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The Drive
5 days ago
- Automotive
- The Drive
The Ford Explorer Tremor Is Basically a 400-HP Off-Road ST
The latest car news, reviews, and features. Yes, this is another blog about some outdoorsy crossover. But, I will say, the 2026 Ford Explorer Tremor seems actually cool—almost like an ST but for the trail. Running Bridgestone Dueler all-terrains, slightly lifted suspension, and an available 400-horsepower EcoBoost V6, it sounds like a hoot that would make quick work of a gravel fire road. This off-road Explorer is a lot like Ford's other Tremor models: the Maverick, Expedition, F-150, and Super Duty. Not only do the orange accents carry over from the rest of the lineup, but so does the general ethos of the four-wheeling upgrades. It has a limited-slip Torsen differential, which, while different from the Maverick Tremor's trick twin-clutch GKN unit, should still be a boon for traction. There are steel skid plates front and back, a one-inch suspension lift, and LEDs all around. I caught a sneak peek at the Explorer Tremor back in May, but I couldn't say anything about it until now. Caleb Jacobs The standard powertrain is a still-stout, 300-hp EcoBoost turbo four. It's the same 2.3-liter you'll find in plenty of other Fords. You can option up to the 3.0-liter twin-turbo V6 from there and have some real stump-pulling power. No matter which engine you choose, it's paired with Ford's 10-speed transmission that sends power to all four wheels. Just because the Explorer Tremor is all about adventure vibes doesn't mean it's barebones. Far from it, really. You can spec it with BlueCruise 1.5, the latest version of Ford's hands-free driving assist. That gets you new features like automatic lane changes, a nifty function I utilized while testing the new Expedition a couple of months back. And if you're feeling especially fancy, you can spring for massaging front seats and a 14-speaker B&O audio system. Imagine bumping some hipster acoustic music through that bad boy. Fortunately, the brand's CoPilot 360 Assist 2.0 with surround-view cameras is standard. I think every off-roader these days should have a system like that. Ford rates the Explorer Tremor's max tow capacity at 5,000 pounds, which is plenty for a few dirtbikes or a small camper trailer. Ford Ford hasn't announced pricing yet, as a spokesperson told The Drive that would come closer to the Explorer Tremor's launch date later this year. I wouldn't be surprised to see it slate above the ST-Line model, starting near $50,000 with a ceiling similar to the full-on Explorer ST—so just shy of $60,000. That's only speculation, though, so we'll have to see where it lands in a few months time. Got a tip or question for the author? Contact them directly: caleb@
The Drive
13-06-2025
- Automotive
- The Drive
2025 Lexus LX 700h Overtrail Review: They Paywalled the Real Land Cruiser
The latest car news, reviews, and features. Toyota did something almost unheard of when it brought back the Land Cruiser to the United States: It made the iconic 4×4 cheaper. It's not just slightly more affordable than before, either—it's nearly $30,000 less. But you see, the Land Cruiser in America isn't what it used to be. It's really the global market Land Cruiser Prado, which is smaller than the true 300 Series Land Cruiser most of the world gets. If you want the full-size Land Cruiser in North America, well, you've gotta buy the Lexus LX700h Overtrail. In that sense, Toyota actually raised the price on the big Land Cruiser by making it a Lexus. That doesn't automatically make it a bad value, but the one I tested for a week was $118,510—roughly $30,000 more than the 200 Series Land Cruiser was when it left the U.S. market after 2021. 'For that much, it better be good,' I said to myself. Fortunately, it is. But Dave Ramsey says I can't buy one until I make $250,000 a year. In case you hadn't already put it together, the three-row LX is the biggest Lexus out there. The current-gen was introduced for the 2021 model year, though the electrified Overtrail off-road trim is new for 2025. Like every other body-on-frame Toyota and Lexus, it rides on the manufacturer's TNGA-F platform. Caleb Jacobs The Overtrail look is nice, especially with the Earth paint color (that's what this sandy beige coat is called). Some features clearly set the Overtrail apart from pavement-pounding LXs, like the 18-inch matte grey wheels wrapped in 33-inch Toyo Open Country rubber. You might be familiar with the big SUV's adventure vibe if you've seen the similarly kitted GX. Inside, it's the best Lexus has to offer. The tech is good—I dig the slender infotainment screen, but the integration is funky with the smaller, more