2019 Ford Expedition

The 2019 Expedition's sole engine, a 3.5L twin-turbo EcoBoost V6, makes 375 hp on the volume XL/XLT/Limited trims, stepping up to 400 hp on Platinum — unchanged from the 2018 redesign.

470 lb-ft on the volume-trim tune sits near the top of the full-size SUV normalization band, with Platinum's higher-output tune reaching 480 lb-ft.

Instrumented and outlet-estimated tests of the 375-hp EcoBoost Expedition cluster in the low-to-mid 6-second range, carried over unchanged from the 2018 redesign's powertrain.

The 3.5L twin-turbo EcoBoost V6 delivers strong, largely seamless power with minimal perceptible turbo lag, a highlight of the 2018 redesign carried into 2019.

The 10-speed SelectShift automatic (shared with F-150) shifts crisply with well-chosen gears and rarely hunts, including under load.

9,300 lbs with the factory Heavy-Duty Trailer Tow Package exceeds the full-size SUV normalization band ceiling, among the best in the segment for 2019.

RWD is standard with Intelligent 4WD optional across the range, featuring an 8-mode Terrain Management System (Normal, Eco, Sport, Tow/Haul, Snow/Wet, Grass/Gravel/Snow, Mud/Rut, Sand) and on-the-fly 2WD/4WD switching.

A $1,650 FX4 Off-Road Package is available on XLT 4x4 models, adding all-terrain tires, off-road-tuned shocks, low-range gearing, a 3.73 limited-slip rear axle, and underbody skid plates; however it is restricted to one trim and the standard body offers only 9.8 in of ground clearance with no dedicated off-road model across the lineup (Timberline arrived later, for 2022).

The lineup offers only one engine family — a 3.5L twin-turbo EcoBoost V6 in two states of tune (375/400 hp) — with no hybrid, PHEV, or EV option.

The 2019 Expedition's first-generation-refresh 3.5L twin-turbo EcoBoost V6/10-speed powertrain (unchanged from its 2018 redesign) is EPA-rated at 19 MPG combined for the volume 4x4 configuration, near the floor of the full-size SUV band due to body-on-frame mass.

City MPG for the standard 4x4 Expedition sits at the low end of the full-size SUV city band, consistent with a body-on-frame platform and 4WD driveline drag; the longer, heavier Expedition MAX trails slightly further.

Highway MPG is in line with the segment for a body-on-frame full-size SUV; the 4x4 configuration trails 2WD by 1 MPG, with the Expedition MAX slightly lower still.

Standard-wheelbase Expedition 4x4 carries a 24.6-gal tank; at 19 MPG combined that yields roughly 467 mi of range, solidly mid-pack for the full-size SUV segment.

At 19 MPG combined and EPA's standard 15,000 mi/yr assumption using the regular-gas pricing prevailing when the 2019 rating was published, annual fuel cost lands around $2,700 — near the middle of the full-size SUV band.

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 gave the third-generation 2019 Expedition (and Expedition Max) a 5-star overall rating with 5 stars in both frontal and side crash tests; rollover resistance scored 3 stars for 2WD models and 4 stars for 4WD models.

IIHS never crash-tested the 2018-2021 Expedition generation in any model year, so 2019 carries no award and no individual crashworthiness results. Treated as untested with known concerns rather than a clean slate, since the same body structure later scored Marginal on small-overlap front tests once IIHS began rating the redesigned generation.

2019 predates Ford making Co-Pilot360 standard on the Expedition (that happened for 2020): blind-spot monitoring and rear cross-traffic alert are bundled into the 202A package on XLT and standard from Limited up, but AEB, forward collision warning, lane-keeping, and adaptive cruise all sit in an optional Driver Assistance Package and only become standard together on the range-topping Platinum trim.

IIHS never ran a front crash prevention test on any 2018-2021 Expedition model year, so there is no vehicle-to-vehicle or pedestrian day/night data for the 2019 model's AEB hardware, and AEB itself is only standard on the Platinum trim rather than fleet-wide.

Blind-spot monitoring with rear cross-traffic alert requires the optional 202A package on the base XLT trim but comes standard from Limited up, giving alert-only coverage (no active steering or braking intervention) across most of the lineup rather than the entire range.

Lane-keeping assist is not standard on XLT or Limited in 2019 — it is bundled with the optional Driver Assistance package on those trims and only becomes standard equipment on the Platinum trim, so most buyers get no lane-keeping system at all rather than a basic version of one.

