Hell, it even parallel parks itself, thanks to the optional Active Park Assist. Seriously. Just push a button, drive along looking for a space, and follow the on-screen instructions. Hands off the wheel, and the Explorer does the tough stuff for you. This works great for city dwellers unpractised in the ways of proper parking.
Heavy and solid on the move, and decent on fuel
Out of the city and on the road more or less travelled, some might find the Explorer’s suspension stiff and heavy, though most should appreciate the hefty, truck-like feel when the going gets choppy. Rolling on twenty-inch wheels means there’s a fair bit of road noise on rougher surfaces, but unlike the norm in this segment, Explorer doesn’t feel like it’s about to rattle to bits when you leave the pavement.
The 3.5-litre V6 is nice and hush when driven gently, and performs adequately when opened up. A six-speed automatic helps maximize performance and mileage, as does a trick new valve timing system that constantly optimizes engine breathing for maximum efficiency. With 290 horsepower, this new V6 smokes even the V8 engine in the last generation Explorer for output, and my overall mileage of about 13 L/100 km was reasonable, considering size and capability.
Exploring? Some mods may be needed
Explorer’s automatic four-wheel drive system worked nicely on any road or trail your writer visited, and a terrain selector dial works to optimize traction on a variety of surfaces including sand, mud ruts and rocks. Thing is, I couldn’t visit many of said surfaces thanks to a low-hanging, aerodynamics-enhancing front bumper valence that would have easily been damaged by a rock or stump. The less-than-aggressive, highway-oriented factory tires didn’t inspire much confidence, either.
Explorer should do fine on any trail owners may care to visit, though removal of the bumper valence and upgrading the factory tires are advised first. Also, note that there’s no low-range transfer case on this machine—but the slick auto AWD system should get the job done just fine for most drivers. Towing capacity is rated at up to 5,000 lbs.
Check one out alongside the new Jeep Grand Cherokee
Gripes included an awkward shape to the door sills and footwells that can make entry and exit a bit tight around the feet. You’ll huff the door panels and low-mounted interior trim bits more than once. And MyFord Touch can be a little frustrating until you’ve had some practice.
Ultimately, it’s the fantastic cabin, heaps of technology and well thought-out, family-friendly execution that should draw folks into Ford dealers for test drives. Just be sure to also consider what’s arguably the Explorer’s closest, and slightly more capable competitor, the new Jeep Grand Cherokee. Our Explorer’s as-tested price is $50,549.
If great overall value in a family-ready SUV is a priority, neither will disappoint. If you’re considering one, be sure to drive them both.
Heavy and solid on the move, and decent on fuel
Out of the city and on the road more or less travelled, some might find the Explorer’s suspension stiff and heavy, though most should appreciate the hefty, truck-like feel when the going gets choppy. Rolling on twenty-inch wheels means there’s a fair bit of road noise on rougher surfaces, but unlike the norm in this segment, Explorer doesn’t feel like it’s about to rattle to bits when you leave the pavement.
The 3.5-litre V6 is nice and hush when driven gently, and performs adequately when opened up. A six-speed automatic helps maximize performance and mileage, as does a trick new valve timing system that constantly optimizes engine breathing for maximum efficiency. With 290 horsepower, this new V6 smokes even the V8 engine in the last generation Explorer for output, and my overall mileage of about 13 L/100 km was reasonable, considering size and capability.
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| Out of the city and on the road more or less travelled, some might find the Explorer’s suspension stiff and heavy. (Photo: Chris Koski/Auto123.com) |
Exploring? Some mods may be needed
Explorer’s automatic four-wheel drive system worked nicely on any road or trail your writer visited, and a terrain selector dial works to optimize traction on a variety of surfaces including sand, mud ruts and rocks. Thing is, I couldn’t visit many of said surfaces thanks to a low-hanging, aerodynamics-enhancing front bumper valence that would have easily been damaged by a rock or stump. The less-than-aggressive, highway-oriented factory tires didn’t inspire much confidence, either.
Explorer should do fine on any trail owners may care to visit, though removal of the bumper valence and upgrading the factory tires are advised first. Also, note that there’s no low-range transfer case on this machine—but the slick auto AWD system should get the job done just fine for most drivers. Towing capacity is rated at up to 5,000 lbs.
Check one out alongside the new Jeep Grand Cherokee
Gripes included an awkward shape to the door sills and footwells that can make entry and exit a bit tight around the feet. You’ll huff the door panels and low-mounted interior trim bits more than once. And MyFord Touch can be a little frustrating until you’ve had some practice.
Ultimately, it’s the fantastic cabin, heaps of technology and well thought-out, family-friendly execution that should draw folks into Ford dealers for test drives. Just be sure to also consider what’s arguably the Explorer’s closest, and slightly more capable competitor, the new Jeep Grand Cherokee. Our Explorer’s as-tested price is $50,549.
If great overall value in a family-ready SUV is a priority, neither will disappoint. If you’re considering one, be sure to drive them both.
2011 Ford Explorer Limited V6 4WD
2011 Ford Explorer Limited V6 4WD
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