FYI, there are fewer new Ford Flex SUVs still available for sale than I had initially expected, although dozens are spread across most of the country. This means anyone wanting to get their hands on a…

2019 Ford Flex Limited EcoBoost V6 Road Test

2019 Ford Flex Limited EcoBoost V6
Your last chance to purchase a new Ford Flex is now, and the available discounts are major. (Photo: Karen Tuggay)

FYI, there are fewer new Ford Flex SUVs still available for sale than I had initially expected, although dozens are spread across most of the country. This means anyone wanting to get their hands on a new example of this wholly unique three-row crossover utility needs to act quickly, because dealer-level discounts will be deep, plus according to CarCostCanada, Ford is offering up to $5,500 in additional incentives for this final 2019 model.

Yes, the unconventional Flex is being ushered off the stage after more than a decade of service and only a couple of years of reasonably good sales. Its first calendar year of 2009 resulted in 6,047 units down Canadian roads, and the next 12 months (2010) was good for 4,803 deliveries, but it saw lacklustre sales performance after that, with a high of just 3,268 units in 2012 and 1,789 in 2015. Strangely, year-over-year Flex sales picked up by 13.4 percent from 2017 to 2018 and 9.6 percent in 2019, so there’s still interest in this wonderfully unusual family hauler, but nevertheless its days were done as soon as the revitalized fifth-generation Explorer came on the scene in 2011 (hence the Flex’s immediate drop-off in sales that year).

2019 Ford Flex Limited EcoBoost V6
While lower to the ground than most 7-passenger crossover SUVs, the Flex’s boxy profile provides plenty of passenger and cargo room. (Photo: Karen Tuggay)

For a bit of background, both the Flex and Explorer share a unibody structure based on Ford’s D4 platform architecture, which is a modified version of the original Volvo S80/XC90-sourced D3 platform. Looking back a bit further, the first D3 to wear the blue-oval was Ford’s rather bland Five Hundred sedan that quickly morphed into today’s Taurus (or should I say, yesterday’s Taurus, as it was recently discontinued as well, and therefore also benefits from up to $5,500 in additional incentives as per CarCostCanada). The Flex’s familial lineage harks back to the 2005–2007 Freestyle that was rebadged as the ill-named Taurus X for 2008–2009.

2019 Ford Flex Limited EcoBoost V6
There’s nothing else quite like a Flex, a practical SUV that performs as sportily as this example’s blacked out Appearance package suggests. (Photo: Karen Tuggay)

The just noted people movers don’t get much respect anymore, yet they were comfortable, nicely sized, reasonably agile, and quite innovative for their era. Each was amongst the first domestics to use a continuously variable transmission (CVT), and the Five Hundred and Freestyle were certainly some of the largest vehicles to do so before that point (the Nissan Murano beat them by a couple of years). Interestingly Ford soon abandoned the CVT for its large vehicle lineup, choosing a six-speed automatic for all Flex and fifth-gen Explorer model years, which has proven to be a reliable transmission.

Now that we’re talking mechanicals, the Flex received two different versions of Ford’s ubiquitous 3.5-litre V6 when introduced, which still carry through to today’s model. While the base Duratec engine made 262 horsepower and 248 lb-ft of torque from onset, output grew to 287 horsepower and 254 lb-ft of torque in 2013, which moved the three-row seven-occupant SUV along at a decent clip. A 355 horsepower 3.5-litre Ecoboost V6 making 350 lb-ft of torque became optional in 2010, and that turbocharged mill transformed the somewhat sedate five-door estate wagon into a rarified sleeper, while another 10-hp bump to 365 made it one of the most potent family conveyances available from a mainstream volume brand right up to this day.

2019 Ford Flex Limited EcoBoost V6
The aging Flex doesn’t offer LED headlamps, but these HIDs light up the road well. (Photo: Karen Tuggay)

That’s the version to acquire and once again the configuration I recently spent a week with, and it performed as brilliantly as it did when I first tested a similarly equipped Flex in 2016. I noticed a bit of front wheel twist when pushed hard off the line at full throttle, otherwise called torque steer, particularly when taking off from a corner, which is strange for an all-wheel drive vehicle, but it moved along quickly and was wonderfully stable on the highway, not to mention long sweeping corners and even when flung through sharp fast-paced curves thanks to its fully independent suspension setup and big, meaty 255/45R20 all-season rubber. I wouldn’t say it’s as tight as a premium SUV like Acura’s MDX, Audi’s Q7 or BMW’s X7, but we really can’t compare those three from a price perspective. Such was the original goal of the now defunct Lincoln MKT, but its styling never took off and therefore it was really only used for airport shuttle and limousine liveries.

2019 Ford Flex Limited EcoBoost V6
These glossy black 20-inch alloys are part of the $900 Appearance package. (Photo: Karen Tuggay)

Like the MKT and the many three-row Japanese and European crossover utilities available, the Flex is a very large vehicle, so no one should be expecting sports car-like performance. Combined with its turbo-six powerplant is the dependable SelectShift six-speed automatic mentioned earlier, and while not as advanced as the 7-, 8-, 9- and now even 10-speed automatics coming from the latest blue-oval, Lincoln and competitive products, it shifts quickly enough and is certainly smooth, plus it doesn’t hamper fuel economy as terribly as various brands’ marketing departments would have you believe. I love that Ford included paddle shifters with this big ute, something even some premium-branded three-row crossovers are devoid of yet standard with the more powerful engine (they replace the lesser engine’s “Shifter Button Activation” on the gear knob), yet the Flex is hardly short on features, especially in its top-tier Limited model.

2019 Ford Flex Limited EcoBoost V6
LED taillights come standard, but the gloss-black rear appliqué is part of the Appearance package. (Photo: Karen Tuggay)

I’d recommend leaving manual mode alone if you want to achieve the best fuel economy, however, but even the most potent V6 on the Flex menu does reasonably well at 15.7 L/100km city, 11.2 highway and 13.7 combined, at least when compared to similarly powered SUVs. It’s not much worse than the base engine either, with the AWD version going through an estimated 14.7 L/100km in the city, 10.7 on the highway and 12.9 combined, and the FWD model slurping back 14.7 city, 10.2 highway and 12.7 combined.

The Flex continues to be available in base SE, mid-range SEL and top-level Limited trim lines for the 2019 model year, with the majority still not spoken for being SELs (but don’t worry, there are plenty of SE and Limited models still around too). According to CarCostCanada, where you can find all pricing and feature information about most vehicles sold into the Canadian market, the Flex starts at $32,649 (plus freight and fees) for the SE with front-wheel drive (FWD), $39,649 for the SEL with FWD, $41,649 for the SEL with AWD, and $46,449 for the Limited that comes standard with AWD. All trim lines include the base engine, but for an additional $6,800 those opting for the Limited model can access the more formidable turbo-V6 (take note that other features are thrown in for this price too).

2019 Ford Flex Limited EcoBoost V6
The Flex’s interior was impressively refined for 2009, but despite a number of updates it’s now showing its age. (Photo: Karen Tuggay)

This means, for a retail price of $53,249 before adding any other features, you get a 2019 Flex Limited Ecoboost AWD that comes well equipped with all of the performance upgrades mentioned plus standard 19-inch silver-painted alloys on 235/55 all-season tires, HID headlights, fog lamps, LED taillights, a satin-aluminum grille, chromed exterior door handles, stainless steel bright beltline mouldings, a satin aluminum liftgate appliqué, a powered liftgate, bright dual exhaust tips, power-folding heatable side mirrors with memory feature and security approach lights, rain-sensing wipers, reverse parking sensors, and that’s only on the outside.

2019 Ford Flex Limited EcoBoost V6
The Flex cockpit has long been well organized, and its generous assortment of features in top-line Limited trim makes for a luxurious family hauler. (Photo: Karen Tuggay)

You can use remote engine start to warm things up or cool them down before even entering the Flex Limited, plus proximity-sensing access (or Ford’s exclusive SecuriCode keypad) to get inside, pushbutton ignition to keep things running, Ford MyKey to keep things secure when valets or your kids are at the wheel, while additional interior features include illuminated entry with theatre dimming lighting, a perforated leather-wrapped steering wheel rim with a genuine hardwood inlay, Yoho maple wood grain appearance appliqués, power-adjustable foot pedals with memory, perforated leather upholstery on the first- and second-row seats, a 10-way powered driver’s seat with memory, a six-way powered front passenger seat, heatable front seats, an auto-dimming rearview mirror, an overhead console with a sunglasses holder, ambient interior lighting with seven colours including default Ice Blue plus soft blue, blue, green, purple, orange and red, plus Ford’s Sync 3 infotainment system, a great sounding 12-speaker Sony audio system, SiriusXM satellite radio, dual USB charging ports (in the front console bin), dual-zone automatic climate control, rear manual HVAC controls, four 12-volt power points, a 110-volt household-style three-prong power outlet, Blind Spot Information System (BLIS) with Cross-Traffic Alert, and more.

2019 Ford Flex Limited EcoBoost V6
Ford was far ahead of its time when introducing the Flex’s dual-screen instrument cluster. (Photo: Karen Tuggay)

For such an old vehicle the Flex appears right up to date when it comes to electronics due to its Cockpit Integrated Display that houses two bright, colour, high-resolution TFT displays within the primary gauge cluster (it was way ahead of its time) while the just noted Sync 3 infotainment system is nothing to sneeze at either, thanks to a large graphically stimulating and highly functional touchscreen with ultra-fast capability and excellent usability, the functions including extremely accurate optional navigation and a very good standard backup camera with active guidelines (but an overhead 360-degree surround view camera is not available), plus standard Apple CarPlay and Android Auto smartphone connectivity, the ability to add more apps, plus much more.

2019 Ford Flex Limited EcoBoost V6
The Flex’s centre stack s well organized and packed full of features. (Photo: Karen Tuggay)

Over and above the list of standard Limited features it’s possible to add a $3,200 301A package that includes a heatable steering wheel rim, really comfortable 10-way powered front seats with three-way ventilation, adaptive cruise control, Collision Warning with autonomous emergency braking, and Active Park Assist semi-autonomous parking capability, but take note that all 301A features already come standard with the more potent engine, as does a unique set of 20-inch polished alloys, an engine block heater, a power-adjustable steering column, and a one-touch 50/50-split power-folding third row with tailgate seating.

You might have noticed that my tester’s wheels are hardly polished alloys, or at least they’re not silver, the glossy black 20-inch rims included as part of a $900 Appearance package that also adds a gloss-black exterior treatment to the centre grille bar, side mirror caps, and liftgate appliqué, plus Agate Black paint to the roof pillars and rooftop, while the interior gets a unique leather-wrapped steering wheel with Meteorite Black bezels, an exclusive graphic design on the instrument panel and door-trim appliqués, special leather seat upholstery with Light Earth Gray inserts and Dark Earth Gray bolsters, and floor mats with unique logo.

2019 Ford Flex Limited EcoBoost V6
Navigation is a standalone option, even with the top-tier Limited model. (Photo: Karen Tuggay)

My tester’s multi-panel Vista panoramic sunroof has always been a standalone option for $1,750, while it’s still strange to see its voice-activated navigation system (with SiriusXM Traffic and Travel Link) as an individual add-on (nav systems are almost always bundled into top-tier models), while the glossy black roof rails can also be individually added for only $130, but take note you can get the roof rails (also in silver) as part of a $600 Cargo Versatility package that also combines the otherwise $500 Class III Trailer Tow package (good for up to 4,500 lbs or 2,041 kilos of trailer weight) with first- and second-row all-weather floor mats (otherwise a $150 standalone option) for a much more utile SUV.

2019 Ford Flex Limited EcoBoost V6
Despite its years, the Flex’s dual-zone climate control interface is state-of-the-art thanks to touch-sensitive switchgear. (Photo: Karen Tuggay)

Now that I’ve listed everything available with my tester, you can also add a refrigerated centre console for $650, or upgrade the otherwise 60/40-split second row bench seat to captain’s chairs with a centre console for just $150 (although I prefer the standard bench seat because its 40-percent section auto-folds from the rear in all trims), while $250 inflatable second-row seatbelts improve rear passenger safety, and a dual-screen rear entertainment system will add $2,100 to the bottom line.

Now that I’ve covered all of the Limited trim’s features, many of which are pulled up from base SE and mid-range SEL trims, it’s important to mention that the Flex cabin isn’t quite as refined as what you might find in the new 2020 Explorer, for instance. This said, I remember how blown away I was with its refinement when it came out, which just goes to show how far Ford and all other carmakers have come since 2009. The new Edge, for instance, which I recently tested in top-line trim, is probably better than the older Lincoln MKX, now replaced by the impressive Nautilus, whereas this Flex’s interior is a lot like the previous Edge inside.

2019 Ford Flex Limited EcoBoost V6
These upgraded 10-way powered seats, with heated and cooled cushions, are extremely comfortable. (Photo: Karen Tuggay)

It gets the big, clunky, hard plastic rocker switches for the powered locks instead of the more sophisticated electronic buttons, and certainly has a lower grade of hard composites throughout the interior than more recently redesigned Ford SUVs. Then again its dash-top features a nice soft-touch surface treatment, as do the door uppers front to back, while the door inserts get the cool graphic inserts noted earlier along with nice, large padded armrests.