Adaptive cruise control with stop-and-go is standard only on the 2019 Expedition Platinum; on XLT and Limited it requires the optional Driver Assistance package, so it is not a fleet-wide feature the way it is on later model years.

Ford BlueCruise did not debut on the Expedition until the 2022 model year (Platinum trim only), so the 2019 Expedition has no hands-free highway driving option at any trim level.

The 2019 Expedition ships with halogen headlamps standard across the range, with LED headlights available only as a factory upgrade, and IIHS never rated headlights for this 2018-2021 generation, leaving no test data to offset the largely halogen-equipped fleet.

The Expedition's boxy shape and tall seating position give drivers a commanding, clear view straight ahead and to the sides, but thick windshield and roof pillars obscure the front and rear corners; a standard backup camera with washer and an available 360-degree camera help offset the blind zones.

Second-row LATCH anchors are exposed and easy to connect (with a reclining seatback on the bench configuration for further access, and three top-tether points on captain's chairs), and the bench configuration accommodates three car seats across, but the third row's fixed head restraints push installed car seats off the seatback and the center position has no lower anchors, so only one seat per outboard position fits well.

The 2019 Expedition ships with a 2nd-row bench for 8-passenger seating standard, with a 7-passenger captain's-chair layout as an alternate configuration; unchanged from the 4th-generation redesign introduced for 2018.

Manufacturer-published front-row headroom for the standard-wheelbase 2019 Expedition.

Manufacturer-published front-row legroom for the standard-wheelbase 2019 Expedition.

Manufacturer-published 2nd-row headroom for the standard-wheelbase 2019 Expedition.

Manufacturer-published 2nd-row legroom for the standard-wheelbase 2019 Expedition, among the roomiest in the full-size SUV class.

At 36.1 in, the 2019 Expedition has the roomiest third-row bench on the market and is genuinely usable by adults on longer trips thanks to tilting 2nd-row seats that ease access, though third-row headroom (37.3 in) is tighter for taller passengers.

Manufacturer-published cargo volume behind the 2nd row (3rd row folded) for the standard-wheelbase 2019 Expedition.

Manufacturer-published maximum cargo volume with all rear seats folded for the standard-wheelbase 2019 Expedition.

A large center console and cargo management system handle everyday items, cupholders run through all three rows with USB charging, and a wireless charging pad is included on Limited and above — competitive everyday storage without a standout innovation for this model year.

Front seats on Limited and up are heated/ventilated with power adjustment, and the range-topping Platinum offers multicontour front seats with Active Motion massage across five settings for reduced fatigue on long drives; 2nd row is comfortable with available heat, while the 3rd row is roomy but firmer.

Reviewers praise a smooth, well-controlled ride even on standard suspension, with the optional 302A package's adaptive dampers and 22-inch wheels further sharpening body control on higher trims — solidly composed for a body-on-frame full-size SUV without being segment-leading.

Multiple reviews call out a quiet, well-isolated cabin at highway speed with minimal wind, road, or engine noise for a body-on-frame full-size SUV, with active noise cancellation adding extra polish on the Platinum trim.

Tri-zone automatic climate control is standard from XLT up, and Limited adds heated/ventilated front seats plus heated 2nd-row outboard seats, with a heated steering wheel bundled in XLT's optional 202A package — rich mid-trim-and-up comfort equipment, though base XL trim is comparatively sparse.

Entry XL trim for the 2019 model year starts around $51,470 before destination; adding Ford's destination charge gives an as-delivered base price in the low-$52,000s, a modest increase over the 2018 redesign's launch pricing.

XLT is the volume trim; typical as-equipped 4x4 pricing for the 2019 model year lands in the high-$50,000s, with 2WD versions roughly $2,500–3,000 lower.

The redesigned 2018-2019 Expedition drew a notable volume of transmission-related complaints and dealer service actions in its first two model years, pushing projected 5-year repair/maintenance spend above the full-size-SUV class midpoint despite low routine-maintenance costs.

The Expedition nameplate has a persistent reputation for weaker-than-average resale among full-size SUVs across model years, so a 2019 example is projected to retain a below-average share of its original MSRP by 2024.

Standard Ford bumper-to-bumper coverage for the 2019 model year, unchanged across recent Expedition model years and matching the rest of the domestic full-size SUV class.

Standard Ford powertrain coverage for the 2019 model year — at the low end of the segment band alongside most non-luxury domestic rivals.

Ford did not include factory-paid scheduled maintenance on the 2019 Expedition; buyers received FordPass Rewards bonus points redeemable toward maintenance visits plus complimentary roadside assistance for 5 years/60,000 miles — basic perks with no guaranteed free maintenance.