square HVAC display underneath. That's also indicative of some other ergonomic strangeness that I'll get to in a bit. The seats are super, though. They're more like thrones. The LX's digital command center gives you lots of insight, from suspension height settings to power split and all kinds of other telemetry. Lexus And finally, once you've taken in all there is inside and out, you get to drive the rig with its hybrid 3.4-liter, twin-turbo V6. It makes a lot of twist with 457 horsepower and 583 lb-ft of torque. That power is sent to all four wheels continuously through a 10-speed automatic transmission, and there's a two-speed transfer case to choose between high and low range. Importantly for wheeling purposes, it has locking front and rear differentials. Very nice. Right off the bat, this car is a drive-thru hero. It moves through the Mickey D's line silently without the gas engine, which is a huge plus when you have three kids making a bunch of noise in the back. This is also handy for creeping up the driveway late at night when you have close neighbors, or moving around the campsite when you're miles deep on some trail somewhere. The rest of the time, the hybrid assist is helping the LX to boot, scoot, and boogie. It's darn near 6,000 pounds, but you wouldn't know it, either in a straight line or around the corners. I won't bluff and say it's like an LC500, but supercar-level torque helps erase a lot of heft, as does the adaptive air suspension. It even makes up for the observed 17 mpg combined (these big hybrids were never about fuel economy anyway). Trunk space on the LX 700h is solid, but not great. The hybrid model loses roughly 15 cubic feet of cargo space behind the second row compared to the gas-only version, totaling 30.98 cubic feet. Lexus While my kids weren't crazy about sitting three-wide—this Overtrail model didn't come with the available third row—they especially liked the Mark Levinson audio setup. It isn't overpowering, but boy, is it crisp. If you're looking for suggestions, my six-year-old recommends 'Routines in the Night' by Twenty One Pilots cranked all the way up. I'm far from an audiophile, though I will say that I picked up on the parts that producer Paul Meany mentions here with the Lexus' system. I normally test a vehicle's off-road aptitude at my family's campground, where you'll find a good deal of loose surfaces like creek gravel and mud in the springtime. When I had the LX, though, our low-water bridge was damaged, so I had to take it to a friend's place. That proved to be a good time anyhow, as it had plenty of obstacles to clear: some downed trees, some short and steep climbs. This was the best test of the Overtrail's off-road fundamentals, like its ground clearance and suspension flex. You can see in these photos with the rig's wheels stuffed way into its arches that it's pretty nimble for a big machine: The LX's five-link coil suspension helps it out a ton here. Additionally, push-button adjustments give the ride height four inches of range. Caleb Jacobs Still, I couldn't help but sweat knowing I had that much weight leaning to one side or the other. It doesn't help that the sticker price was nearly $120,000, and while I know that's what it's built for, I doubt many real owners even wheel as much as I did—and I never even engaged the front locker. You really come to appreciate the hybrid system's low-end grunt in low-speed scenarios, and combined with the twin-turbo V6, I'm pretty sure you could climb a right angle if you could just get pointed upwards. It can get around as well as a true Land Cruiser; I genuinely believe that. But the added cost made me a little shy when it came to really challenging it. While the $72,000 GX Overtrail I tested last year certainly doesn't go for chump change, I'd feel better taking it out to the woods. Its skinniness also helps it squeeze where the LX simply can't. The LX700h Overtrail gets the same off-road tech and drive modes as Toyota's other four-wheeling specials, like Crawl Control and Multi-Terrain Select; one is like off-road cruise control, while the other manages wheel slip depending on what type of surface you're crawling on. Caleb Jacobs There's a lot I like about the LX 700h, particularly in Overtrail trim. I like the look, although this generation has been around for a minute, and it's only made better by the high-riding stance and chunky all-terrain tires. The infotainment UX is solid, the seats are plush, and it feels like you're rolling down the road in a six-figure cruise ship in almost every way… Except for one, which is my biggest gripe about the LX. I'm a big guy at 6'5' and 290 pounds; in theory, this big Lexus should be the best fit for me. Instead, the