2017 Ford Expedition

The 2017 Expedition's sole engine, the 3.5L twin-turbo EcoBoost V6, was rated 365 hp across every trim (XLT through Platinum, standard and EL) — the trim-specific 400 hp bump for Platinum arrived with the 2018 redesign, not this generation.

Strong low-rpm torque from the twin-turbo V6, uniform across the 2017 trim lineup.

Instrumented tests of the closely related 2015-2017 EcoBoost Expedition ran from 6.3 sec (Platinum 4x4, Car and Driver) to about 6.9 sec depending on trim/drivetrain weight; used the midpoint as representative of the volume 4x4 configuration.

The twin-turbo EcoBoost V6 delivers strong, mostly seamless power with minimal perceptible lag thanks to abundant low-end torque, though period reviews noted it lacks the smooth, effortless character of a V8 and some coarseness under hard throttle.

The 6-speed SelectShift automatic (6R80) shifts smoothly in normal driving but was already a generation behind rivals' 8-10-speed units by 2017, with occasional hunting under partial throttle and less crisp response than newer competitors.

With the Max Trailer Tow package, the 2017 Expedition 4x2 topped out at 9,200 lbs, among the highest in the full-size SUV class at the time; 4x4 models rated slightly lower.

Four-wheel drive with a two-speed transfer case (low range) was optional across every 2017 trim level (XLT through Platinum, standard and EL) via an electronic shift-on-the-fly system, but it lacked the terrain-select modes or torque-vectoring sophistication of newer rivals.

An optional FX4 Off-Road package (heavy-duty suspension, skid plates, hill descent control, all-terrain tires) was available on 4x4 XLT and Limited trims, giving light-duty capability, but stock ground clearance (~9.3 in) and the body-on-frame chassis fall well short of a dedicated off-road SUV.

A single engine (3.5L twin-turbo EcoBoost V6) paired with one 6-speed automatic was the only powertrain offered across the entire 2017 lineup — no hybrid, diesel, or alternate engine choice.

The outgoing 3rd-generation Expedition's 3.5L twin-turbo EcoBoost V6/6-speed automatic rates 17 MPG combined for the volume 4x4, at the bottom of the full-size SUV band and a full 2 MPG behind the redesigned 2018 model that arrived with a 10-speed transmission.

City MPG sits at the floor of the full-size SUV city band, reflecting the heavy body-on-frame platform and only a 6-speed automatic to manage the twin-turbo V6's power delivery in stop-and-go driving.

Highway MPG lands at the very bottom of the full-size SUV highway band for the volume 4x4 — a full generation behind the 2018 redesign's 22 MPG figure for the same drivetrain type.

The standard-wheelbase 4x4's 28-gallon tank at 17 MPG combined yields roughly 476 miles of range, comfortably above mid-pack for the full-size SUV segment and a byproduct of the model's large fuel tank rather than efficiency.

At 17 MPG combined and EPA's standard 15,000 mi/yr assumption using regular-gas pricing prevailing at MY2017 certification, annual fuel cost lands around $2,550 — below mid-pack for the full-size SUV band due to the lower MPG versus the following generation.

The Expedition runs on regular 87-octane fuel for standard driving; Ford recommends premium only for heavy towing or hot-weather conditions, not as a hard requirement.

NHTSA rates the 2017 Expedition (final year of the 2007-2017 second generation) 5 stars overall, with 5 stars in both frontal and side crash tests; rollover resistance scores 3 stars for 2WD models and 4 stars for 4WD models.

IIHS did not crash test the 2007-2017 Expedition generation in any model year of its run (its first published Expedition ratings are for the redesigned 2023-2024 model), so there is no award and no individual crashworthiness result for 2017. Treated as untested with no offsetting data, since IIHS full-size body-on-frame SUV testing of that era (contemporaneous Tahoe/Suburban/Sequoia) skewed toward Marginal small-overlap results.

The 2017 Expedition predates Ford's Co-Pilot360 suite (introduced starting 2018-2019). No forward collision warning, AEB, adaptive cruise control, or rear cross-traffic alert is offered on any trim; BLIS blind-spot monitoring is standard only on the top King Ranch and Platinum trims and optional elsewhere, leaving the volume XLT/Limited trims with essentially no active driver-assistance safety tech.

The 2017 Expedition has no automatic emergency braking system at any trim or option level — AEB was not added to the Expedition lineup until the 2022 model year, five years after this vehicle.