$58,500 volume-trim price minus its estimated resale value after 5 years (45% retained, or about $26,325) leaves about $32,175 in depreciation. Add the projected $6,800 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $38,975 in total.

Consumer Reports rates the 2019 Expedition as much less reliable than other vehicles from the same model year, driven largely by widespread 10-speed transmission complaints in this early-production-cycle model year; U.S. News' aggregated predicted-reliability score is more forgiving (above-average, 4/5), but the volume of owner complaints and the eventual 11-recall count for the year point to a below-average real-world outcome.

Ford landed almost exactly at the industry midpoint in J.D. Power's 2019 U.S. Vehicle Dependability Study (188 problems per 100 vehicles vs. a 192 industry average), a mid-pack but not embarrassing showing, while Consumer Reports' brand-level rankings placed Ford in the bottom half of mainstream brands during this period.

The 2019 Expedition carries 11 NHTSA recall campaigns with real safety and functional severity, most notably a transmission 'not in park'/park-pawl warning defect and torque-converter/hard-shift issues in the 10R80 10-speed automatic that generated hundreds of owner complaints and that Ford was slow to address with a permanent fix (a durable hardware/software remedy did not arrive until 2022-2023).

The 3.5L EcoBoost V6 itself has a reasonably solid track record, but the 10R80 10-speed automatic paired to it in this early second-year-of-redesign model was the dominant durability complaint of the era — harsh/delayed shifts, momentary drops to neutral under hard acceleration, and outright transmission failures reported well short of typical service life.

The redesigned-for-2018 cabin carried into 2019 largely unchanged and was well received for its material quality on mid-to-upper trims — soft-touch surfaces and leather comparable in feel to an entry-level Lincoln — though durable-over-supple leather and more hard plastic on base XL/XLT trims keep it short of true luxury-SUV territory.

Static assembly quality drew genuine praise — squeak-free panels and a dash finished to a higher standard than the related F-150 — but the model year's 11 recalls (including a transmission park-system defect) and hundreds of drivetrain complaints indicate real functional build-quality shortfalls that offset the strong showroom impression.

Ford's dealer footprint remains among the largest and most accessible of any full-size SUV brand in the US, but J.D. Power's 2019 CSI study placed the mass-market leaders (Buick 857, MINI 853, Mitsubishi 846, Chevrolet 845, GMC 840, Toyota 840) ahead of Ford, indicating solid but not standout dealer-service satisfaction during this period.

As a high-volume domestic full-size SUV, routine parts and independent-shop support are widely available nationwide, but the well-documented 10R80 transmission problems specific to this model year pushed many owners into expensive out-of-warranty transmission rebuilds or replacements, well above typical full-size SUV repair costs.

The 2019 Expedition's largest available infotainment display is the 8-inch SYNC 3 touchscreen; lower trims make do with a small 4.2-inch non-touch display, and Ford did not offer anything larger until the 2022 SYNC 4 redesign.

SYNC 3 was widely praised as a major usability improvement over Ford's earlier MyFord Touch system — quick, logically laid out, with physical climate controls retained — though the small 8-inch screen and dated graphics show their age next to newer full-size SUV rivals.

SYNC 3 on the 2019 Expedition supports Apple CarPlay and Android Auto only via USB cable — wireless projection did not arrive on Ford vehicles until the SYNC 4 rollout that began with the 2020 model year, so every 2019 Expedition trim requires a wired connection.

SYNC 3's voice control handles basic destination and media commands reliably but lacks natural-language conversation; SiriusXM-based native navigation with traffic is available as part of the SYNC 3 Navigation package but most owners default to CarPlay/Android Auto maps.

A 12-speaker Bang & Olufsen sound system is standard equipment on Limited and Platinum trims, giving the 2019 Expedition a genuinely premium optional/standard audio system, while base XL/XLT trims get a competent but unremarkable 6-8 speaker setup.

The 2019 Expedition uses analog gauges across the lineup with only a small monochrome or color productivity screen between them — there is no configurable full-digital instrument cluster on any trim, including Platinum, a feature that didn't arrive until the 2022 SYNC 4 redesign.

SYNC 3 supports map and software updates delivered over Wi-Fi or USB, but this is infotainment/maps-only servicing rather than whole-vehicle OTA — true full-vehicle over-the-air updates arrived with SYNC 4 starting in the 2020-2022 model years.

