- Doors and Seats
5 doors, 7 seats
- Engine
4.6i, 8 cyl.
- Engine Power
178kW, 382Nm
- Fuel
Petrol (91) 15.4L/100KM
- Manufacturer
4X4
- Transmission
Auto
- Warranty
3 Yr, 100000 KMs
- Ancap Safety
NA
It’s the American way
Ford's improved Explorer is still off the pace in quality and refinement.
Good: Smooth V8 produces acceleration near the front of the 4WD class. Control Trac now the best of the part-time 4WD drivetrains. Above-average handling on bitumen and dirt roads.
Bad: B-grade build and finish quality. Uncompliant ride. Weak brakes. Unsupportive driver's seat. Impractical load carrying layout. No lap-sash belt in centre of middle seat. Limited off-road ability. Thirsty. Low resale values.
Verdict: Explore other possibilities.
Stars: 2 (out of 5).
"History is bunk," Henry Ford reputedly said. Ford dealers would be hoping his assessment was spot-on in the case of the Explorer four-wheel-drive wagon.
It became the centre of controversy in the US in 2000 and 2001 when Ford and Bridgestone/Firestone were pointing the finger at each other over the Explorer's occasional habit of blowing tyres and crashing – 200-odd deaths allegedly resulted, the lawsuits would have sunk 100 HIHs and the US Congress launched an investigation.
It matters little that, in the end, Ford was largely exonerated and nearly 20 million Firestone tyres were recalled. This sort of baggage does a new model's chances no good.
The new Explorer's local sales have jumped – albeit from a low base – so perhaps old Henry was right.
It also has been improved in some respects over the previous model, a rough, crude clunker completely outclassed by the Mitsubishi Pajero and Toyota LandCruiser Prado.
Explorer prices start at $50,500 for the 4.0-litre V6 XLT five-seater manual. The V6 carries over, with a few tweaks boosting power to 157kW.
An alloy 178kW V8, based on the 4.6-litre in the Mustang but with a single cam head and much less power, is mated to a five-speed automatic in the $54,000 XLT and the $64,000 seven-seater Limited. Jeep's 4.7-litre V8 Grand Cherokee is the main rival for these variants. Ford claims the new Explorer's chassis (still a conventional heavy-duty 4WD box section steel frame) is 350 percent stiffer – which gives you an idea of how loose its predecessor was.
A longer wheelbase and independent rear suspension (replacing a rigid axle) contribute to increased interior space and a big lift in handling ability on the bitumen. Ford's Australian engineers also calibrated the Explorer's suspension for local road conditions.
Ford has thrown plenty of crash protection features into the Explorer, including side curtain airbags. However, there's no lap-sash belt for the centre seat in the second row. Amazing.
The 4.6, while strong and responsive at all revs, doesn't quite have the bottom-end torque of the Jeep's engine. Power is more than adequate.
When you put your foot down and the auto siezes on the mid-range torque, it really fires the Explorer up the road. It clocks just under 10 seconds for the zero-100kmh sprint, a fraction slower than the relatively light Grand Cherokee, but in performance terms both are well clear of the six-cylinder 4WD wagon field.
The V8 cruises very smoothly at 1800rpm at 100kmh in fifth. Engine noise is quite pronounced, with a typical V8 roar at the top end.
Fuel consumption is high, even by V8 standards. The larger 85-litre tank still provides a relatively limited range.
The five-speed auto shifts quickly and smoothly in most situations, launching the Explorer smartly with a low first-gear ratio.
The Explorer uses an upgraded Control Trac drivetrain, which apportions 100 percent of torque to the back wheels via an electromagnetic clutch, but can redirect part or all to the fronts if traction is lost. Three buttons on the dash select the driving mode.
The system now has a dedicated control unit as well as faster sensing and processing. These refine its operation to the point where it is arguably the best of its type. In Auto it shifts ratios not only imperceptibly but also extremely fast – it's almost impossible, for example, to induce rear wheelspin on dirt, where it works almost as effectively as full-time 4WD.
High- and low-range 4WD will lock the clutch for off-road use only. The automatic dislikes low range, where shifts become harsh and slow, with occasional freewheeling between one gear and the next. Shifting manually into first, there is just enough engine braking for steep descents – as long as the track is dry.