BLIS blind-spot monitoring with cross-traffic alert is standard only on the range-topping King Ranch and Platinum trims, and optional on lower trims including the volume XLT; it is alert-only with no active steering or braking intervention.

No lane departure warning or lane-keeping assist is offered on the 2007-2017 Expedition generation at any trim or package; the system did not appear on the nameplate until the redesigned 2018+ generation.

No adaptive cruise control is documented as standard or optional on the 2017 Expedition; the vehicle offers conventional cruise control only, with no highway-assist or lane-centering functionality of any kind.

Ford BlueCruise did not debut on the Expedition until the 2022 model year, so the 2017 Expedition has no hands-free highway driving option at any trim.

All 2017 Expedition trims use halogen headlights (H9/9005-type bulbs, projector-style housings on some trims), with no factory LED or adaptive high-beam option, and IIHS never rated headlights for this generation, so there is no test data to offset the dated halogen hardware.

The upright, boxy greenhouse of the outgoing second-generation Expedition gives reasonably good sightlines for a full-size SUV compared to more raked modern redesigns, and a rearview camera is standard, but the tall hood and thick D-pillars still create meaningful blind zones when parking or merging, with no 360-degree camera option offered this generation.

Second-row LATCH anchors are accessible at both outboard positions, but the third row provides lower anchors only at the two outer positions (with a single top-tether point per side) and no center lower anchors; accessing third-row anchors becomes difficult once car seats occupy the second row, limiting the Expedition to one LATCH-installed seat per outboard row rather than easy multi-seat fitment.

The volume 2017 Expedition trim ships with a 2nd-row bench for 8-passenger seating across a standard three-row layout; 2nd-row captain's chairs are available as an option that drops capacity to 7.

Manufacturer-published front-row headroom for the 2017 Expedition, the final model year of the 2007-2017 body (2015 mid-cycle refresh) before the all-new 2018 redesign.

Manufacturer-published front-row legroom for the 2017 Expedition; noticeably tighter up front than the 2018+ redesign that followed, a byproduct of the 2003-vintage platform this generation was based on.

Manufacturer-published 2nd-row headroom for the 2017 Expedition.

Manufacturer-published 2nd-row legroom for the 2017 Expedition; the sliding, reclining 40/20/40 2nd-row bench keeps this competitive within the full-size SUV class despite the tighter front row.

Third-row legroom of 37.7 in and headroom of 38.3 in are genuinely usable by adults on longer trips, and reviewers rated the third row as comfortable as the second; access is reasonable via the sliding/folding 2nd row though not as effortless as the power-fold setups on later generations.

Manufacturer-published cargo volume behind the 2nd row with the 3rd row folded for the standard-wheelbase 2017 Expedition; noticeably less than the following 2018+ generation's cargo hold.

Manufacturer-published maximum cargo volume behind the front row with both rear rows folded for the standard-wheelbase 2017 Expedition.

A sizable center console with sound-damping material, cupholders across all three rows, and a 40/20/40 2nd-row bench whose center section slides forward for kid access are competitive for the era, but the 2017 model predates wireless charging pads and household-style AC outlets that arrived on the redesigned 2018 Expedition.

Front seats drew strong praise for long-haul comfort, the 2nd-row bench slides and reclines for added comfort, and reviewers rated the 3rd row as comfortable as the 2nd row — strong front-to-back comfort despite the tighter front-legroom packaging.

The body-on-frame Expedition rides with surprising comfort and stability, especially with the optional adaptive suspension, though reviewers characterized the ride as civilized rather than a class-leading standout; owner feedback is more consistently positive, describing it as smooth.

The 2015 mid-cycle refresh added an acoustic-laminated windshield and extra sound-damping in the pillars, console, headliner and carpet, and reviewers found it does a good job blocking road and engine noise at highway speed, though some owners reported wind noise and an HVAC whistle at speed in recirculate mode.

Heated and ventilated front seats are available via an option package on XLT and standard on higher trims, while heated 2nd-row seats and rear climate control are added starting with the Limited trim — solid but not universally standard across the four-trim lineup (XLT, Limited, King Ranch, Platinum).

Entry-trim pricing for the final model year of the 2007-2017 Expedition generation, sitting mid-pack against the 25000-65000 full-size-SUV band.