interior space is just OK, and I had to squeeze my legs together just to reach the window controls. And while I like the grab handle on the door panel, it blocks some buttons and switches that you use pretty often. Little things can turn into big things when it's something you interact with daily. Fuel Economy As you can see, the LX 700h isn't a fuel-sipping superstar. I never saw the rated 20 mpg combined during my week with the car, but even if I had, it still would have been lower than the competition. The BMW X7 xDrive40i, Mercedes-Benz GLS450 4Matic, and Range Rover P400 are all big hybrids that manage 24 mpg on the highway compared to the Lexus' 22 mpg max . If a four-wheeling friend of mine got rich enough to step way up from their 4Runner, I wouldn't blame them for snagging one of these. It's big, it's capable, and although it doesn't carry the Land Cruiser name, I do feel like it carries the pedigree as much as you could hope for. It's a solid SUV that anyone would like on the road, and they'd love it even more if they took it off the pavement. With all that being said, I would still buy a GX Overtrail for about $40,000 less if luxury and a third row aren't the priority. Since you don't get that much more interior space with the LX, I'd prefer the GX's smaller footprint—especially if I were going to drive it on the trails. Not that I have to worry about making this decision in real life, of course. The only Lexus I can afford is *checks notes* a high-mileage LS400. Thanks, Dave. 2025 Lexus LX 700h Specs Base Price (As Tested) $106,850 ($118,510) Powertrain 3.4-liter twin-turbo V6 hybrid | 10-speed automatic | all-wheel drive Horsepower 457 @ 5,200 rpm Torque 583 lb-ft @ 2,400 rpm Seating Capacity 5 or 7 Cargo Volume 7.2 cubic feet behind third row (when equipped) | 31.0 cubic feet behind second row | 62.5 cubic feet behind first row Curb Weight 6,230-6,260 pounds Off-Road Angles 21-23° approach | 21° departure Ground Clearance 8.0 inches 0-60 mph 6.4 seconds Top Speed 130 mph Fuel Economy (est.) 19 mpg city | 22 highway | 20 combined Score 8/10 It's a legit off-roader, but unless luxury means that much to you, the smaller, nimbler, and less-expensive GX is enough. Got a tip or question for the author? Contact them directly: caleb@
The Drive
13-05-2025
- Automotive
- The Drive
2025 Ford Expedition First Drive Review: A Tougher Tahoe Fighter
The latest car news, reviews, and features. Ford has owned the full-size pickup truck space for longer than I've been alive, but when it comes to big SUV sales, it falls to GM every year; the Chevy Tahoe and GMC Yukon are just that popular with people who buy huge family cars. That means the three-row Expedition, unlike the F-Series pickup, isn't the default choice. I can't imagine Ford is all that happy about this, and I also imagine that's why the automaker put so much work into making the new Expo this good. It has a new adventure-vibe Tremor off-road trim that can actually wheel, a gobsmacking EcoBoost V6 powerplant that gets even more potent when you step up to the Raptor-sourced high-output version, and a cabin fancy enough to rival its Lincoln Navigator stablemate on the high-end King Ranch and Platinum trims. The Expedition plunges even further into premium territory with this big 2025 update, and based on a quick look around the internet or the streets near you, that appears to be what the people are after. The Expedition has gone upmarket by adding features you didn't even know you wanted. As a six-foot-five dad with three little ones myself, I found more than a few features that made me shake my head and say, 'Yeah, that would make my life a whole lot easier.' Caleb Jacobs Now, whether or not that's enough to knock the recently refreshed Tahoe off its perch is another question, but I'll say right out of the gate that this Expedition is an improvement over the last generation. I should know, considering I own one. Ford is a truck and SUV brand these days, and the Expedition is the automaker's flagship product for anyone who doesn't need a pickup bed. In other words, it's a huge stinkin' deal. It's a premier money maker for Ford and, in many cases, a status symbol for drivers who wouldn't dare cram into an Explorer. This new-generation model knows that better than any other before it. The 2025 Expedition's exterior is clearly different from the outgoing look, with a new daytime running light signature that outlines the bisected headlights up front. New grille designs bring with them a lower element that's textured on higher trims, while the front bumper cutouts house LED fog lights that are nearly hidden. It's a lot different out back, too, as the tailgate is now split to drop down as a seat or shelf while the upper hatch opens up like normal. Those taillights also look decidedly un-Ford-like, but that's not necessarily a bad thing. The 24-inch wheels on the Platinum look silly big. Caleb Jacobs Open the door, and the car greets you with a start-up sequence on its big screens. 