• Best Yet? 2018 Ford Expedition Takes on the World’s Toughest Towing Test (Ike Gauntlet Results)

    2018 ford expedition platinum
    2018 Ford Expedition Platinum

    The 2018 Ford Expedition is a fully redesigned full-size SUV. It rides on a modified F-150 frame, has a new all-aluminum body, and the dash from a Ford Super Duty. It sound like an intriguing combination, but how will it perform on the Ike Gauntlet™ – the world’s toughest towing test.

    The Ike Gauntlet™ is an 8-mile stretch of I-70 up and down a 7% grade highway to a maximum elevation of 11,158 feet above sea level. If a pickup truck on an SUV can excel at this extreme test, it will handle your next towing project with confidence.

    As always, safety is of the outmost importance. We are towing the same CM Trailers Cargo Mate loaded to a total weight of 7,000 lbs. We are watching all of the specifications limits: maximum payload, towing, GAWR, GVWR, and GCWR ratings. While the 2018 Expedition 4×4 is rated at a maximum 9,200 lbs of trailering, we are actually at the limit of payload when you consider about 700 lbs of trailer tongue weight and three truckers in the cab.

    The Expedition Platinum is using the 3.5L EcoBoost V6 engine that has been turned up to 400 hp and 480 lb-ft of torque because it is the top-of-the-line trim. Other Expeditions make do with 375 hp and 470 lb-ft of torque.

    This particular Expedition is equipped with the maximum towing package that includes a 3.73 rear differential ratio.

    Full-Size SUVs: 2018 Gold Hitch Competition

    Towing a 7,000 lbs CM Trailers Cargo Mate trailer.

    Year Make Model Down (Num. Brakes) Up (Time) Up (MPG)  Subjective (Avg) Ike Score
    2018 Ford Expedition 4×4 1 07:58.26 3.8 23 86
    2018 Chevy Tahoe RST 9 7:54 4.3 20 77.5
    2018 GMC Yukon XL 4×4 11 8:03 4.4 21.5 77
    2018 Toyota Sequoia 4×4 7 08:17.96  4.0 14.5 69.5
    2018 Dodge Durango SRT TBD
    2018 Infiniti QX80 TBD

    Join the trailering fun in the video below!

    Andre Smirnov
    Andre Smirnov
    Andre Smirnov is an Automotive Enthusiast, Producer, Reviewer, Videographer, Writer, Software Engineer, Husband, Father, and Friend.

    Similar Articles

    78 thoughts on “Best Yet? 2018 Ford Expedition Takes on the World’s Toughest Towing Test (Ike Gauntlet Results)

    1. So the the ten speed automatically applied engine brakes after one brake application just like the GM ten speed you tested a week ago.

      Why did Nathan say he hasn’t seen that yet. The GM tens speed did it last week or so in your video?

      TFL, did you have to put it in a tow/haul mode or anything like that?

      Or, are they truly AUTOMATIC ENGINE BRAKES?

      1. Its very cool to see the auto industry finally responding to my pleas for truly automatic engine brakes on their gas engines as well as their diesels(thanks Mr. Truck for probably being one of us few to request this). It will save lives.

        GM deserves praises for leading first in their tow/haul mode automatic engine brakes in their HD 6.6 Duramax many years ago.
        -Then GM put it in their midsized 2.8 liter Durmax.
        -Then they put it in their 1500 3.0 liter Duramax.
        -Now GM has led again by being the first to make it fully automatic with NO TOW/HAUL MODE in their gas 10 speed vehicles.
        -Let’s hope this feature follows on all other GM vehicles.

        RAM deserves credit for at least responding quickly and quite competently by putting to/haul mode automatic engine brakes in their HD 6.7.
        -Then making it adjustable.
        -But RAM’s 3.0 diesel does not have it.
        -And RAM’s gas transmission, while excellent, does not have any automatic engine brakes.