All said, interior space might possibly be this SUV’s most noteworthy attribute, the Flex getting its name for its combination of minivan-like seating and cargo storage capability. First, let’s get real about overall space. The Flex’s maximum load carrying capacity of 2,355 litres (83.1 cubic feet) when both rear rows are folded flat pales in comparison to the old Ford Freestar minivan’s 3,885 litres (137.2 cu ft) of total cargo volume, but it’s good as far as three-row SUVs go. The Flex provides 42 more litres (1.5 cu ft) of maximum storage than the old 2019 Explorer, for instance, which is one of the largest SUVs in its class. Then again, the 2020 Explorer manages a maximum of 2,486 litres (87.8 cu ft) with its two rear rows folded, which beats both older utes.

2019 Ford Flex Limited EcoBoost V6
The Flex’s optional multi-pane panoramic Vista sunroof really adds to its visual size when inside. (Photo: Karen Tuggay)

The rear hatch powers open to expose 426 litres (15.0 cu ft) of dedicated cargo space behind the third row, which is actually 169 litres (6.0 cu ft) shy of the outgoing Explorer, but drop the second row down and the Flex almost matches the Explorer’s available capacity perfectly with 1,224 litres (43.2 cu ft) compared to 1,240 litres (43.8 cu ft). A handy feature mentioned earlier allows the third row to be folded in the opposite direction for tailgate parties, but you’ll need to make sure the headrests are extended as they might uncomfortable otherwise.

2019 Ford Flex Limited EcoBoost V6
The second-row is large, comfortable and can be swapped out for captain’s chairs with a centre console. (Photo: Karen Tuggay)

Total passenger volume is 4,412 litres (155.8 cu ft), which means every seating position is roomy and comfortable. Really, even third row legroom is good, while headroom is generous due to a tall roofline and the Flex’s width makes sure no one feels claustrophobic. The open-airiness of the panoramic sunroof really helps in this respect too, and its three-pane design is also smart because it provides the structural rigidity such a large vehicle like this needs. Thoughtful features I really like include the massive bottle holders in the rear door panels, which are really useful for drive-thru excursions, especially considering the grippy cupholders in the centre armrest are a bit on the small side.

2019 Ford Flex Limited EcoBoost V6
Ford doesn’t sell a minivan, so the Flex’s rear seats needed to fit large teens and adults. (Photo: Karen Tuggay)

As you can probably tell, I have a soft spot for this unorthodox box of an SUV, and appreciate Ford for having the courage to build it in the first place. While it’s old and feels a bit dated inside especially, plus is missing some features I’d appreciate having such as rear outboard seat heaters and USB ports in the back, it’s hard to knock its value proposition when factoring in the potential savings. Of course, choosing this old SUV when it’s parked next to a new 2020 Explorer will be difficult, but a similarly equipped version of the latter SUV will set you back another $10k before the aforementioned discount, while Ford is only offering up to $2,000 in additional incentives on this newer vehicle (which is still pretty impressive). That’s a difference of more than $13k, so therefore choosing a fully loaded Flex might be ideal for those on more of a luxury budget.

2019 Ford Flex Limited EcoBoost V6
The third row can be powered down via buttons on the cargo wall. (Photo: Karen Tuggay)

Before the COVID-19 outbreak I would have recommended rushing to your dealer in order to make sure you get one of the last remaining new Flex SUVs before they’re all gone, and while they will certainly disappear in due time you’ll probably need to deal with your Ford retailer digitally these days. Nevertheless, it’s a good idea to do your homework first before making the call, so be sure to visit the 2019 Ford Flex Canada Prices page at CarCostCanada, where you can check out all the trims and pricing, plus see if there have been any updates regarding manufacturer discounts, rebates and/or financing/leasing packages, while a membership to CarCostCanada will also provide otherwise hard to get dealer invoice pricing (the price the dealer actually pays the manufacturer), which will give you the best chance possible to negotiate a great deal. Your Ford retailer will have your Flex prepared (while wearing hazmat suits, masks and gloves no doubt), after which you can simply pick it up at your convenience.

2019 Ford Flex Limited EcoBoost V6
Shown here with most of its rear seats folded, the Flex provides a lot of potential cargo space. (Photo: Karen Tuggay)

So if this oddball SUV is as special to you as it is to me, I recommend taking advantage of the great model ending deals to be had. It might be an old entry amongst a plethora of seemingly more enticing new offerings, but keep in mind that its moderate popularity means that it’s remained fairly fresh despite its years (you won’t see many driving around the corner toward you or parked beside you at the mall), while its decade of availability and well-proven mechanicals make certain that reliability will be better average.

I first saw the original EcoSport in São Paulo, Brazil where I was trying to expand my automotive content syndication business back in 2007/2008, just before the Case-Shiller home price index reported…

2019 Ford EcoSport 2.0 SES Road Test

2019 Ford EcoSport 2.0 SES
The EcoSport is kind of cute in a “can’t help but love shitzus” sort of way, and looks best in this sporty SES trim. (Photo: Trevor Hofmann)

I first saw the original EcoSport in São Paulo, Brazil where I was trying to expand my automotive content syndication business back in 2007/2008, just before the Case-Shiller home price index reported the biggest price drop in its history and the U.S. housing crisis commenced and market corrections followed. The financial upheaval and concurrent industry fear wiped away most of my income in one fell swoop, therefore causing me to hightail it back to Canada in order to rescue what I could.

Back then, Brazil was one of the up-and-coming BRIC nations, and most of us should know how that bit of geopolitical market hype turned out for the South American country as well as Russia, with the two largest populations benefiting more from what global investment was available after the usual coffers temporarily dried up, finalizing in China staking claim to most of that investment once the U.S. Federal Reserve’s money-printing taps were turned on full blast. I never received any of that liquidity and most likely neither did you, or you probably wouldn’t be reading about one of Canada’s most affordable SUVs.

2019 Ford EcoSport 2.0 SES
The EcoSport’s tall profile makes for loads of interior space. (Photo: Trevor Hofmann)

Interestingly, we’re now poised below a bigger bubble than in 2006-2008, not only incorporating subprime mortgages and other nefarious banking instruments, but despite being devoid of qualitative fundamentals we’re witnessing record-breaking stock market growth that identically mirrors the amount of quantitative easing the aforementioned Fed is pumping into the fake economy (yes, we’ve been smack dab in the middle of QE4 since September of last year, and the Fed’s spending spree is much more generous than it ever was back in Obama’s day), which (other than naming its new electric SUV “Mustang”) will make Ford look pretty damn intelligent when the poop finally hits the fan.

What am I referring to? I’m talking about the demise of Ford’s slower selling passenger car business, the real Mustang aside, and the liberated funds invested into much stronger selling crossovers and SUVs like this relatively new EcoSport, right at a time when the majority of investors appear as bullish as bullish can be (as they always are before a crash), and plenty of mainstream pundits are calling for a major recession within the next year or so (the U.S. Treasury 10-year/three-month yield curve inverted last March, and recessions normally follow this trigger within an average of 18 months). The unprecedented debt load of every single vertical is dumbfounding to contemplate, with auto loan balances alone totalling more than $1.2T USD this year (that’s trillion).

2019 Ford EcoSport 2.0 SES
SES trim adds plenty of black trim. (Photo: Trevor Hofmann)

While Ford will still be globally mandated (especially in Europe and China) to invest billions into EVs like the just-noted new Mustang Mach-E, and smart to do so as its NYSE share price (sitting at $9.14 USD at the time of writing, compared to Tesla at $572.20 USD) and overall market cap (now at $36.36B USD compared to $103.14B for Tesla) reflect a supposed forward-thinking investment strategy (and the amount of U.S. taxpayer money gets pumped into NASDAQ tech stocks like Tesla, Amazon, Google, Apple, etcetera, that all directly follow the Fed’s monetary easy trajectory like Olympic-level synchronized swimmers), at least it won’t be losing money on the continually shrinking passenger car market.

Speaking of making money, Ford’s smallest SUV, having just entered our market for the 2018 model year, will soon be the oldest in its growing arsenal, thanks to the big three-row Flex heading out to pasture once the 2019 model year fades to dust. In other words, the EcoSport’s initial investment was paid off many years ago, so now any new money made is mostly profit.

2019 Ford EcoSport 2.0 SES
The EcoSport uses a version of Ford’s older grille, previously seen on the 2019 Escape and 2018 Edge models, but it still looks good. (Photo: Trevor Hofmann)

All of Ford’s other SUVs have been more recently refreshed or redesigned, incidentally, its crossovers including the entirely new 2020 Escape compact, the recently updated (2019–present) Edge mid-size five-passenger, and the all new 2020 Explorer three-row, while the fairly new (2018–present) Expedition full-size three-row body-on-frame SUV will be second oldest in the brand’s relatively fresh utility lineup (Ford’s luxury division Lincoln has seen a similar renewal, although it doesn’t include a subcompact luxury SUV like Lexus’ new UX, BMW’s X1, or Volvo’s XC40).

Ford will soon add two new models to its SUV fleet, including the misnamed albeit impressive Mustang Mach-E near-mid-size electric crossover, and the even more alluring (to this outdoorsy journo at least) off-road capable, Ranger-based, body-on-frame Bronco compact. Supposedly a smaller baby Bronco is being designed to go up against Jeep’s subcompact Renegade in the same way its Bronco will duel it out with the Wrangler, so SUV fans will have much more to talk about in the near future.

2019 Ford EcoSport 2.0 SES
Some nice detailing in the headlights adds sophistication to the design. (Photo: Trevor Hofmann)

Of course, Ford will continue producing its relatively new (to our market at least) just-noted Ranger mid-size pickup and industry best-selling F-Series trucks, not to mention its commercial market dominating Transit full-size vans, plus its classic Econoline cutaway chassis cab, and Transit Connect compact van, while the fabulous $450k GT supercar is still being handcrafted by Markham, Ontario-based auto supplier Multimatic Inc., thanks to an additional 350 units (for a limited total of 1,350) that extend its life into 2022 (which may also have something to do with Ford’s need to continue selling enough of them for competitive series sports car homologation—you’ve gotta love a brand so heavily involved in motorsport). Lastly, the Fusion (which is still ultra popular, having grown its Canadian sales by 37.8 percent last year, resulting in 8,753 units and third place in its mid-size sedan segment) will be with us for one more year before getting killed off like the FiestaFocus (along with their brilliant ST and RS performance trims—RIP) and Taurus just did (and its potent SHO model).

2019 Ford EcoSport 2.0 SES
Massive fog lamp/driving lights give the EcoSport a unique frontal look. (Photo: Trevor Hofmann)

Back to the Oakville, Ontario-built Flex, the single-generation crossover has been more or less unchanged since it arrived in 2008. It was an interesting experiment that was pretty daring when new and actually garnered a fairly strong following in its first full year of sales (2009) with 6,047 new owners, but having only received minor updates since introduction its consumer take-rate gradually faded away with just 2,492 finding Canadian homes last year (which incidentally was up 9.6 percent over 2018 sales, which were 13.4 percent stronger than 2017—are you sure you want to get ride of this SUV, Ford?)

When the last Flex is gone (Ford sold just 45 in December and 10 in November), this EcoSport will be the only ancient (in automotive years) blue-oval SUV left, the second-generation model you see on this page dating back to the 2013 model year (and 2012 production) in its numerous global markets, a full six years before we received it as a new offering (it’s also become quite popular in the Philippines, where I now reside part of the year, a market that’s also seen the Thailand-designed and built Ford Ranger T6 do very well in since its 2011 inception—the ASEAN-market Wildtrak version is really hot).

2019 Ford EcoSport 2.0 SES
These dark grey 17-inch alloy wheels are part of the SES upgrade. (Photo: Trevor Hofmann)

How has the EcoSport aged? Very well, at least for a seven year old model. Fortunately it was fairly well conceived when new, wearing Ford’s most recently abandoned design language last seen on the 2019 Escape and 2018 Edge models. This means it’s not so out of date as to warrant an immediate refresh, but Ford won’t want to wait long. According to unconfirmed reports, a new Fiesta-based subcompact crossover, positioned below the aforementioned baby Bronco, will replace the EcoSport in 2021 as a 2022 model, so we can rest assured this 2019 version and the mostly unchanged 2020 EcoSport won’t be disappearing for at least another couple of years.

I’ve got to hand it to Ford, the EcoSport has done a lot better on the sales charts than I initially guessed it would. After selling just six units in its first month of December 2017 (likely due to a lack of available units), the tiny blue-oval-badged SUV found 6,315 buyers in 2018 and 7,438 customers last year, showing a significant 17.8-percent year-over-year gain. While not bad for any car in today’s market, these results are only so-so for a new subcompact SUV.

2019 Ford EcoSport 2.0 SES
Roof rail crossbars add utility to the EcoSport’s mission. (Photo: Trevor Hofmann)

Consider for a moment that Nissan’s Qashqai entered the Canadian market earlier in 2017, only to amass 8,970 new customers that partial year, plus 19,662 buyers in 2018, with a slight 5.8-percent dip to 18,526 units last year, albeit that was only because the Japanese brand’s even smaller and less expensive Kicks model (the Juke’s replacement) won over a total of 16,086 subcompact SUV customers in 2019, resulting in 268.8-percent growth over its partial-year sales of 4,362 units in 2018. If you think that’s good, and it is when factoring in that Nissan led Canada’s subcompact SUV sales with a total of 34,612 unit sales through 2019, Hyundai’s new Kona went from selling 14,497 units in its first partial calendar year of 2018 to earning 25,817 new buyers last year, for a 78.1-percent gain.