FordPass Connect with its 4G modem, remote start/lock/locate functions, and Wi-Fi hotspot was offered on the 2019 Expedition, but as an available add-on rather than standard equipment across the lineup, and the app experience of the era was less polished than later FordPass iterations.

A wireless charging pad and extra smart-charging USB ports are available on higher trims, with USB ports extending to the third row on top trims, but coverage is trim-dependent and second-row provisioning is sparse compared to later redesigns.

Intelligent Access proximity keyless entry with push-button start and a hands-free power liftgate are available on the 2019 Expedition, with remote start included via FordPass Connect where equipped, though Ford does not offer a phone-as-digital-key option.

A standard rearview camera and available reverse sensing system are joined by an optional 360-degree camera with split-view display on higher trims, giving solid coverage overall though the surround camera is not available on base XL/XLT trims.

Ford did not offer a head-up display on the 2019 Expedition on any trim including Platinum; period owner-forum discussion reflects confusion from dealer listings but no confirmed factory HUD option existed for this model year.

Wide door openings and a standard 8-passenger 2nd-row bench (7-passenger captain's-chair layout optional) make loading kids and gear straightforward, and the bench's second-row lower anchors are exposed and easy to reach; the fixed third-row head restraints push installed car seats off the seatback and the third-row center position lacks lower anchors, a real compromise for larger families.

NHTSA rated the 2019 Expedition 5 stars overall (5 front, 5 side), but this is the model year before Ford made Co-Pilot360 standard fleet-wide (that shift arrived for 2020) — automatic emergency braking, forward collision warning, lane-keeping, and adaptive cruise all live in an optional Driver Assistance Package and only come standard together on the range-topping Platinum trim, leaving real safety gaps on the XL/XLT trims families actually buy.

Generous 2nd-row headroom/legroom (40.0/41.5 in) and 63.6 cu ft of cargo behind the 2nd row keep gear and passengers comfortable on long drives, but rear-seat entertainment is a Platinum-only ~$2,000 option in 2019 (not yet spread across trims as in later model years) and tri-zone climate is unavailable on lower trims, thinning out family-friendly amenities below the top of the range.

The 3.5L EcoBoost V6 itself delivers smooth, effortless power, but this early-production-cycle 10R80 10-speed automatic was the era's dominant durability and drivability complaint — harsh/delayed shifts and momentary drops to neutral under hard acceleration reported widely — and a 210-221.9-inch body-on-frame footprint makes the Expedition feel large in daily stop-and-go traffic, with adaptive cruise/lane-centering assist unavailable outside the optional Driver Assistance package.

19 MPG combined (17 city/22 highway on 4x4, per cat2) sits at the bottom of the full-size SUV EPA band with an estimated ~$2,700/yr fuel cost, though full-coverage insurance at ~$1,800/yr and ~$6,800 in projected 5-year maintenance are more moderate than some full-size SUV rivals — a mixed but still pricier-than-average daily-commuting proposition.

A ~20.5-ft turning radius and 210-221.9-in overall length make the Expedition genuinely oversized for tight city parking and garages, and unlike later model years the camera/parking-aid suite is more basic — a rearview camera is standard, but front/rear parking sensors and the 360-degree camera are trim-gated options.

9,300 lbs max towing (4x2 with the Heavy-Duty Trailer Tow Package) and roughly 1,800 lbs of payload on XLT 4x4 put the 2019 Expedition near the top of the full-size SUV segment, and standard trailer sway control plus an available Pro Trailer Backup Assist make occasional trailer/boat work far less intimidating.

The 3.5L EcoBoost V6 has a reasonably solid track record, but this early second-year-of-redesign model's 10R80 10-speed automatic generated widespread harsh-shift and transmission-failure complaints, Consumer Reports rates the 2019 Expedition as much less reliable than other vehicles from the same model year, and 11 NHTSA recall campaigns (including a transmission park-system defect) undercut confidence for sustained hard-use duty.

Standard roof rails offer basic rack/accessory mounting and the available Heavy-Duty Trailer Tow Package adds a stouter hitch receiver and wiring, but the 2019 Expedition lacks a factory 110V onboard power outlet (that arrived in later model years) and offers no dedicated bed or truck-grade upfit ecosystem, leaving jobsite practicality behind dedicated work vehicles.

Spacious, well-cushioned seating and a roughly 467-mile combined driving range on the 24.6-gal 4x4 tank make the Expedition a capable mile-eater, though adaptive cruise control and lane-centering assist to ease highway fatigue are optional extras outside the Platinum trim rather than standard equipment.

