| 2003 Ford Expedition Review | Toronto Star Wheels - 10/26/02 | |
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THE TEST VEHICLE:
2003 Ford Expedition Eddie Bauer: 4 door with rear lift gate 5.4L SOHC Triton™ V8 engine, 16 valve 260 hp @4500 rpm 4-speed with electronic automatic overdrive transmission 17 inch aluminum alloy Wheels |
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“Sweet truck!”
That was my youngest son’s instant appraisal when I picked him up at school in the 2003 Eddie Bauer Expedition that was to be my test vehicle for a week. His was an accurate, if succinct, observation. The new Expedition is big, comfortable and good-looking with the feel of a luxury car, and the advantages of an SUV. Notice I didn’t say drives like a luxury car because while it’s definitely a smooth ride, drivers must still remember they’re in charge of a 2579 kg. automobile Let’s just skip the anti-SUV rants here and recognize that if you’re considering this vehicle you likely need to regularly accommodate many passengers along with varying amounts of cargo, are mindful of bad weather and road conditions, and must tow heavy things, yet want comfort, convenience and an upgrade from basic transportation. You’re also well aware that there’s a 106 litre fuel tank that uses regular gas at an average rate of 17 litres per 100 kilometres Just about everything, from the roof rack to the reverse sensing system with message center, is standard on the Eddie Bauer model with the exception of: AdvanceTrac™, in-dash navigation system, Safety Canopy side curtain airbag system with Rollover sensing, rear seat DVD Entertainment system and power moon roof. Also available on the Eddie Bauer is seating for seven with two second-row leather captain’s chairs. My test vehicle was equipped with all of the above except the navigation system which if installed replaces the in-dash six-disc CD changer with the front floor console mounted one. FIRST IMPRESSIONS: The step-in height of the 2003 Expedition is two inches lower than previous models; while that doesn’t sound like much it does make a noticeable difference. This being a good thing for those who previously bemoaned having to climb their way up into the driver’s seat, but a bad thing for those (me) who liked the big old truck feeling in previous models. With two captain’s chairs in the second row, plus the lower step-in height, for a brief moment it felt like - dare I say it - a minivan, albeit an upscale one. But that feeling quickly passed once I’d checked out the vehicle’s exterior lines, drove it around a bit and realized its tow capacity. The ability to tow 3930 kg/8,900lbs (the best in its class) means hauling a fully loaded trailer on family road trips won’t be a problem. This is a smooth riding, quiet truck that turns tighter without feeling tippy and has noticeably less rocking and bounce than previous models, which is partly attributable to the fact that the 2003 Expedition has an independent rear suspension system (the first in its class). Understanding all the intricacies of the coil-over-shock double wishbone rear suspension, the fully boxed frame with hydroformed rails and 70 percent stiffer torsional rigidity, is thankfully not mandatory in order to appreciate how the Expedition handles. Though owners need to familiarize themselves with all of its steering and braking capabilities. The ControlTrac™ has what’s called “surface detection predictive technology” which essentially means it anticipates wheel slippage in low-traction situations and automatically transfers torque to the wheels (front-to-rear) with the best traction. The Brake Assist feature works in emergency or panic braking situations and helps quickly apply full braking power which, according to Ford, reduces braking distance by 20 percent or more. Dual-stage airbags, seatbelt pre-tensioners and seat-track sensors that match airbag deployment to driver size and crash severity, are all part of the Personal Safety System. The Safety Canopy™ system ($565.00 option) with electronic rollover sensors has side curtain air bags that cover two-thirds of the first two rows’ side glass in the event of side-impact or rollover. There is a new bumper beam located behind the front fascia positioned at the same height as bumpers and side impact door beams on most passenger cars, which may quash some of the safety concerns other drivers have about the height of SUVs, as this is supposed to “improve Expedition-to-car compatibility” and in a collision “help enhance the crash-energy absorption capabilities of both vehicles”. THE INSIDE STORY Life is definitely easier in this redesigned Expedition. A power folding third seat that folds flat (a first for full-size SUVs) heads the list of good things. With the push of a button, (two buttons actually since the bench has a 60/40 split and each section has it’s own power button), you instantly have more cargo room without having to wrestle that third seat out of the truck and into the garage, plus you’re not constantly deciding before each trip whether