2019 Ford EcoSport 2.0 SES
A sharp looking taillight design fills out the rear corners. (Photo: Trevor Hofmann)

Still, as dismal as the EcoSport’s success appear when compared to these much better subcompact SUV models, it’s doing better than Toyota’s relatively new C-HR that only found 7,283 buyers last year; Chevrolet’s long-in-tooth Trax that actually gained 18.6 percent year-over-year to post its second-worst-ever sales of 5,298 units; Kia’s Niro that found just 4,338 new owners, yet improved its position by 63.1 percent compared to 2018; the pricier near-premium Mini Countryman that won over just 2,275 new customers (but is priced much higher); Jeep’s previously noted Renegade that lost 44.3 percent on the sales charts to claim a rather pathetic 664 takers (hopefully the baby Bronco will do better here); and that Jeep’s brother-from-another-mother Fiat 500X that (wait for it) only managed to coax 50 wayward buyers (some of which were likely Fiat dealer principals) to drive this pretty decent little SUV off the Italian automaker’s Canadian lots. Feeling pretty frisky now, aren’t you Markham (Ford’s Canadian HQ)?

2019 Ford EcoSport 2.0 SES
Not sure about the blue and gold colour scheme, and neither was Ford so they’ve since changed the interior highlights to silver and grey. (Photo: Trevor Hofmann)

The EcoSport was also spitting distance away from upstaging Mitsubishi’s RVR that sold just 7,463 units last year, and came mighty close to passing by Jeep’s Compass that could only muster 7,652 new buyers. As yet unmentioned competitors in this smallest of SUV classes include the Buick Encore with 9,724 Canadian sales through 2019 (and up to $5,390 in additional incentives available right now), the Mazda CX-3 with 10,850 deliveries over the same 12 months, the Kia Soul with 11,868 examples down the road last year, the Honda HR-V with 12,985 units sold, and finally the Subaru Crosstrek with 15,184 sales, this popular model just behind the previously mentioned top three that once again (for memory’s sake) include the Kicks, Qashqai and Kona.

And if you think that’s a lot of subcompact entries doing battle, consider that Hyundai is stepping up this year with a new 2020 Venue that’s smaller than the Kona (more along the lines of Nissan’s Kicks) and starts at just $17,099, while Kia is following suit with its Kona-sized 2020 Seltos. Likewise, Volkswagen will bring us a renamed version of its South American Tarek and Chinese Tharu sometime in 2021. On top of this we can expect new versions of this segment’s oldest models to show up sporadically over the next couple of years, plus fresh new entries from brands like Toyota that blew their chance to pull in entry-level SUV buyers due to almost entirely missing the mark with the aforementioned C-HR, as well as variations on the subcompact SUV theme to arrive from brands not yet included in this category, such as Dodge and GMC. Did I miss any?

2019 Ford EcoSport 2.0 SES
The copper-orange interior highlights look good on their own, especially if you choose the same exterior colour. (Photo: Trevor Hofmann)

If you’re wondering why I’ve just laid out the most longwinded intro ever written ahead of a supposed new car review, it’s because the EcoSport wasn’t the most impressive new vehicle I’ve driven in recent memory, and thus I’ve been putting off my critique. Of course, considering the seven years of availability having passed since its introduction, with very few notable updates, you all should be surprised I’m not giving it both thumbs down. In fact, the EcoSport has a number of redeeming attributes, the first of which is reasonably good fuel economy thanks to standard auto start-stop technology that automatically shuts off the engine when the EcoSport would otherwise be idling in order to reduce fuel consumption and lower emissions, before restarting it when letting off the brake pedal.

This little Ford comes standard with the brand’s excellent turbocharged 1.0-litre three-cylinder that was first tested by yours truly in the Fiesta subcompact hatch. It’s a surprisingly sporty entry-level engine and good for a claimed 8.6 L/100km in the city, 8.1 on the highway and 8.4 combined, whereas this even more potent 2.0-litre four-cylinder version does well enough with an estimated Transport Canada rating of 10.2, 8.0 and 9.3 respectively.

2019 Ford EcoSport 2.0 SES
The EcoSport’s cockpit is well laid out and comfortable, but interior refinement is merely passable. (Photo: Trevor Hofmann)

Then again, the EcoSport falls a bit short when compared to its most efficient rivals, the Honda HR-V managing to eke out 8.4 L/100km city, 7.0 highway and 7.8 combined from its larger 1.8-litre base four-cylinder with FWD, and a respective 8.8, 7.5 and 8.2 when that engine is hooked up to all-wheel drive, while the best-selling Kona is good for a claimed 8.6 city, 7.0 highway and 7.9 combined from its four-cylinder in FWD, or 9.2, 7.8 and 8.6 when adding AWD to the same 2.0-litre base engine. How about the runner-up Qashqai and third-place Kicks? The Qashqai automatic gets a claimed 8.6 city, 7.2 highway and 8.0 combined with FWD, or 9.1, 7.6 and 8.4 with AWD, whereas the FWD-only Kicks is good for an ultra-stingy 7.7, 6.6 and 7.2. Had enough punishment yet, EcoSport?

OK, while the EcoSport’s fuel economy is good, it’s nowhere near segment best, but it does deliver in other ways. For instance, it’s fairly inexpensive in base S trim at just $22,349 plus freight and fees, with its ritzier SE, SES and Titanium trims starting at $25,449, $29,849 and $31,349 respectively, with AWD adding $2,500 to the base S and second-rung SE trim lines, and coming standard with the SES and Titanium models.

2019 Ford EcoSport 2.0 SES
The aqua-blue needles in the primary gauge cluster are attractive. (Photo: Trevor Hofmann)

Even better, become a CarCostCanada member and you’ll find out about additional incentives for savings up to $4,500 on this 2019 EcoSport, or alternatively Ford is offering factory leasing and financing rates from 3.99 percent on the newest 2020 model, which barely changes by the way. Check CarCostCanada’s 2019 and 2020 Ford EcoSport Canada Prices pages for more details, such as trim, package and individual option pricing (and the ability to configure/build the SUV, and all of its competitors—click any vehicle name link in this review to open a given model’s page), available rebates, factory financing and leasing rates, plus dealer invoice pricing that could save you thousands more when it comes time to negotiate.

2019 Ford EcoSport 2.0 SES
The leather-wrapped steering wheel has a good feel, switchgear is high in quality, and shift paddles a welcome surprise. (Photo: Trevor Hofmann)

I know that selling on price is a lousy way to make money, but I’m not actually selling the EcoSport so this is Ford’s problem. Then again, as I mentioned earlier there’s more to be had from this little runabout than relatively low running costs and a good initial deal. In fact, both the turbocharged 1.0-litre and naturally aspirated 2.0-litre direct-injected engines make for reasonably quick acceleration off the line and more than adequate highway passing power, their respective horsepower and torque ratings equaling 123 and 166 ponies apiece, plus 125 and 149 lb-ft of twist, the smaller engine making all of its torque between 1,500 and 4,500 rpm, compared to a minimum of 4,500 rpm for the doubly large mill.

What’s more, both engines only require regular unleaded in order to perform at their quoted capabilities, plus they’re not hamstrung by lacklustre continuously variable transmissions (CVTs) or power-robbing conventional automatics thanks to coming standard with Ford’s highly advanced six-speed SelectShift dual-clutch automated manual gearbox, which might not be the most reliable transmission on the market, but certainly provides the most driving enjoyment this side of an actual DIY manual. Then again it includes a set of steering wheel-mounted paddle shifters, resulting in a level of hands-on engagement few in this class can provide, plus the convenience of not being forced to shift a manual box in the city.

2019 Ford EcoSport 2.0 SES
The Sync 3 infotainment interface is hardly new, but it’s still excellent. (Photo: Trevor Hofmann)

Making the EcoSport even more fun to drive is a fully independent suspension setup with MacPherson struts up front and a multilink design in back, plus stabilizer bars at both ends. Ford utilizes a set of twin-tube hydraulic gas-pressurized shocks for the front wheels and progressive-rate springs with mono-tube hydraulic gas-pressurized shocks at the rear, while electric power steering provides easy-to-turn manoeuvrability in tight parking garages and around town, plus reasonably direct performance through fast-paced twisting backroads and on the open freeway. It really is a fun little SUV to drive on all road surfaces and through varying conditions, Ford’s impressive AdvanceTrac traction control with RSC (Roll Stability Control) making sure it stays shell-side up, and four-wheel discs with ABS delivering ample stopping power.

2019 Ford EcoSport 2.0 SES
The sizeable 8.0-inch display was great for this optional navigation system. (Photo: Trevor Hofmann)

The EcoSport’s driving dynamics would have been reason enough for almost seven and a half thousand Canadians to buy one last year, although I could understand why some might merely be smitten by its impishly cute and pudgy yet perky good looks. My third-tier SES tester wore eye-catching Lightning Blue paint and plenty of blackened trim bits (albeit not this model’s available black hood and roof decals), its sharp looking Dark Tarnish Metallic-painted 17-inch alloy wheels worthy of multiple backward glances on their own.

This said its interior colour combination was downright bizarre when factoring in my tester’s exterior paint choice, its mostly Ebony Black theme not an issue yet its copper metallic-painted trim (more suited to the EcoSport’s similar Canyon Ridge exterior colour) quite obviously chosen by a team of colour-blind product managers. I would’ve preferred a similar blue to the exterior or even simple silver/white/grey highlights, but they didn’t ask. The partial leather seat upholstery includes copper orange stripes on the stain resistant ActiveX cloth inserts for continuity’s sake, so therefore if you don’t like it, don’t buy the SES (although new versions of the SUV are said to include grey seat stripes and silver trim, so maybe those aforementioned Ford product planners were reading my mind when I was initially put off by their odd colour combining).

2019 Ford EcoSport 2.0 SES
Orange overkill? Yah, we thought so, but the EcoSport’s dual-clutch automatic is great fun. (Photo: Trevor Hofmann)

This would mean forgoing its sport-tuned suspension and 17-inch alloys, however, not to mention those aforementioned steering wheel-mounted paddles, plus rain-sensing wipers, an auto-dimming rearview mirror, blind spot monitoring, an 8.0-inch centre infotainment display with Ford’s Sync 3 touchscreen interface, a very accurate navigation system (that worked flawlessly during my test), decent sounding seven-speaker audio (that could use more bass response), and a handy household-style 110-volt power outlet, but many of these items can be found in the even fancier Titanium model if you really must have them.

The Sync 3 infotainment system remains very good considering how long it’s been available, making the EcoSport as up-to-date as most others in this class. Other than the extras noted, its features include the usual tablet/smartphone-style tap, swipe and pinch gesture capability (the latter especially useful when adjusting the map’s scale), Android Auto and Apple CarPlay smartphone integration, easy Bluetooth connectivity for phone use and streaming audio, voice activation, 4G LTE Wi-Fi hotspot capability, and of course the ability to play AM, FM and satellite radio. Speaking of satellite, Sirius Travel Link is included too, plus plenty of apps, while it’s all laid out in a convenient tile design with wonderful white on light blue graphics that are easy on the eyes. Ford will probably want to update the look of its Sync interface at some point, just to offer something different, but it certainly doesn’t need to.

2019 Ford EcoSport 2.0 SES
The partial leather seats in this SES model are very comfortable and the seating position was good. (Photo: Trevor Hofmann)

My SES tester was missing dual-zone automatic climate control, but single-zone auto HVAC systems are often as good as it gets in this segment, and its front seats are only four-way manually adjustable, another inconvenience that I didn’t particularly care about. They were inherently comfortable and supportive, plus I fit in well thanks in part to good reach from the tilt and telescopic steering wheel, making the EcoSport a winner ergonomically.

It’s roomy too, especially for tall folks. Both front and rear seats are generously accommodating, just leave the centre seatbelt in back unoccupied when four large adults are onboard. Likewise, the cargo compartment is pretty spacious thanks to 592 litres (20.9 cubic feet) of room behind the 60/40-split rear seatbacks and 1,415 litres (50.0 cu ft) when they’re laid down, but the resulting load floor is nowhere near as flat and useful as most rivals, let alone the segment’s most innovative Honda HR-V.

2019 Ford EcoSport 2.0 SES
The rear seating area is quite spacious for a subcompact SUV. (Photo: Trevor Hofmann)

Worse, Ford limited the ease of the EcoSport’s cargo carrying access by installing a side-swinging door, and one that squeaked annoyingly to boot. I can’t say for sure it was the door making the irritating noise, because the commotion occurred while driving, not when opening or closing it, but the squeaking sound came from the general direction of the rear door, and it’s certainly a heavy beast that puts a lot of weight on its side-mounted hinges. In fact, it was so noisy while driving slowly over bumpy pavement that it seemed as though the EcoSport was about to break apart.

At least it opens on the correct side for North American markets, unlike some others (Jeep Wrangler) that make loading from curbside near impossible, let alone dangerous if forced to step out into traffic with arms full. It opens easily due to gas struts, but you’ll need a lot of space behind in order to swing it out, so if someone happens to park too close while you’re shopping you’ll be out of luck when returning. No, give me the shelter from inclement weather that hatchbacks provide, plus their ease of use, and I’d be a lot happier. Is this a deal killer? I imagine it could be for some people, hence why no other subcompact SUV in our market swings its rear door from the side anymore (the last one to do so was the Nissan Cube, need I say more).

2019 Ford EcoSport 2.0 SES
A side-swinging cargo door? This anachronism is now an anomaly in almost any class. (Photo: Trevor Hofmann)

Another complaint could be interior refinement, not because of poor workmanship, but more so because it only includes a soft-touch dash top, the padded armrests being the only other pliable composite surfaces. I can live with that if you can, but some others do a better job of pampering with padded stitched leather-like instrument panel bolsters, soft front door uppers, and other niceties. At least the EcoSport’s soft synthetic dash top bends downward to the horizontal halfway mark of the instrument panel, while the rubbery surface treatment covers most of the primary gauge cluster hood too, the gauges below quite nice thanks to a large multi-info display and bright blue backlit needles.