'Ooh, fancy,' I said out loud after seeing it for the first time. The seats are big and comfy, no matter the trim, and it feels like a super open-air space as you turn your head and look back to the third row. A panoramic glass roof certainly helps with that. If you aren't familiar with a screen setup like this, it's a little strange at first. Since the gauge cluster isn't confined to the area right behind the steering wheel, you have to take a second to observe what info is displayed on that long, relatively narrow display and where. It's clean and unfussy as Ford didn't try forcing too much into it, and key features like the car's BlueCruise hands-free driving system have their own prominent home on the screen. Some of it is customizable, like the option to view the gauge layout or trip meter to the right of the speedometer, and I got used to it all fairly quickly. Caleb Jacobs The interior arguably matters most to families cross-shopping the Expedition with other three-row SUVs. A 24-inch digital display sits atop the upper part of the dash, housing the gauge cluster as well as a navigation window running native Google Maps. Ford's design team went through a lot of trouble to make this work, even flattening the top of the steering wheel to ensure drivers can see the screen clearly. Below that digital cluster and to the right is a 13.2-inch, landscape-oriented infotainment touchscreen, replacing the old vertical display from the outgoing Expedition that only lasted a few years. You can get a second-row bench seat or individual captain's chairs, and as for the third row, it's a smart 40/20/40 bench design. That means the middle seat can fold down, making it easier to store longer cargo like fly fishing rods or a snazzy Dolby Atmos sound bar. The new split tailgate is stout as well, with the bottom gate rated to support up to 500 pounds. This thing is full of party tricks inside, like a power-sliding center console that moves the cupholders closer to the back and reveals a gallon-jug-sized compartment up front, but those are the basics. Caleb Jacobs I was worried it might take me longer to get familiar with that squished steering wheel. Not only is the shape oblong, but there are only two buttons on it that always do the same thing. The others are faceless and can perform multiple functions, like controlling volume or adjusting the tilt and telescopic wheel as well as pedal positioning. This bothers me on principle alone, though I won't die on that hill. I was pretty familiar with it by the time everything was said and done. That's partially because the Expedition's newly available BlueCruise 1.4 hands-free driver assist system allowed me to play around with everything a lot. I could engage the system for an easy 15 to 20 minutes at a time on the highways around Louisville, Kentucky, without having to take control. Don't get me wrong—it's a Level 2 system that constantly monitors your eyes to make sure you're still paying attention, and it will disengage if it decides you're goofing off too much. That safety feature was consistent for me, but appeared to be less solid for other drivers on this particular press event, for whatever reason. Caleb Jacobs BlueCruise totally makes sense in a car like the Expedition, given its ethos. It attempts to make your daily drives less taxing, and in my experience, it works. It ate up highway miles like nobody's business, using the EcoBoost's punchy acceleration to either glide or gallop past slower cars ahead without ever feeling frantic. Ford knows what it's doing with these turbocharged V6s, to the point where they're just straight-up better than a big V8 in terms of smoothness. Ford keeps it simple with the powertrain options: Every Expedition comes with a twin-turbo, 3.5-liter V6 and a 10-speed automatic transmission. Most come with a standard-output engine making 400 horsepower and 480 lb-ft of torque, though a high-output version making 440 hp and 510 lb-ft of torque is available on Platinum and standard on the new Tremor trim. The latter combo helps the big brute scoot like nobody's business. That shows off-road, too, as we took the high-output Tremor out wheeling around Indiana's Interlake State Recreation Area. It's so different from the Platinum we drove to the park, what with its 33-inch General Grabber tires; as you'd expect, they grip a lot better than the Michelins that wrap around the Platty's 24-inch rollers. The Tremor is just a