Limited was the Expedition's best-selling trim for the era, adding leather, power running boards, and driver-assist tech over XLT; pricier than most non-luxury full-size SUV volume trims.

RepairPal's per-year maintenance and repair figures for the Expedition, extrapolated to a 5-year total, land mid-pack for the full-size SUV class — the 3.5L EcoBoost twin-turbo V6 and 6-speed automatic add some repair complexity versus simpler NA V8 rivals.

iSeeCars data shows the Expedition depreciating 56.9% over 5 years, worse than the large-SUV class average (56.3%) and near the bottom of the segment's resale band — the outgoing pre-2018-redesign generation held value particularly poorly as its replacement approached.

Ford's standard bumper-to-bumper coverage for the era — the segment floor, with no extension offered on the mainstream Expedition.

Standard Ford powertrain coverage, matching the segment floor rather than the longer terms some domestic and Korean rivals offered.

Ford bundled 5-year/60,000-mile roadside assistance with every 2017 Expedition, but unlike Lincoln's Navigator sibling there was no complimentary scheduled maintenance plan — basic roadside coverage only.

$56,045 volume-trim price minus its estimated resale value after 5 years (43.1% retained, or about $24,155) leaves about $31,890 in depreciation. Add the projected $6,620 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $38,510 in total.

J.D. Power gave the 2017 Expedition a decent forward-looking predicted-reliability score (~75/100 at launch), but real-world ownership data collected since has been mixed, with recurring 6R80 transmission shift-quality complaints pulling the picture down to average-or-below.

Ford sat in the bottom half of Consumer Reports' brand reliability rankings through the mid-2010s despite a 21 PP100 year-over-year improvement in the 2017 J.D. Power Vehicle Dependability Study, placing it as a mid-to-below-pack mainstream brand for this era.

The 2017 Expedition was subject to several recalls affecting this generation, including a brake master-cylinder fluid leak (2017-2018 Expedition/Navigator/F-150), a rearview camera image defect (2015-2017), and a front blower motor failure (2015-2017) -- typical volume for the era but including one safety-critical brake system campaign.

The 3.5L twin-turbo EcoBoost V6 was a mature, established engine family by 2017 with a generally positive high-mileage track record in truck-based applications, but the paired 6R80 6-speed automatic has a documented weak point in its valve-body leadframe/OSS-TSS-TFT sensor circuit that causes shift-quality faults and occasional sudden downshifts.

Reviewers noted meaningfully more soft-touch trim and sound deadening versus the prior generation, with Limited/King Ranch/Platinum trims looking genuinely upscale, though base and mid trims still carry noticeable hard, glossy black plastic on the dash and doors.

Owner and reviewer consensus was that assembly quality improved notably over the previous-generation Expedition, with generally tight panel fit and quieter cabins, though this is a mainstream full-size body-on-frame SUV rather than a class-leading example of initial quality.

Ford operates one of the largest and most geographically dense dealer networks in the United States, giving Expedition owners broad access to service regardless of location.

Routine parts are widely available and reasonably priced given Ford's scale and a large truck/SUV aftermarket, but major repairs on this generation -- particularly 6R80 transmission rebuilds tied to the known leadframe fault -- have been reported in the several-thousand-dollar range.

This is the outgoing (2007-2017) generation's final model year; the 2015 mid-cycle refresh added SYNC 3 with an 8-inch touchscreen as an XLT option and standard equipment on Limited/Platinum, while base XLT retains a smaller 4.2-inch display.

SYNC 3, carried over from the 2015 refresh, is quick and logically laid out with tile-based menus and retained physical climate knobs — a big improvement over the old MyFord Touch — though it's only available on higher trims or via package on XLT.

Apple CarPlay and Android Auto arrived on SYNC 3-equipped Expeditions for the 2017 model year, but strictly over a wired USB connection and only on trims/packages with SYNC 3 — base XLT with the standard 4.2-inch SYNC display doesn't get phone projection at all.

SYNC 3's voice commands handle destination entry, media, and phone tasks reasonably well, and native navigation is bundled with the optional Nav package on SYNC 3-equipped trims, but most owners default to CarPlay/Android Auto maps once available.

A 12-speaker Sony premium audio system is available on Limited/Platinum trims and provides solid sound quality for the segment, while the standard 6-speaker system on lower trims is competent but unremarkable.

The 2017 Expedition retains analog gauges across the entire lineup with only a small monochrome/color driver information display between them — no configurable full-digital instrument cluster is offered on any trim, including Platinum.

