1997 Ford Expedition Sport Utility Vehicle Review & Performance

it is a near-twin to the Ford F-150 pickup truck. The reason for the resemblance

is simple: The Expedition is based on Ford's immensely popular truck--the

best-selling vehicle in the country 15 years running--sharing its chassis,

drivetrains, suspensions, major interior components and front end body

panels. We consider that a benefit, as the F-truck is a handsome, modern

design with plenty of rugged hardware underneath.

From the side and rear, the Expedition bears a strong resemblance to

the smaller Explorer. No surprise there, since Ford stylists found that

the Explorer's looks scored well with both current and potential owners.

No panels interchange between, however; the Expedition is larger in every

dimension.

It is handsome, with a sloping hoodline and rounded front end that reflect

an interest in aerodynamic design--with reductions in wind noise that result--and

a move away from the monster truck image presented by previous bluff-fronted

designs. The sides and back are shaped more for utility than style, though

what are essentially flat panels are given some visual definition by clever

use of trim and rounded corners.

The overwhelming impression is one of size, even though the design disguises

the Expedition's bulk to some extent. At just over 17 feet in length, this

is no wraith. The Suburban is even longer, adding a foot-and-a-half to

the total. The Tahoe and Yukon four-doors are a bit shorter. Ford touts

the shorter length as making its entry compatible with a standard garage,

which the Suburban, they say, is not. Measure before you try to close the

garage door.

As an aside to the size issue, we should note that the Tahoe and Yukon

are also available as slightly smaller two-doors. Although it was designed

to replace the old Bronco, which was two-door only, Ford elected to cede

the full-size two-door market to GM.

Expeditions come in two flavors, XLT and Eddie Bauer. Both are available

with two-wheel or four-wheel drive, and both carry a substantial load of

standard equipment. Differences are confined to paint and trim, and even

these distinctions can be blurred further by checking off items from a

long list of optional equipment. And there's obviously a lot of price territory

between the basic 2wd Expedition XLT and our loaded Eddie Bauer 4x4 tester.

configuration, the Expedition can carry five (front bucket seats, center

bench), or six (front full-width seat, center bench) passengers, plus two

more if the optional third seat is installed. Front and center occupants

will be very comfortable in their well-padded chairs; the third seat is

tricky to get into and will be distinctly tight for adults.

Ford's market researchers claim there is no demand for a bare bones

vehicle in this class, so even the lower-priced XLT sports full carpeting,

attractive color-keyed door and dash panels and amenities galore, including

power windows, mirrors and door locks, air conditioning, a tilt steering

wheel and a good--if not quite symphonic--audio system that will please

many buyers. First- and second-row occupants get separate heat/vent/air

conditioning controls, with a set for the third seat optional.

Visually, the Expedition interior is most appealing. The curved dashboard

carries instruments and controls where they can be reached, and can be

supplemented by a large center console that offers additional storage space

and a place for those in front to rest their arms, and/or a roof-mounted

center console that provides a holder for a garage-door opener and sunglasses.

The Eddie Bauer roof console adds a digital display of the driver's choice

of date/time, average fuel economy or compass, plus a switch for the power

swing-out rear quarter windows.

Materials and finish quality are all first rate. Particularly noteworthy

are the soft-touch coverings applied to switches (which are also internally

lit at night, a nice touch) and door panels.

one of being surrounded by a lot of sheet metal. This is a big machine,

requiring extra care in close-quarter maneuvering. But bulk doesn't make

the Expedition difficult to drive. On the contrary; the speed-sensitive

variable-assist steering keeps effort down to a reasonable level, and driver

sightlines, augmented by big side mirrors, are excellent.

It is also a comfortable machine. The ride, while not as soft as that

of a traditional family sedan or wagon, is good, and cornering roll and

brake dive are effectively controlled. The 2wd version is slightly smoother

on the highway thanks to its independent front suspension, but both 2wd

and 4wd models are very good considering their size and weight. One advantage

of a long wheelbase, apparent here, is a resistance to pitching over freeway

expansion joints and similar irregularities.

Buyers of 4x4 examples can order four-wheel load leveling, a pneumatic

system that compensates for varying loads while improving ride quality.

Also part of the system is a one-inch increase in ride height, and a "kneel-down"

facility that makes ingress and egress easier.

Two V8 engine choices, 4.6 liters (standard) and 5.4 liters are available

in the Expedition. They share basic architecture--a cast-iron cylinder

block with aluminum single overhead cam cylinder heads--and differ only

in capacity and power output. We prefer the optional engine, because it

produces more torque at lower engine speed. Both versions are relatively

quiet, and provide respectable acceleration. Both can tow good-sized loads--6100

pounds for the 4.6, up to 8000 with the 5.4-liter. Those capabilities are

better than the Tahoe/Yukon, though certain Suburban powertrain combinations

can raise the towing ante to 10,000 pounds, if that's a priority.

Like all of the brute utes, the Expedition's fuel consumption is on

the high side.