2025 Ford Expedition Tremor Review

I’m a fan of full-size SUVs done up with rugged finishes, which are better suited to these behemoths than they are small ones that tend to fall short when it comes to capability.

In the tough, truck-based sport utility segment, Toyota has added the TRD Pro package to the Sequoia to great success, while the Nissan Armada is now available with the Pro-4X kit. Then there are the Chevrolet Tahoe and GMC Yukon twins, both of which have offered off-road option groups for years. And now the 2025 Ford Expedition Tremor has arrived to muscle into the plus-sized pack.

Power 9 / 10

The Expedition comes exclusively with Ford’s venerable twin-turbocharged 3.5L V6. The Tremor trim benefits from the high-output version, which delivers a class-leading 440 hp and a whopping 510 lb-ft of torque. As impressive as that latter figure is, the Sequoia’s twin-turbo V6 benefits from hybridization that ups the torque count considerably, with 583 lb-ft of it. But then all that electrification equipment makes the Sequoia more than 200 kg (441 lb) heavier than this particular Expedition, making it feel notably more swift when accelerating.

In fact, published testing has shown the Expedition Tremor snapping off a zero-to-96 km/h sprint of 4.9 seconds, which is absurdly quick for a machine with the proportions of a cottage. And while measuring acceleration times in a vehicle like this is a bit fruitless, it’s indicative of just how much thrust the Ford’s V6 delivers. It’s useful not just for embarrassing muscle cars across the intersection, but is indicative of how effortlessly it can tackle an obstacle or tow. 

Practicality 9 / 10

That’s also what we did, taking advantage of the Expedition’s capability and hauled an Arkto Campers G12 off-road trailer around Alberta and British Columbia, where the Expedition made effortless work of its roughly 1,800 kg (4,000 lb) wet weight, even when climbing mountain passes or traversing a rocky beach. Rated to pull 4,200 kg (9,300 lb), the Tremor’s off-road capabilities lower the maximum towing capacity by roughly 150 kg (331 lb) — not enough to knock it from the top of the segment.

Even at 612 L, the space behind the third row is smaller than in some of the Expedition’s competitors. Similarly, its 3,072 L of maximum cargo space is less than what’s in the Tahoe, though peering into the vast cavern that is the Expedition’s cargo hold, it’s tough to imagine needing more space than what’s there. Of course, if you do, there’s always the larger Expedition Max, although it isn’t available with the Tremor treatment. 

Passenger space is extremely generous across all three rows, even if it trades a few millimetres here and there to the competition. Full-size folks can fit in any of the three rows, even if they’ll have a bit more trouble accessing the rearmost seat. (For what it’s worth, the Expedition Max doesn’t get more passenger space, just cargo capacity.) 

Features 9 / 10

The Expedition Tremor gets a slight suspension lift, an off-road crawl feature, and the skid plates and side steps from the F-150 Raptor pickup. Those features, along with the 33-inch all-terrain tires, gave this big bruiser surprising off-road prowess as we piloted it over some surprisingly gnarly topography without ever touching the underside armour.

Inside, despite being the most rugged Expedition, it’s nevertheless a lavishly-appointed truck with everything from heated and cooled front seats and heated second row seats to a panoramic sunroof, a 10-speaker stereo, and enough power outlets to keep an entire Best Buy inventory charged up.

The cargo hold opens via a powered two-piece liftgate-plus-tailgate affair that adds a convenient perch for the various boxes and bags needed when camping, although it makes the reach into the depths of the cargo hold trickier. One of the neatest features is the massive console and compartment fitted between the front seats that can be powered back to serve second-row occupants. When moved all the way forward, it closes off a large cubby space that locks items out of sight when the vehicle is parked.

Safety 7 / 10

The extensive feature count pours into the advanced safety suite. The latest version of Ford’s BlueCruise driving assistance is standard on the Tremor, and during this test it enabled uninterrupted hands-free motoring between Calgary and Edmonton, managing speed and lane discipline comfortably. Of course, the system also integrates with autonomous emergency braking and collision-avoidance steering inputs, blind-spot monitoring, automated wiper and high-beam control, and a cocoon of airbags for all three rows of occupants.