SYNC 3 supports map and infotainment software updates via Wi-Fi or USB, but this covers only the infotainment module, not the vehicle as a whole — Ford's embedded-modem, whole-vehicle OTA capability (FordPass Connect) didn't arrive until the 2018 redesign.

The 2017 Expedition lacks an embedded telematics modem, so there is no FordPass-style remote start/lock/locate app — SYNC AppLink lets a paired phone mirror select apps, but that's the extent of connected functionality this model year.

The 2017 Expedition offers a couple of USB ports plus 12V outlets across rows on higher trims, but there is no wireless charging pad — that feature debuted with the 2018 redesign — and no USB-C.

Keyless entry (including Ford's signature SecuriCode keypad) is standard across trims, and proximity Intelligent Access with push-button start plus remote engine start are available on higher trims/packages, but there's no phone-as-key and push-button start isn't standard lineup-wide.

A rearview camera and rear parking sensors are standard on XLT and above, giving solid baseline coverage, but this generation never offered a 360-degree surround camera — that arrived with the 2018 redesign.

Ford never offered a head-up display on this generation of Expedition, including the range-topping 2017 Platinum trim.

The 40/20/40 2nd-row bench slides forward for easier 3rd-row/car-seat access and 8-passenger seating gives real flexibility, but conventional (non-sliding) doors, a tall step-in height with only optional running boards, and LATCH anchors usable at just one outboard position per row (per cat3 3.3.3) keep daily loading from being effortless.

NHTSA's 5-star overall rating is a genuine positive, but the 2017 Expedition predates Ford's Co-Pilot360 suite entirely: no forward collision warning, no AEB, no lane-keeping, and blind-spot monitoring is standard only on the range-topping King Ranch/Platinum trims (optional below) — the volume XLT/Limited trims families actually buy have essentially no active driver-assistance safety net.

Front and 2nd-row seats drew praise for long-haul comfort and the 3rd row was rated as comfortable as the 2nd, with 55 cu ft behind the 3rd row for gear, but rear entertainment isn't offered and heated 2nd-row seats/rear climate control only arrive at the Limited trim and up, leaving lower trims thinner on rear amenities for multi-hour trips.

The twin-turbo EcoBoost V6's low-end torque makes light work of stop-and-go traffic and the ride is composed for a body-on-frame SUV, but the dated 6-speed automatic can hunt under partial throttle and the sheer full-size footprint (up to 221 in on EL) adds fatigue that newer, more refined rivals with 8-10-speed transmissions avoid.

At 17 MPG combined (15 city/20 highway for the volume 4x4) and roughly $2,550/yr in fuel at typical commuting mileage, the 2017 Expedition sits at the bottom of the full-size SUV segment and is expensive to commute in relative to virtually any smaller-segment alternative, though it does run on regular 87-octane fuel.

A 206.5 in body (221.3 in on Expedition MAX/EL) and roughly 12.4 m turning circle make this one of the larger, harder-to-place vehicles on the road; a standard backup camera helps but there is no 360-degree camera option this generation and the tall, boxy body creates real blind zones in tight urban parking.

With the Max Trailer Tow package the 2017 Expedition 4x2 tows up to 9,200 lbs, among the best in the full-size SUV class at the time, backed by a standard-capable frame-mounted Class IV hitch receiver and strong low-end torque from the twin-turbo V6 under load — genuinely serious towing capability, even though as an enclosed SUV (not a pickup) it lacks open-bed payload/cargo versatility.

The EcoBoost V6 itself has shown a generally positive long-term durability trend, but the paired 6R80 6-speed automatic carries a well-documented leadframe/sensor fault causing shift-quality problems and occasional sudden downshifts, with rebuilds reported up to roughly $6,000 — a real liability for owners planning to put high mileage on the vehicle under load.

As an enclosed 3-row SUV rather than a pickup, the Expedition offers a standard-capable hitch receiver and factory roof rails/cross-bar mounting points for ladder racks or cargo boxes, but there's no bed, no washable rubberized cargo floor, no available upfit trim packages, and limited onboard power beyond standard 12V outlets — thin provisions for real jobsite duty.