        Ford has been very slow to catch up in this important safety and reliability feature.
        -Ford’s 6.7 was the latest to get it and did not work well for a long time. Finally, it work well, but only in the last year or so.
        -Ford’s little 3.0 diesel from Peugeot(1999) does not have any automatic engine brakes.
        -But Ford’s gas 10 speed gets this FULLY automatic engine brakes(which may have just come from GM knowing Ford’s history).
        -Let’s hope Ford’s other 10-speed gas vehicles will get it, but not seen yet.

        And all you who laughed at the very idea of “automatic engine brakes” as even TFL called it in one of their recent IKE runs(Daniel and Sparky21 and the like), can stay on the portch, or I guess maybe talk it up as the best thing since sliced bread, now that Ford has it–at least on some of their vehicles.

        1. Are you clueless? GM’s 10 speed hasn’t had a good downhill run yet. Heck their 8 speed never did either. Ford has always had the best engine braking in these tests in recent years. And it really hasn’t been close.

          1. As usual, IowaFord is commenting with his emotions rather than a clear brain.
            If you read again, I was making the point that GM was the first to innovate and come out with automatic engine brakes, and then FULLY automatic engine brakes without having to put the tow/haul mode on. You miss the point. Since has been a follower in this feature for many years, they probably are getting it from GM’s 10 speed technology, just like they took Toyota’s hybrid technology.

            Actually, the tow/haul mode comes on or comes “active” automatically as it senses the need to do so.

            Apparently, IowaFord was not paying attention. Go figure, emotions cloud the brain. That’s why Ford fans are Ford fans(its all about the skin deep metal body mentality and not the deeper quality and reliability and engineering).

            Just look at TFL’s video IKE test of GM’s SUV’s(way before Ford’s SUV), entitled:
            2018 Chevy Tahoe RST vs GMC Yukon vs The World’s Toughest Towing Test
            Published on Dec 31, 2017

            The tow/haul mode is turned on by “DEFAULT” on the ten speed to ‘ACTIVATE” without you having to turn it on. Just like that when you start the vehicle(you can turn that setting off if you want). But as all computer engineers know, DEFAULTS ARE EVERYTHING in determining the results of a user interface, or the user experience in a computer controlled mechanical machine.

            And Ford, like usual, is following the innovation leader in the most important safety and towing confidence engineering.

            But Ford’s “do dads” are great. Oh yeah, and rust protection. Good job, Ford, it doesn’t run or work well, but it looks good on the skin of metal masking your… well, you know by now.

            And smarter people recognize that , since GM sells more pickups than Ford.

          1. You know, Daniel, TFL is trying to get rid of postings that are “off topic”, and just one lined insults with nothing to back it up.

            Do you have anything to back up your claims?

            Or, are you just going to emote?

            Automatic engine brakes, and in the case of GM’s and now Ford’s automatic engine brakes are now FULLY automatic by default.

            This slows down a moving object.

            does anyone here disagree with that but Daniel? Yikes!

            1. Keifo I dont know who he is talking to. Could it be a post waiting moderation and he is talking to himself. Lol. So he is the only one seeing it until its approved? At least you name is protected. For a guy that states names do t matter he sure likes to call people out by name. Lol

            2. @Tflun, if you think GM (and Ford) are making this so-called engine brake fully automatic by default, I’d suggest you explain why trucks that will actually be towing very heavy loads down steep grades have their “real” engine brakes “off” by default. For example, a 2018 Ford, Chevy, or RAM HD truck equipped with the Powerstroke, Duramax, or Cummins engine all come from the factory with their engine brakes set to off. You have to physically switch them on.

              I can explain the reason. It’s because having an engine braking effect every time you let off the pedal is something not useful all the time. It’s also detrimental to fuel economy. Nobody want to feel a downshift and hear their engine revving up when at the bottom of the hill is a long flat stretch, or another uphill stretch. Instead, they want to coast down, pick up speed, and use that speed for the next stretch.

              I use my exhaust brake selectively. Plenty of times its nice not to have anything slowing you down; at other times its great to not have to use the foot brake as much to slow the truck and trailer combination down.

        2. Please link to an accident where someone died and your “automatic engine brake” would have altered the outcome.

          Link or it doesn’t exist. Don’t fall back on your lame “Google it” response

          1. Ah, very good, Daniel. A comment with some content rather than just an emote.

            But you CAN google it yourself, Daniel. I have set you free.
            Want me to order a pizza for you too?