User-Friendliness 7 / 10

For 2025, the Expedition’s cockpit is dominated by a pair of massive screens. On one hand, it’s a slick setup that presents essential driving information up high on a 24-inch widescreen display that integrates navigation mapping, too. Meanwhile, infotainment, climate, and secondary control activation is managed by a 13.2-inch central touchscreen. The system offers some configurability and navigates swiftly, but it takes some getting used to the sheer information overload that a driver is presented with at any given time.

We’ve complained, as have a growing number of consumers, about having too many functions embedded into screens, and it’s true here that outright functionality has been diminished by this digitalization of simple stuff. For instance, the Expedition’s headlight controls are now buried a few menus deep, which is both tedious and annoying. Plus, one morning as we set off with the trailer, the Tremor’s computerized brain had a complete spasm, throwing up every critical warning and alarm klaxon it could, none of which could be quelled until the battery was disconnected and the Expedition was given a 15-minute timeout to get over its tantrum, after which there were no further issues.

Beyond the forced digital interaction, the rest of the Expedition’s interface is good. The outward view is decent with so much glass, but it’s a large vehicle, so positioning the corners is best aided by the cameras providing their 360-degree view.

Comfort 9 / 10

Seating is very comfortable too, with plush, generous thrones to sit upon, and the option of either second-row buckets or bench seating to optimize the passenger space. For such a capable and rugged machine, the ride quality is downright decadent, too, with even nasty washboard roads and potholes being soaked up by the suspension without disrupting much of the cabin. And the Expedition is very quiet, with wind, road, and engine noise all being well-hushed.

Driving Feel 7.5 / 10

Beyond its quiet and comfortable ride, the Expedition Tremor is smooth in its driving feel, too. There’s little steering feel, but considering the size and mass of this truck, its suspension is well-tuned to manage body roll and nose dive when handling and stopping, while braking power is strong and smooth. Frankly, its driving feel is more sophisticated than expected, making it more refined and luxurious than such a big, off-road-ready rig has a right to be. 

Fuel Economy 7 / 10

With a combined rating of 13.3 L/100 km (15.4 in the city, 10.7 on the highway), the Expedition Tremor’s fuel consumption is mid-pack within the segment, bettering its V8-powered rival from General Motors (GM ) while consuming more than the hybrid Toyota. What really hurts is the high-output engine’s thirst for premium-grade gas, unlike any of its competitors.

Styling 8 / 10

Given how smooth, comfortable, and capable the Expedition is as an on- and off-road family hauler and utility machine, it would be enough to consider this latest version a success, but Ford’s stylists did a great job making the Tremor version look strong and purposeful, too. Its slight lift, chunky tires, and yellow accents make it look properly rugged and suited to the adventures this rig is capable of. Plus, thanks to this tester’s green paint that was nearly a match for our Arkto trailer, we actually had a few folks wonder if it was some sort of military setup.

Value 7 / 10

With a starting price of $104,470, our Tremor was mercifully spared too many options, only adding a power-folding second-row bench seat for $800, and a block heater for $375, still ringing in at $108,240 after the obligatory destination fee ($2,595) but before tax. Pushing into six-figures, this is Lincoln Navigator money — a vehicle with which the Expedition shares plenty. Still, the Expedition Tremor isn’t alone at this lofty price point with similarly-trimmed GMC Yukon and Toyota Sequoia trims in the same ballpark. Only the Armada and Tahoe come in notably cheaper.

The Verdict

Full-size SUVs like this should be rugged, durable, and capable of the sort of feats of strength worthy of their considerable cost. The 2025 Ford Expedition Tremor delivers a comprehensive package that can go off the beaten path, tow an impressive amount, and yet keep the family and all their stuff comfortable inside. It’s a remarkable machine that’s only let down by the extreme digitization of the cockpit and the resulting quirks and frustrations associated with it.