Camping Review: 2022 Ford Expedition Max

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I don’t recall ever having a favourite SUV, but I now know which I’d most like to have if I could have any SUV I wished. Let me tell you a story about the 2022 Ford Expedition Max.

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Over an extended test-drive together, there were many moments where I fell in love with Max — and a few where I wanted to yell at Max as well. Before long, I realized I appreciated this machine the most not while driving, but instead, while it was parked for a few days. Eventually, I returned Max to its rightful owners, hoping very much that one day I’d have a Max of my own.

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An Expedition Max is a lengthy machine: basically a stretch version of the F-150-based Expedition upon which it’s built. A foot of added length earns the ‘MAX’ badge on the tailgate, and cargo capacity behind the third seating row is increased considerably. It also turns this cruiser into a fantastic place for adults to sleep very comfortably during a camping trip. More on that later.

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My Ford Expedition Max Platinum tester got second-row captain’s chairs and a third-row split bench, all of which power flip and fold to create a flat surface in seconds. Just press a button, and all of the seats disappear, going from people-mover to cargo van in five seconds flat. And what a massive cargo van it is.

When rear seating is in use, clever cubbies and charge ports run alongside the outboard third-row passengers. With their seats folded, those same provisions mean storage, organization, and charging flank the cargo area.

Need to reach in and move something without climbing aboard? The power-deployable running boards give you a handy step. Need to keep pets or kids contained but ventilated at the campsite? The rear tailgate glass opens separately of the door. Flip it up, and it’s a fun place for the family to sit down and eat lunch if it’s raining.

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Beneath the rear cargo floor are additional covered cubbies and bins to help keep your gear properly stashed, out of sight, and organized.

Down below, a full-sized spare tire bolts beneath the floor for an extra life if you get a flat or blowout while towing a trailer. That’s pretty much a must for life in Northern Ontario if you’re using a machine like this one as intended.

As a package, here’s a machine with a long list of features that take the stress and work out of switching from one adventure to the next.

Max and I had a good time on the highway.

Adaptive cruise control and lane-keeping systems are as on the ball as they come, with smooth positional corrections that reduce driver workload without startling or intrusive adjustments. Interior noise levels are admirably hushed even at a good clip, and though truck-like by way of a rigid density apparent to the ride, most highway cruising sees drivers floating along in near-silence from a commanding driving position with a nicely-calibrated set of assist features helping reduce their workload.

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Extra points for the vigorous massage seats, complete with heat and ventilation. These are a nice touch, but the sound of the various motors and inflators may prove too intrusive for your quietest moments at the wheel.

My first disappointment appeared on Highway 400 as well.

Though equipped with advanced BlueCruise for extended durations of hands-free driving on pre-qualified roadways, I couldn’t get the system to work on my test drive. The standard adaptive cruise control worked just fine, but even after prompting me to engage hands-free BlueCruise driving, Max began warning me to get my hands back on the wheel after 10 seconds or so. A little digging reveals that some owners have reported trouble activating this next-level cruise control system, so shoppers excited for BlueCruise hands-free driving are advised to be sure it’s working properly before accepting delivery of their vehicle.

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In all though, the well-calibrated highway drive and assists work to create a friendly, relaxing and welcoming character that permeates Max’s drive. The engine works to similar effect.

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In Platinum models like my tester, the 3.5-litre EcoBoost V6 generates 400 horsepower and 480 lb-ft of torque. Lower-grade models deliver slightly lower output.

In any configuration, this engine is a low-end torque expert. As a habit, I flipped Max into ECO mode at engine startup, and began playing a game of ‘how few revs do I need’ whenever accelerating.

The answer: not many. Light-footed, mileage-first drivers will find little need to spin this V6 faster than 1,500 revs in most city driving, perhaps a few hundred more on the highway. According to NRCan, the Expedition Max averages about 13.1 L/100 km overall, slightly higher than the standard-wheelbase model which clocks in at 12.6 L/100 km. On annual fuel costs, that’s a $125 premium. On my watch, careful use of the throttle in my well broken-in tester saw fuel consumption land at 13.3 L/100 km. It isn’t thrifty, but it is respectable given the size, torque output, and capability of the machine — provided drivers use minimal revs and capitalize on the low-end pulling power.

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You’ll hardly hear a peep from the engine room or feel a shift from the 10-speed transmission in the process.

If you’re a little patient with your acceleration and use ECO mode, I think you’ll find the mileage reasonable given Max’s heft, and when driven in no particular rush, I found it a wonderful place to sit back, socialize, relax, and watch hours of northern highways pass by through the giant windows.

It’s a relaxed drive with plenty of glass to take in the view and a powerful engine that’s happy to lug along.

