Like big brother Excursion, the Ford Expedition is a tad longer than its Chevy rival: its 119-inch wheelbase is up by three inches and its 206-inch length is up six. With the 2003 redesign, Ford let the Expedition evolve on its own terms instead of simply attaching a trunk to the F-150 again. The redesign surprised many with the addition of rack-and-pinion power steering and an independent rear suspension. Neither one a Tahoe option, both go a long way in familiarizing the driving experience to people stepping out of cars.
The rest of its equipment is a bit of a maze, as the Expedition is now up to five trim lines. The base XLS ($33,295) starts with three rows of folding seats, adjustable pedals, power everything, cruise control, keyless entry, and cassette and CD players. Next up is XLT adding rear air conditioning, alloy wheels, roof rack, running boards, and the 5.4-liter engine option. XLT Sport adds nothing meaningful: different-color bumpers and body cladding, sparkle silver grille, tubular running boards. The NBX is the off-roader, adding the larger engine and 4WD standard, along with skid plates, tow hooks, and Bilstein shocks. Topping the range is, as usual for Ford, an Eddie Bauer model, adding automatic climate control, leather, front captain's chairs, center console, steering wheel radio controls, rear radio controls, memory system (mirrors, driver seat, pedals), power rear quarter windows, CD changer, auto-tilt-down rearview mirrors with turn signals, and a trip computer.
The Expedition XLS is limited to the smaller V8; the NBX gets the larger one. All models come in 2WD or 4WD except the NBX (4WD only) and the 4.6-liter Eddie Bauer (2WD). Antilock 4-wheel disc brakes with electronic brake assist is standard on all. Ford's omittance of payload capacity on its website is curious, since it's mostly competitive: 1,481 pounds, according to one source. Less competitive are Ford's engines. The first of Ford's two 16-valve SOHC V8s (GM's are 16-valve pushrod engines) only manages 232 horsepower and 291 pounds-feet of torque compared to the base Tahoe's 285/295. Even in land yachts like these, 53 horses is a big loss to the stable, especially with the Expedition's slightly greater weight to pull. Ford's optional 5.4 V8 ups the ante to 260/350 - still down 35 horses from the high-end Tahoe. It's only natural, then, that a base Expedition can only tow 5,000 pounds, though that leaps to a competitive 8,950 for a 5.4 model.
The Ford's case improves in the comfort department. Compared to others, the Expedition's interior is classy, its third-row seat is far roomier (than anyone's, though the Tahoe's especially), and it disappears into the floor with one simple fold, Honda Odyssey style. The space-saving independent rear suspension is given credit for that one, although reportedly, it didn't do as much for ride quality as the technology might promise. The Tahoe's dead rear axle suspension may be clunky, but Ford's setup is usually thought of as giving an overly firm ride. Steering and handling, on the other hand, are clearly in Ford's favor.
It seems that the Tahoe makes the better truck while the Expedition makes the more convincing surrogate car. As long as consumers keep buying one to use as the other, that points to a clear choice in this round of the Ford vs. Chevy duel.
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