2019 Ford EcoSport 2.0 SES
The EcoSport’s cargo area is quite roomy. (Photo: Trevor Hofmann)

Speaking of those stylish pointers, while bringing it back to Ford’s press fleet operators I noticed the gas gauge had somehow dropped nearly a quarter tank from full after a 20 minute commute. Normally this trip wouldn’t affect the gas gauge at all, but nevertheless I decided to top it up at the closest station to where I was dropping it off. I gave the cashier $5 thinking it would be enough, but after just $2 the pump clicked off, and when I tried to squeeze in a bit more it spilled over. After cleaning that off the paint, getting my change and slipping back into the driver’s seat I noticed the gauge was still pointing to three quarters, showing it’s not very accurate.

To summarize (finally), Ford’s EcoSport does a good job of bridging the gap between economy and performance, and therefore lives up to its bipolar name. It’s comfortable, extremely roomy, well equipped, and fairly stylish (if not a bit dated looking) inside and out, with my particular example’s annoying squeaking, and the model’s less than convenient rear cargo access, being its only negatives. Once again, the latter issue has obviously not been an issue for thousands of Canadian subcompact SUV buyers, so it might not be a problem for you, especially when factoring in the generous discounts available to those buying the 2019 model that’s already priced well.

With an all-new 2020 Escape already showing up at Canada’s blue-oval dealerships, it’s time to say goodbye to a third-generation Escape that’s been with us since 2013. The version seen here was…

2019 Ford Escape Titanium 2.0L Ecoboost Road Test

2019 Ford Escape Titanium 2.0L Ecoboost
We can say goodbye to the 2017-2019 Escape’s generally handsome design now that an all-new model has arrived for 2020. (Photo: Karen Tuggay)

With an all-new 2020 Escape already showing up at Canada’s blue-oval dealerships, it’s time to say goodbye to a third-generation Escape that’s been with us since 2013. The version seen here was dramatically refreshed to look more like its larger Edge sibling for 2017, and it’s served its many owners well since then.

Of course, with a redesign arriving there’s opportunity to save money on the outgoing 2019 model, and being that it’s still so very good, and that plenty of Ford retailers still have various trims new in stock, you may want to consider your options. At the time of writing, CarCostCanada was reporting $1,200 in additional incentives over and above any personal discount you can work out with your friendly local sales manager, which is a great conversation starter you can back up further by knowing the 2019 Escape’s actual dealer invoice price before arriving at the dealership. The best way to do this is by going to CarCostCanada where you can also discover the various features and prices of each trim, options package and individual upgrade. You can also check out pricing and features for the new 2020 Escape and even last year’s 2018 model, making CarCostCanada a vital resource when buying a new vehicle.

2019 Ford Escape Titanium 2.0L Ecoboost
Changes to rear styling were more subtle for 2017, with Ford choosing to keep its attractive design mostly intact. (Photo: Karen Tuggay)

The top-line 2019 Escape Titanium you’re looking at has changed one iota since introduced in 2016, as witnessed by my 2017 Ford Escape Titanium AWD Road Test, a compact crossover SUV that was virtually identical to this new one, even down to its Ingot Silver exterior colour. Don’t worry, as smart as silver or white is for resale values (more people buy these shades than any other), Ford offers this 2019 model in seven additional colours, with some of the standard no-cost hues even quite vibrant such as Sedona Orange and Lightning Blue, while $450 Ruby Red and $550 White Platinum look downright rich.

2019 Ford Escape Titanium 2.0L Ecoboost
The Titanium gets exclusive use of these HID headlamps with LED signature lighting. (Photo: Karen Tuggay)

I can’t say I liked this 2017-2019 grille design as much as its 2013-2016 predecessor, which was totally unique and even futuristic looking when it debuted. I remember how taken aback I was, not sure what to think initially yet warming up to it quickly enough, so that it quickly became my favourite small SUV. I understand why Ford changed up the look, both from a prospective customer’s need for something new and a requirement to visually align its SUV lineup, but for reasons not necessarily related to styling the Escape has lost a little ground to the now top-selling Toyota RAV4 and Honda CR-V in recent years.

2019 Ford Escape Titanium 2.0L Ecoboost
These 18-inch alloys are unique to Titanium trim, but the fog lamps get pulled up from below. (Photo: Karen Tuggay)

Only four years ago the Escape was number one in this class, a position it had held for years. In fact, look back a bit further and the Escape nearly doubled annual sales of the RAV4 and CR-V, but it’s been on a steady slide downhill since this refresh, from a high of 52,198 units in 2014 to 47,726 in 2015, the last time it topped the category, falling to 46,661 deliveries in 2016 when the RAV4 leapt to number one, and then 47,880 sales in 2017 when both the RAV4 and CR-V passed the 50,000 threshold. The two Japanese branded SUVs kept luring in more and more new customers in 2018 when each models’ sales neared 55k, but the Escape only managed 43,587 deliveries that year, while at the close of September 2019 the Escape only pulled in 30,817 new buyers to the CR-V’s 43,464 and RAV4’s 49,473, the redesigned Toyota on target for another record year.

2019 Ford Escape Titanium 2.0L Ecoboost
These great looking taillights were redesigned for the 2017-2019 model. (Photo: Karen Tuggay)

While this 2019 Escape is starting to show its age, especially when put beside that new RAV4 and the entirely new 2020 Escape that Ford hopes will inspire its once loyal customer base to come back to the domestic brand, it’s still a very good compact SUV that can be had for considerable savings. You won’t have your choice of colours, while available trims will come down to what’s left in stock, but with such a wide variety to choose from there’s bound to be something you’ll like.

At the start of this 2019 model year the Escape was available in base $26,399 S trim, as a $29,349 SE and $30,849 SEL, the latter designation added this year, and finally top-line $37,699 Titanium. The Titanium comes standard with all-wheel drive, while the SE and SEL can be had with AWD for an extra $1,500, and the S is only available in front-wheel drive.

2019 Ford Escape Titanium 2.0L Ecoboost
Despite its years, the Escape Titanium provides a nicely finished cabin with up-to-date electronics. (Photo: Karen Tuggay)

If this wasn’t confusing enough, the Escape offers the choice of three gasoline-fueled four-cylinder engines, and strangely not one of them is electrified despite this model being first to market an SUV hybrid. The base model labours forward with Ford’s dozen-year-old 2.5-litre mill making 168 horsepower and 170 lb-ft of torque, which are respectable numbers for a base model, but most Escape buyers will pay a bit more for one of the brand’s turbocharged Ecoboost engines, the 1.5-litre making 179 horsepower and 177 lb-ft of torque and standard in SE and SEL trims, and the 2.0-litre version good for a very spirited 245 horsepower and 275 lb-ft of torque, this one standard with as-tested Titanium trim and available with the SE and SEL. So as you can likely imagine, just what you’ll find at your local Ford retailer will be anyone’s guess, although if you’ve got your heart set on a particular trim powered by a specific engine they can phone around to other dealers on your behalf.

2019 Ford Escape Titanium 2.0L Ecoboost
The driving position is excellent, and controls fall easily to hands and feet. (Photo: Karen Tuggay)

At least the Escape’s sole six-speed SelectShift automatic makes your choice of transmission easier, which is two speeds less impressive than the new 2020 model’s eight-speed automatic, but the outgoing gearbox is proven reliable and certainly capable enough when fitted to either Ecoboost engine. The 2020 Escape will get the 1.5-litre turbo-four as standard equipment, with auto start-stop technology no less, which shuts the engine off when it would otherwise be idling, while the 2.0-litre continues to provide a performance option in a compact SUV class that’s in dire need of some excitement.

2019 Ford Escape Titanium 2.0L Ecoboost
Sporty motorcycle-style enclosures shield the primary instruments from outside light, while a large multi-info display remains one of the best in this class. (Photo: Karen Tuggay)

Speaking of drivetrain options, the long lost Escape Hybrid I previously complained about not being available is finally back for 2020, which is great news for those willing and able to spend more for better air quality, let alone saving some money on fuel.

While Ford isn’t providing fuel economy numbers for the new 2020 Escape just yet, the 2019 model does quite well in all trims. The 1.5-litre is the best choice for those on a budget, with the FWD version achieving a claimed 10.2 L/100km in the city, 7.8 on the highway and 9.1 combined rating, and that engine with AWD good for an estimated 11.2 city, 8.4 highway and 9.9 combined. The FWD-only base S, on the other hand, does pretty well despite its age with a rating of 11.0 city, 8.0 highway and 9.6 combined, and finally the top-tier AWD-only Titanium is extremely thrifty considering all the performance available, with a claimed rating of 11.5 city, 8.7 highway and 10.2 combined.

2019 Ford Escape Titanium 2.0L Ecoboost
Ford’s Sync 3 infotainment system is still very good, providing quick response to input and loads of top-tier features. (Photo: Karen Tuggay)

Looking past the 2019 model’s aging body style and just as classic interior design, its quality of materials, fit and finish, and general goodness is hard to argue against. Even its electronic interfaces are better than a number of more recently redesigned competitors, its primarily analogue gauge cluster filled with a very crisp, clear and colourful high-resolution multi-information display at centre, and its centre stack-mounted Sync 3 infotainment touchscreen soldiering on as one of the more graphically attractive and easy to use, not to mention wholly functional. It’s incorporated Android Auto and Apple CarPlay smartphone integration longer than most rival systems, while its navigation/route guidance is amongst the sector’s more accurate, the system’s tap, pinch, and swipe gesture controls working ideally with the nicely detailed map, and dynamic guideline-equipped backup camera easy on the eyes. There’s much more to it, such as Bluetooth streaming audio, mobile apps, voice control, a WiFi hotspot, 911 assist, etcetera, so only those looking for premium-level options like overhead surround cameras and Near Field Communication (NFC) short-range wireless connectivity will find themselves wanting.

2019 Ford Escape Titanium 2.0L Ecoboost
The route guidance system is accurate and easy to input, while you can use the touchscreen’s tap, swipe and pinch gesture controls to adjust the map. (Photo: Karen Tuggay)

The centre display provides all the expected audio functions too, like AM/FM/satellite radio plus MP3 and WMA compatibility, but no HD radio, although the 10-speaker Sony system it all plays through is very good for this class. Some quick access controls sit on an angled interface just below the touchscreen, this just above a large user-friendly dual-zone automatic climate control panel, all the kind of premium equipment expected in a luxury brand, and the Escape’s top-tier Titanium trim line. Still, compared to some competitors that have digitized these controls under touch sensitive interfaces, the Escape’s look pretty dated, but a tiny pull switch for engaging the electromechanical parking brake makes it clear that Ford did everything it could to keep this model current.

2019 Ford Escape Titanium 2.0L Ecoboost
The dual-zone auto HVAC interface looks a bit dated, but no fear as the new 2020 version is wholly modernized. (Photo: Karen Tuggay)

Advancements in mind, my tester featured a $2,500 optional Safe and Smart + Roof Package including a panoramic sunroof, rain-sensing wipers, automatic high beams, adaptive cruise control, forward collision warning with automatic brake support, blind spot monitoring with rear cross-traffic alert, plus lane departure warning with lane keeping assist. A number of these features are also available as part of a separate package in the two mid-range trims, so you don’t need to go full tilt with a Titanium model in order to benefit from these advanced driver assistive systems.

2019 Ford Escape Titanium 2.0L Ecoboost
The electric parking brake is a bit of modernity next to this old school six-speed automatic gearbox. (Photo: Karen Tuggay)

I’m not going to bother going into each and every standard and optional feature with this SUV, because as explained earlier it’s now a WYSIWYG affair, but over and above everything already mentioned this Titanium includes 18-inch alloy wheels, HID headlights with LED signature lighting, a heatable steering wheel, leather upholstery, an auto-dimming centre mirror, front parking sensors, a 110-volt household-style power outlet, a foot gesture-controlled hands-free liftgate and plenty more, while highlights pulled up from lesser trims include extra chrome exterior trim, a leather-wrapped steering wheel, a powered liftgate, rear parking sensors and more from the SEL; fog lamps, body-colour exterior details, proximity-sensing keyless access with pushbutton ignition, Ford’s exclusive keyless entry keypad, one-touch up/down power windows all around, a 10-way power-adjustable driver’s seat, dual-zone auto HVAC, heated front seats plus more from the SE; and finally auto on/off headlamps, a windshield wiper de-icer, remote engine start, keyless remote entry, MyKey, variable intermittent wipers, powered windows, air conditioning, an overhead console with sunglasses holder, SOS Post-Crash Alert System, all the usual airbags including one for the driver’s knees, and much more from the base S model.

2019 Ford Escape Titanium 2.0L Ecoboost
The driver’s seat is comfortable and easy to set up for maximum comfort and control. (Photo: Karen Tuggay)

Some Escape Titanium materials quality highlights include a mostly soft-touch dash top that nicely wraps all the way around the infotainment controls before crossing over to the front door uppers. The door inserts and armrests are nicely padded too, as is the centre armrest/bin lid, while at least the mid-door panel niceties extend into the rear seating area as well, but that’s about it for soft synthetic pampering. Ford spiffs up the instrument panel with some piano black lacquered trim that extends across the dash and down each side of the centre stack, while a tasteful assortment of aluminized accents added a bit of brightness to my tester’s mostly black cabin, but other than a touch of blue and red for the temperature controls, the lovely aqua blue needles within the gauge cluster, the dark blue and sky blue backgrounds used for the multi-info display and centre touchscreen respectively, this Escape won’t exactly stimulate one’s colour-craved senses.

