Introduction

When you mess with a winner, you must be very, very careful, and that's what Ford was when they redesigned the Explorer, America's favorite midsize sport utility for the last 15 years in a row. By careful we don't mean conservative, either. By careful, we mean Ford spent serious effort dotting the i's and crossing the t's, looking after the details that make all the difference. At the same time, Ford realigned the models and overhauled the pricing structure, giving customers more truck for less money, nearly $4,000 less in some cases. The new Explorer is available with a V6 or V8. It's a traditional midsize SUV with body-on-frame construction, and competes against the Chevrolet TrailBlazer, Jeep Grand Cherokee, Toyota 4Runner, and Nissan Pathfinder. We were well pleased with the new steering, the new suspension, and the new brakes used on the 2006 model, all of which have improved by at least one order of magnitude. The new 2006 Explorer is quieter than last year's model and it rides better. It also leans less in corners and the brakes are more responsive. The rear seats fold flatter than on last year's models and the interior has been improved throughout.

Walkaround

The new 2006 Ford Explorer looks like the F-150 pickup in front, with finer, scaled-down features. There are four different grilles to distinguish the various models. The combination of more chrome, bigger and bolder lamps and the new square-cornered aero mirrors make it look more like a Lexus SUV than a Ford, and we mean that in the most complimentary way. They don't want you to mistake it, though, so every 2006 Explorer badge is about twice as big and twice as thick as those on 2005 models. Between the elaborate headlamps and the revamped rear lamps, it's a big, empty box with five large doors and a whole bunch of space inside. With the V8 engine, the new Explorer is rated to tow up to a whopping 7,300 pounds. And it's rated to carry up to 1,500 pounds of payload.

Interior Features

Everything inside the Explorer is new for 2006. Every switch, button, face, texture and panel of the interior has been changed, changed to a much more modern, crisper presentation, one of Ford design boss J Mays's personal design campaigns brought to life. There is a dark wood for most models and darker, richer wood for the Eddie Bauer version. The graphics are accented with metal surrounds both shiny and matte, depending. On the downside, we saw a fair amount of glare reflected off the dash top onto the windshield of the early models we drove. Second-row seats are available as a 60/40 split bench seat, a 60/40 split bench with recline and third-row access, or two bucket seats and a console. The bucket seats are more comfortable for adults, but the bench seats fold down better for cargo. The third row, when ordered, sits almost two inches higher than before so kids can see out better. The third row is always a 50/50 split, but is available with manual or power folding and unfolding. And now the floor really is completely flat when all the seats are folded, with almost no forward rise (2 degrees as opposed to 10 before). With three seats, you get 13.6, then 43.9, then 83.7 cubic feet of space as the seats fold down; the five-seater has slightly more room with the seats folded. The DVD-based navigation system is very easy to use, with excellent colors and graphics, though the screen is on the small side. Ford designers may have gone over the top on the front door armrests, the latch pull, and the opening handle. The armrest is very large and filled with foam to assist in side crash protection, with the chrome latch pull rounded around the leading edge, but the door handle is buried underneath it, where the human wrist cannot comfortably go. Otherwise, the new Explorer interior works very well. The new seats are at once more supportive and more comfortable than the old, hard Explorer seats, the colors and trims and combinations are elegant and tasteful, the metallic trims just about right, not overdone.