2011 Ford Explorer full Review

2011 Ford Explorer

Ford Explorer

Ford Explorer

Ford Explorer

Ford Explorer

Ford Explorer

Ford Explorer

Ford Explorer

Ford Explorer

Ford Explorer

Ford Explorer

Ford Explorer

Ford Explorer

Few companies have ever come close to the legendary levels of success Ford has had with the Explorer. When the Dearborn company grafted two additional doors onto a thoroughly re-engineered Bronco II chassis in 1991, it not only created a more practical midsize SUV—but one that would soon become a bestseller in the category throughout the next two decades. In the year 2000 alone, Ford sold close to 450,000 of them. And Ford says there are still more than 4-million Explorers on the road. But as crossovers have ballooned in popularity in the last few years, the Explorer, with its body-on-frame chassis and thirsty V8, became, well, a dinosaur.

The reborn 2011 Ford Explorer may look rough and rugged on the outside, but beneath the skin, this three-row SUV has more in common with Ford's Taurus sedan than a truck. And for everyone but a few hard-core off-road enthusiasts who need a low-range transfer case and a truck's robust frame rails, that's a major improvement. So how does the latest Explorer handle the crossover competition? We went to Ford's Michigan Proving Ground to find out.

The Specs

The new Explorer now rides on a car chassis. It's the same basic D-segment platform as the old Ford Freestyle, updated with numerous enhancements from the current Taurus and further development in the Explorer program. The Explorer uses new hydroformed front frame rails to help shorten the front overhang and simultaneously improve crash-worthiness. There's a new front knuckle-and-strut arrangement to help increase the track width. The rear suspension has been thoroughly reworked with new knuckles, and the hubs have beefier wheel bearings too.

To make room for larger tires, the subframes utilize 2-inch spacers. Since the bodywork is all new, Ford beefed up the structure for the new roof-crush regulations, simultaneously improving the torsional rigidity. Those looking to tow with the Explorer will want to opt for the tow package because with that hardware (hitch, Trailer Sway Control system, transmission tow/haul mode and cooler) the capacity is a solid 5000 pounds. Without the package, the Explorer can tow 2000 pounds.

Under the Chicago-built Explorer's hood is the same 3.5-liter V6 as the Taurus, here churning out 290 hp and 255 lb.-ft. of torque and mated to a six-speed automatic. Ford says it's 20 percent more efficient than the old V6. Soon after launch, a new flagship engine will join the lineup. But it won't be a V8. Nope. The Explorer's top engine choice will be a 2.0-liter Ecoboost turbo delivering 250 lb.-ft. of torque, 13 percent more horsepower than today's V8 and a 32 percent fuel-economy improvement.

For the first time, the base $28,995 Explorer comes with front-wheel drive and delivers a class-leading 17-mpg city and 25 on the highway. Of course, all-wheel drive is optional, and fuel economy doesn't really suffer, loosing only 2 mpg on the highway.

Though the new all-wheel drive lacks a low range, Ford has developed a Terrain Management System that uses a rotary knob with four selectable positions (Normal, Mud and Ruts, Sand and Snow) that control the vehicle's engine calibration, throttle response and transmission shifts, as well as the traction- and stability-control systems. And there's hill-descent control, in case you find yourself traversing a steep, snowy driveway and don't want to rely on your own brake-modulating skills. All Explorers come with Advance Trac stability control and Curve Control, a less intrusive stability system that helps guide the driver through a turn if the entry speed is too high. And, depending on the option package, you can order adaptive cruise control and a blind- spot warning system.

The move to a car-like chassis has paid dividends here. Our test cars, fairly loaded Limited all-wheel-drive models, rode incredibly smoothly on the rough roads around eastern Michigan, north of Detroit. Yet the chassis was impressively tied down when we pushed the Explorer hard into a corner. Compared to the old model (or a new Grand Cherokee), the Explorer has little body roll. It has a fairly athletic suspension for twisty road adventures. And that's surprising considering that with a 112-inch wheelbase and 4700-pound curb weight, this is neither a small or nor a light crossover. If there's one fault in the Explorer's on-the-road behavior, it's the steering feel. The steering is electrically assisted, and the feedback from this setup, which is used on an increasing number of cars, is a bit rubbery. As you turn the wheel from its center position, the resistance artificially increases, like there's a rubber band winding around the steering shaft.

We had a chance to test the new all-wheel-drive system on Ford's Proving Ground off-road course. And for the most part, the system and the Explorer's low-slung body and road-biased tires are best suited to fire roads and snowstorms. But we were able to feel the effectiveness of the Sand mode, allowing serious wheelspin to pull us through the deep stuff. The whole system really works well for light off-roading.

The V6 certainly won't be mistaken for anything Ford makes in the SVT shop. But here, it's adequate. And regardless of the position of the gas pedal, the Explorer remains quiet. But why not borrow the 365-hp Ecoboost V6 from the Taurus SHO? Now, that would make one fun Explorer. The Ecoboost four-cylinder, we're fairly certain, would make the Explorer quicker and better handling (less weight on the nose) and provide better efficiency than the normally aspirated V6. So we might wait for that one.

Inside the Limited package, which starts at $37,995, you'll be treated to Ford's best electronics, including MyTouch, Sync and a new Sony premium audio system with a piano-black touch-pad interface so sleek it would make an iPhone blush. Climb into the backseat and you'll find the reclining seatback very comfy. The third row, with 33.2 inches of legroom, matches the voluminous Chevy Traverse. But somehow in the Explorer, that seat seems a bit tight for adults. Regardless, the rest of the interior feels roomy enough for a large family. Who needs a minivan?

The Bottom Line

The Explorer has leapt into the 21st century with the rest of the crossover crowd. It's certainly lost a bit of its off-road chops, but that tradeoff for the 99 percent of Explorer buyers who never venture off-pavement is welcome. Ford's been a hit- maker recently, creating some of the best cars to come from Dearborn in a long time.