Ride quality in the backroads was a strong point from my test drive, too — in all but one setting.

My rough-road testing route includes several dozen kilometres of badly-crumbling backroads, which I use as shake-rattle-and-roll test for trucks and crossovers. Many machines ride terribly on these surfaces, and a few are not bad.

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I appreciated Max’s strong steering isolation, which results in near-nil feedback from the road surface. That’s an easier time keeping Max pointed where I want to go, and less workload at the wheel.

Body motions rarely become dramatic, though heavily undulating surfaces may require a little extra caution. Mostly, the machine feels tough and durable beneath the driver — much more truck than crossover-like in many regards.

Still, while the suspension and interior panel noises are largely kept to a dull roar, drivers frequenting surfaces like these will likely find the backroads ride more impressive for its composure than its noise levels. Further, certain dips and bumps in the road can fling Max’s tail into the air on suspension rebound, causing cargo in the rear to go airborne a moment if you don’t keep your speed in check.

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One consistent gripe from my test drive dealt with brake-pedal feel. At times, Max’s brakes seem to require a very hearty stomp to engage maximum stopping power, leaving me wishing for a more eager and hair-trigger response at the top of the pedal’s travel. The brakes perform fine, but some drivers will wish for less pedal effort. Be sure to reposition the power-adjustable pedals for optimal leverage.

After 1,600 kilometres of highway and backroads driving, I mostly found the Expedition Max a spacious setup with a peaceful drive, excellent driver assist features, solid ride comfort in the bush, and a fuel bill that should prove reasonable as four-wheel drives with a 9,000-pound towing capacity go.  By way of how most of its features and drive are calibrated, this hulking road lounge delivers a very effective invitation to relax.

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Camping in the Expedition Max

Look: I’m a Northern Ontario guy, but I don’t really like camping.

There are mosquitoes, it always rains, my favourite bed and coffee are at home, and setting up a tent is high on the list of things I really don’t like to do.

But prepping for a camping trip with Max is a breeze.

First? Packing. There’s no drama or second-guessing whether you can fit something. The massive fold-flat cargo hold sees to that, and even with all three rows up, you’ve got a lot of room and seating configurations to play with. Forgetful? Just bring everything. There’s room, no Tetris required.

Second, the Expedition Max makes a great place to sleep. Use the inclinometer built into the instrument cluster to ensure a level parking surface for maximum sleeping comfort. Move your cargo to the front seats, and you’ll find stretch-out room on the flat floor where even two tall adults will fit on an air mat or sleeping pads with room to spare. If the kids want to sleep in a tent like peasants then fine, there’s room to bring one. For me? I’m sleeping on board.

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The handy storage and charging provisions flanking the cargo hold become dual bedside tables, complete with water-bottle holders, charging ports active without the ignition, and ample storage for phones, flashlights, and snacks.

Put a piece of painter’s tape over the interior dome light to dim it, and you’ve got a nightlight overhead for reading or pillow-talk. If you’re cold, two clicks remote-start the engine for 10 minutes of heat before automatic shut-off.

Nature calling? Exterior spotlights on the side mirrors come in handy to light the way to the outhouse. Further, sleep-toots can be evacuated easily by the rear tailgate, since its huge size wafts the entire air mass of the vehicle outside as it swings open at the push of a button. Click again to close it back up once the offending vapours are cleared. I’d recommend slightly opening a window or the sunroof for ventilation while sleeping; I taped $10 worth of patio door screen over the sunroof opening to keep the skitters out. With a few accessories including a privacy screen and shade awning from Moonshade, both of which are easily attached to the Max’s exterior, you’ve got a bedroom and sheltered lounge on wheels.

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My favourite moment from this remote camping test occurred one totally silent night under the total darkness of a Northern Ontario sky. I’m tucked in comfortably, as relaxed as I’ve been in months, and not a single photon of light originating from planet earth is entering my retinas.

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Lying face-up with your head at the very rear of the interior, just inside of the rear taillamp, gives you a panoramic view of the night sky out of the side- and rear windows. A rear sunroof would be sweet, though the view is still impressive without. So, I’m Bluetoothing a little jazz on the stereo (it’ll auto shutoff long before killing the battery), and I doze off, watching shooting stars — only to awake hours later rested, comfortable, and dry.

So, whether driving or camping with Max, I ultimately found a machine with a few weaknesses, many strengths, and a combination of space, features, and thoughtful touches that serve up an effective invitation to relax and enjoy your surroundings, whatever those surroundings may be.

The $90,000 ask for my tester is a big one, but shoppers seeking a tool to make life easier on the road and campsite will find a strong return on their investment.