1997 Ford Expedition Review

Does the world need yet another luxury sport/utility vehicle? Ford thinks it does, and has come up with its handsome new $27,270-$33,875 Expedition, which comes in XLT or more upscale Eddie Bauer form. Ford dealers say customers are standing in line for one. The full-size 1997 Expedition, which I recently tested, replaces Ford's big, aged, rough-and-tumble Bronco, which only came with two doors . The Expedition has four doors, is 204.6 inches long and cleverly sneaks into the size area left vacant by General Motors' big Chevrolet Tahoe/GMC Yukon and giant Chevy and GMC Suburban; it's about five inches longer than the Tahoe and fully 15 inches shorter than the Suburban. Those GM vehicles are wildly popular, and Ford is licking its chops when contemplating Expedition sales. It expects to sell up to 140,000 units in the 1997 model year, compared with approximately 25,000 Broncos in the 1996 model year. ``One customer pulled up in a low-mileage Chevy Tahoe, took a test drive of an Expedition that was just off a delivery truck--and promptly traded in his Tahoe for it,'' said Lee Weinman, vice president of Chicago's Bert Weinman Ford. The Expedition offers seating for up to nine, an 8,000-pound maximum towing capacity, off-road capabilities and ability to haul a ton of cargo--besides comfort and convenience items normally associated with luxury vehicles. An industry first are optional illuminated running boards for easy entry or exit--although they're too narrow for large shoe sizes. This new Ford is aimed partly at the growing number of former luxury car owners who are buying posh sport/utes. It fits in the average garage, although parallel parking it might be difficult for some. While big, the Expedition has balanced proportions and doesn't look overwhelming. It comes with two- or four-wheel drive and either a 215-horsepower, 4.6-liter V-8 or a 5.4-liter, 230-horsepower V-8. Both overhead-camshaft engines are smooth and quiet. They provide good acceleration and work with a nice, electronically controlled four-speed automatic transmission. (No manual is offered.) The 5.4 V-8 is the best choice, considering the Expedition's base weight is a whopping 4,850 pounds. Fuel economy numbers are all over the place, depending on what engine or drive setup is ordered, but owners should figure on getting only in the low teens in the city and about 18 m.p.g. on highways. With a hefty weight and powerful V-8s, low economy numbers are to be expected. All big sport/utes have dismal economy numbers. Will showrooms be loaded with un-wanted Expeditions if gasoline prices suddenly shoot up? ``Even if fuel prices rose, many would just delay their purchase of an Expedition because the luxury sport/ute market is booming,'' said Bob Girard, Ford's Expedition brand manager. ``An increasing number of consumers like things like the luxury refinements and high seating position of posh sport/utilities, whose ride and handling have improved dramatically. They just won't want to go back to a car.'' Specifically, the Expedition is expected to attract owners of compact sport/utilities looking for more room or greater towing and cargo capabilities; car and van owners who want sporty sport/ute styling with luxury car refinements; owners of large sport/utes who want better maneuverability and garageability, and traditional commercial utility owners who need a rugged passenger mover with high payload capability. The average price of an Expedition will be about $33,000, and Ford expects some to cost nearly $40,000. While Ford says its dealers say people are lining up for the new vehicle, one worry of the automaker is that people will bypass its smaller Ford Explorer for the Expedition. The Expedition looks and feels remarkably civilized for such a brawny vehicle. Although a bit too light, the power steering is quick and accurate. Handling is nimble, and braking is reassuring. The ride is generally soft and poised, but some low-speed bumps elicit steering wheel shake and chassis flex. Also, some rough surfaces will jolt occupants and remind them that they're in a truck--not a Lincoln Continental. And the Expedition is a truck. Derived from Ford's revamped 1997 F-150 pickup truck platform, it shares nearly half of its components with that truck. However, the F-150 was designed to be carlike, so the Expedition isn't hobbled by a rough, old-style truck platform. The quiet interior contains comfortable seats and is loaded with car-like comforts. It's easy to forget that you're in a truck, and an optional air suspension improves the ride. The Expedition offers more room and towing capacity than a mid-size sport/ute, such as the Explorer, Chevy Blazer or Jeep Grand Cherokee. You get seating for nine in the 119-inch-wheelbase Expedition with a front bench seat and optional third-row seat. That's something the compact sport/utes and Tahoe/Yukon can't do. But the Suburban can seat nine--and in more comfort than the Expedition; the Ford's third seat was designed for those five-foot-eight or less. The third-row seat causes the new Ford model to have scant cargo space, but its seatback can be folded forward or removed for more cargo room. The Expedition is the only domestic vehicle in its class to combine a standard dual air bag system with standard four-wheel anti-lock disc brakes. It meets 1999 federal side-impact standards, and other no-extra-cost safety and security features include remote keyless entry with panic button and a passive anti-theft system. They'll probably be working overtime to meet the demand for this one.