2019 Ford Escape Titanium 2.0L Ecoboost
The panoramic sunroof is optional, but well worth the extra coin. (Photo: Karen Tuggay)

The leather upholstery is nice, and features what looks like cream-coloured contrast stitching, while the driver’s seat is plenty comfortable and the SUV’s driving position much better than some others in this class. In fact, I’d call its ergonomics excellent thanks to a tilt and telescopic steering column with enough rearward reach to make my long-legged, short-torso frame feel right at home. This isn’t always the case, as anyone who reads my reviews regularly will know, but you’ll be hard pressed to find a competitor with as much driver adjustment as this Escape. Visibility is excellent all-round too.

2019 Ford Escape Titanium 2.0L Ecoboost
Rear seat roominess, comfort and amenities are good, although we would’ve liked heated outboard seats. (Photo: Karen Tuggay)

The rear seating area is spacious and reasonably comfortable too, especially if positioned in the outboard window seats, but take note you don’t exactly sit in the seats, but rather on top of them, and there’s not much lateral support at all. Fortunately, taller teens will have no problem fitting in thanks to reclining seatbacks, while the folding armrest at centre improves comfort and provides a place for drinks. Rear ventilation can be found on the backside of the front console, where the aforementioned 110-volt outlet features a more useful three-pronged socket. I was surprised not to see heatable seats in back, especially in this top-of-the-line model, but those wanting such luxuries can ante up for Lincoln’s MKC, soon to be renamed Corsair, which is basically a 2019 Escape Titanium with more glitz and glamour.

2019 Ford Escape Titanium 2.0L Ecoboost
A three-prong household-style 110-volt power outlet is a nice surprise in back. (Photo: Karen Tuggay)

The rear hatch powers up out of the way via foot-activated gesture control as noted earlier, revealing a sizeable 964 litres (34.0 cubic feet) of cargo space behind the 60/40-split rear seatbacks, or 1,925 litres (68.0 cu ft) when these are lowered. I’d prefer a 40/20/40-split, or even a centre pass-through to provide room for longer items like skis down the middle while rear passengers enjoy the more comfortable and scenic window seats, but such configurations are rare outside of the premium sector, so this can hardly be seen as a deal-breaker. Ford doesn’t include any mechanisms for automatically folding the rear seats down while loading in cargo either, unlike some rivals, but on the positive a flap drops down to cover the gap between seatbacks and cargo floor so smaller items don’t slip between the cracks, so to speak, and the expanded cargo area does provide a fairly flat load floor.

2019 Ford Escape Titanium 2.0L Ecoboost
There’s plenty of room behind the rear seats, but we would’ve liked a centre pass-through. (Photo: Karen Tuggay)

Before it starts sounding like I’m beating up on this poor old Escape, the fact of the matter is it remains a very good compact crossover SUV with the best performance in its class by far. Its arguably old school transmission might be short a couple of gears compared to some competitors (and its own replacement), but it goes about its business with a level of smooth refinement that would make a JATCO engineer proud, although my tester’s steering wheel-mounted paddle shifters combined with a manual mode affecting real gears makes it a lot more enjoyable to drive than most competitors that are now using continuously variable transmissions (hence the JATCO reference, which is one of the world’s largest suppliers of CVTs). The Escape’s shifts are comparatively crisp and quick, resulting in a much more engaging experience than any of its top challengers, all of which use CVTs.

2019 Ford Escape Titanium 2.0L Ecoboost
The Escape is generous with cargo room with all seats folded, plus the load floor is nice and flat. (Photo: Karen Tuggay)

On this sportiness theme, a slightly firmer suspension means the Escape Titanium isn’t the smoothest riding model in its compact SUV class. It’s hardly rough or uncomfortable, but you’ll notice each bump and road imperfection in a fairly pronounced manner, unlike a RAV4 or CR-V that better isolate driver and passengers, but keep in mind the Escape Titanium’s more capable driving dynamics will have you smiling at speed on a winding back road. Of note, all Escapes incorporate torque-vectoring control and Curve Control that senses if you’re going to fast when entering a corner and, if so, automatically slows you down via throttle reduction and anti-lock braking.

2019 Ford Escape Titanium 2.0L Ecoboost
Those wanting to save money on a very good compact SUV will be served well by the 2019 Escape. (Photo: Karen Tuggay)

That pretty well sums up the 2019 Escape, particularly in Titanium trim. It remains a solid competitor that’s stood the test of time because it was well conceived in the first place, and would be a good choice for someone who’d rather save money than be seen in the most modern compact SUV currently available. I can’t say whether or not its replacement will be worth paying more for as I haven’t even sat in it, but it make gains mechanically and now offers a hybrid, plus its infotainment systems appear to have made a step upward as well. This is important, because it will need to last for six years as well if Ford plans to follow its past upgrade schedule, which is one year longer than its main rivals. Now we’ll have to see how well it does against the RAV4, CR-V and an ever-improving crop of compact SUVs.

If you like the current Ford Explorer, or more accurately the outgoing Explorer, now is the time to act. The version I’m referring to is the unabashedly Range Rover-inspired fifth-generation introduced…

2019 Ford Explorer Limited 4×4 Road Test

2019 Ford Explorer Limited 4x4
This 2019 Explorer is the last of a breed, the redesigned 2020 model currently ushering in a new era for Ford’s ultra-popular mid-size SUV. (Photo: Karen Tuggay)

If you like the current Ford Explorer, or more accurately the outgoing Explorer, now is the time to act. The version I’m referring to is the unabashedly Range Rover-inspired fifth-generation introduced in 2010 for the 2011 model year, and it’s now being replaced by an entirely new 2020 model that’s quickly making this well-seasoned SUV sort of forgettable, just like most ground-up redesigns of decade-old vehicles do. 

Let’s be reasonable, the sport utility on this page isn’t exactly a spring chicken, so it was beyond time to send it to pasture. What’s more, it rides on the Ford D4 platform that dates back to the 2004 Five Hundred/Taurus family sedan (a low point for the once-great designer J Mays, the Five Hundred looking geriatric when it was brand knew) and 2007 Freestyle/Taurus X (I was on the private Five Hundred unveiling as part of a Mercury event, and the Five Hundred and Freestyle launch trips), and that D4 architecture actually dates back to the 1999 Volvo S80 (P2 architecture), introduced the year before (Ford purchased Volvo in 1999). The D4 has served blue oval product planners very well since then, underpinning a couple of US-only Mercurys (RIP), the Lincoln MKS and MKT, and Ford’s Flex. 

2019 Ford Explorer Limited 4x4
Three mid-cycle updates have kept the fifth-generation Explorer fresh throughout its nine-year tenure. (Photo: Karen Tuggay)

Despite its age the 2019 Explorer remains a very handsome and mostly up-to-date SUV. As its styling has developed over the years, it has taken on more Ford DNA and eschewed its once copycat Range Rover look, which is a good thing as it was important for the American brand to proudly display its own identity rather than aping a premium image pulled from a brand once owned. I particularly like the look of this Limited model, as it’s chrome-enhanced exterior features large 20-inch alloys and plenty of other styling upgrades, yet it’s still less optioned out when compared to its pricier siblings, making its design ideally clean and elegant. 

2019 Ford Explorer Limited 4x4
Last year’s styling update nicely revised the front fascia. (Photo: Karen Tuggay)

This generation of Explorer has served Ford and ultimately its loyal owner base well throughout its nine-year tenure, with a number of exterior styling updates, new powertrains, and improved infotainment interfaces keeping it fresh and modern. Every time I spend a week with one I’m reminded why it’s so incredibly popular, with Canadian sales consistently in the top three or four amongst mid-size SUVs and number one as far as three-row entries go, but despite looking good, delivering strong performance, and providing all the features buyers in this class expect, it’s starting to show its age in other ways, particularly some of the rubberized soft-touch and harder composite materials chosen inside. 

2019 Ford Explorer Limited 4x4
LED signature lamps enhance the look of the headlamp clusters, which also feature LED low beams. (Photo: Karen Tuggay)

The 2019 Explorer shown on this page looks identical to last year’s refreshed 2018 model, that version a subtler styling update of the more comprehensive 2016 mid-cycle makeover. Of course, Ford changed up the wheels and plenty of features since then, but it’s pretty much the same under the skin. 

Three engines are available, starting with Ford’s standard 2.3-litre Ecoboost that makes a healthy 280 horsepower and 310 lb-ft of torque, this turbocharged four-cylinder followed up by a 3.5-litre Ti-VCT V6 good for 290 horsepower and 255 lb-ft of torque for $1,000 extra (interestingly the opposite of last year’s powertrain lineup that made this comparatively old-school V6 standard), its advantage being towing capacity that moves up from 2,000 pounds standard and 3,000 lbs maximum (907 and 1,360 kilos), depending on the inclusion of its Class II tow package or not, to 2,000 and 5,000 lbs (907 and 2,268 kilos), the latter with its Class III trailering upgrade, which are the same tow ratings given to the top-line turbocharged 3.5-litre Ecoboost that turns this family workhorse into a fiery thoroughbred thanks to 365 horsepower and 350 lb-ft of torque. 

2019 Ford Explorer Limited 4x4
All trims include LED taillights. (Photo: Karen Tuggay)

My tester was trimmed out in $46,034 Limited grade, one above the new base XLT that now starts at $39,448 (last year’s no-name front-drive base model is history, along with its more affordable $34,899 entry price), these two versions offering the first two engine choices, whereas $49,683 Sport and $55,379 Platinum trims come solely with the more formidable powertrain (check out CarCostCanada for all 2019 Ford Explorer pricing including trims, packages and individual options, plus available rebates and dealer invoice pricing that could save you thousands). 

2019 Ford Explorer Limited 4x4
Ford’s handy SecuriCode entry keypad let’s you leave your keys in the car when at the beach or out for a hike, and get back inside with a passcode. (Photo: Karen Tuggay)

Fortunately for me and my wallet Ford left my tester with its base powertrain, its standard engine providing good economy at 13.1 L/100km in the city, 9.2 on the highway and 11.4 combined, which is great for such a large, capable and powerful SUV, and much better than the normally aspirated V6 engine’s rating of 14.5 city, 10.6 highway and 12.7 combined, and infinitely easier on the budget than the V6 Ecoboost’s V8-like 15.2, 10.9 and 13.2 respectively. You’ll need to fill it with 93-octane premium fuel to achieve those numbers with both Ecoboost engines, by the way, but not so with the lesser V6, so real-life running costs between the base and mid-range engines are probably very close. 

2019 Ford Explorer Limited 4x4
The Explorer’s interior isn’t quite up to the refinement levels of some rivals, but it’s still very good and well equipped. (Photo: Karen Tuggay)

Before you start comparing the Explorer’s base fuel economy with its challengers you’ll need to factor in that this SUV now comes standard with Ford’s Intelligent 4WD, not front-wheel drive like it used to in Canada, and most competitors still do. Along with its standard 4WD, the Explorer also features the domestic brand’s Range Rover-like Terrain System that manages all types of on- and off-road surfaces, simply by its driver turning a console-mounted dial. Not a serious 4×4 like Ford’s own full-size Expedition, the Explorer nevertheless is quite capable over light- and even medium-duty trails by using its Snow, Gravel, Grass Mode, Sand Mode, or Mud, Rut Mode terrain management selections, optimized by standard Hill Descent Control and the SUV’s regular traction and stability control systems, while default Normal Mode is optimal for everyday use. 

2019 Ford Explorer Limited 4x4
The cockpit is nicely laid out, plus spacious and comfortable. (Photo: Karen Tuggay)

Off-road capability in mind, the Explorer rides higher than most crossover SUVs in the mid-size segment, feeling more like a true truck-based utility, yet as mentioned earlier in this review it’s based on a regular unibody platform architecture. This helps it maintain a tight, rigid body structure, something that’s noticeable as soon as bumps, dips and other road surface irregularities try to impede forward momentum, the result of Ford’s fine tuning over the years, as well as its inherently stable independent front strut and rear multi-link suspension design that comes complete with a 32-mm stabilizer bar up front and a 22-mm one in the rear, all providing an excellent balance of ride quality and handling. 

2019 Ford Explorer Limited 4x4
The gauge cluster gets one large colour multi-info display per side. (Photo: Karen Tuggay)

The as-tested Explorer Limited is no lightweight, hitting the scales at 2,066 kg (4,556 lbs) despite only harnessing its base 2.3-litre Ecoboost, but the previously noted thrust and twist figures make for a powerful punch off the line, and the sole six-speed automatic transmission is certainly a good match to the engine, not to mention much more proven than all the new eight-, nine- and even 10-speed autoboxes showing up on the market these days; the redesigned 2020 Explorer getting the latter. I found the six-speed shifted smoothly and positively, aided by a thumb rocker switch on the shift knob for manual mode, and therefore I’d have no problem with its performance for reliability tradeoff. 

2019 Ford Explorer Limited 4x4
There’s certainly nothing wrong with the Explorer’s on-screen electronics. (Photo: Karen Tuggay)

Comfort is one of the Explorer’s greatest assets, and it comes with room to spare. It seats seven in standard trim or six with its second-row captain’s chairs, the latter providing an easy passageway for kids to climb through, which can be helpful if you’ve got a child strapped into a booster or safety seat. My tester seated three abreast comfortably in the second row, the outboard positions benefiting from two-way heatable cushions with switchgear located on the backside of the front centre console next to a manual HVAC interface, two USB charge ports and a three-prong household-style 110-volt socket, while each 60/40-split side of seats flip forward almost completely out of the way when needing to access the third row. The two rearmost passengers should be comfortable enough unless particularly tall, with my five-foot-eight frame finding room enough in all directions. 