            And huh? if there isn’t a link to it, it does not exist?
            Interesting view of reality. Time to get ou a little bigt.
            I’ll order the pizza, but you have to go pick it it up–outside.

        3. You actually think you’re getting “automatic engine brakes”? Haha. What you’re getting is the latest Tow/Haul software that just downshifts the transmission a little sooner. Gas engines don’t have an “engine brake” at all…never have. When your foot is off the gas, the throttle plate shuts and vacuum is created between it and the pistons which are trying to draw in air. This vacuum makes the pistons want to slow down, and this is the engine braking effect you’re apparently so wowed by. It’s been around since the Model T, glad you think the industry “listened” to you, lol. Yep, if you downshift, the engine revs higher which increases the vacuum effect. So with the Expedition, we saw an automatic downshift which raised RPM to help slow the vehicle down *some* but keep in mind this is nothing like the effect of a diesel brake.
          This is a convenience feature, not a safety feature. If the engine ever stalled or failed coming down a mountainous grade, the vehicle’s disc brakes and trailer brakes would need to stop the vehicle on their own, and the manufacturer ensures they are able to do so. Tow/Haul does help reduce brake wear a little bit, but I guess I don’t see why you think this is so great. Trucks with manual transmissions have an even greater engine braking effect, but I don’t see you shouting to the pillars of the industry that manual transmissions need to be mandated because they help engine braking.

          1. @Troverman,
            Wow, you must not be having a good day or something.
            You said the automatic engine brakes are not automatic.
            Look here:’Just look at TFL’s video IKE test of GM’s SUV’s(way before Ford’s SUV), entitled:
            2018 Chevy Tahoe RST vs GMC Yukon vs The World’s Toughest Towing Test
            Published on Dec 31, 2017
            As I posted.
            The tow/hauyl mode is on by default from the factory on the 10 speed gas GMs now, and is activated when the vehicle senses the need.
            It is not about what I think, it is a fact!
            And they did that for a reason. It saves lives.
            And yes, they ARE engine brakes. Any technology that uses the engine to brake the vehicle is under the general ideal of engine brakes, no matter the variation of design.
            And even the video on this page shows the engine brakes being automatically turned on for this ford 10 speed.
            Again, Wow, Troverman, maybe you are having a bad day or something.

            1. You cannot say a vehicle has an “automatic engine brake” when it clearly does not. What we saw the Expedition do is simply downshift automatically to try to hold a speed instead of free coasting. It did not “slow down” which is what would happen if you actually applied a “brake” to something. The truck’s computer knows there is a trailer attached to the vehicle and it knows it is heading downhill on a grade thanks to the incline sensor. It knows it is likely desirable to maintain a speed rather than speed up. So it simply downshifts in an effort to not speed up. But nevertheless, the Expedition still gained a little speed. All that happened is a transmission shift strategy occurred. There is not “brake” as you keep implying; the truck just downshifted on its own given the trailer and the grade. A diesel truck has an actual engine brake in the form of variable vanes in the turbocharger. When the brake is activated, oil pressure forces the vanes backwards to cause the cylinders to push their air against the turbo. This is a much stronger effect than gas engine braking effect from vacuum draw against a closed throttle plate. It is a real brake and will slow the truck down significantly. Using this brake will also downshift to provide higher RPMs to enhance the effect. But even in the case of the diesel, the engine brake is not capable of stopping the vehicle…only slowing it down. Once again, actual disc brakes are the primary method of stopping the vehicle and are capable of doing so without any assistance from engine resistance. Diesel engine brakes are for convenience, to reduce brake wear and offer easier control…but not a safety feature. In fact, if the full force of a diesel engine brake engaged with an automatic downshift in slippery conditions, loss of control would be likely. There is no ABS with engine braking, no method to control it, and unless the vehicle has 4×4 and it is engaged…only the rear wheels are slowed.

            2. Great explanation Troverman. Some people take marketing material as gospel while others understand the forces and mechanisms at work.

