Feature > New Vehicle
2006 Ford Explorer
Stronger, Faster, and Priced Less Than Last Year’s Models
story & photos by Bruce Smith
We drove several hundred miles in the mountainous country surrounding Lake Placid. The highways were typical of what you’d find in any country setting — paved county roads, some freshly blacktopped and smooth, but the majority old and weather-worn with their cracks and potholes. We also roamed over miles of old graveled and dirt backroads — some leading to isolated cabins by lakes, others nowhere in particular.
It’s exactly those types of everyday driving conditions where the 2006 Ford Explorer shines.
The ride and quietness inside the all-new interior is actually better than what you’ll find in a Jaguar or a Lincoln Town Car (Ford has actually tested the new Explorer against its family of luxury cars and found it is, indeed, the quietest in noise, vibration, and harshness (NVH). Ford also claims their tests also show the new Explorer third row seating area is quieter than some competitor’s first row.
Part of the quietness stems from the 2006 Explorer’s doors, headliner, and floor of the passenger compartment being insulated with new sound-deadening materials. Another great help is the roof panel is designed with stamped ridges that greatly reduce it from vibrating.
Engineers also significantly reduced the new 292-hp 4.6L Triton V-8 (same as used in the Mustang GT) exhaust harmonics and reduced the body wind drag by making changes to a number of external items including the side mirrors.
Another aspect of the new Explorer that makes it a standout is the seating. The front seats are new in design, with an inch more seat travel, and third-row seats that are now a 50/50 split-with the option of the power-fold into a cargo floor that is really flat. (The ’05 model’s rear floor had about a 10-degree angle.)
The second row seating can be either 60/40 split, reclining 60/40 split with access to the third row, or bucket seats with a console in between. In addition, you can now get the interior in a number of coverings including “Preferred Suede” inserts surrounded by leather. This is what Ford calls “tough luxury.” We just call it comfy.
Adopting the three-valve and variable-cam-timing technology found in the new Mustang GT and F-150 5.4L engines, the Explorer 4.6L Triton gained 53 horsepower, bringing it to 292 hp.
Speaking of the interior, the first thing anyone climbing into the driver’s seat will notice really different is the thick, upward angled arm rests that have the door release lever built into the forward end; they look all the world like those found in the F-150, but are unique to the Explorer. In fact, the entire driver area feels like you climbed into the world’s best-selling pickup.
“The 2006 Explorer interior builds on the design leadership of the Ford F-150 truck,” says Chelsia Lau, Explorer chief designer. “We wanted to build on the F-150’s theme of ‘tough luxury.’ For Explorer, we improved the craftsmanship of the interior and gave it a bolder, stronger design. As a result, the 2006 Explorer feels both more sophisticated and more adventurous. It’s tough, yet refined at the same time.”
More Power, Better Mpg
Underfoot the Explorer is a little less stunning. Granted, the optional three-valve 4.6L V8 (standard is a 210 hp 4.0L V6) delivers 53 more ponies than the 2005 engine and the new six-speed automatic is smoother shifting than the “old” five-speed, the new Explorer still feels, well, heavy under hard acceleration. That’s not to say it’s a dog — it’s just not in-your-face sporty feeling.
The 2006 Explorer’s new optional three-valve 4.6-liter SOHC V-8 shares the same variable cam timing and three-valve cylinder heads used on the Mustang and the 5.4-liter Ford F-150 engines. In the Explorer, the new 4.6-liter delivers 292 horsepower and 300 foot-pounds of torque.
New interior includes higher quality seats and plusher trim/fabric. Legroom looks tight in the second row, but additional front seat travel allows all passengers to ride in comfort without feeling cramped for legroom. |
Incorporating the same tube-through-tube frame design as the F-150, and increasing both the section height and width of the frame itself, the new Explorer chassis is much more refined and stiffer than the previous version. This allowed the engineers to fine-tune the four-wheel independent suspension and further reduce squeaks, vibrations, and even exhaust and engine noises from entering the body. |
Along with that power comes a gain in fuel economy, thanks in large part to the introduction of the first six-speed automatic in the mid-size SUV market. Ford claims the new V-8 will deliver 10-percent better fuel economy over the two-valve version found in the ’05s.
That means the EPA city/highway numbers for the V-8 will equal or better those of the V-6 around town. The 2WD V-6 is rated at 16/21, while the 4x4 version is 14/20. The V-8 is estimated to get 16/21 in 2WD trim and 15/19 in 4x4 models.
The key to increased highway fuel economy is the transmission’s really wide 6.04:1 gear ratio, enabling the engine to spend more time in its optimum powerband — either at peak power for acceleration, or at peak efficiency for more fuel economy. When the tranny drops into sixth, you think for moment the engine quit because it’s so quiet and the rpm so low.
Driving Impressions
Although the new transmission is a superb cruiser, what we found lacking in the pre-production models driven around Lake Placid is the six-speed automatic is exceptionally slow to respond to manual downshifts, such as shifting down when descending a steep section off-road or using the transmission’s lower gears instead of riding the brakes in any driving situation.