2019 Ford Explorer Limited 4x4
The centre stack features a large, bright and colourful touchscreen display with great graphics and loads of functionality. (Photo: Karen Tuggay)

Those 50/50 split folding third-row seats can be lowered into the deep luggage well via available power controls on the cargo wall, and they stow much like they would in a high-end minivan (something Ford no longer sells), while the second-row seats need to be manually lowered via the rear side doors. When completely laid flat the Explorer’s cargo capacity expands from 595 litres (21.0 cubic feet) behind the third row, or 1,240 litres (43.9 cubic feet) behind the second row, to a maximum of 2,313 litres (81.7 cubic feet) behind the first row. That’s pretty sizeable, and easily on par with most three-row competitors. 

2019 Ford Explorer Limited 4x4
The navigation system is very accurate and easy to use. (Photo: Karen Tuggay)

Back up front, the Explorer Limited’s 10-way powered driver’s seat should be comfortable for the majority of body types, with a good inherent design and plenty of adjustments including four-way powered lumbar support and memory. The powered steering column provides plenty of reach, which allowed me to set up my driving position for optimal comfort and control, while the majority of buttons, knobs and switches across the instrument panel and console were within easy reach. 

2019 Ford Explorer Limited 4x4
Limited trim includes a 7-speaker Sony audio system that sounds great. (Photo: Karen Tuggay)

The centre touchscreen comes filled with Ford’s excellent Sync 3 infotainment interface. Its white and black (and sometimes maroon) on light blue graphics continue to look fresh and attractive, and it remains fairly fast reacting if not the highest in resolution compared to some newer systems in more recently updated models offered by competitors as well as Ford itself, such as the new 2020 Explorer. Still, despite its matte display, which helps limit fingerprint smudges, it’s bright and clear, unlike some rival interfaces that are so washed out you can’t see any details on a sunny day due to glare. For instance, I found it near impossible to read a 2019 Toyota Highlander’s centre display in certain lighting conditions (which incidentally was not yet equipped with Toyota’s latest Entune system), and it became even worse when wearing my polarized sunglasses. In the Explorer this is not a problem. 

2019 Ford Explorer Limited 4x4
The six-speed automatic transmission can be manually shifted via this rocker switch on the shift knob. (Photo: Karen Tuggay)

The quality of all Explorer switchgear is certainly up to par with others this class too, some of it actually quite special. The rotating audio dial, for instance, features knurled metal-look edging that gives it a premium appearance and feel, while I was also impressed with the woodgrain trim’s density, this spanning the dash and each door panel, and I love the way the satin-finish aluminum accents wrap around the wood before butting up against each piece of door trim. It would’ve been better if said sections of decorative dash and door inlays matched up with each other, these pieces not aligned properly during assembly (see photos 28 and 29 in the gallery), but Ford should get kudos for the quality of materials and overall design just the same (you can request that your dealer properly hangs the doors at the point of sale, so all the interior trim bits line up better). 

2019 Ford Explorer Limited 4x4
Ford’s Terrain System let’s you choose an optimal setting to tackle all types of road and trail surfaces. (Photo: Karen Tuggay)

The woodgrain and metallic trim is standard, while over and above features already mentioned the base XLT also comes with LED signature lighting around the otherwise automatic LED low-beam headlamps, plus LED fog lamps, LED taillights, 18-inch alloy wheels on 245/60 all-season tires, silver roof rails, Ford’s Easy Fuel capless refueling filler, remote engine start, proximity keyless access with pushbutton ignition, Ford’s SecuriCode entry keypad, MyKey, forward and reverse parking sensors, a leather-wrapped multi-function steering wheel, a leather-clad shift knob, an eight-way powered driver’s seat, heated front seats, an auto-dimming rearview mirror, Ford’s Sync 3 infotainment with a rearview camera, seven-speaker AM/FM/MP3 audio with satellite radio, FordPass Connect with a Wi-Fi Hotspot, a media hub with a smart-charging USB and four 12-volt power points (two in the first row, one in the second row, and one in the cargo area), filtered dual-zone automatic temperature control, blind spot monitoring with rear cross-traffic alert, and much more. 

2019 Ford Explorer Limited 4x4
The seats are large, comfortable and very adjustable. (Photo: Karen Tuggay)

Also standard is an amply strong body shell and enough safety equipment to achieve an NHTSA 5-star crash safety rating, while Ford also offers a new (last year) $1,000 Safe and Smart Package that includes rain-sensing wipers, automatic high beams, adaptive cruise control, forward collision warning with brake support, and lane-keeping assist. 

2019 Ford Explorer Limited 4x4
The dual-pane panoramic sunroof really opens up the interior. (Photo: Karen Tuggay)

Ford added the Safe and Smart Package to my Limited tester, which otherwise gets upgraded with a fair bit of extra chrome trim outside, two-inch larger 20-inch alloys on 255/50 rubber, power-folding side mirrors with integrated LED turn signals, ambient interior lighting, a heatable steering wheel rim, a powered tilt and telescopic steering column, a universal garage door opener, standard perforated leather upholstery featuring three-way forced ventilation and memory (that also controls the mirrors and steering column), a 10-way powered front passenger seat, a 180-degree split-view front parking camera, voice-activated navigation with SiriusXM Traffic and Travel Link, a hands-free foot-activated powered liftgate, great sounding 12-speaker Sony audio, the 110-volt AC power outlet, heated second-row seats, and power-folding third row I mentioned earlier, plus Ford added a $1,750 dual-pane powered panoramic sunroof overhead, all of which kept this particular Explorer below the $50k threshold, including its destination charge. 

2019 Ford Explorer Limited 4x4
Second-row seating is very roomy. (Photo: Karen Tuggay)

Plenty of additional options and packages are available, including a $1,500 XLT Desert Copper Package that adds special 20-inch alloys, chromed side mirrors, and black/copper leather upholstery to the entry-level XLT trim; plus the $1,600 XLT Sport Appearance Package with special “EXPLORER” block lettering on the lip of the hood, unique Magnetic Metallic-painted (black) 20-inch rims, additional exterior accents painted in the Magnetic Metallic hue, black roof rails, “EXPLORER” embroidered front floor mats, special door trim panels with Fire Orange contrast stitching, exclusive black leather upholstery with perforated Miko inserts, Foxfire scrim and the same Fire Orange contrast stitching, etcetera. 

2019 Ford Explorer Limited 4x4
The second-row seats tumble forward for easy access to the third row. (Photo: Karen Tuggay)

My Limited tester could have included a $2,900 301A package that includes the Safe and Smart Package plus a set of Multicontour front seats with Active Motion massage, enhanced active park assist, and exclusive inflatable rear outboard safety belts. 

As for aforementioned Sport trim, the much more powerful and notably sophisticated looking model replaces any exterior chrome with high-gloss black trim, including the mirror caps and door handles, plus adds a unique blackout treatment to the headlamps and taillights, while also adding its own set of black 20-inch alloys, upgrades the cabin to include perforated leather seating with red stitching and an enhanced Sony audio system with Clear Phase and Live Acoustics, while including all of the Limited trim’s features as well as the Safe and Smart Package as standard. 

2019 Ford Explorer Limited 4x4
There’s a surprising amount of room in the very back. (Photo: Karen Tuggay)

Lastly, top-tier Platinum trim includes everything already mentioned except for replacing all of the black trim with satin-chrome silver and adding a set of quad tailpipes to its backside, this variation on the Explorer theme being the most Range Rover-esque from a design perspective, but nevertheless a very sharp looking family hauler. The Explorer Platinum also makes the twin-panel moonroof standard, adds power-adjustable foot pedals and active park assist, plus upgrades the interior with Ash Swirl hardwood trim bordered by genuine aluminum accents as well as rich Nirvana (not the band) leather upholstery featuring micro-perforations and quilted bolsters. Also included are the massaging Multicontour front seats from the previously noted 301A package, an upgraded instrument cluster, a leather-covered instrument panel and door uppers, more leather over the door and centre console armrests, a special headliner, and active noise reduction. 

2019 Ford Explorer Limited 4x4
Cargo space is not a problem. (Photo: Karen Tuggay)

Certainly the Platinum would’ve been a nicer ride than my Limited-trimmed tester, but for about $6k less it was still very good looking, enjoyable to drive, fuel-efficient, loaded with luxury features, incredibly accommodating from front to back, and pretty well finished inside, give or take a couple of unaligned trim bits. 

All in all the outgoing 2019 Explorer is still a great three-row SUV that no doubt can be had for quite a bargain now that it’s life-cycle is ending and an all-new Explorer is in the midst of launching.

To say that Ford leads SUV sales in this country is almost as big an understatement as merely stating that the F-Series is Canada’s best-selling pickup truck.  F-Series sales were 145,694 units last…

2019 Ford Expedition Limited 4×4 Road Test

2019 Ford Expedition Limited 4x4
Ford redesigned the full-size Expedition for 2018, and the handsome SUV remains unchanged for 2019. (Photo: Karen Tuggay)

To say that Ford leads SUV sales in this country is almost as big an understatement as merely stating that the F-Series is Canada’s best-selling pickup truck. 

F-Series sales were 145,694 units last year compared to 108,569 total full-size GM trucks (55,097 Chevy Silverados and 53,472 GMC Sierras), and 77,951 Ram pickups, with sales actually picking up from January through May 2019 at 59,511 F-Series units to GM’s 41,207 large pickups and Ram’s 37,152 deliveries over the same five months. As for Toyota and Nissan, the full-size Tundra sold 11,738 units in 2018 and 4,238 as of May 31, 2019, while Titan found just 5,445 buyers last year and a scant 1,399 by the end of May this year. 

In the commercial van sector Ford’s lead is even stronger, obliterating its competitors with 22,214 Transit, E-Series and Transit Connect models through 2018 plus 10,658 units up until May 31, 2019, compared to 10,796 total GM vans delivered last year and 4,215 over the first five months of this year, 6,538 Mercedes-Benz vans sold through 2018 plus 2,166 from January through May, 4,362 Ram vans delivered last year and 2,627 more up to the close of May 2019, plus 2,527 Nissan vans down the road in 2018 and 1,122 from January through May this year. 

2019 Ford Expedition Limited 4x4
Hard to believe but this is the regular-wheelbase Expedition, this version adding 100 mm on to the previous generation. (Photo: Karen Tuggay)

How about mainstream SUVs? While Ford benefited from a less comfortable lead in total crossover and SUV sales across Canada last year, it nevertheless remained out front with 92,418 EcoSport, Escape, Edge, Explorer, Flex, and Expedition models delivered, but with just 36,861 units from January through May of 2019 compared to 86,964 last year and a new lead of 37,125 units from Nissan up until May 31, 2019, not to mention 85,830 from Toyota throughout 2018 and another higher number of 37,348 sales through May, Ford has its work cut out for it if it plans to stay ahead of its closest rivals this year. 

While we’re talking SUV competitors, I should also point out that FCA (Jeep, Dodge and Fiat) sold 84,387 SUVs last year and 35,776 up until May 31 this year, whereas GM’s three brands (Chevrolet, GMC and Buick) managed 78,002 and 39,407 units respectively, Honda delivered 72,022 and 32,802 new SUVs respectively, and Hyundai found 67,171 and 29,613 new SUV customers during the same two periods of time. 

2019 Ford Expedition Limited 4x4
Limited trim adds some extra chrome detailing, but Ford upgraded this model with a package providing LED headlamps, LED fog lights, and 22-inch alloys. (Photo: Karen Tuggay)

Take note that one of Ford’s better-selling SUVs, the Explorer, saw its sales slip by a significant 45.14-percent over the first five months of 2019 in preparation for a totally redesigned model being launched now (they wouldn’t want to stick their dealers with too many older examples when the new one arrives), while Nissan and Toyota had new high-volume subcompact and compact models come online, so we should expect Ford to regain its SUV sales leadership over the final seven months of this year. 

Of course, every other volume brand sells into the crossover SUV sector too, and new models designed to disrupt the status quo are arriving regularly, so we’ll just have to wait to see if the blue-oval brand manages to stay on top over the long run, but keep in mind that Ford’s all-new retro-inspired Bronco 4×4 will soon go up against Jeep’s Wrangler, while its rumoured Baby Bronco will provide an off-road alternative in an even smaller package, and likely be more appealing to Canadians than Jeep’s Renegade that’s been an unparalleled flop (only rivaled by its Fiat 500X platform-mate). 

2019 Ford Expedition Limited 4x4
The LED headlights have a nice sophisticated design. (Photo: Karen Tuggay)

Two of Ford’s lowest performing models on the sales charts include the incredibly resilient three-row Flex crossover that surprisingly found 115.71 percent more customers during the first five months of 2019 than it did over the same period last year, its total year-to-date deliveries at 1,812 units as of May 31, 2019, which probably won’t be enough to cause Dearborn to keep the unique model in the lineup after being slated for cancellation next year, while the full-size three-row Expedition being reviewed here (you were probably wondering when I’d get around to talking about it) saw its sales increase by 29.4 percent from January through May, up to 2,007 deliveries, albeit that’s after year-over-year Expedition sales fell by 12.67 percent throughout 2018. 

