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Posted April, 2006

Road Test: 2006 Ford Explorer

This (Little?) Explorer Goes to Market

By Kevin S. Lowery

The Ford Explorer was one of the first vehicles launched in the SUV boom of the 1990s. It has done well, totaling nearly 5.5 million sales. Within the last few years, though, SUVs like the Ford Explorer have had to deal with the increasing price of gas and an SUV backlash. Perhaps, because of that and other factors the segment has had to diversify, from small CUV vehicles, to hybrids, all the way to Hummers — and everything in between. And as of this writing, sales of traditional SUVs are still down, while crossover sales continue to increase.

Offered in the new Explorer are two powerplants. First, there’s the new optional three-valve 4.6-liter SOHC V8. It shares the same variable cam timing and three-valve cylinder heads used on the Mustang GT and the 5.4-liter Ford F-150 engine. It delivers 292 horsepower (53 more horsepower than the two-valve 4.6-liter previously used) and 300 foot-pounds of torque.

The V8 is fitted to a six-speed automatic. V8 4x4 models are expected to deliver up to ten percent improvement in fuel economy and deliver emissions ratings so low it is expected to pass stringent Tier II, Bin 5 federal standards and be compliant with California's Low Emissions Vehicle II (LEV II) standards.

Also certified to the same emissions level (as the Ford Escape Hybrid) is the V6 option. The standard 4.0-liter SOHC V6 engine received significant improvements. Improvements made to engine idle quality, engine calibrations and emission controls cut smog-forming emissions by 74 percent compared to the previous model. These improvements are expected to allow the 2006 Explorer V6 to meet federal Tier II, Bin 4 for emissions requirements to achieve ULEV II status.

The powertrains are more refined thanks to improvements such as an additional exhaust resonators and an intake manifold (called "valley stuffers") that muffle the air induction and exhaust sounds. Even the climate control system has been made 30 percent quieter.

Ford engineers made a specific effort to reduce interior and ambient noise. Whether coming from the exterior, interior, chassis, or powertrain all vibration and harshness of a ride were taken into account. It is so significantly reduced that the third row occupant can easily carry on a normal conversation with someone in the first-row. Thanks to increases in section height and width, the frame is 63 percent more resistant to bending and 55 percent more resistant to twisting. The Explorer adopts the F-150's tube-through-tube frame design. The stiffer frame provides a smoother ride with better road feel, crisper handling and improved steering response. Long term, this is expected to significantly reduce squeaks and rattles.

Another concern about the interior is safety. The new Explorer meets all known federal frontal- and side-impact crash requirements through 2010. It already achieves one of the best impact-protection ratings among mid-sized SUVs, according to the National Highway Traffic Safety Administration's (NHTSA) 2005 model year New Car Assessment Program (NCAP) data. The new 2006 model is expected to improve on that rating. To meet federal safety regulations and Ford's even more stringent internal safety targets, several improvements have been made. The 2006 Explorer offers available Safety Canopy side air curtains that deploy in certain side-impact collisions or if an impending rollover is detected to help protect front- and second-row outboard occupants. The air curtains feature "roll-fold" technology. If an occupant is improperly seated and resting his head against a window, the Safety Canopy is designed to slide between the glass and occupant as it inflates. A new front "sail panel" of fabric attached to the A-pillar also helps position the Safety Canopy.

As I have said before several times, the exterior design of an automobile is completely subjective. As for our opinion, we feel the exterior design is not much different from the last. A slight variation, for sure, but the concept just didn’t go far enough. The 2006 Explorer features the same footprint, solid proportions and planted stance as the outgoing model. The new Explorer is not little, even the front end and the new grille with a larger, more distinctive Ford blue oval can attest to it. Yet, I find it too conservative, relatively bland. Then again, most people don’t usually drive cars because they look good. There’s a lot to be said about reliably getting from point A to point B.

Interior options available are a 50/50 seatback split to allow greater versatility for varying loads of people and cargo. The third-row seat also offers a power-fold option. Both the second and third rows of seats fold completely flat, when equipped with the second-row bench seat. Where previous seven-passenger Explorers had a slight incline of the load floor — approximately ten degrees from horizontal — the redesigned seats allow a virtually flat floor, only two degrees from horizontal. The new fold-flat floor design also increases usable cargo volume in the flattest position. The car is available with Preferred Suede seat inserts and contrasting stitching paired with strong, vertical lines and wood trim. The new center stack houses Explorer's first available DVD navigation system. Also available are 18-inch chrome wheels wrapped in P235/65R-18 all-season tires for a more rugged appearance.

The 2006 Explorer will be available in four trim levels: XLS, XLT, Eddie Bauer and Limited. XLS is the value entry, for younger families that want a medium-size SUV, not a small SUV or a crossover. The XLT is the core offering, totaling 50 percent of Explorer models. These customers tend to be older than XLS buyers and need to carry a family. But, the "sensation seeker" in them also wants a traditional SUV for the occasional weekend adventure. The Eddie Bauer model has become the quintessential Explorer model, offering the best of both worlds: It offers capability, paired with luxury amenities. It is anticipated that Eddie Bauer sales will double, as it is now offered in a broader range: The standard Eddie Bauer model will offer 17-inch wheels, leather-trimmed seats, wood trim and unique chromed grille. The available luxury package adds the choice of two-tone seats with Preferred Suede inserts, heated front seats and a 290-watt, six-disc audiophile stereo. For the first time, 18-inch chrome wheels are also available on both Eddie Bauer offerings.

The Limited represents the top of the line for those who need the capability of a traditional SUV, but want something that represents success. The Limited offers monochromatic exterior, more interior amenities and standard chrome finish on the grille and 17-inch wheels. Like the Eddie Bauer, 18-inch chrome wheels are also available.

Explorers are produced at Ford's St. Louis and Louisville assembly plants.

Amazingly, the 2006 Ford Explorer is less expensive than the 2005. Starting at $27,175 for a base XLS and moving up through the Limited (which starts at $33,160), you save an average of $1,750 over last year.

So if you’re set on a Ford and are looking for that middle of the road vehicle, the XLT for the family or just a touch of luxury with the Eddie Bauer Limited edition then test drive a Ford Explorer. If you do a lot of commuting, carpooling or are a member of Greepeace, you might consider the Explorer Hybrid. But if you’re looking for a CUV or a larger vehicle, consider driving the Escape or the Expedition. Whatever the size, Ford’s got you covered. R&D