              Your clear explanation may help someone see through the marketing baloney and better understand their vehicle. That understanding has the potential to save lives

        1. Exactly, the video I referenced even has two ten speeds if you watched it.

          And GM had it first with the FULLY automatic engine brakes.

          That was the point, I didn’t say anything about the brake applications.
          Read the comment again.

          1. My mistake. But why is being first to have it so great. If it’s inferior grade braking it isn’t really doing it right. If you have to continue to hit the brakes that’s not doing much good.

      2. Hello TFLun,
        What do you mean by automatic engine braking? I think you mean the transmission Grade Shirfting Algorithm .

        The Expedition performed in the following way: it downshifted twice on its own at the top of the downhill run. This is not unheard of (some hd truck transmissions do this) but generally a downshift is initiated by a driver applying the brake for the first time.

        All other results are at the end of this article.


        1. Thank you for the great video Andre. During the downhill run, the truck downshifted and engine rpm reached 5000 rpm. That was essentially max engine braking. That was the maximum amount of kinetic energy the motor could convert into heat.

        2. Thank you Andre for clearing this up!

          Myself and many others have repeatedly tried to adherence to a common standard of language when explaining things mechanical that matches the industry and what the manufacturers use.

          This character TFLun, and his many aliases literally just tries to create arguments for the thrill of it or something?

          It’s very interesting and much appreciated how after you stepped in he goes away?

      1. The fuel economy on the 6.2 is really impressive. Especially considering it was wide open throttle a few times. I have an F150 with the 3.5 Ecoboost and it really impressive rowing but mileage isn’t stellar while towing. I would look more st GM pickups if I could get the 6.2 with cloth seats.

        1. If anything, WOT tells us that the engine couldnt possibly consume anymore fuel than it did. Its one of the reasons the Ram Ecodiesel does so well on this test, it simply cannot burn fuel at the same rate as the ecoboosts or any V8.

          I think the Ecoboosts MPG faults lie in its drama free towing experience. When you are climbing at 3000 rpms and have power left on tap then your probably going to use it to its full extent. I do. I tow my travel trailer at 70mph whether its flat ground or a 7% grade at 8000′. Of course it gets bad MPG’s. I dont wanna spend 2.5 days getting where I wanna go out here in Utah.

      2. since the speed limit is 60, and it’s 8 miles, we can use math to determine the fastest time without speeding is 8 minutes. dont be daft, we’ve already seen the 2.7 ecoboost do a ~7:30 run. we all know the ecoboosts could do 80+ up the hill if allowed, while the 6.2 is wheezing doing the speedlimit

      3. Traffic conditions and how hard the driver pushes the gas determine the exact final time, unless an engine is physically incapable of maintaining the speed limit with a load (see RAM 2500 with the 6.4L IKE test). Clearly, the EcoBoosts and 6.2L are perfectly capable of breaking the speed limit while towing this load, so any time under 8 minutes comes down to driver and traffic, not engine.

      4. Sorry to burst your bubble, the Tahoe didn’t really beat the Expedition, since the Expedition was only using partial throttle input to avoid speeding. Nice try though. GM fanboys are always good for a laugh.

    2. The new platinum seems like a good choice for a family that is going to use it for towing a small rv, boat, etc. In the video it made the run up the ike look run a walk in the park! Held speed easily with power to spare, held that speed in higher gears with relatively low rpm’s (thanks in part to it’s use of real towing 3.73 gears). Towed straight and without porpoising, etc. On the way down the hill it did great by Tfl’s standard of the fewer the brake applications the better. I have to add here that i feel that not only are the number of brake applications important, but also at what rpm the engine is turning to accomplish that number of applications. Specifically, on this run instead of this suv going down this almost 8 mile hill in 3rd gear at between 5000-5500 rpm. I believe it would be better for engine longevity if it had stayed in a slightly higher (say 4th) gear, at a lower rpm, even if that meant increasing the number of brake applications a little higher. I realize in the real world we can correct this by using the manual(M) mode, which is what i do with my dually to keep the trans from downshifting prematurely into 2nd gear where the engine begins to scream. If you really need 2nd gear, you can choose it yourself. To be fair, no vehicle has “eyes” to see the road ahead ( whether your near the bottom of the hill or your about to enter a horseshoe turn, etc ). So i suppose it must expect the worst. The only other thing i’d like to point out is how thin the sheet metal on the hood must be. Look at the video at about the 9:00 minute mark. Where Andre has his arms on the hood while he explains the scoring. Watch how much the hood is flexing. I guess they really don’t make them like they used to.☺