2019 Ford Expedition Limited 4x4
Here’s a nice close-up of those upgraded 22-inch alloys. (Photo: Karen Tuggay)

You might remember me using the word “obliterate” to describe Ford’s dominance in the commercial van segment earlier in this review, but that doesn’t even begin to sum up how dramatically GM outperforms Ford and all others in the Expedition’s full-size SUV segment. Where Ford only offers its Expedition and longer Expedition Max to large utility buyers, the General has Chevrolet and GMC anteing up with their Tahoe/Suburban and Yukon/Yukon XL regular and long-wheelbase models respectively, Ford’s aforementioned 2,007 Expedition deliveries over the first five months of 2019, and 2,798 sales throughout 2018 looking pale by comparison to 4,617 deliveries of the four GM models in 2019 (comprised of 1,357 Tahoes, 1,255 Yukons, 1,058 Suburbans and 947 Yukon XLs), and 11,629 total units sold through 2018 (including 3,576 Tahoes, 3,061 Yukons, 2,789 Suburbans and 2,266 Yukon XLs). 

The best of the rest is Nissan’s Armada that saw its sales rise to an all-time high of 1,435 units last year, followed by a rather scant 321 units sold up until May 31 of 2019, while the trailing Toyota Sequoia’s sales fell to 684 units in 2018, and have only managed 248 deliveries over the same five months of 2019. 

2019 Ford Expedition Limited 4x4
The Expedition looks long and is. (Photo: Karen Tuggay)

Interestingly, the same scenario plays out within this full-size SUV category’s competing luxury brands, with the Lincoln Navigator doing well thanks to an 80.52-percent year-over-year bump from 2017 through 2018 totaling 1,177 units, plus another 21.83-percent increase from January through May 2019 resulting in 720 deliveries, but despite Cadillac’s Escalade sales having fallen by 5.43 percent last year it still managed a much healthier 2,767 total units, while Escalade deliveries bounced back by 4.90 percent over the first five months of 2019 to 1,050 unit sales. 

2019 Ford Expedition Limited 4x4
Blue-oval fans should like the Expedition’s brand-identifiable design cues. (Photo: Karen Tuggay)

Now where were we? Oh yes, the difference between the now decade-old Flex dying and the latest Expedition, which was totally redesigned last year, continuing to live, come down to plant availability and profit margins, with the Flex produced at Ford’s Oakville Assembly plant in Oakville, Ontario, along with the highly popular Edge, impressive new Lincoln Nautilus, and the equally long-in-tooth and ancient D4 platform-sharing Lincoln MKT that only remains alive to serve in airport limousine and funeral service fleets (oh gods of the universe please don’t let me go to my place of rest in that horrid looking contraption), plus truly unlucky marrying couples and graduates (hopefully the powers that be within Lincoln will find a replacement for the MKT soon—the fabulous looking, wonderfully outfitted, and strong performing Continental anyone?), whereas the new fourth-generation Expedition rides on the same much more recently introduced body-on-frame and aluminum-skinned T-Platform as the F-Series pickup truck mentioned earlier, albeit the larger Super-Duty versions, and therefore gets produced at Ford’s Louisville, Kentucky Truck Assembly plant, alongside the just-noted heavy-duty pickup and Lincoln’s just-noted Navigator. 

2019 Ford Expedition Limited 4x4
Limited trim adds LED taillights. (Photo: Karen Tuggay)

That Navigator adopted the same aluminum body construction as the Expedition last year, both full-size SUVs having received ground-up redesigns for 2018, hence their recent growth in sales. The mostly alloy (and I must say very good looking) skin joins up with a high-strength lightweight boron steel and aluminium frame to further reduce the Expedition’s curb weight by 44 kilograms to 90 kg (97 to 199 lbs) depending on trim, or 135 kg (just under 300 lbs) for the longer Expedition Max (EL in the U.S.), yet despite such a significant reduction in overall mass the upgraded SUV is more than 100 mm (4.0 inches) longer than the outgoing model in regular wheelbase form, and 28 mm (1.1 inches) lengthier than the old SUV in its larger Max body-style, while its wheelbase gets stretched by nearly 90 mm (3.5 inches) for the regular-length model and by 15 mm (0.6 inches) in the Max, plus it gains more than 25 mm (1.0 inch) from side to side. 

2019 Ford Expedition Limited 4x4
The Expedition isn’t as upscale as the Lincoln Navigator that shares its underpinnings, but it’s nevertheless impressively finished inside. (Photo: Karen Tuggay)

The regular-wheelbase Expedition’s size and its lightweight aluminum design are reasons you may want to consider this newest version over the best-selling Tahoe/Yukon pairing, all of these more rugged truck-based SUVs often chosen over unibody car-based crossovers for their passenger carrying and load hauling capabilities, so therefore the more the merrier in this respect. 

The new Expedition’s larger dimensions make for an even roomier cabin than the previous generation’s already generous proportions, while the cargo compartment grows to a maximum of 2,962 litres (104.6 cubic feet) in the regular length model, or 3,439 litres (121.4 cubic feet) in Expedition Max form, the latter providing 477 litres (16.9 cu ft) more gear-toting space than the regular Expedition. This means 4×8 sheets of building material can be laid flat on top of the load floor with the tailgate closed. 

2019 Ford Expedition Limited 4x4
The cockpit is well laid out and many of the upper surface treatments are soft-touch. (Photo: Karen Tuggay)

Addition cargo dimensions include 1,627 litres (57.4 cu ft) behind the regular Expedition’s second row and 2,077 litres (73.3 cu ft) behind that in the Max, or alternatively 1,800 and 2,254 litres (63.5 and 79.6 cu ft) respectively for the same area when the second row is pulled all the way forward, and lastly 546 litres and 972 litres (19.3 and 34.3 cu ft) behind the regular Expedition’s and Expedition Max’s third row respectively, or 593 and 1,019 litres (20.9 and 36.0 cu ft) in the regular and Max models’ rearmost compartment when the third row is fully upright. Got that? 

Incidentally, both second- and third-row seats can be powered up and down individually via rocker switches on the cargo wall, a really helpful feature in such a large vehicle, and standard with Limited and Platinum trims (third-row PowerFold seats are standard across the line). What’s more, those rows fold completely flat so that all types of cargo have a better chance of remaining upright throughout the journey. 

2019 Ford Expedition Limited 4x4
It doesn’t get a fully digital gauge cluster, but the Expedition’s 8-inch multi-info display is still plenty impressive. (Photo: Karen Tuggay)

When compared to the Tahoe and Suburban it’s easy to see the Expedition and Expedition Max are considerably more accommodating, with the Chevy’s shorter wheelbase model’s 2,682 litres (94.7 cu ft) of maximum cargo space shy by a whopping 280 litres (9.9 cu ft), its 1,464-litre (51.7 cu-ft) capacity aft of its second row down by 163 litres (5.7 cu ft), and its 433 litres (15.3 cu ft) of gear-toting space behind the third row short by 160 litres (5.6 cu ft). 

As for the Suburban, its 3,446 litres (121.7 cu ft) of maximum cargo capacity is actually 7 litres (0.02 cu ft) larger than the Expedition Max’s grand total, or more or less a wash, while the 2,172 litres (76.7 cu ft) behind its second row make it less accommodating by 82 litres (2.9 cu ft), although the big GM climbs back on top with 94 litres (3.3 cu ft) of extra storage room behind the third row thanks to 1,113 litres (39.3 cu ft) of cargo volume. 

2019 Ford Expedition Limited 4x4
The centre stack is well organized and switchgear of high quality. (Photo: Karen Tuggay)

If towing is more on your agenda, take note the regular wheelbase Expedition can now trailer up to 4,218 kilos (9,300 lbs) when upfitted with its $1,400 Heavy-Duty Trailer Tow Package (the base model is good for 4,173 kg/9,200 lbs with the same package), which is an increase of 45 kg (100 lbs) over its predecessor, plus this is the full-size SUV segment’s best result by a long shot. Standard is trailer sway control, which works together with AdvanceTrac traction control and Roll Stability Control (RSC) in order to maintain total command of both SUV and trailer. 

Once again comparing the Expedition to the current Tahoe shows 3,901 kg (8,600 lbs) of capacity, but that’s with its most capable version in rear-wheel drive trim, whereas the Expedition comes standard as a 4×4 in Canada. The best the Tahoe 4×4 can do is 3,810 kg (8,400 lbs), a considerable 408 kg (900 lbs) less than the Expedition. Likewise the Expedition Max is good for a maximum of 4,082 kg (9,000 lbs) of total trailer weight, whereas its Suburban rival can only tow up to 3,765 litres (8,300 lbs) in its two-wheel drive layout and just 3,629 kg (8,000 lbs) with its more directly competitive four-wheel drive configuration. 

2019 Ford Expedition Limited 4x4
The Sync 3 infotainment system remains one of the better of its type in the mainstream volume sector. (Photo: Karen Tuggay)

A key reason the Expedition is such an effective beast of burden is its updated twin-turbocharged 3.5-litre Ecoboost V6 that’s now good for 375 horsepower and 470 lb-ft of torque in base XLT and mid-range Limited trims, the latter shown here, while an even more potent version puts out 400 horsepower and 480 lb-ft of torque in top-tier Platinum trim. These two powerplants are mated to a brand new 10-speed automatic transmission that, together with standard idle start/stop technology that automatically shuts off the engine when it would otherwise be idling and then quickly restarts it when lifting your foot from the brake, helps deliver much better fuel-efficiency than the outgoing model. 

By comparison, the Tahoe offers full-size SUV buyers 20 horsepower and a shocking 87 lb-ft of torque less performance with its base 5.3-litre V8, which comes mated to a reliable albeit less sophisticated six-speed automatic, while its top-line engine is a massive 6.2-litre V8 mated up to a version of the same 10-speed automatic used in the Expedition (Ford and GM smartly developed this advanced gearbox together in order to save money), this combination providing 20 more horsepower than the most potent Ecoboost V6, albeit 20 lb-ft of torque less twist. 

2019 Ford Expedition Limited 4x4
This split-screen overhead camera system is really helpful when parking such a large SUV. (Photo: Karen Tuggay)

As noted, the Expedition’s 10-speed really helps reduce fuel economy, something I noticed during my weeklong drive. I actually had no trouble getting close to Transport Canada’s rating of 14.1 L/100km city, 10.6 highway and 12.5 combined when going easy on the throttle, which compares well against the heavier steel-bodied 2017 Expedition with its six-speed automatic that only managed a 15.9 L/100km city, 12.0 highway and 14.2 combined rating in its regular length form. The new Expedition is much thriftier than the 2019 Tahoe 4×4’s best Transport Canada rating of 15.8 city, 11.1 highway and 13.7 combined too, despite the Expedition’s significant power advantage. 

Likewise, the long-wheelbase 2019 Expedition Max’s claimed rating of just 14.7 city, 11.2 highway and 13.1 combined beats its steel-bodied predecessor that could only manage 16.1, 12.2 and 14.3 respectively, a significant improvement, while the best Transport Canada rating for the base Suburban 4×4 is 16.8 city, 11.3 highway and 14.3 combined, worse than the old Expedition Max if driven around town most often. Also notable, there’s no stated difference in fuel economy from the base Ecoboost engine to the more powerful version, but the larger optional 6.2-litre V8 in the Tahoe and Suburban slightly increases fuel consumption to 16.4 city, 10.7 highway and 13.8 combined or 17.1, 11.3 and 14.5 respectively. 

2019 Ford Expedition Limited 4x4
The top dial is for selecting gears, and the bottom one is for choosing a drive mode. (Photo: Karen Tuggay)

Along with standard four-wheel drive, the new Expedition also gets a version of the Explorer’s terrain management system, allowing the choice of driving styles, the capability of maximizing traction on various road and trail surfaces, plus the ability to set the SUV up to either tow a trailer or have it hauled behind a larger vehicle (although the latter is a bit hard to imagine given the size this SUV), all from a dial on the lower console. 

On pavement, where I spent most of my time with the Expedition, I found its Ecoboost V6 nice and smooth, albeit complemented by the sound of a pleasant V8-like rumble emanating throughout the cabin. Step on the throttle and it feels even stronger than the majority of V8s thanks to all the aforementioned horsepower and torque, and therefore would be my choice in this class unless Ford opts to offer the Expedition with a Powerstroke diesel at some point, but that won’t likely ever happen due to emissions regulations. 

2019 Ford Expedition Limited 4x4
Here’s a closer look at the knurled metal-edged rotating gear selector. Nice isn’t it? (Photo: Karen Tuggay)

The new 10-speed automatic might be an even smoother operator than the engine. It’s truly almost as seamless as a CVT, shifting often albeit without commotion, and responding well to more aggressive digs at the pedal, with fairly quick downshifts and continued silky operation. Likewise, I never tried to defeat the auto idle start/stop system as it shut itself off at stoplights without much notice and restarted immediately, again without even a hiccup. 

Speaking of smooth, the Expedition’s ride is a comforting mix of pillows, clouds and whip cream. Ok, that was a stretch, but it nevertheless soaked up bumps, dips and other road imperfections wonderfully around town, out on the highway and pretty much everywhere else, even during some quick tests on gravel roads and wily trails. The Expedition is probably best on the open freeway where it’s ability to cruise for hundreds of miles upon miles in any given stint is superb, this ability made even more relaxing via dynamic cruise control that makes life behind the wheel as easy as can be, while its handling around sharper curves is nevertheless very good for this class, its rear suspension being an independent multi-link design unlike the Tahoe’s non-independent solid rear axle, plus the Expedition’s road and wind noise pretty nominal considering it’s shaped like a big brick. 

