When it first rolled onto the automotive horizon a decade ago, the Ford Explorer was widely seen as an interesting alternative to the big American sedans of the day.
This turned out to be a wildly popular thing, and thus was born the huge mass market swing to sport-utility vehicles that continues to this day, with Explorer at the top of the North American sales charts.
In early 2001, the third generation of Explorer will be on the market, and the changes Ford has wrought to the 2002 model will make it more than ever like a big American sedan. This is certainly ironic, but it is also certainly smart.
In recent years, many of the people who bought millions of SUVs began to complain about their limitations. Their complaints included an unpleasant ride, poor fuel economy, an unstable nature in emergency situations, their tendency to wreak havoc on smaller and lower vehicles, lesser safety standards, cramped cabins, and so on.
The first big trick to improving the new Explorer was moving the wheels farther apart, resulting in a wheelbase that's two inches longer and a vehicle that's 2.5 inches wider but no longer or higher.
The second big trick to improving the new Explorer involved the use of an independent rear suspension in place of the previous model's live axle, which greatly increases interior space in the rear as well as improving ride and handling. More on that latter point in a minute.
Creating extra interior space was necessary to get a third seat (which is optional) into Explorer, and that feature was made a high priority by consumers Ford consulted.
So access to Explorer's new third-row seat starts with one-handed controls that fold the second-row seat completely out of the way. You still have to be semi-limber to get into the back, but it's not a task for contortionists.
In 7-passenger models, the second-row seat is split 40/20/40. Ford figured this configuration would offer that access to the third row as well as the ability to customize the cargo area for long or odd-sized items.
In addition, small items easily can be loaded through a new rear liftglass, which was designed to allow a liftover height that is virtually identical to that of a shopping cart for easier loading of groceries and cargo.
The liftglass section no longer needs a handle to open, since it pops up with a touch of a dedicated button on the key fob, while leaving the passenger doors locked. The liftgate also opens with or without the glass being closed.
Ford has also dropped the step-in height of Explorer and narrowed the running board so that it won't get in the way of people not using it, but is still wide enough to step on if you need it.
Into this more commodious package Ford put a much more ergonomic interior. The front seats are farther apart, there's a big, useful centre console, the stereo and climate control systems in the middle of the dash have been improved, the foot pedals move to suit different driver sizes, and the interior sound levels were improved.
The optional electronic message centre is mounted high, for ease of use, and the coat hooks have been redesigned to accommodate the bigger hooks of plastic clothes hangers.
Noise, vibration and harshness issues were given a top priority in the 2002 Explorer, since they are closely related to owner happiness. As a result, Ford designers had to start with hood and windshield angles that best suited the demands of reducing wind clatter. So noises have been banished, good sounds enhanced, and the audibility range improved so conversation is easier.
Ford also promises a much better ride with the new Explorer, claiming that its new fully independent suspension and stiff frame-350 percent stiffer than the previous model without compromising safety-give it "firm, responsive road manners."
In abrupt maneuvers, such as dodging a pothole or making a sudden lane change, Ford says Explorer is designed to "track precisely, without excessive body roll." At the same time, the independent rear suspension soaks up road imperfections better than traditional solid axle designs, to provide a comfortable, more car-like ride."
All four wheels are controlled by coil-over-shock assemblies that are isolated from side loads, and are engineered to reduce unsprung weight, which improves the response to steering input and road surface irregularities.
For those few who actually take Explorer off-road, its optional Control Trac 4-wheel-drive system has been given stand-alone electronic controls and enhanced software strategy that are meant to improve its ability to handle rough or loose surfaces, such as back trails, deep snow or sand. The system gives drivers the option of automatic 4-wheel drive or push-button, switchable, 4-wheel "high" and 4-wheel "low" settings.
Off-roaders will also appreciate that Ford was also able to raise Explorer's ground clearance while lowering the level of its interior floor.
Explorer will also get upgraded engines. The 4-liter V6 now delivers 210 horsepower and 250 pound-feet of torque, while the optional 4.6-litre V8 cranks out 240 horsepower and 280 pound-feet of torque. The new engine was also designed to go 160,000 km before its first scheduled tune-up under normal driving conditions, with routine fluid and filter changes.
Finally, much effort was made to allow for the easier towing of larger loads. The standard receiver hitch, which is part of the rear frame, offers Class II towing capacity of up to 3,500 pounds, depending on engine and drivetrain.
A built-in hitch receiver offers towing capability right from the factory and can accept many accessories, such as a bicycle rack. An upgraded towing package, which includes a limited slip rear differential, provides Class III/IV towing capability of up to 7,300 pounds.
Explorer offers side-curtain air bags, which deploy from the headliner across about three-quarters of the side glass to help protect first- and second-row occupants in the outboard seating positions during a side-impact collision.
Electronic rollover sensors will be available later in 2001. If they sense that the Explorer is tilting over at the right speed so a rollover might happen, the system deploys the side-curtain air bags for up to six seconds to help prevent passengers from being ejected from the side of the vehicle. Ejection is much less of a problem, of course, if the occupants are all belted in place.
Explorer will be Ford's first SUV to get AdvanceTrac later in the model year. This system uses a series of sensors to measure whether the vehicle has begun to slide, then applies braking selectively to whichever wheel will bring it back under control. The idea of all such systems, which have been on cars for years, is to prevent crashes before they happen.