In extreme country the absence of locking differentials, and limited suspension travel, can make progress difficult, as we found when a front wheel became suspended in mid-air above a rocky ledge on Drive's off-road track – the Explorer would go no further.
On bitumen, the Explorer's local engineering input shows; by big 4WD wagon standards, its handling it pretty decent. The suspension is considerably firmer than the US model to cope with our goat-track secondary roads (and highways).
It's still a truck, but the stiffer chassis makes a noticeable difference.
Body roll is minimal, there's little bounce, pitch or float, and roadholding is secure. Grip from the fat 255/70 Bridgestone Duelers (no, not the US ones) on 16-inch alloy wheels is better than some other variants of this tyre, but it's unwise to push too hard.
Choppy surfaces bring some steering shake but the steering itself is very light and, in the 4WD context, direct. The anti-lock brakes on the test V8 Limited lacked the progression required for proper control off-road; the pedal was mushy and had little power unless stood on.
Ford's Australian engineers have traded off ride comfort in the pursuit of acceptable handling. The suspension, while not quite harsh, transmits small and large hits to the cabin to a greater extent than usual.
Build and finish quality remain substandard. The test car's front passenger door caught on the front panel when opening and closing, many interior fittings were loose and/or rattled and squeaked, the seat padding was inconsistent – and the wipers were noisy and ineffective.
There's plenty of space up front, with a plush, comfortable, leather-trimmed (in the Limited) driver's seat. Side bolstering is non-existent.
There is manual adjustment for the lumbar support and backrest angle; height and tilt are electric. The steering wheel is height-adjustable.
The dash is straightforward, with a basic trip computer, six-stack CD player audio system, and duplicate audio and cruise controls on the wheel. Vision to the side is restricted by thick pillars.
The V8 Limited's second row comprises three individual seats. It is comparatively narrow overall so an adult in the middle will be a bit squeezed. Leg room is sufficient for most people, and there's a separate air-conditioning temperature/fan switch and vents in the roof.
The back seat is a two-person bench with a long cushion, with typically knees-up seating but more space and comfort than most. Access is easy, via double folding seats at each end of row two, and another two air-con vents are provided. The rear side windows are fixed.
Child restraint anchor points (without fittings) are provided behind each of the five rear seats.
There's no shortage of load space but the Explorer's seat folding arrangement is clumsy and impractical.
The rear seat back folds down and a panel slides up against the middle seats to extend the floor – great, but the floor isn't level. So, when you're loaded with gear, some inevitably falls out as you open the tailgate (which has a separately opening window.) The back seat folding configuration also makes the floor high, so capacity below the top of the middle row seats is restricted. A full-size spare is mounted externally.
The middle row also folds forward, so the seat backs become the extended floor. It's 1.8 metres long, but still not flat.
The new Explorer is a step up from the previous model, but it needed to climb several more to be competitive against its Japanese rivals. The V8 Limited shapes up well against the Jeep Grand Cherokee, but both are significantly off the pace in quality and refinement – it's the American way.
Vital signs
Ford Explorer Limited
Engine: 4.6-litre fuel-injected alloy V8.
Power: 178kW at 5100rpm (average).
Performance: 0-100kmh in 9.9 seconds (quick).
Brakes: Discs with ABS (below average).
Economy: 12-15 litres/100km highway; 22-26 city (thirsty).
Prices: Recommended retail – $64,000. Street price – $3000-$4000 off.
Main options: Five-speed auto (V6 XLT) $1500; third-row seat (XLT) $2500.
Warranty: Three years/100,000km (average).
Safety rating: Four stars out of five (US NCAP).
Residual value: 54 percent after three years (previous model XLT V6; below average).
Alternatives:
Holden Jackaroo Monterey 3.5 V6 – $58,050
Jeep Grand Cherokee Limited V8 – $66,825
Land Rover Discovery ES 3.9 V8 – $68,570
Mitsubishi Pajero Exceed 3.5 V6 – $59,990
Toyota LandCruiser Prado Grande 3.4 V6 – $65,520
Prices correct at publication date.