completely different vibe. We lined up behind our group leader and proceeded to Trail 5, a BF Goodrich award-winner that, importantly, was not custom-built to show how the Expedition Tremor performs off-road. It had rained for most of the week before we arrived, and in some spots, the route was a complete slosh pit. Big rocks made it bumpy, though I'd hesitate to say ridiculously so. And anytime you had a second to stop, you could look up through the pano roof and see the old-growth forest overhead. That's one of those experiences you just don't think of simply comparing spec sheets. The Expedition Tremor is a mighty beast in the bogs, but you're always aware of how big it is. Whether you're staring intently at your mirrors and 360-degree camera to make sure you won't clip that tree as you turn or sliding through the mud because it weighs nearly 6,000 pounds with two people in it, you never forget its size. But, of course, that's the price you pay for accommodations as generous as this. Caleb Jacobs No matter which Expedition I got in—an entry-level Active, a highfalutin Platinum, or a mountain-climbing Tremor—it was good. That's important because all too often, car companies paywall the features you really want behind pricier trims. Sure, you won't get massaging seats or all the off-road skid plates on a base model, but you still get the same core driving experience with most of the same tech that leaves you feeling like you got something for your money. As a parent (and really just as an adult in general), I'm here to tell you that's important. There's no escaping it: The 2025 Expedition costs a lot of money. It starts at $63,995 for the Active, which is about $6,000 more than the old base model. Adding 4×4 to that trim costs $3,000, but it's standard on every version above it. The Platinum kicks off at $76,425, and interestingly, it can be optioned to a higher price—around $95,000—than the Tremor and King Ranch despite their respective starting points of $83,025 and $85,650. Make any of those an extended-wheelbase Max and expect to pay an additional $3,000. The latest car news, reviews, and features. The 2025 Chevy Tahoe and GMC Yukon—long-reigning royalty in the three-row, body-on-frame SUV segment—come in at $61,195 and $69,395 before going way up from there. A top-trim Tahoe High Country can be optioned to $95,000 and some change, too, making it a pretty direct competitor to an Expedition Platinum. There are some key differences, including the Chevy's air suspension that the Ford doesn't offer, but you can clearly tell they were meant to compete with each other. And to round it out with Detroit's Big Three, a new Jeep Wagoneer is $62,040 on the low end, with a ceiling of around $85,000 before you step up to the more premium Grand Wagoneer. Caleb Jacobs It would be wrong of me to say that value doesn't matter to families needing a big SUV. For obvious reasons, like budgeting monthly expenses that determine whether you vacation to the Bahamas or Buc-ee's, value is important. But this segment of buyer is more willing to pay up for what they want than just about anyone outside of sports car customers. That means the 2025 Ford Expedition simply needs to be more attractive than the rigs it competes against. I'd argue that it is. Of course, I own the last-gen, and I intentionally bought it over a Tahoe so you can see which is more my taste—or, maybe more accurately, my wife's. I'm not sure that this Expedition will be the one to dethrone the GM twins because that's a mighty big job, but it could be the one that turns the tide in Ford's favor. I just can't buy one yet. I'm still paying off the one I got. 2025 Ford Expedition Specs Base Price (Tremor/Platinum as tested) $63,995 ($83,025/$90,990) Powertrain 3.5-liter twin-turbo V6 | 10-speed automatic | four-wheel drive Horsepower SO: 400 @ 5,200 rpm HO: 440 @ 5,400 rpm Torque SO: 480 @ 3,300 rpm HO: 510 lb-ft @ 3,300 rpm Seating Capacity 7 or 8 Cargo Volume 21.6 cubic feet behind third row | 60.8 cubic feet behind second row | 108.5 cubic feet behind first row Max: 36.1 cubic feet behind third row | 75.4 cubic feet behind second row | 121.1 cubic feet behind first row Curb Weight 5,668 pounds Max: 5,794 Max Towing 9,600 pounds Ground Clearance 10.6 inches (Tremor) Off-Road Angles 21.1° approach angle | 19.3° breakover angle | 23.5° departure angle EPA Fuel Economy 15 mpg city | 22 highway | 18 combined Score 8.5/10 More appealing than ever, especially in Tremor off-road trim. Got a tip or question for the author? Contact them directly: caleb@ From running point on new car launch coverage to editing long-form features and reviews, Caleb does some of everything at The Drive. And he really, really loves trucks.