      1. @Dan, it looks like Ford has improved this vehicle all the way around. They finally listened and made the vehicle more modern and it has a useful and higher quality interior. Having said that, my wife and I saw one in person this weekend. Where we are from (and likely most other places as well) mostly women are driving these SUVs as minivan replacements. I think the exterior styling would really take some getting used to for us. It looks like a cross between a Tahoe and Ford Flex. My wife didn’t like it (and if mama’s not happy…) at all so it is off the list when we go to downsize from our Yukon XL. I’m sure it’s a great vehicle but we have been spoiled with low 20s mpg in town and mid 20s on the highway from our behemoth. Now that we have more kids moving on to college we will be looking at no larger than a midsize. Heck, we may give the Durango a look as well. Peace.

        1. My daughter has the 475HP Durango. She loves it. Like a sports car but its an SUV. She got the one with no console option in the second row which allows a pass through to the third row with two baby seats in the second row it is very handy to have. One hidden expense is tires, they have low tread to begin with and are very sticky so they wear out quickly especially on an SUV but its well worth it for the handling. Ride of course is not going to be good on rough roads though but she doesnt care. She loves the sport ride more and the big V8.

          1. Thanks, Thombro. :). I like the Durango but likely not enough to buy it. It seems that this is accepted as a universally good SUV yet it is often overlooked. We are likely going to take one of two routes. The first is to stick with what we first said and get something practical like the VW Atlas or Subaru Ascent. We have owned our share of VW’s over the years and they have treated us well. We like the driving dynamics and appreciate the German engineering, to include quirks. The 6 year 72K mile bumper to bumper warranty doesn’t hurt either. I like all things Subaru so the new midsize Ascent is on the very short list just because. The second option is to go ultra luxurious and get the Porsche Cayenne. I am slightly against this option because I’m not sure it would be practical to have 2 Porsche’s (new 911 coming to my home sooner than later) and the wife and I are begrudgingly (I am, she is embracing it like she does all things) in our middle ages so padding the retirement beats being what could be conceived as impractical. I’m thinking my inner cheapo will come out and we will be happily driving one of the first two I mentioned. :). Peace.

            1. Moondog, the Model X is faster than the Porsche but not as good at turning heads. Those other SUV’s you are talking about, I have never heard of before, so I got no opinion on them other than people who own Subaru’s are as loyal to them as Toyota owners. Ignore the sybil Rambro, feels good to keep our identity now. What a wackjob. I will be Thomas from here out. I think Andre has more control now and may not accept identity theft because the email has to get approval as well.

              Porsche does sound like the nicest option. I think one of their models has 4 wheel steering as well.

            2. Thanks, Thomas. I’m just not a fan of Tesla. We are starting to get a few around here now and the cheapness of the interior is baffling. Think late 90s Big 3 plastic. There is no way I would drop that kind of money on one of those until they work out the cheap interiors and the constant rattle and sneaks I hear they have. While Musk is quite the innovator, he is still learning how to mass produce quality cars and I’m not willing to be one of his test subjects (at those prices) until they get it together. I think they need to narrow their focus and truly get good at something. To me it seems more like he’s trying to show off all his so called genius by building everything under the sun making him a Jack of all Trades and Master of None. This almost seems like a fix, like they are showing all the things they can do to a prospective buyer…..

      2. Engine RPM doesn’t really matter, as long as it is not over the red line. No fuel is being used when coasting down a hill with zero accelerator input. This means no heat, but only cooling is being generated during a downhill high RPM run. The oil pump is still turning at maximum pressure along with the water pump, so there really is no concern. GM actually allows the Duramax to perform engine braking *over redline* which is interesting but it hasn’t seemed to cause any issues.

