot braking and overall pedal modulation were excellent, with a smooth tip-in and long accelerator throw. The low-range combined with a 4.6:1 first gear and 3.73 axle ratio allowed for slow, smooth control in technical sections, and the 440 horsepower gave all the wheelspin you could dream of in the muddy spots. No, this is not a Bronco Raptor on 37s, but it is certainly the best full-size, seven-passenger SUV on the trail. The one real negative was the oval steering wheel in tight conditions, which felt awkward after 30 years of learned technique, shuffling a round wheel through my hands to maintain precise input control. It did start to feel more comfortable with some time, and the wheel was made that way to accommodate visibility of the gauge panel, but it still felt odd on the trail (I didn’t mind it on the road). I also noted that some other journalists had rear bumper contact on the trail, and the plastic covers had popped loose on their vehicles (showing gaps or distortion). The departure angle could be improved, along with the rear bumper integrity.
Overall, Ford has continued to surprise me with their commitment to trail performance. In the last few years, the two vehicles that have surprised me the most have been the Ford Ranger Raptor and now the Expedition Tremor. I could not have imagined wanting to take an Expedition on the trail before this test, but now I can’t wait to get one for a trip… maybe even a real expedition.
Pros
Impressive capability on the trail (given the size)
Excellent ride quality on road and off
Powerful and efficient 440 HP twin turbo V6
Proper General Grabber AT tires (33” on 18” wheel).
Cons
Oval steering wheel is a struggle on the trail to maintain proper technique.
Departure angle and rear bumper integrity could be improved.
Some material quality mismatch in the interior at key touch points (like the steering wheel)
