Ford’s big, barley flagship SUV is not big for 2022 but a bit of barley. As part of a mid-cycle update, two new trim layers have been added for the 2022 Ford Expedition to add some interior and exterior styling changes, modified engine tuning that adds more power to higher trims, a new infotainment setup and an expanded rear-seat entertainment package. Integrates Amazon Alexa functionality into the existing suite of campaigns
The cabin saw the biggest transformation, as it was the first time in the expedition’s history that the full-size dash design was not shared with the F-150 (although this may be unreasonable, it Is Shared with Lightning). The new dash of the Expedition is lower and more spacious, with a standard 12-inch Sync4 infotainment screen or optional 15-inch Sync4A unit available on the Mustang Mach-E. Also available is a 22-speaker Bang & Olufsen Sound System and BlueCruise Hands-Free Highway Driving Assist, although it is currently only available in Platinum Trim. A new “stealth” package available in multiple trims conveys the feeling of a street performance and when paired with the available 440-horsepower EcoBoost V6 it gives a believable impression of an Expedition ST even though it is not named.
There’s also the 2022 Ford Expedition Timberline, which shares that punchier V6 and combines it with a variety of off-road decorations, and that’s what Ford invited us to drive to Holy Oaks ORV Park in southeastern Michigan. Following in the footsteps of the Explorer timberline, a similar operation adapts some of Ford’s existing off-road tactics, including underbody skid protection from the F-150 Raptor and trail turn assist features that first made headlines when Ford demonstrated it in an early Bronco prototype. . This is a convenient feature on the Tight Trail, even in Ford’s smallest 4×4.
However, the campaign is not small. In fact, some of the Holy Oaks’ pleasurable forgiving paths also offer tight switchbacks that can’t be discussed more than a two-door Bronco or Jeep Wrangler without resorting to a three-point turn. In these instances, there’s a shot at upgrading Trail Turn Assist from gimmick to “it must be”, of course it works, which it basically does. And I don’t just mean on paper; I’ve used it before. But my progress at Holly has been quickly confirmed, some functions don’t necessarily mean it works well – or every single time.
Before I explain its pitfalls, it’s important to understand how Trail Turn Assist works. This is a brake-based technique that pulls the inner rear wheel with a tight bend to pivot around the vehicle, rather than rotating it naturally – and of course much larger – in the turning radius. The braking part is operated entirely by computer; The part where you perform a perfect pyruvate around that stationary tire is up to you. Naturally, your results may vary.
But before you get to that part, you have to turn it on. To do this, you click on the small expedition portrait in the upper left corner of that new infotainment screen. This menu displays your less-used features – you know, the ones found on the buttons, probably where the Dash console was combined. You know that icons are probably obscured by molded rice checks and lint which may not actually be lint. So what Purple?
Anyway, back to the campaign. Now that the feature is enabled, it stays dormant until you come to a corner and apply full steering lock. Once you get the wheel opposite the stop, you will hear the ABS system occupy the inner rear wheel for the favorite life. This is your signal to go to throttle and trust the computer to do the rest. And in a Bronco, hey, no big deal. It’s a compact 4×4 that’s relatively easy to reign in if anything weird. But it’s not a Bronco, is it?
Not really. The Expedition Timberline is 17.5 feet long and weighs 5,500 pounds north. It’s a lot of SUVs, and I’m working with lots of power (440 horsepower) and lots of torque (510 lb-ft). It’s 950 ways for me to screw this up, and turn the trail Please help Just that – help. It can’t stop me from driving over-, under- or otherwise wrong in this corner. I being, I immediately stopped checking all three boxes.
Foolishly believing Ford would never tell us to try a feature unless it is guaranteed to work, I made it easy until the first switchback, moved the wheel to the left and gently and gently pressed on the throttle. The right rear wheel responded with duty, digging hard into the soft dirt – somewhat too soft, as it turned out. Soft enough, in fact, braking the inner rear wheel doesn’t actually keep it stable; It was just along for the ride.
The aggressive throttle campaign helped find the dirt that could grab it, but by then I was offline for hard left-handed. Defeated, I untied the wheel to send Trail Turn Assist back to sleep and quickly finished the technique with a three-pointer. Lesson learned: A tool is just as effective as the craftsman that operates it. When the next opportunity came, I knew what I was getting and was able to deliver the power to Goldilocks and run the strategy in one shot. See? It is By Welcome to work, Ford.
The rest of my junta proved to be relatively abnormal through Holly’s poison-ivy-lined pebble peat. Take it as a compliment if you want – it’s definitely not for criticism – but it gave me plenty of time to think about the package in front of me.
While it’s hard to blame Ford for chasing the same nominal outbound customers as other manufacturers, I had a hard time imagining the buyer who looked at the Expedition Timberline spec sheet and said, “That’s exactly what I need.” If you are one of the seven people in the world who really, really love their adventures and have a sick and tired Ford truck for you to repair body damage from an unchanged, rocky driveway or an off-asphalt destination.
Could it go off road? Sure. Does it simultaneously (or better) do anything else worth the equivalent of an 18-foot monster? Yes, probably. Is it exciting? Good God, no. This is an expedition – an 18-foot day-care bus with enough lat capacity to serve the entire PTA. Just acknowledge you like a burly tire and a small orange stripe on the front. You don’t have to pretend to spend $ 85,000 on an SUV with off-road tires to get around that thorn in the dirt driveway of Lake House. Also, no one will be impressed by your shiny new truck if you try to make it look like a block on the side of the psychore. Leave that vulgarity to the Bronco crowd.
After an off-road trip (slightly “e”), I jumped on the only non-timberline model I could get my hands on – a limited, as seen – enclave surrounding the small town of Holly for an hour-long loop around rural and remote suburbs, Lets me get a sense of the updated real world. The 15-inch version of Ford’s updated infotainment runs Sync 4A (as opposed to the standard Sync 4 which powers the smaller screen) – the same interface whose depth I had to plumb to detect hidden off-road features in the Timberline.
Simply put, I liked it better off the road, where I had more time to look at each page in search of what I needed. One thing to sit on a dirt road for a minute or two to think about various optional gimmicks and gadgets; It’s another thing to have 50 miles per hour of traffic in your clothes with the smell of skunk, when you try to remember which sub-menu is hiding the “recirculate” button. Other than the learning curve, I had no other complaints.
Timberline is a lifestyle look package that has enough built-in functions to validate. Strictly speaking, it does not need to compete with any other off-road. It has to look the way it looks and be equipped with the same big, bad engine as the Expedition’s other top-dog trims. By this arrangement, it is a home run.
I haven’t been able to sample Expedition Platinum with the standard BlueCruise or the new B&O audio system, so stay tuned as these become more widely available and we have the opportunity to spend more time with them. In the meantime, rest assured that the 2022 updates do nothing to reduce the efficiency of the campaign as a mega family-holer. Opting for the Long-Wheelbase Max model will lock you out of Timberline, but hey, are you really going to use it?