The FX4 Off-Road package (available on 4x4 XLT/Limited) adds all-terrain tires, off-road-tuned shocks, a 3.73 limited-slip rear axle, low-range gearing, and skid plates on top of roughly 10 in of ground clearance, and up to 9,300 lbs of towing lets the Expedition haul boats, campers, or off-road toys even without the later Timberline trim's extra hardware.

A flat-folding 2nd/3rd row opens up to 104.6 cu ft of max cargo (121.5 cu ft on the Expedition MAX), and standard roof rails plus an available factory tow package add flexibility for roof boxes, bikes, and trailers alike.

The redesigned-for-2018 Expedition's independent rear suspension keeps the big SUV controlled through corners with copious but well-managed body lean, and it feels as precise as a vehicle its size can be — secure but ultimately unremarkable dynamics for the class.

Optional variable-ratio steering lightens effort at low speed for easier maneuvering, but response is slow and feedback stays numb with a lazy on-center feel — quick enough to feel natural in everyday driving without offering real road feedback.

Instrumented testing put the 60-0 mph stop at 133 ft, an average result for a full-size SUV, but reviewers flagged a soft pedal, longer-than-desired pedal travel, and little reassurance in full-panic stops.

The 3.5L twin-turbo EcoBoost V6 and 10-speed automatic shift smoothly in normal driving and make strong use of the engine's power, but the throttle is abrupt off idle and some 10R80 units exhibit low-speed hesitation or jerky downshifts.

Cabin is generally quiet at cruise, but the EcoBoost V6 sounds less characterful under load than rivals' V8s, and the 10R80 transmission on 2017-2019 models is known to emit a bell-housing whine that grows louder at operating temperature and higher RPM.

Curb-to-curb turning circle for the standard-length 2019 Expedition volume trim, unchanged from the 2018 redesign; the long-wheelbase MAX is notably worse.

A height-adjustable, well-supported driver's seat, power-adjustable pedals, tilt-and-telescoping wheel, and a simple, easy-to-read gauge cluster give a commanding, comfortable driving position with excellent outward visibility, though the vehicle's sheer footprint still creates some blind spots.

Light steering and strong EcoBoost acceleration make the Expedition surprisingly easy and even enjoyable to drive around town for its size, but comfort-tuned suspension and numb feedback keep it pleasant rather than genuinely engaging.

Even the fleet-oriented XL/XLT carry the 375-hp twin-turbo 3.5L V6, 10-speed automatic, and projector headlamps standard, but SYNC 3 and driver-assist tech like adaptive cruise and lane-keeping are bundled into extra-cost packages rather than standard across the range — competitive, not class-leading, content at the entry end.

A strong, class-competitive V6 and 9,300-lb max tow rating give real capability for the money, but MSRPs from roughly $52,985 (XLT) to $72,710 (Platinum) land squarely alongside the Tahoe/Suburban/Sequoia rather than undercutting them — fair value at sticker, with the real bargain only appearing once incentives are applied.

The lineup spans fleet-focused XL through XLT, Limited, and Platinum, each offered in standard or extended-length Max wheelbase and RWD or 4WD — a wide, well-spaced range from budget to luxury, though there's no off-road-focused trim yet (Timberline arrived later).

US sales jumped to 86,423 units in calendar-year 2019, up about 58% year-over-year as the redesigned platform's production ramped up fully — a fast riser for the nameplate, though still well behind the combined Chevrolet Tahoe/Suburban twins in absolute volume.

Ford carries a strong, trusted mainstream image reinforced by its truck/SUV halo (F-150), giving the Expedition solid but not aspirational pull — neutral-to-positive perception rather than a luxury-tier following.

Ford ran unusually deep incentives on the 2019 Expedition throughout the year — combined customer cash, bonus cash, and dealer discounts cut a $62,140 XLT 4x4 to $49,698 (about 20% off) in mid-2019 — giving buyers substantial real-world negotiating room beyond sticker price.

2019 is only the second model year of the all-new fourth generation (redesigned for 2018 with an aluminum-intensive body, new 10-speed automatic, and a stronger twin-turbo V6) — current platform tech with no imminent replacement, ahead of the 2022 mid-cycle refresh and 2025 full redesign.

Reviewers praised the redesigned Expedition's huge interior, strong V6 acceleration, and competitive 9,300-lb tow rating (KBB rated it 4.7/5), while flagging a soft brake pedal and cumbersome size on the road; it earned solid reviews but no major comparison-test win or industry award for 2019.