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Christopher Jackson | 9/6/2007 | Ford
How does a vehicle remain the best-seller for fifteen years, especially in a category that's as hotly contested as the mid-size SUV market? Easy--by being the most versatile vehicle out there. Considering that there are about two hundred SUVs currently on the market, that's saying something.
The Ford Explorer has always done a great job of filling the roles of several vehicles at once. It's a family hauler, a rugged towing vehicle and a capable off-roader, all at the same time. For 2006, what looks like a light revision is actually a thorough reworking. This SUV's body may look more or less the same behind those revised headlights, but the frame and interior are all-new. Don't worry, Explorer fans, the truck's versatility hasn't changed, but some of its more annoying habits are no more.
The new deep-dish chrome grille will be accused of cribbing from Volkswagen's styling bin, but it does improve the Explorer's curb presence substantially. It's actually emulating Ford's own F-150 pickup line, with the rounded headlamps and vertical "nostrils" on the side of the grille for most models. Rounded taillamps and available 18" wheels are also part of the Explorer's new design package. Larger side mirrors have been redesigned for reduced wind noise. The top-of-the-line Limited model gets more distinction from the rank and file with a full-width horizontal grille and body-colored bumpers.
Inside, Ford is aiming to hit another ergonomic home run. The Explorer's human interface has undergone a complete revision. The fantastic, high-quality dash moves the column-mounted shifter to the console and cleans up the radio and temperature controls. Seats are comfortable, and the third-row seat has been raised for improved passenger comfort and visibility. Front seat travel is increased thanks to a unique variable-force passenger airbag that expands at different speeds according to the size of the occupant. Ford has improved the quality of the leather and fabric combinations, and the redesigned dash can be dressed up with wood inserts. The steering wheel is thick and easy to grip; black-on-white gauges are easy on the eyes. The only sour note we found was the redesigned door handle, which moves the latch to a cool position far up on the armrest but banishes the pull handle to an awkward low position. You'll see exactly what we're talking about as soon as you test-drive one. Apart from that, the Explorer's new interior is a great place to be.
To facilitate life as a carrier of cargo and families, the Explorer offers a power-folding rear seat. The second-row seats "kneel" forward when folded, to help create a flat load floor. A DVD-based navigation system is available for the first time. Side-curtain airbags are also available, and beneath-the-skin safety innovations include a steering column that absorbs more or less impact based on the driver's size and the severity of the crash. Payload capacity has improved, and towing is up to 7300 pounds. All Explorers come with a factory trailer hitch that's welded to the frame.
About that frame; it's stiffer, incorporating "tube-through-tube" sections similar to those used on the F-150. This design welds the crossmembers through the frame rails, rather than bolting them to the inside, and creates stronger joints. With the strong, fully-boxed frame and new, better-isolating body mounts, the new Explorer offers a bank-vault ride similar to what we've come to expect from the Expedition, or even from Mercedes. The front and rear suspensions retain the same basic geometry but have been redesigned with lightened components. The rear suspension now incorporates three links with a trailing arm, making it stronger. It's no surprise that the new Explorer is much quieter on the road than last year's model. Road noise has been all but banished. Revised headliners and carpet add sound deadening, but the quiet ride goes all the way to the core. Ride-wise, it splits the difference between the trucky Chevy TrailBlazer and the more sports-car-like Nissan Pathfinder. Ford's Roll Stability Control is also standard equipment for '06.
The 4.6 liter V8 now sports three-valve construction, for improved efficiency and emissions. Horsepower also takes a much-needed jump, to 292--that's a boost of 53 horses, in case you were counting. Although it's still a single overhead-cam engine, variable valve timing smoothes out power delivery and keeps it reasonably efficient. The 210-horsepower 4.0 V6 offers significantly improved emissions that are on par with some hybrid vehicles. Noise and vibration have been decreased with the use of new camshafts as well. Putting the power to the road is an automatic transmission with five speeds in V6 Explorers and an all-new six-speed in V8s.
Ford has done an excellent job of keeping the Explorer's best qualities intact and improving only where it was needed. And, as they say, the hits just keep coming: pricing has been reduced slightly across the board. Explorer prices drop an average of $1700 on all models compared to the outgoing vehicle. Stickers start at $27,175. Our test truck was an Eddie Bauer edition, with four-wheel drive, dual-zone climate control, heated seats and the power third row seat among other options, and it stickered for $39,870. Is that in luxury SUV territory? Yes. Is a well-equipped Explorer ready to go head-to-head with a Lexus or a BMW? It just might be.
Specifications:
All specs are for the 2006 Ford Explorer Eddie Bauer, which we tested.
Length: 193.4 in.
Width: 73.7 in.
Height: 72.8 in.
Wheelbase: 113.7 in.
Curb weight: 4706 lb.
Towing capacity: 7300 lb.
Base price: $34,270
Price as tested: $39,870
Engine: 4.6 liter SOHC V8
Drivetrain: six-speed automatic transmission, four-wheel drive
Horsepower: 292 @ 5750
Torque: 300 @ 3950
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