The transmission is also seemingly slow to respond to throttle-induced downshifts. So don’t expect an instant downshift and surge of neck-snapping power when you pull out to pass. The Explorer will get moving, but it takes a few moments for the transmission and engine to make up their collective minds to do so.
The interior looks and feels very much like the F-150, including the transmission shift lever and gauges. But Ford designers say the interior is exclusive to the Explorer and there are no carry-over parts from the pickup. The interior ambiance is best described as “tough luxury.”
We found the steering to be a little heavy at slow speeds, too. That’s ironic in a way because Ford says “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 by up to 15 percent.”
Steering feel is one of those interpretive issues where each person seems to have a difference of opinion. You’ll have to drive one to feel how it responds for yourself.
The brakes make you feel very comfortable at whatever pace you travel. They respond in a very linear fashion — not grabby, not squishy, just right to pull the 4,600-pound SUVs speed down quickly and smoothly.
F-150 Chassis Strength
What you’ll agree with us on overall is the 4x4 Explorer is a very comfortable, formidable four-wheel-drive on or off-road. Ford retained the same twist knob-controlled, electric-shift Control Trac® four-wheel-drive system as used in the previous model, but the frame is new, incorporating the very same tube-through-tube design and frame rail size as found under the F-150.
Interior design is all new including front door arm rests that have the door release built into the end of the upward-angled portion of the arm rests. Two-thirds of the front doors are filled with impact foam block to greatly reduce risk of occupant injury in a side-impact. |
Fold-flat floor, 50/50 split third-row seat, and the option of “power fold” give the Explorer an edge over most other mid-size SUVs when it comes to utility value. |
Explorer’s smart electronic logic four-wheel-drive system and a two-speed transfer case with a locking center differential make it a formidable and easy to drive vehicle when the traction conditions deteriorate.
Control Trac® is an advanced four-wheel-drive system that allows a driver to select between three driving modes:
- The 4x4 AUTO (or A4WD) mode provides full power to the rear axle until the rear wheels begin to slip. Then power is automatically proportioned to the front axle as required for increased traction. This mode is appropriate for any driving condition.
- In the 4x4 HIGH (4H) mode the center differential is effectively locked, providing a constant 50/50 torque split between the front and rear axles. It only is intended for severe winter or off-road conditions, such as deep snow and ice and shallow sand.
- Use 4x4 LOW (4L) mode and it locks the transfer case and engages a torque-multiplying gear set in the transfer case. This mode is only intended for off-road applications that require extra power including deep sand, steep grades and towing a boat trailer out of water.
As for the new frame, Ford uses the same type of frame rails and cross members as the F-150. This increases the vehicle’s rigidity by more than 50% and lays the foundation for much better suspension tuning, steering control, better brakes, and overall strength and durability.
“The suspension design and tuning are usually a compromise between ride comfort and body control,” says Judy Curran, Explorer 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.”
For those off-road adventurers whose adventures include towing a trailer or boat, the 2006 Explorer’s brake system has been redesigned for improved heat dissipation and durability.
The brakes, along with the engine and chassis redesigns/improvements helped increase the Explorer’s maximum capacities, including an Ironman-like tow rating of 7,300-pounds when a weight-distributing equalizer hitch is used (tow capacity is limited to 5,000 pounds towing in “conventional” mode).
“The new V-8 and six-speed automatic drivetrain is a tremendous advantage for the 2006 Explorer,” says Raj Nair, SUV and Body-on-Frame Vehicles Executive Director. “Not only does it offer more power, more refinement and better fuel economy, but it also offers increased utility. The additional power output helps Explorer deliver improved payload...and towing capacity when properly equipped.”
Safety First
Another area the Explorer excels in is occupant protection. Ford says the new Explorer leads its class with 10 standard advanced safety technologies. Seven of these 10 standard features are new to the mid-size SUV class, including four new “adaptive technologies” specifically designed for Ford’s stringent internal safety targets. The new Explorer provides the most active and passive safety features in its class. In the event of an accident, the 2006 Explorer offers enhanced side-impact rollover protection and four new adaptive safety technologies that tailor frontal-impact protection based on crash severity, occupant size and safety-belt usage.
Explorer already achieves one of the best impact-protection ratings among mid-sized SUVs, according to the National Highway Traffic Safety Administration’s 2005 model year New Car Assessment Program (NCAP) data. The new 2006 model is expected to improve on that rating. In fact, Ford safety engineers say the new Explorer meets all known federal frontal- and side-impact crash requirements through 2010.
But the best news of all is the 2006 Explorers will be priced an average of $1,750 lower than the 2005s. That’s right, lower. Ford executives say that finding ways to reduce production costs without sacrificing durability or performance allows them to pass those savings on the Explorer buyers. Chalk up another category win to Ford.