This turned out to be a wildly popular thing, and thus was born the huge mass market swing to sport-utility vehicles that continues to this day, with Explorer at the top of the North American sales charts.
In early 2001, the third generation of Explorer will be on the market, and the changes Ford has wrought to the 2002 model will make it more than ever like a big American sedan. This is certainly ironic, but it is also certainly smart.
In recent years, many of the people who bought millions of SUVs began to complain about their limitations. Their complaints included an unpleasant ride, poor fuel economy, an unstable nature in emergency situations, their tendency to wreak havoc on smaller and lower vehicles, lesser safety standards, cramped cabins, and so on.
The first big trick to improving the new Explorer was moving the wheels farther apart, resulting in a wheelbase that's two inches longer and a vehicle that's 2.5 inches wider but no longer or higher.
The second big trick to improving the new Explorer involved the use of an independent rear suspension in place of the previous model's live axle, which greatly increases interior space in the rear as well as improving ride and handling. More on that latter point in a minute.
Creating extra interior space was necessary to get a third seat (which is optional) into Explorer, and that feature was made a high priority by consumers Ford consulted.
So access to Explorer's new third-row seat starts with one-handed controls that fold the second-row seat completely out of the way. You still have to be semi-limber to get into the back, but it's not a task for contortionists.
In 7-passenger models, the second-row seat is split 40/20/40. Ford figured this configuration would offer that access to the third row as well as the ability to customize the cargo area for long or odd-sized items.
In addition, small items easily can be loaded through a new rear liftglass, which was designed to allow a liftover height that is virtually identical to that of a shopping cart for easier loading of groceries and cargo.
The liftglass section no longer needs a handle to open, since it pops up with a touch of a dedicated button on the key fob, while leaving the passenger doors locked. The liftgate also opens with or without the glass being closed.
Ford has also dropped the step-in height of Explorer and narrowed the running board so that it won't get in the way of people not using it, but is still wide enough to step on if you need it.
Into this more commodious package Ford put a much more ergonomic interior. The front seats are farther apart, there's a big, useful centre console, the stereo and climate control systems in the middle of the dash have been improved, the foot pedals move to suit different driver sizes, and the interior sound levels were improved.
The optional electronic message centre is mounted high, for ease of use, and the coat hooks have been redesigned to accommodate the bigger hooks of plastic clothes hangers.
Noise, vibration and harshness issues were given a top priority in the 2002 Explorer, since they are closely related to owner happiness. As a result, Ford designers had to start with hood and windshield angles that best suited the demands of reducing wind clatter. So noises have been banished, good sounds enhanced, and the audibility range improved so conversation is easier.
Ford also promises a much better ride with the new Explorer, claiming that its new fully independent suspension and stiff frame-350 percent stiffer than the previous model without compromising safety-give it "firm, responsive road manners."
In abrupt maneuvers, such as dodging a pothole or making a sudden lane change, Ford says Explorer is designed to "track precisely, without excessive body roll." At the same time, the independent rear suspension soaks up road imperfections better than traditional solid axle designs, to provide a comfortable, more car-like ride."
All four wheels are controlled by coil-over-shock assemblies that are isolated from side loads, and are engineered to reduce unsprung weight, which improves the response to steering input and road surface irregularities.
For those few who actually take Explorer off-road, its optional Control Trac 4-wheel-drive system has been given stand-alone electronic controls and enhanced software strategy that are meant to improve its ability to handle rough or loose surfaces, such as back trails, deep snow or sand. The system gives drivers the option of automatic 4-wheel drive or push-button, switchable, 4-wheel "high" and 4-wheel "low" settings.
Off-roaders will also appreciate that Ford was also able to raise Explorer's ground clearance while lowering the level of its interior floor.
Explorer will also get upgraded engines. The 4-liter V6 now delivers 210 horsepower and 250 pound-feet of torque, while the optional 4.6-litre V8 cranks out 240 horsepower and 280 pound-feet of torque. The new engine was also designed to go 160,000 km before its first scheduled tune-up under normal driving conditions, with routine fluid and filter changes.
Finally, much effort was made to allow for the easier towing of larger loads. The standard receiver hitch, which is part of the rear frame, offers Class II towing capacity of up to 3,500 pounds, depending on engine and drivetrain.
A built-in hitch receiver offers towing capability right from the factory and can accept many accessories, such as a bicycle rack. An upgraded towing package, which includes a limited slip rear differential, provides Class III/IV towing capability of up to 7,300 pounds.
Explorer offers side-curtain air bags, which deploy from the headliner across about three-quarters of the side glass to help protect first- and second-row occupants in the outboard seating positions during a side-impact collision.
Electronic rollover sensors will be available later in 2001. If they sense that the Explorer is tilting over at the right speed so a rollover might happen, the system deploys the side-curtain air bags for up to six seconds to help prevent passengers from being ejected from the side of the vehicle. Ejection is much less of a problem, of course, if the occupants are all belted in place.
Explorer will be Ford's first SUV to get AdvanceTrac later in the model year. This system uses a series of sensors to measure whether the vehicle has begun to slide, then applies braking selectively to whichever wheel will bring it back under control. The idea of all such systems, which have been on cars for years, is to prevent crashes before they happen.
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