    3. The sheet metal on the Ford’s (at least the 2011 and 2013 we have at work is paper thin) or at least poorly designed, you can lean against the door and it bends it in.. I didnt have the problem on my 14 Silverado and do the have the problem on my 07 Sierra…I do believe every mfgr has flaws…

      1. Well, each MFG has to pick and choose where they spend their money. You invest it in drivetrain tech like Ford has then you might not have as much to spend on body work.

        That said, the few Aluminum 2015+ F150’s I have sat and ridden in seem to be more solid than my own steel 2014 F150 Lariat. Rode in my coworkers 2016 Lariat for 3 days last week and the truck was nice for sure.

    4. The Expedition interior is very nice and I like the read out showing what gear the transmission is in. The exhaust note is very sad however, but that’s no surprise. I wonder if they pipe “pretend” engine noises into the cabin like they do with F-150s. Looking at the chart above, the Sequoia posted very respectable numbers without 10 speeds, turbos, or cylinder deactivation. Also using regular octane fuel. I can see why Toyota isn’t in much of a hurry to update the I-Force 5.7 and 6 speed combo. It’s still very impressive!

      1. It is also the biggest gas guzzler in the truck market and this SUV market too. Eventually they will need to change up because their full size SUV get about 2-4 mpg below all the competition on average. The Sequoia not towing average 14-16 real world, while the others average 16-19. The Tundra,…. is almost 5-7 mpg behind competition in truck market average.

      1. Durango is awsome. For some reason reality wont sink in unless it has a frame. Moving to electric will further complicate what a truck is. The reality is you can still park your butt in it and tow and haul your family around in exactly the same way.

        1. No, moving to electric will simplify the construction of the vehicle and general. The full EVs(not hybrids), will get rid of all the maintenance and mechanical nightmares associated with the fossil fuel hungry profit making engines from the dark ages.And hundreds of thousands will breathe free of disease and death.

    5. Hey guys these videos are always great. One thing that I do not really understand is the subjective scoring. I know that you guys tried to improve it this year however, it still seems that the scoring is different from truck to truck. An example would be some suvs are deducted as little as 1 point for lack of towing mirrors while others are deducted several points for the same exact reason. With the scores always being so close, these few points do make a big difference. Overall though guys great videos!

    6. I really want to see what the 0-60 is compared to the Raptor an F150 race. Not sure on the weight advantage just yet but the F150 beat the 2017 New Raptor in a side by side race and that had 375HP with 3:55 gears. This “almost” an F150 has 400HP with 3:73 gears. With the 10 speed. No F150 has the 400HP option and higher trims in the F150 cant get the 3:73 gears. Wish TFL would ask the reason behind that. Only as high as a Lariat can get it; add a heated steering wheel and you lose your 3:73 gear option. WTF

      I like what Andre said about the scoring system for subjective. Makes so much more sense. Mr Truck still tried to elude to downhill braking in the already scored downhill braking. LOL.

      This is a nice SUV, so is the Durango. I still really want to see what TFL does with a Tesla Model X SUV/CUV on the gauntlet. People are really interested in the KW/mile used and how much that costs per mile; to be explained by TFL would be very interesting for readers and how the battery holds up on the hardest pulling test.

      Much improved scoring system 2019 will be a lot more interesting, especially if we get a Model X in there and Workhorses W15, possibly Bollinger as well.

        1. Andre do you guys have any insight from Workhorse W15, Bollinger B1, or Tesla Model X with regards to them saying they may give you a test vehicle to run the gauntlet for 2019?

          1. The F150 will make similar HP to the Platinum Expedition if you put in higher octane fuel than 87. There are several tuners on the ecoboost forums that say there is quite a bit of wiggle room in the stock tuning for increased power on 91 or 93 octane. In fact, one of them said that the 15-17 Expedition and Navigator have the same exact tuning even though one its rated at 356hp/420ft-lbs while the other is rated at 380hp/460 ft-lbs. It’s simply dependent on what octane Ford decides to advertise at.

