SUV Review: 2022 Ford Expedition Max Limited

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Back for 2000, Ford one-upped its Expedition by introducing the Excursion, the largest SUV made by anybody at the time. It lasted only a few years, with some critics blaming its poor sales on the premise that it was possible to make a vehicle that was simply too big.

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But that was then, and this is now. I’m in the 2022 Ford Expedition Max, which is exactly the same width as that bygone Excursion, and shorter than it by less than the width of my outstretched hand. If you’re shopping in this segment, measure your garage and driveway first.

The Expedition and Expedition Max have identical interior dimensions for their three-row seating, while the Max’s extra length is all behind the last-row passengers. With the third row up, the Max offers a maximum of 1,019 litres of cargo space, while the regular Expedition goes to 591 litres. That makes it popular with airport ride services, since you can put people in all three rows and still cram in their luggage.

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It’s one of a few big body-on-frame SUVs on the market, but GM is the only other automaker offering two lengths along with Ford, as the Chevrolet Suburban and Tahoe, and GMC Yukon and Yukon XL. Their upscale counterparts, the Lincoln Navigator and Cadillac Escalade, come in two lengths as well. Others in the category come in a single length, including the Toyota Sequoia, Nissan Armada, and new Jeep Wagoneer and Grand Wagoneer.

With refreshed styling for 2022, the Expedition starts at $69,840 for the XLT in standard length, but I was at the opposite end in the Max Platinum at $98,725. Mine had several options that spun it up not far from Navigator territory at $101,969 before freight and taxes. Tip your driver well if you’re picked up at the airport by someone financing one of these.

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All trims use a 3.5L V6 with turbocharger — Ford calls it EcoBoost — that’s tuned differently depending on the trim level. In the Platinum, it makes 400 horsepower and 480 lb-ft of torque. It’s almost hard to believe that six cylinders can pull a beast this big around, and with the strong acceleration this thing has. It’s officially rated at 12.9 L/100 km in combined city/highway driving, while I averaged just slightly higher at 13.2. If you opt for a gasoline engine in the similarly-sized Suburban (which also offers a diesel), the two available V8s are rated from 14.3 to 15.1 L/100 km in combined driving.

Power gets sent to the Expedition’s tires through a smooth-shifting ten-speed automatic transmission. Buttons switch the 4×4 driveline from rear-wheel to 4High, 4Low, and a 4Auto setting that lets you drive in four-wheel on hard surfaces, which is handy on wet roads or those with snowy patches.

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Towing capacity for the Max is 6,600 pounds, but when equipped with a maximum towing package – which added $894 to my tester – you can go to an impressive 9,000 pounds. The package includes Pro Trailer Backup Assist: turn a dial on the dash in the direction you want the trailer to go, and the truck obediently steers itself the correct way. It’s handy, but you still need some basic knowledge of trailer positioning, and a novice won’t become an expert on the first attempt. You also have to first calibrate the trailer with sensors or stickers. Once you’ve done that, the truck stores the profile info for up to ten trailers.

The Expedition is a comfortable ride. Despite its truck underpinnings, it’s tuned for SUV-style steering and handling. You never forget how big it is, but it has a surprisingly tight turning circle, and handles curves and road imperfections with less body roll than expected. It feels similar to the equally-polished Suburban, and better than the wobblier-sprung Wagoneer.

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That huge footprint means lots of space for passengers, including in the third row, which offers a generous amount of legroom and relatively easy access to get back there. Unlike many three-row SUVs, you won’t mind drawing the short straw for sitting back there.

The Platinum carries over features found on other trims, such as tri-zone climate control, hands-free liftgate, navigation, power-folding and power-reclining third-row seats, and panoramic sunroof; and then adds more items as standard equipment, such as power running boards, 22-inch wheels, premium sound system, self-parking, massaging front seats, and a 15.5-inch centre touchscreen running the latest version of Ford’s SYNC 4 operating system.

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Having a big-screen TV stuck on the dash is obviously popular with some, but I’m not a fan. Beyond its gaudy look, many functions take several steps when they could be handled quickly and simply with hard controls, such as fan speed or temperature. At least there’s a large dial for stereo volume, but I’m not sure why you can get a hefty fine for swiping or tapping a phone behind the wheel, but not this big tablet that operates exactly the same way.

The Expedition competes in a niche market, and one that’s usually dominated by the GMC Yukon; and most buyers opt for the Yukon’s highest-trim Denali at that, which runs slightly less than my tester when outfitted similarly. While it’s likely more than most will need for simply getting a family around, the Expedition might be the “right truck” for those who want its towing capacity and more seats than they’d get in an F-150. What was once considered too big for everyday driving is now business-as-usual in today’s auto scene.