The truck has been updated with a stiffer frame, new front and rear styling, a six-speed automatic transmission, new V-8, more sound deadening and a significant makeover to interior materials and the quality of assembly.
It might be the best Explorer ever, but the love affair with buyers appears to be cooling.
Explorer was Ford's cash cow for years. When monthly sales dipped below 30,000, the company put on a sale. For the past two months, sales haven't reached 13,000 a month.
With the moderation in fuel prices, however, SUV sales are increasing, though that interest might be short-lived.
Ford knows consumers already are looking for the next new thing, the so-called crossover SUV.
"When we first started working on this Explorer, it became evident that crossovers are the hot spot in the market," says Ford spokesman Jon Harmon. "Customers are looking for the refinement and fuel economy advantage that they can only get in a crossover."
And Ford is working on those, too (along with everybody else).
The Edge will debut at the upcoming Detroit auto show (but it's still a year away from production) and the Freestyle - on sale for a year and overlooked by many consumers - is just starting to attract a following.
"But, by making improvements to Explorer (and the next Expedition) we can still reach customers who want the traditional SUV," Harmon says.
A traditional SUV is most often defined as a body-on-frame layout, not the integrated frame and body of a crossover.
To call the new Explorer "traditional" might sound mundane, but the top-line test truck is not. The seven-passenger, two-wheel-drive Eddie Bauer model with 292-horsepower V-8 is a showcase of improvements.
The base price is $32,045, and as tested it is $40,935.
The first round of applause should go to the Roll Stability Control system, an electronic network that uses sensors to determine body roll angle and roll rate. Corrections are made automatically by applying brakes to one or more wheels or reducing engine power.
The action is transparent to the driver, and the result is an SUV that handles better than a Ford sedan. Pushed hard through tight turns, the Explorer will slide before it rolls.
Two other standouts are the brakes - large four-wheel discs - and the 36.8-foot turning circle, which is 2 to 3 feet tighter than the Fusion sedan.
Key to the ride quality is the four-wheel independent suspension, a feat for the body-on-frame style, but necessary to help keep all wheels on the ground. A direct improvement is a rear end that steps over bumps instead of seemingly being dragged across them with a jarring whomp.
The test truck had a curb weight of 4,600 pounds, which does require some horsepower to move it, particularly if it is to be a tow vehicle.
The test truck came with the new 4.6-liter V-8, with three valves per cylinder. This engine has a 53-hp boost over last year's V-8 and gives an 11 percent improvement in fuel economy, Ford says.
EPA ratings put this engine at 14 mpg around town and 20 on the highway, using 87 octane. I was getting 14.8 to 15.6 combined, according to the onboard readout.
That's still an ouch when filling up, but presumably those shopping in the $40,000 price range have a higher threshold for that kind of pain.
The standard engine in the Eddie Bauer model is the 210-hp, 4.0-liter V-6 that gets EPA mileage ratings of 15/21.
The engines are clean-burning. The V-8 is certified Ultra Low Emissions II and the V-6 is SULEV II, for Super Ultra Low Emissions, making it cleaner than a Honda Accord hybrid when it comes to smog-forming emissions, Ford says.
Other praise goes to the cabin work.
In past test drives of the Explorer, I would turn up the radio to shut out road noise. This time, I turned off the radio to soak up the quiet. Even at highway speeds, there is reduced noise through the second row.
The stiffer frame and softer body mounts - butyl rubber, not natural rubber - help isolate road noise before it reaches the passenger compartment.
Safety equipment includes adaptive load limiting belt retractors and front air bags that adjust force of deployment to different passenger weight or when a passenger is out of position.
The optional safety canopy ($560) adds side air curtains that remain inflated for several seconds after deployment to help keep passengers inside in case windows have been broken. The system also can sense a head resting on a window, and the canopy will roll and unfold between the glass and occupant as it inflates.
SPECS BOX
2006 Ford Explorer Eddie Bauer 2WD
Body style: 7-passenger SUV
Engine: SOHC 4.6 liter V-8 with 3 valves per cylinder and variable camshaft timing
Horsepower: 292 at 5,750 rpm
Torque: 300 at 3,950 rpm
Transmission: 6-speed automatic
EPA estimated fuel mileage: 14 mpg city, 20 highway
Fuel Capacity: 22.5 gallons; 87 octane recommended
DIMENSIONS
Cargo space: 13.6 cubic feet, behind third row, to 45.1, third row folded
Front head/leg/shoulder room: 39.8/42.4/59 inches
Middle head/leg/shoulder room: 38.7/36.9/58.9 inches
Rear head/leg/shoulder room: 37.4/34.9/53.1 inches
Length/wheelbase: 193.4/113.7 inches
Curb weight: 4,602 pounds
FEATURES
Standard equipment: Remote locking, air conditioning, running boards, leather-trimmed seats with 10-way power-adjustable driver seat, leather-wrapped steering wheel with audio and cruise controls, message center (with compass, temp, trip and fuel-use readouts), power locks-windows-mirrors, 60/40 split folding back seat, liftgate with flip-up glass, front fog lights, carpeted floor mats
Safety equipment: Dual-stage front and side seat air bags, AdvanceTrac with Roll Stability Control (ABS and EBD); optional safety canopy air curtains
CHASSIS
Suspension: 4-wheel independent with front and rear stabilizer bars
Steering: Low-friction rack and pinion with power assist; 36.8-foot turning circle
Brakes: 4-wheel power discs with 4 channel ABS, AdvanceTrac with Roll Stability Control and electronic brake force distribution
Tires and wheels: P245/65R 17-inch all-terrain OWL tires on painted aluminum wheels
PRICING
Base price: $32,045; price as tested, $40,935
Options on test car: Safety canopy, $560; tow package, $150; 18-inch chromed wheels, $595; Eddie Bauer group, $3,695, includes heated mirrors, automatic air conditioning, navigation system; rear seat climate control, $650; reverse sensing system, $255; rear-seat entertainment DVD, $1,295; ultimate convenience group, $350, includes adjustable pedals and universal garage door opener
Competition: Chevrolet TrailBlazer, Jeep Grand Cherokee, Toyota 4Runner, Nissan Pathfinder
Where assembled: Louisville, Ky., and St. Louis, Mo.
PLUSES: Very quiet cabin; quality interior materials and assembly; tight turning circle; low-emission engines.
MINUSES: Fuel economy, running boards that may help getting to the roof rack and kids into the back seat, but hinder easy in and out of the front seats. Second-row entry is tight; third-row seats are kid-class, but the power folding option is a back saver.
Mark Maynard is driving in cyberspace at mark.maynard@uniontrib.com.
© Copley News Service
