An all-new frame helps to improve interior noise levels, Lyons says, though it should also do good things for the Explorer's ride and handling.
Thanks to increases in section height and width, the frame is 63 percent more resistant to bending and 55 percent more resistant to twisting. This means a smoother ride with better road feel, crisper handling and
improved steering response, since it allowed Ford engineers to improve the vehicle systems supported by the stronger frame, including the front and rear suspensions, and the braking and steering systems.
"Paired with new techniques that decrease manufacturing tolerances," says Lyons, "the Explorer's solid foundation also helps significantly reduce long-term squeaks and rattles."
Explorer's improved independent rear suspension now features trailing arms, Lyons explains, adding that it is more robust, to accommodate the vehicle's increased towing and payload capability, yet is slightly lighter than the previous short- and long-arm assembly.
The front suspension also is new, Lyons says, retaining basic geometry with upper and lower control arms and a sway bar. It too features stronger components yet is slightly lighter overall.
Front and rear suspensions now feature mono-tube shocks, replacing twin-tube shocks. The mono-tube shocks are tuned to take advantage of the stiffer frame, Lyons says, which means even less impact harshness for improved ride comfort while still delivering excellent primary ride control.
"The suspension design and tuning are usually a compromise between ride comfort and body control," says Judy Curran, Explorer's chief engineer. "Tuning the suspension for a plush, comfortable ride over potholes usually results in a floating feeling on the highway, and too much body lean in corners. The stiffer frame enabled the engineering team to tune the 2006 Explorer for much better impact dampening while still delivering confident body control during cornering."
Curran also says that Explorer's steering feel is improved by a new "drooping flow" pump that retains firm, confident steering feel at higher speeds, yet decreases parking-lot speed efforts up to 15 percent.
As before, the four-wheel disc brake system features standard anti-lock brakes, electronic brake distribution and electronic brake assist, though they've been tweaked to improve heat dissipation and durability for 2006.
These changes helped increase the vehicle's maximum capacities, Curran explains, and with a 1,520-pound payload and 7,300-pound tow rating the 2006 model is the "most capable Explorer ever."
The 2006 Explorer has an all-new interior with improved accommodations for all occupants, Lyons says.
New front seats, with available 10-way power on the driver's seat, provide more comfort, and they ride on extended tracks that allow 24 mm more travel. The second row is available in three configurations: a 60/40 split, a reclining 60/40 split that allows access to the third row, and bucket seats separated by a center console. New, larger head restraints provide enhanced safety and articulate for improved rear visibility when the seat is unoccupied.
The available third-row seat's bench height was raised about 40 mm, says Lyons, "providing better visibility for children while still affording comfortable headroom for taller occupants."
Thanks to increases in section height and width, the frame is 63 percent more resistant to bending and 55 percent more resistant to twisting. This means a smoother ride with better road feel, crisper handling and
 |
| 2006 Ford Explorer Eddie Bauer (photo: Ford Motor Company) |
"Paired with new techniques that decrease manufacturing tolerances," says Lyons, "the Explorer's solid foundation also helps significantly reduce long-term squeaks and rattles."
Explorer's improved independent rear suspension now features trailing arms, Lyons explains, adding that it is more robust, to accommodate the vehicle's increased towing and payload capability, yet is slightly lighter than the previous short- and long-arm assembly.
The front suspension also is new, Lyons says, retaining basic geometry with upper and lower control arms and a sway bar. It too features stronger components yet is slightly lighter overall.
Front and rear suspensions now feature mono-tube shocks, replacing twin-tube shocks. The mono-tube shocks are tuned to take advantage of the stiffer frame, Lyons says, which means even less impact harshness for improved ride comfort while still delivering excellent primary ride control.
"The suspension design and tuning are usually a compromise between ride comfort and body control," says Judy Curran, Explorer's chief engineer. "Tuning the suspension for a plush, comfortable ride over potholes usually results in a floating feeling on the highway, and too much body lean in corners. The stiffer frame enabled the engineering team to tune the 2006 Explorer for much better impact dampening while still delivering confident body control during cornering."
Curran also says that Explorer's steering feel is improved by a new "drooping flow" pump that retains firm, confident steering feel at higher speeds, yet decreases parking-lot speed efforts up to 15 percent.
As before, the four-wheel disc brake system features standard anti-lock brakes, electronic brake distribution and electronic brake assist, though they've been tweaked to improve heat dissipation and durability for 2006.
These changes helped increase the vehicle's maximum capacities, Curran explains, and with a 1,520-pound payload and 7,300-pound tow rating the 2006 model is the "most capable Explorer ever."
 |
| 2006 Ford Explorer Eddie Bauer (photo: Ford Motor Company) |
New front seats, with available 10-way power on the driver's seat, provide more comfort, and they ride on extended tracks that allow 24 mm more travel. The second row is available in three configurations: a 60/40 split, a reclining 60/40 split that allows access to the third row, and bucket seats separated by a center console. New, larger head restraints provide enhanced safety and articulate for improved rear visibility when the seat is unoccupied.
The available third-row seat's bench height was raised about 40 mm, says Lyons, "providing better visibility for children while still affording comfortable headroom for taller occupants."