2019 Ford Expedition Limited 4x4
These perforated leather-clad seats aren’t even top of the line, but they were certainly comfortable. (Photo: Karen Tuggay)

I even found my Expedition tester quite nimble through traffic, aided by the excellent visibility its extremely tall ride-height provides. This said parallel parking in the inner city or trying to find a large enough spot in a parking garage can be challenging, but then again most of the folks I know who own a full-size SUV have a smaller vehicle for getting around town. 

Along with all the performance and luxurious ride is a cabin that’s improved so much over its predecessor that I’m really wondering why there’s a need for a Lincoln Navigator in the lineup. Okay, I probably shouldn’t go that far because the 2019 Navigator I recently tested really impressed me with authentic hardwood and a lot of premium materials all-round, more than making up for the $12k or so price upgrade needed to get into a similarly equipped model, but I certainly wouldn’t need all the fancy stuff in a family hauler like this, and found my Expedition Limited test model incredibly comfortable, especially the driver’s seat that was about as supportive as can be found in this full-size segment. It only includes two-way lumbar support, mind you, although to Ford’s credit that lumbar pad powered in and out exactly where the small of my back required it, so it’s hard for me to complain (but you should to try the lumbar support on for size). I found the driver seat’s squab fit nicely under my knees too, although can’t say how it would feel for someone with shorter legs. 

2019 Ford Expedition Limited 4x4
This massive powered panoramic sunroof stretched from front to back. (Photo: Karen Tuggay)

Back to the subject of materials quality, Ford finishes most of the dash top ahead of the driver and front passenger in attractive, soft-touch stitched and padded leatherette, this premium material actually flowing all the way around the sides of the primary gauge cluster, and also forming a separate horizontal strip ahead of the front passenger between chromed metallic inlays. Likewise the top of each door upper was furnished in the same high quality padded and stitched leatherette, front and back no less, while the tops and sides of the armrests are nicely padded as well. 

The Limited trim’s woodgrain is finished with a matte treatment, but Ford didn’t even try to make it feel real. I have to say it looks pretty good though, so I can’t see many complaining as this is the way they’ve offered up the Expedition since day one, and if you want more you can move up to the new Navigator as mentioned a moment ago. One thing I like more than the Navigator is the knurled metal rotating dial for swapping gears, this a lot more intuitive than the latest Lincoln’s horizontal row of buttons. 

2019 Ford Expedition Limited 4x4
The rear captain’s chairs are a worthwhile option, as they allow third-row passengers to access from centre. (Photo: Karen Tuggay)

Ford complements its gear selector with a smaller rotating knurled metal dial for choosing drive modes, which include Normal, Eco, Sport, Tow/Haul, Mud and Ruts, Sand, and Grass/Gravel/Snow. I set it to Normal for most of my time behind the wheel, but found that Eco was a good choice when driving around town in busy traffic as well, plus I’m sure there were fuel savings from doing so. 

Eco mode retards the 10-speed transmission’s shift points so it doesn’t hold gears as long, amongst other things, although if you need to move off the line quickly to get ahead of slower moving traffic the engine certainly responds well enough. Sport mode doesn’t allow the auto start-stop function to work, so the engine is always primed and ready to go, while shift points are higher in the rev range resulting in more responsive performance. Also important, when still in Sport mode yet driving in a more relaxed manner, the transmission won’t simply hold engine revs high for no apparent reason, making this gearbox design a lot more intelligent than many others I’ve driven. 

2019 Ford Expedition Limited 4x4
This panel provides controls for the rear auto HVAC system, USB and 110-volt charging ports, heated second-row seats, and more. (Photo: Karen Tuggay)

I scrolled through the other drive mode functions for testing purposes and all seemed up to their various tasks, although only a true test over specified terrain would verify. This said I’ve experienced Ford’s Terrain Management System in other models before, such as the Explorer, and can only imagine it would work even better in this true body-on-frame 4×4. 

Back to interior niceties, the instrument panel includes an impressive analogue/digital gauge cluster. It smartly shows a row of 10 gears right next to the tachometer, which move up and down as they slot into place. The standard multi-information display between the two analogue gauges is very large at 8.0 inches in diameter, and extremely high in resolution, plus it’s filled with an eye-arresting array of attractive graphics boasting excellent contrast and depth of colour. Functions include an off-road status panel with an inclinometer and more, a real-time fuel economy average that showed 18.3 L/100km when taking notes (fortunately not my weeklong average), a comprehensive trip mileage panel, some engine information such as driving hours and idle hours (my tester showing 209 total hours of which 63 were idling, so the need for an idle start-stop system in a vehicle like this is understandable), a turbo boost gauge, and more. 

2019 Ford Expedition Limited 4x4
These tilt-and-slide second-row seats are a first for the full-size SUV segment. (Photo: Karen Tuggay)

If you’re not familiar with the Ford Sync 3 infotainment system then you probably haven’t read many of my other reviews about Ford products, because I’ve been raving about this infotainment system since it was introduced a few years back. I won’t say that it’s still best of the best, but it was at one point and now remains one of the better electronic interfaces in the mainstream industry, continuing forward with stylish light blue graphics and simple, straightforward commands, plus loads of useful features including a very accurate navigation system and, in the case of my tester, an excellent parking camera system with backup and overhead views. 

Surprisingly, all Expeditions come suited up with a fabulous 12-speaker Bang & Olufsen audio system, while its controls were once again comprised of knurled metal-like dials and tight fitting buttons, as were all the HVAC system controllers that neatly featured temperature readouts within the middle of each dial. Most of the Expedition’s switchgear is nicely made, tightly fit and well damped for a premium feel, with only the steering wheel buttons coming across a bit low rent. 

2019 Ford Expedition Limited 4x4
Third-row roominess and comfort is impressive. (Photo: Karen Tuggay)

Also, don’t look for premium composites below the beltline, Ford even finishing the glove box lid in shiny hard plastic. That might be good news for those looking to their Expeditions for hard work or play, being that the lower door panels, while hard shell plastic, appear rugged enough to sustain plenty of kicks from steel toed boots. Likewise, you won’t need to worry about grabbing hold of the A-pillar with dirty, sooty gloves or unwashed hands while swinging yourself into the driver’s seat, because Ford doesn’t wrap any of the Expedition’s roof pillars in fabric, so once again look to Lincoln’s Navigator if you’re interested in a higher level of premium pampering. 

2019 Ford Expedition Limited 4x4
The Expedition’s liftgate provides an excellent cover from inclement weather. (Photo: Karen Tuggay)

The Expedition’s passenger compartment is about as spacious as you’re going to get in any class, and no different than the Navigator’s from a size perspective. My tester came with two rear buckets featuring a wide passageway in between to get to the third row. You can also tilt either bucket seat forward to access that rearmost row, which might be easier for some, but I expect smaller kids will just run through the middle. This makes it easier for parents still strapping a child seat into that second-row bucket. Nevertheless, the new Expedition is actually the first full-size SUV to incorporate tip-and-slide second row seats, so kudos to Ford for bringing this convenient feature to the largest SUV segment. No one will complain about third-row seat comfort no matter how they climb in back, because its as accommodating as any large minivan, if not more so. 

2019 Ford Expedition Limited 4x4
If you need more space behind the third row, Ford offers a considerably longer Expedition Max version of this SUV too. (Photo: Karen Tuggay)

No one should complain about second-row seat comfort either, plus these lucky folks benefit from a comprehensive rear automatic HVAC and audio system panel on the backside of the front console featuring two USB ports, a three-prong household-style socket for laptops, entertainment/gaming consoles or whatever else you might want to plug in, plus buttons for the heated seats, and more. Even third-row passengers can use the aforementioned sidewall-mounted power controls for reclining their seatbacks, while they also benefit from an available USB charge point for each outboard passenger (highly unusual but wonderfully welcome), good standard overhead ventilation, and wonderful visibility out each side through large squared-off glass, not to mention from above via the massive panoramic sunroof, all helping to minimize any claustrophobic-like feelings of being stuck in the very back. 

2019 Ford Expedition Limited 4x4
Hidden storage below the cargo floor is ideal for greasy rags and other work-related gear. (Photo: Karen Tuggay)

Additional Expedition tech worth mentioning includes wireless device charging (if you have a smartphone new enough to make use of it), Wi-Fi hotspot capability, and rear-seat entertainment, my tester featuring a separate monitor on the backside of each front headrest. This isn’t ideal for third-row passengers, so you may get some complaints from the very back about not being able to see the movie (my recommendation is to crank up the B&O audio system and not worry about it). In total, the Expedition provides six USB ports, four 12-volt power outlets, and the single 110-volt power outlet just noted, which should be enough for most families’ needs. Lastly, Ford includes 17 cupholders for holding all those personal devices, or alternatively for keeping all occupants’ thirst quenched. 

That would be a total of eight occupants, by the way, although as noted my tester’s second-row captain’s chairs reduced the big SUV’s people hauling capacity to seven, and by seven I’m referring to seven adults. 

2019 Ford Expedition Limited 4x4
All Expedition trims include a power-folding third row, while Limited and Platinum trims power down the second row too. (Photo: Karen Tuggay)

The eight-occupant layout comes standard in $53,978 base XLT trim, by the way, with other standard features including 18-inch machine-finished alloy wheels, fog lamps, black running boards, black roof rails with crossbars, Ford’s exclusive SecuriCode keyless entry keypad, Ford MyKey, illuminated entry with approach lamps, pushbutton start/stop, rear parking sensors, a leather-wrapped steering wheel rim, a windshield wiper de-icer, an eight-way powered driver’s seat, an auto-dimming rearview mirror, an overhead console with a sunglasses holder and conversation mirror, a universal garage door opener, tri-zone automatic climate control, Sync 3 infotainment with Android Auto and Apple CarPlay, a backup camera, navigation, voice activation, and 12-speaker Bang & Olufsen audio with satellite radio, with yet more standard features including powered rear quarter windows, a flip-up tailgate window, a useful cargo management system, power-folding third-row seats, Ford’s Easy Fuel capless fuel filler, a Class IV trailer hitch receiver and wiring, tire pressure monitoring, SOS Post-Crash Alert System, all the usual active and passive safety features, and much more. 

2019 Ford Expedition Limited 4x4
The Expedition provides more cargo space than the Tahoe or Yukon. (Photo: Karen Tuggay)

My tester’s Limited starts at $65,288 and includes 20-inch alloys, additional chrome embellishments including chrome detailed door handles, bright stainless roof rails, LED taillights, remote engine start, passive keyless entry, power-deployable running boards in body-colour with polished stainless accents, power-folding side mirrors with driver’s side auto-dimming, ambient lighting, woodgrain appliqués, a powered steering column, power-adjustable pedals, driver-side memory, a heatable steering wheel rim, 10-way powered front seats with heat and forced ventilation, perforated leather upholstery, the aforementioned heatable second-row outboard seats with Tip-and-Slide and PowerFold (albeit a 40/20/40-split bench), the previously noted powered panoramic sunroof, a Connectivity package that includes wireless smartphone charging, a FordPass Connect 4G WiFi modem, and the two smart-charging USB ports in the third row noted earlier, plus the Limited also gets additional first/second-row and cargo area power points, a hands-free foot-activated powered tailgate, front parking sensors, blind spot monitoring with cross-traffic assist and trailer-tow monitoring, plus more. 

2019 Ford Expedition Limited 4x4
If you can’t get your life into an Expedition, you need a full-size Transit van. (Photo: Karen Tuggay)

My tester also included a $5,000 302A package featuring 22-inch alloys, LED headlamps, LED fog lights, and a Driver’s Assistance Package that would otherwise cost $1,200 while adding automatic high beams, rain-sensing front wipers, adaptive cruise control with stop-and-go, Pre-Collision Assist with forward collision warning and pedestrian detection, lane keeping alert, lane keeping assist, driver alert, a Split View 360-degree parking camera, and the Enhanced Active Park Assist system with Auto Park. 

Lastly, $72,552 Platinum trim makes everything from the 302A package standard while adding its own 22-inch alloys, a unique satin-mesh front grille insert, additional satin-aluminum trim details including its mirror caps, satin-chrome door handle trim, brushed aluminum scuff plates, a similar set of multi-contour front seats as found in the Navigator including an Active Motion massage function, inflatable second-row outboard safety seatbelts, and more (all pricing was sourced from CarCostCanada, which provides full details about each trim, package and standalone option, plus otherwise difficult to find rebate info and dealer invoice pricing that could save you thousands). 

2019 Ford Expedition Limited 4x4
Ford’s 375-hp base twin-turbo Ecoboost V6 provides more torque and better economy than its closest rivals. (Photo: Karen Tuggay)

Considering the 2019 Chevy Tahoe starts at $59,500 with 4WD, which is $5,522 (or about 10-percent) more than the Expedition’s base price, with even the Tahoe’s base 2WD model starting higher at $56,200, the much more advanced 2019 Ford Expedition should really do a lot better than it does from a sales perspective. After all, its powertrains provide more performance plus greater efficiency, its Terrain Management four-wheel drive system is more sophisticated (originally sourced from Ford Motor’s previous Land/Range Rover ownership and since improved upon), its suspension system is fully-independent, its body shell is constructed mostly of lightweight aluminum, its third-row access is much easier and rearmost seat more accommodating, its cargo capacity is mostly larger, and the list goes on and on. If you’re in the market for a new full-size SUV, you may want to consider all of the above before choosing yet another Tahoe, Yukon or Suburban.