EXPLORER STILL HAS IT
Tested design shines on
One of the smartest features on the 2018 Ford Explorer Sport is probably the smallest. Whenever the rear window is washed, fluid also rinses dirt off the rear-view camera. Same applies to the front camera that comes on the Sport model — spray some fluid on the front glass and the front camera gets a cleaning. It’s a good solution to persistent problem with cameras in cars, far less complicated than concealing the camera as some manufacturers do.
That little pleasantry was just one of many comforts on the aging Explorer, now in its fifth generation. With a modest update to the LED headlamps and fog lamps for 2018, following a facelift in 2016, the current version has never looked better. Spy shots suggest an all-new Explorer based on a new platform is in the works, but it may not debut until late this year, possibly at the 2018 L.A. Auto Show, or in early 2019 in Detroit for the 2020 model year.
So, what to make of the old soldier that’s still with us? In some ways, it’s too bad a new Explorer is on the horizon because the existing one has been bent and polished to a very high standard. Not one squeak, rattle or clunk emerged in the course of driving the Explorer Sport over some very cold days. And the engine-transmission union is as tight as the handling and braking, making for an overly enjoyable ride.
Sure, the instrument cluster and many of the centre-stack buttons remind us of an era when Madonna was at the top of the charts. And the D4 chassis architecture feels like it can’t decide whether it wants to be a car or an SUV. The seating position remains a bit weird, like sitting in a tall tub, reminiscent of the equally odd D3 platform in the short-lived Ford Taurus X and Five Hundred. That doesn’t, however, mean the Explorer needs to return to a body-on-frame platform (as much as some would like it to), it just needs a clearer definition of its role as an all-wheel-drive SUV that can seat seven, plus a better interface to go with the capable Sync3 infotainment unit. At least it has a very big, centrally mounted volume knob.
The benefit of the current unibody, however, is the ease of getting in and out of it, since the seat base is pretty much at bum height, ideal for most senior demographics. And those seats in the Sport are downright comfortable, offering heat and cooling to go with a heated steering wheel. An all-black headliner in the Sport makes things feel a little dark, and small side mirrors don’t create a big view outside, unlike, say, the Volkswagen Atlas or Toyota Highlander. But it’s far from claustrophobic, thanks to a generous amount of hip, shoulder and cargo room.
Even when the third row of seats is upright — a task handled by the touch of a button — 595 litres of space remains for gear. That space more than doubles to 1,243 L with the second-row seats down, and the seats fold perfectly horizontal. Carrying eight-foot lumber is not possible without the boards protruding into the driver’s space, but skis, snowboards and anything under 203 centimetres is easily consumed. Should you ever end up in the doghouse for, perhaps, balking at buying a Valentine’s Day card, it’s possible to sleep in the back. And it would be quiet, because the Explorer is appreciably stealthy out on the road.
The road is where the Explorer Sport shines more brightly than the other four trim levels, ranging from base to Platinum, the Sport ranking just below Platinum and starting at $53,549.
The engine in the Sport — a 3.5-L, twin-turbo charged and direct-injected V-6 — is an ideal fit, motivating the 2,465-kilogram Explorer from rest to 100 km/h in 6.3 seconds, according to Edmunds.com. And it stops from that speed in an impressive 33 metres, when equipped with summer tires. The brake pedal feels solid, too, with little travel, early bite and zero fade in brisk street driving.
There’s even a good amount of engine snarl as the V-6’s 365 horsepower funnels out quad pipes in the rear. Clearly, the Explorer Sport is not just badging. And while the six-speed automatic, which can be controlled by paddle shifters, might sound insignificant next to today’s eight- and 10-speeds, the transmission shifts with natural authority, never hesitating in its duties. The pairing really does bring the party to driving an Explorer Sport. The big ute will also tow 2,267 kg when required. A hitch cover to hide the receiver is a smart idea, too.
All that fun does come with a penalty, of course, showing up in fuel economy that averaged 17 L/100 km during our test period, but the long-term average of the test unit rang in at a much-more respectable 13.9 over some 3,000 km of use, or very close to the advertised 13.0 L/100 km of combined use Ford says it should get. That’s pretty good for a turbo engine in a fulsome SUV with AWD.
That AWD came in handy during our test, working invisibly against the winter elements, torque going to the front or rear wheels automatically, depending on wheel speed, throttle position and steering angle. A terrain-management system will fine tune the 4WD for various conditions. In some deep snow, it performed flawlessly, though the Yokohama Iceguard winter tires on our unit helped a lot. Only the Explorer’s low ground clearance would prevent it from being a more capable off roader.
As it is, the Explorer Sport is ideal for outdoorsy families with a mom or dad who loves to drive. In our brief time behind the wheel, nothing glitched or irritated. The Explorer is finally hitting the top of its game.