            Also, the Expedition gets 3.73’s because its a boat anchor. The base curb weigh on the Expi EL 4×4 is 5793 lbs. An F150 Supercrew Long bed 4×4 is 4964 lbs. 830 lbs! 17% more mass. I bet an F150 supercrew on 3.31’s would beat an expi if they ran the same octane fuel.

      1. Oh, now you are just trying to sound like me. Well, pretty good job of it. I actually would like to know. Maybe this name thing will multiply my efforts with ease. 🙂

        1. Tuning is not different than the regular Expi. The 375/470 rating is on 87 octane and the 400/480 rating is on 93 octane. All of the ecoboosts, including the F150, have wiggle room built in the stock tuning to compensate for higher octane fuels. There are things called Knock Retard and Learned Octane Rating in the Ford tuning, even as far back as the 2011 F150s, that adjust on the fly for the fuel quality you put in your truck. You put in 87 and the tune will pull some timing and load to compensate. You put in 93 and it will advance the timing and load to compensate.

          1. Thank you Real Jay S for clearing this up again about the power ratings.

            I’ve tried a bazillion times to explain it, but some of these guys are too stubborn to believe it so they keep asking or doubting it?

            And then some of them have tried 91/93 in their own non-Turbocharged vehicle and no power increases so therefore they will never believe what happens with knock sensors, Turbocharging and 91/93 octane fuel.

            Just believe it guys, this Expedition power rating is nothing more than an F150 tune – rated and certified on 91oct
            wheras the F150 is rated on 87oct

    7. If memory serves me correct, the Toyota did not have trailer brake controller, so they had to use the Intellihitch (no weight distributing feature) instead of the Gen-Y hitch they normally use.

    8. I’m kind of hoping TFL can test a Nissan Armada rather than the Infiniti version listed in the chart. It would be a better match with the other non-luxury variants.

    9. Question, so now that they finally have the down hill grade braking figured out. Is it possible to do a reflash on a 2017 F150, with a 10 speed to see these improvements?

      1. Isnt the 2017 a different motor and transmission? I have the 6 speed in my F150 and it grade brakes just fine. If I have cruise control on it will automatically downshift. If its not on, a light tap of the brake triggers a downshift. Or I can just manually click the button on the shift level and lockout however many gears I want.

        1. And to add to that, a lot of the grade braking may have to do with how aggressively ford tunes the deceleration fuel cut off(DFCO). When they cut fuel you can feel it so a lot of times they tune this “lightly” so that the engine doesnt jerk every time you let off the gas pedal driving around town. Many of the aftermarket tuners will make the DFCO more aggressive to promote engine braking.

    10. Hmm, it looks like Ford has improved on the grade braking. The 3.5 Ecoboost is a rocket ship on the way up; however look at the miles per gallon. The old pushrod engine beat it by a half mpg. That’s something Ford engineers need to work on.

      1. I certainly wouldn’t trust the MPG readouts from the dash in a test like this. They have been known to be off by 1-2 MPG on the TFL MPG Loop, so there is no way they should be taken as hard proof of real MPG during an Ike Gauntlet run. That goes for all brands. In an ideal world, TFL will devise a method to manually calculate MPG so we know it’s accurate. This might involve bringing gas cans along, refilling at the top, and weighing how much fuel remains in the cans so we know exactly how much fuel was used.

        1. Agree’d, but I wouldnt doubt that the GM beat the ecoboost. The GM’s do well on the MPG loop as well with hand calcs.

          Honestly though, i dont care. .5mpg going up one hill is not going to make or break me. I’d still rather have the casual power of the ecoboost at altitude than any other motor.

    11. These are great new SUV’s …..GM has some catching up to do now, after dominating this market for quite some time.

      Interesting though that the Ecoboost has such lowsy mileage AGAIN compared to the 6.2L GM (old version, new one on the way this year in the new trucks). These turbo wonders are supposed to offer better economy but DONT. Their power is very good , but they are complex , do have a bit of lag , and we shall see how their long term reliability and cost effectiveness hold up (the first gen of EB’s are just getting old enough to have many miles on them as a large group and they have shown they certainly have their share of problems ).

    12. How many miles were on the Expedition when you tested it? and on a new truck how many miles do you have to put on it until its considered broken-in?

    Leave a Reply