Second generation (2003)
The redesigned second-generation Expedition was developed under the U222 program code name from 1996 to 2002, under Ford chief vehicle engineer Steve von Foerster and chief program engineer John Krafcik from 1998 to 2002.[3][19] Design work began in 1997, with a proposal by Tyler Blake being chosen by management and frozen for production in 1999. UN93-body mules were spotted testing in 2000, with full prototypes running from late 2000. The new Expedition was unveiled at the 2002 North American International Auto Show, in January. It was launched in May 2002 for the 2003 model year[4] and featured a new four-wheel independent long-travel suspension system, becoming the first full-size sport utility vehicle to use a fully independent suspension.[20]
The new independent rear suspension (IRS) was perceived as being controversial by some at the time of its introduction.[21] A misconception was that the Expedition's towing and off-road capabilities would be reduced, in comparison to the previous generation's rear live axle. Nevertheless, underbody obstacle clearance improved by half an inch, and up to two inches under the axle differentials.[22] The new suspension reduces rear unsprung mass by 110 lb, and allows for a full 9.4 in of suspension travel (how much the wheels can travel up or down) improving its ability to traverse uneven terrain for improved control and ride quality.[23][24] The four-wheel independent long-travel suspension itself is a purpose-built version of race suspensions found on off-road desert race vehicles.[25]
The Expedition also gained a hydroformed fully boxed frame providing a 70 percent improvement in torsional stiffness. Towing capacity increased by 800 lb for a maximum towing capacity of 8900 lb when properly equipped with the appropriate axle ratio and heavy-duty trailer towing package. Payload capacity was increased to a maximum of 1614 lb. Models equipped with the heavy-duty trailer towing package received a heavy duty 9.75" rear differential and axle combination compared to the 8.8" of the standard version.
Along with the high towing capability came all-new steering, braking and electronic systems to help the Expedition better control and maneuver long heavy trailers. Adaptive variable assist power rack-and-pinion steering was introduced along with the largest brake rotors in the segment at that time (13.5 in up front, 13 in in back) with brake calipers 100 percent stiffer than the previous generation Expedition. The four-speed 4R70W automatic transmission received all-new control software to allow the transmission to automatically adjust to the demands of towing, using new computer logic that recognizes changes in load and road conditions.
The automatic full-time ControlTrac four-wheel-drive system remained available, with an uprated two-speed dual range BorgWarner 4416 transfer case. The new transfer case featured an updated intelligent locking center multi-disc differential with front-to-rear "torque biasing" capability in Auto mode. A new dedicated microprocessor with new control software was added allowing the system to detect different terrain and surface conditions to predict traction loss before it happens. Two High mode was also reintroduced. Four-wheel electronic traction control was now available as an option, and simulated front and rear differential locks.[25]
The V8 engines offered on the previous generation were carried over, but not without major changes and improvements. Both the 4.6 L and 5.4 L Triton V8 engines received further refinements in design and overall efficiency. The Expedition qualified as an Ultra Low Emission Vehicle (ULEV) and was certified under the Environmental Protection Agency Tier 2 regulations one year earlier than required.[26] The 4.6 L engine received an all-new redesigned cast aluminium engine block optimized for weight reduction and NVH improvements. The 5.4 L engine received an all-new redesigned cast-iron engine block with computer-designed ribbing and bracing, along with thicker side skirts and reinforcement at the oil pan flange. The new engine block helped reduce engine vibration and unwanted noise while providing refined performance.[26]
Both engines featured piston skirts coated with a Teflon-based friction-reducing material, and fitted with low-tension, low oil consumption rings. In addition, a new fail-safe cooling mode provided protection even in the case of a catastrophic coolant loss (such as a punctured radiator). In the event of coolant loss, the engine control unit shuts off fuel to alternate cylinders to reduce the risk of engine damage from overheating. The valves continue to operate, in order to pump cooling air through the cylinders. The cooling system was designed to maintain an ideal engine temperature even when subjected to a prolonged 15 percent gradient in 46 C weather. A returnless fuel supply system helped to reduce evaporative emissions by providing consistent pressure to the fuel injectors through a high-pressure pump.[26]
New active hydraulic engine mounts were introduced to prevent the powertrain from inducing vibrations into the chassis. By optimizing these engine mounts, the engine block can act as a mass damper, absorbing chassis resonance, improving ride comfort.[26]
Expedition's passenger cabin was better sealed than before, in an effort to eliminate intrusive outside noise from reaching the occupants. Wind, powertrain, road and vehicle body noise was reduced by improving interior acoustics through new damping materials, a total of 10 shear-style isolating body mounts, heavier sealing of body and panels, redesigned rubber door seals, and extensive use of interior structural acoustic foam in the upper B-pillars, upper and lower D-pillars and floor pan. Road noise was reduced by 2 decibels, body air leakage reduced by 56 percent, chances for sealant noise disturbances reduced from 15 percent to less than 0.5 percent and wind noise measured at 80 mph was reduced from 35 sones to a world class level of 29 sones.[26]
The Expedition also received a thorough exterior and interior cosmetic redesign. Expedition featured an all-new front fascia, grille work, headlamps, body trim, rear fascia, tail lamps and liftgate. Interior fit and finish were improved with an all-new interior featuring new dash, door panels, genuine aluminium trim, and plush carpeting. Premium perforated leather seating surfaces were standard on Expedition Eddie Bauer (optional on Expedition XLT). Expedition FX4 models featured all of Expedition's optional off-road equipment as standard equipment. Expedition's drag coefficient was 0.41 Cd.[27]
Three-row seating was standard with all-new manual fold-flat stow away third row seats. No longer did owners have to remove the third rows seats for more storage. The third row could simply "disappear" into the floor. Power assisted PowerFold fold-flat third row seating was available as an optional extra. Available features included in-dash CD-ROM–based navigation system, DVD based rear entertainment system, ultrasonic rear park assist/back up sensors, power moon roof, power adjustable accelerator and brake pedals (introduced on the first generation Expedition), Gentex auto dimming electrochromatic rear view mirror, turn signals, side marker lights and reflectors, second-row captain's chair luxury seating, premium audiophile sound system with in-dash six-disc CD changer and rear subwoofer[28] and four-wheel independent pneumatic air-ride suspension system.
Safety and security
Like the generation before, a two airbags supplementary restraint system (SRS) with 2-way occupant protection was standard on Expedition. The dual front SRS air bags now included the Personal Safety System (PSS). PSS would tailor air bag deployment for driver and first passenger and included occupant classification, seat position, crash severity, safety belt pretensioner, load-limiting retractor and safety belt buckle usage sensors.
A new optional four-air-bag supplementary restraint system (SRS) with 6-way occupant protection was also available. This new air bag system included Safety Canopy dual side curtain air bags for head, upper torso and rollover protection. Safety Canopy would deploy along the A, B and C-pillars down to the vehicle's beltline. Safety Canopy could remain inflated after deployment for extended protection and replaced the dual front side airbags featured on the first-generation Expedition.
Other features included side-intrusion door beams, security approach lamps, SecuriLock with smart key and engine immobilizer, BeltMinder, three-point safety belts for all rows of seating, post-crash fuel pump shut-off, tire pressure monitoring system (TPMS) and four-wheel, four-sensor, four-channel anti-lock braking system (ABS) with electronic brakeforce distribution (EBD) and emergency brake assist (EBA). AdvanceTrac electronic stability control with traction control system was introduced as an optional extra. The electronic traction and stability mitigation system would expand to include roll stability control (RSC) for the 2005 model year.