The acoustic-laminated windshield and added sound-damping from the 2015 refresh make the cabin genuinely quiet at highway speed, seats were praised for comfort front-to-back, and a roughly 476-528 mile range between fill-ups (depending on tank/config) is a strong mile-eating asset, but the complete absence of adaptive cruise control or any highway driver-assist leaves long stretches more fatiguing than modern rivals.

Optional 4x4 with a two-speed low-range transfer case was available on every 2017 trim, and the FX4 Off-Road package (skid plates, hill descent control, all-terrain tires, heavy-duty dampers) adds genuine light-duty capability, but stock ~9.3 in ground clearance and a lack of locking differentials or terrain-select modes keep it well short of a dedicated off-roader.

108.3 cu ft of maximum cargo volume with the 2nd and 3rd rows folded flat (more on the Expedition EL/MAX) is excellent for bulky gear, and standard roof side rails plus a capable factory hitch receiver add real flexibility for roof boxes, bike racks, or trailers — one of the Expedition's clearer strengths.

2017 is the final year of the third-generation Expedition, still riding on a solid rear axle rather than the independent rear suspension introduced with the 2018 redesign, so body control and composure lag behind later model years and IRS-equipped rivals of the era.

Steering effort is reasonably well judged and precise enough to place the big SUV confidently, but feedback is largely absent — described as uncommunicative in period reviews.

Instrumented panic-stop distance is squarely mid-pack for the segment; adequate, consistent stopping power without a standout pedal feel.

The 3.5L twin-turbo EcoBoost V6 is well suited to hauling this heavy SUV with strong low-end pull even loaded or towing, but the 6-speed automatic (a generation behind the 2018 redesign's 10-speed) is occasionally jumpy on grades.

The twin-turbo V6 is unobtrusive in normal driving with no significant complaints of coarseness or droning in period reviews, though it lacks the extra refinement of the following generation's revised engine and 10-speed pairing.

Full-size body-on-frame SUV with a long wheelbase yields a wide turning circle, near the bottom of the segment band.

A commanding view of the road and good visibility to the front and rear corners aid confidence, but thick rear-side pillars block over-the-shoulder views and the front seat bottoms are noted as short and unsupportive on long trips.

Strong EcoBoost V6 pull makes it satisfying in a straight line, but the solid-rear-axle chassis, uncommunicative steering, and sheer size keep it firmly in appliance territory rather than genuinely engaging.

The base XL still ships with cloth seats, a smaller center display, and fewer standard driver-assist features than the Tahoe/Suburban twins offer at comparable money; the newly added King Ranch trim brings more standard leather and chrome content up the range, but overall base-trim generosity trails segment norms for a decade-old platform.

Strong 9,000+ lb towing and roomy cargo capacity (71 cu ft per Consumer Reports, beating the Suburban) give real capability for the money, but 14 mpg observed fuel economy trails the GM twins and pricing from $42,600 (XL 4x2) to $67,250 (Platinum 4x4) buys a chassis and infotainment suite that are visibly a generation behind for 2017.

Five trims for 2017 — XL, XLT, Limited, the newly added King Ranch, and Platinum — each offered in standard or extended-length EL wheelbase and RWD or 4WD, span a wide range from fleet-oriented base to loaded luxury, adding a genuine mid-luxury choice (King Ranch) versus prior model years.

US Expedition deliveries fell sharply in 2017 as Ford wound down production of the aging third generation ahead of the all-new 2018 model's launch, a steep year-over-year decline rather than steady demand for the outgoing platform.

Ford's mainstream truck/SUV halo (F-150-adjacent reputation) gives the Expedition solid, trusted brand pull without the aspirational cachet of a luxury nameplate — a neutral-to-positive perception typical of the brand, unaffected by the aging platform.

As a run-out model in the final year before an all-new redesign, dealers had strong incentive to clear 2017 inventory — period buyer reports describe substantial negotiated discounts (thousands off MSRP) and Ford X-Plan/rebate stacking, giving buyers real leverage.

2017 is the final year of the third generation (2007–2017, mid-cycle refreshed in 2015), riding on chassis engineering roughly a decade old; Ford had already revealed the all-new, aluminum-bodied 2018 Expedition at the Chicago Auto Show in February 2017, making the outgoing model a clear lame-duck by the time of sale.

Consumer Reports found the 2017 Expedition's ride "civilized enough but not a standout" and handling clumsy, with fuel economy behind the GM twins, though owners praised comfort and towing capacity; it collected no major comparison-test wins or awards in its final model year as attention shifted to the incoming redesign.