or not to put it back in. One set of controls is in the rear cargo area and another is accessible from the second row. With both rows of seating down, there’s 3129 litres (110.5 cu.ft.) of cargo room, with just the third row folded: 1723 (60.9) and with everything up: 571 (20.2ft). Large families will probably forgo the two extra captain’s chairs and stick to the more standard 40/20/40 split bench with seating for three. Though long past the baby stage and not having actually tried it out, this configuration offers a sliding center section that moves forward up to 279 mm (11 inches) placing young ones within easy reach of parents, which seems like a good idea. Getting into the third row is still a pain. With captain’s chairs in the second row, it’s quicker for smaller people just to scoot through the space between the two seats (but mind your head – youngest son hit his head, several times, on the ceiling-mounted DVD housing while climbing through this way.) For larger people, or with the standard second row seating, you still have the same two-step tilt process, which remains an awkward maneuver. But once you get there you’ll be pleased with the space. The new independent rear suspension allows for a lower floor (nine inches lower), which translates into more room and allows the seat to fold down into the floor. The afore-mentioned rear seat DVD entertainment system has a flip down seven-inch LCD screen with AV inputs for video games as well. Turns out the drive to the grandparents’ house is about the same length as the average movie. A happy coincidence, but at $1720 it’s not an option I’d consider unless I had younger kids and did a whole lot of long distance driving, and then I’d insist they wear headphones. Be aware that with the DVD screen down, the driver’s view to the rear is obstructed. Some drivers may also have to strain to peer around the new taller driver’s chair with its all-in-one headrest. THE DETAILS Heated and cooled seats are an easy-to-get-used-to luxury. The adjustable control buttons have been moved from their former position down with the floor-level seat controls (where they were constantly being accidentally bumped and turned on) to a protected spot in front of the center console. Combine the 6-way power adjustable driver seat (with memory) with the adjustable pedal feature and everyone, regardless of stature, should be safe and comfortable behind the wheel. The reverse sensing system is sensitive and annoying but occasionally useful. Obviously with a vehicle this size (5228mm/205.8” long, 2000mm/78.7” wide and 1971mm/77.6” high), parallel parking and reversing into tight spots takes a bit of practice. It’s advisable to check garage-ceiling heights before venturing in. Side view mirrors are huge, heated, and automatically tilt down when the truck is in reverse, with turn signals and approach lamps on the Eddie Bauer model. There’s a dash-mounted, easily accessible switch that allows you to choose from settings, including A4WD and 4X4 high and low; depending on the terrain. Door handles; the large, hand-through-pull-out type, are easy on the hands no matter what your size or strength. And much to my relief, the rear hatch door is lighter and easier to pull down, with glass that also opens separately. There are plenty of cup holders throughout, but I wouldn’t recommend slamming the front doors while there are open cans in the two cupholders that are molded into the doors. The in-dash 6-disc CD changer eliminates the need for having the changer in the console and leaves room for a cavernous storage area between the two front seats. Auxiliary power ports, roof air vents for back passengers and second row stereo and temperature controls are nice touches. MINOR DETAILS Didn’t care for the four round shiny chrome Audi-wanabe vent covers, although simply twisting the outer ring is a handy way to control airflow. The two-tone dash looks a bit odd at first but is meant to reduce glare. Cruise control and a second set of climate and audio controls are located on the steering wheel where a couple of the push buttons are too small and close set. Oddly, the power window and lock buttons on the door are a lot smaller than in previous models, and the reversed position of the door lock/unlock switches is a minor annoyance. The tilt steering wheel mechanism is stiff and difficult to control. Also since the gearshift lever is on the steering column, for many drivers the correct position of the wheel will effectively block their view of the gearshift indicator. The dash-mounted Message Centre and control buttons are also partially obstructed. The brochure lists six exterior colours available on the Eddie Bauer (the test vehicle was a head-turning Estate Green) however the interior only comes in “Medium Parchment” leather; a fancy name for beige. PRICE: Base MSRP prices range from $44,760 for the XLT 4.6L model to $52,305 for the 5.4L Eddie Bauer. There’s also a 5.4L FX4 Off-Road package starting at $45,945.00. The test vehicle listed at $57,165 (plus destination and delivery). |