2023 Ford Expedition Stealth

by Marouf Hussain Chowdhury. January 3, 2024

Ford

The Good:
– Modern tech features
– Cabin trim and space
– Strong turbo engine

The Bad:
– Competes with buses in size
– Some hard-plastic trim
– Expensive with options

After finally being given a complete redesign back in 2018, the Ford Expedition became a credible contender in the exclusive world of full-size SUVs in our region. The best bit about the big new Ford was that it was already fast (relatively speaking) out of the box thanks to a standard turbo engine. So a “performance” spec debuting is no surprise, aside from the fact that it took this long.

The conservatively-handsome Expedition recently got a not-particularly-obvious facelift, and still sits on a steel body-on-frame chassis with aluminium bodywork just like the F-150 truck. On this generation’s debut, it was the longest SUV in its class, but it has since been eclipsed by the latest Chevy Tahoe and Jeep Wagoneer. While you can get an even longer version with the Expedition EL, the regular-wheelbase model is plenty big. Much bigger than even the popular Nissan Patrol.

The Stealth Performance Edition trim level features unique black accents, EXPEDITION lettering on the hood, immense 22-inch premium black-aluminium wheels and red “performance-tuned” brake calipers.

Climbing inside using the fancy power-folding side steps, you are greeted with wide lightly-bolstered seats and sky-high headroom. The pre-facelift version’s button-cluttered centre console has been replaced by a billboard-sized 15.5-inch touchscreen. There is padded stitched-leatherette on the dash, window sills, door inserts and other surfaces that match the leather seat upholstery, yet the steering-wheel airbag cover is hard plastic, reminding you of the Expedition’s roots.

Cabin space is immense, better than its Japanese rivals, with sliding/reclining second-row seating, reclining third-row seating, power fold-down second and third rows, and even a power fold-open third row. Access to said third row is a bit tight, on account of the second row that only partially folds forward as it is designed to keep latched-on baby seats in place. There is a built-in cargo barrier in the apartment-sized boot that can be used as a second deck for more cargo when the third row is in use.

The huge capacitive touchscreen is responsive, with an intuitive simplified interface and even a cool dial built onto the bottom part of the screen. Android Auto and Apple Carplay are included.

The fully-loaded Stealth’s spec sheet is too long to list, but some prominent features include a “best-in-class” 1080W 22-speaker B&O stereo, blind-spot monitoring, 360-degree cameras, auto-parallel parking, in-car wifi, power-adjustable pedals, hands-free power tailgate, door unlocking using a keypad, cooled front seats, panoramic glass roof, wireless phone charging, smart key, dual rear screens, adaptive cruise control, automatic braking for reverse and pedestrian collision avoidance, lane-keeping assist, a full set of standard airbags, some towing thingies we’re not familiar with, and much much more.

The climate-control a/c (with rear vents and controls) takes a long time to blow cool air if the car has been sitting in the summer sun all morning, but is strong when it finally gets going.

The Stealth gets more power than the lower trim levels, with the potent 3.5-litre EcoBoost twin-turbo V6 now making an impressive 440 hp at 5000 rpm and 691 Nm of torque at 3250 rpm, mated to a 10-speed automatic. It’s probably the quickest large SUV out there now, barring the Germans.

We managed a 0-100 kph time of 6.4 seconds during our early-summer afternoon run, although the turbo motor still drinks like a V8. We burned 20 litres/100 km (5 km/litre), same as the 400 hp Platinum we tested before. We suspect you have to slow down to see substantial gains.

The Stealth comes with “sport tuned” adaptive suspension which uses a front-facing camera to continuously monitor upcoming road events like speed bumps and dynamically adjusts shock absorber stiffness in real time to match the road surface and driver inputs. It still rides a bit floaty, and there is noticeably less body roll in sport mode, although it’s still not really an athletic handler.

The steering is light with minimal feedback, while the brakes offer decent stopping power for such a big car, although the pedal response is a bit uneven in terms of linearity.

It offers a smooth ride on well-kept roads, but the low-profile tyres introduce a jitter on rougher surfaces, yet flattening bigger bumps with ease. There is minimal road noise and wind noise at 120 kph, thanks to smaller aerodynamic mirrors than rivals. And thanks to its myriad of driver-assistance nannies — including one called Park Assist 2.0 — it’s not tough to manoeuvre and park as long as it fits.

A “Terrain Management” system has 7 drive modes to choose from which include Normal, Eco, Sport, Tow/Haul, Gravel/Snow, Mud/Ruts, and Sand. The four-wheel drive system has 2H, 4A, and 4L. There is no 4H mode as the electronic centre-diff lock for 50:50 front:rear torque split is computer-controlled under the 4A setting, when the Mud/Ruts or Sand modes are selected. There is also a button for the electronic rear-diff lock.

The Expedition can do a fair bit of dune-bashing, but it cannot be hammered as hard as a Land Cruiser or a Patrol due to its lower ground clearance, more limited approach angles and overall larger size. That puts it in line with its American rivals, but with a deft hand, it can easily be a go-anywhere camping vehicle for the family. Interestingly, Ford now offers a Timberline trim that is a bit more offroad-capable.

The Ford Expedition is now firmly in premium territory, but with the level of metal and technical advancements they offer, the value is arguably there. The Stealth version may not be a serious “sports” SUV, but it is still the best of the lumbering oafs when it comes to handling, with all the standard benefits of a bus-sized SUV.