Ford Expedition Generation 2 (2005–2009)

Ford Expedition Generation 2 (2005–2009) — production years, market prices by model year, NHTSA recalls and owner complaints, and live listings for sale on VehiSales.

Ford Expedition — body generations

Generation Produced Facelift
Generation 1 1997–2004 —
Generation 2 2005–2009 —
Generation 3 2010–2014 —
Generation 4 2015–present —

Vehicles within one generation share the same platform and body style.

Engines used in the Expedition

Engine families this model shipped with, by NHTSA VIN build data — each links to every model that shares it.

Engine Years in this model Also used in VIN builds ⓘ
Ford 5.4L Triton V8 1997–2014 26 models 187
Ford 3.5L V6 (Cyclone & EcoBoost) 2015–2027 16 models 132
Ford 4.6L Modular V8 1997–2004 17 models 43

Ford Expedition fuel economy: every year & engine (EPA) →

Used Ford Expedition prices by year → · Chevrolet Tahoe vs Ford Expedition · Ford Expedition vs Toyota 4Runner · Ford Expedition vs GMC Yukon

About this generation

The redesigned second-generation Expedition was developed under the U222 program code name from 1996 to 2002, under Ford chief vehicle engineer Steve von Foerster and chief program engineer John Krafcik from 1998 to 2002. Design work began in 1997, with a proposal by Tyler Blake being chosen by management and frozen for production in 1999. UN93-body mules were spotted testing in 2000, with full prototypes running from late 2000.

The new Expedition was unveiled at the 2002 North American International Auto Show, in January. It was launched in May 2002 for the 2003 model year and featured a new four-wheel independent long-travel suspension system, becoming the first full-size sport utility vehicle to use a fully independent suspension. The new independent rear suspension (IRS) was perceived as being controversial by some at the time of its introduction.

A misconception was that the Expedition's towing and off-road capabilities would be reduced, in comparison to the previous generation's rear live axle. Nevertheless, underbody obstacle clearance improved by half an inch, and up to two inches under the axle differentials. The new suspension reduces rear unsprung mass by , and allows for a full of suspension travel (how much the wheels can travel up or down) improving its ability to traverse uneven terrain for improved control and ride quality.

The four-wheel independent long-travel suspension itself is a purpose-built version of race suspensions found on off-road desert race vehicles. The Expedition also gained a hydroformed fully boxed frame providing a 70 percent improvement in torsional stiffness. Towing capacity increased by for a maximum towing capacity of when properly equipped with the appropriate axle ratio and heavy-duty trailer towing package. Payload capacity was increased to a maximum of .

Models equipped with the heavy-duty trailer towing package received a heavy duty 9.75" rear differential and axle combination compared to the 8.8" of the standard version. Along with the high towing capability came all-new steering, braking and electronic systems to help the Expedition better control and maneuver long heavy trailers. Adaptive variable assist power rack-and-pinion steering was introduced along with the largest brake rotors in the segment at that time ( up front, in back) with brake calipers 100 percent stiffer than the previous generation Expedition.

The four-speed 4R70W automatic transmission received all-new control software to allow the transmission to automatically adjust to the demands of towing, using new computer logic that recognizes changes in load and road conditions. The automatic full-time ControlTrac four-wheel-drive system remained available, with an uprated two-speed dual range BorgWarner 4416 transfer case. The new transfer case featured an updated intelligent locking center multi-disc differential with front-to-rear "torque biasing" capability in Auto mode.

A new dedicated microprocessor with new control software was added allowing the system to detect different terrain and surface conditions to predict traction loss before it happens. Two High mode was also reintroduced. Four-wheel electronic traction control was now available as an option, and simulated front and rear differential locks. The V8 engines offered on the previous generation were carried over, but not without major changes and improvements.

Both the 4.6 L and 5.4 L Triton V8 engines received further refinements in design and overall efficiency. The Expedition qualified as an Ultra Low Emission Vehicle (ULEV) and was certified under the Environmental Protection Agency Tier 2 regulations one year earlier than required. The 4.6 L engine received an all-new redesigned cast aluminium engine block optimized for weight reduction and NVH improvements.

Source: Wikipedia — Ford Expedition — Second generation (2003), CC BY-SA.

Recalls & complaints by year (NHTSA)

Year Recalls Complaints Most reported
2005 5 315 Electrical System, Vehicle Speed Control, Engine
2006 6 299 Engine, Engine And Engine Cooling, Electrical System
2007 2 215 Service Brakes, Tires, Power Train
2008 4 146 Structure, Service Brakes, Power Train
2009 1 28 Structure, Electrical System, Visibility

Source: NHTSA Office of Defects Investigation.

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