Softer Equals Better: 2012 Ford Explorer XLT 4×4

By Greg Cavanaugh

Softer equals better.  Not exactly a phrase that sits as the paradigm of the automotive world. While in some cases softer is better, for example interior materials, many times over in the automotive industry, firmer is better.

The new Explorer you see here is indeed softer than the last gen. Explorer.  Now built on a unibody platform, modified and strengthened from the Ford Taurus, the new Explorer, in losing its frame, has also lost the S in SUV, becoming a CUV.  The change has also happened in the drivetrain, dropping an older V8 and 5-speed automatic, to a more modern 290 HP 3.5-liter V6, or the recently added 240 HP 2.0-liter EcoBoost Turbocharged DI I4 connected to a 6-speed automatic. Those changes were entirely for the better, compromising only the Explorer’s trailering capability and, indirectly, its off-road ability, thus the Explorer’s new “soft-roader” status.

So what has been gained? For one, space and economy.  The last gen. Explorer attempted to finagle a third row into what was formerly simply the cargo area.  Its third row seats had marginal headroom and legroom, and of course little, if any, storage behind them.  The new Explorer’s unibody architecture means that the third row is now actually a real space for two adults.  These adults are not going to enjoy the type of third row that a minivan will provide (How many times have I said this???), but it’s suitable for short to medium trips and, behind it, a decent amount of space.  Behind the third row I was able to fit a full size cooler and still have room to pile quite a bit on top of it and next to it.  The new Explorer also feels bigger when driving.  The sills are high, the dash is huge and the width is always apparent.  The move to the unibody/V6 combination has boosted fuel economy for this large vehicle to 17/23 mpg in 4×4 guise, 18/25 mpg in FWD and an impressive 20/28 mpg with the FWD EcoBoost.

On the outside the Explorer doesn’t look as big as some of its competition. I couldn’t quite put my finger on it, but I think everything is just close enough in proportion that no one dimension stands out, making the design seem smaller. Whatever it is, the new Explorer looks good.  There are some fun details, too.  Hiding in the headlamps is the word “Explorer.”  The A pillar is black to blend with the windows, while the large C pillar is body color.

And while it’s not going to win the Baja 1000, Ford does not want you to think of the Explorer as just another “cute ute” either.  Some quick searching online will reveal Ford’s promo videos of the new Explorer tromping around in the mud and sand for proof. In fact, you’ll see in the title that Ford calls this Explorer four-wheel-drive, not all-wheel-drive.  While it may seem a small difference, the distinction is important.  While many a vehicle can be AWD, including passenger cars, most 4x4s are trucks or traditional SUVs.  The Explorer does not have a traditional 4×4 system, however, as it uses no low-range transfer case and, in normal operation, is actually front-wheel-drive.  What sets the Explorer apart from other AWD CUVs is the amount of control the user has over the system.  Ford uses a knob on the center console it calls Terrain Management, to switch between 4×4 modes.  When the driver switches between “normal,” “mud/ruts,” “sand” and “grass/gravel/snow,” the Explorer adjusts the throttle response, stability control, ABS and power distribution to better suit the present driving conditions.  To further increase the Explorer’s off road prowess, they’ve included a hill-decent control.  The ground clearance, at 7.6 inches, isn’t going to get you into very gnarly terrain and the front air dam, while super flexible plastic, is going to see some serious abuse even in regular driving in and around Gallup.

I’d be remiss if I didn’t devote some words to Ford’s new MyFord Touch infotainment system.  The My Touch system has already received its fair share of press . . . mainly from the media having trouble with it.  Frankly, I didn’t have a single issue with it.  The learning curve was hardly steep and the voice command updates from the 1^st generation Sync system are significantly better.  Now recognizing some 70,000 words, the voice activation is easy and useable.  There are two screens that display the information of climate control, phone, entertainment and information/navigation, one in the gauge cluster making basic adjustments easier to do while keeping your eyes on the road, and the second is the large touch screen in the center of the dash.  As well as the touch screen and voice controls, there are also physical buttons on the steering wheel that work with the small screen in the gauge cluster.  Ford has also included some “hard” controls (actually just physical bumps that correspond with a touch control) for frequently used controls such as volume, fan speed, temperature, etc.  The nicest feature of the My Touch is that is it future ready through simple software updates, making the useable life of your screen/navigation/infotainment hardware much longer. I enjoyed being able to wirelessly stream Pandora music from my iPhone and control the iPod player using the My Touch screen (very cool)!  The Explorer also includes a USB connection, SD card slot, and even a component video connection to make connecting to your other forms of media/entertainment feasible.

The new Explorer is so radically different from the old and so packed with new technologies that I could have easily written another page on it.  The short of it is that Ford put a ton of thought and technology into this Explorer and it shows.  Other than the steep price of admission, $39,995 as tested, only a handful of vehicles besides the Explorer can meet the needs of such a wide variety of users with so little compromise. Kudos to Ford on this one.

Specifications:

VEHICLE TYPE: front-engine, 4-wheel-drive, 6-passenger, 5-door wagon
PRICE AS TESTED: $39,995
ENGINE TYPE: V-6, aluminum block and heads
Displacement: 213 cu in, 3496 cc
Power (SAE net): 290 bhp @ 6500 rpm
Torque (SAE net): 255 lb-ft @ 4000 rpm
TRANSMISSION: 6-speed automatic with manumatic shifting
DIMENSIONS:
Wheelbase: 112.6 in Length: 197.1 in
Width: 78.9 in Height: 71.0 in
Curb weight: 4900 lb
FUEL ECONOMY:
EPA city/highway driving: 17/23 mpg