2003 FORD EXPLORER Review - Base Price $25,970
The modern American wagon.
Introduction
The Ford Explorer is one of the best sport-utilities in its class. Redesigned and re-engineered last year, the Explorer is a much better vehicle than the previous-generation Explorer.
It offers a more solid stance than before, with a longer wheelbase and a wider track. A stiffer frame and a fully independent suspension provide superior ride and handling on road and off road. Its V6 was revised last year and a V8 was added as an option. Both are available with a superb five-speed automatic. It's roomy, capable of seating seven people when equipped with the optional third row that folds flat into the cargo floor when not being used.
For 2003, Ford added more standard equipment and important new options. Ford's AdvanceTrac electronic stability system is available for improved traction and safety, along with a rear-seat DVD system.
Interior
The Ford Explorer is a comfortable vehicle on long trips. The Eddie Bauer seats were comfortable throughout nine-hour driving stints on a 2,700-mile cross-country trip. Convenience features abound that make it pleasant while driving and when stopping. The six-disc in-dash CD player sounds good and is easy to operate, with large, clearly marked controls; it worked very well for books on CD, which take up multiple discs, as I could quickly rewind to replay passages missed while concentrating on driving.
If you're familiar with older Explorers, you'll find the current models new yet familiar. The Eddie Bauer model comes with the traditional beige steering wheel and pinhole leather seating material. Handsome gray wood accents lend a luxurious appearance. Light-colored trim on the inside A-pillars and grab handle add to a light, airy atmosphere. It's a successful execution, though the mouse-fur roof liner is nothing to write home about. The leather upholstery is attractive, and you might think that Ford could have stitched it all the way around to the inside edge of the seat bottom. We found the cloth seats in the XLT comfortable, firm and supportive, with lots of adjustments.
Adjustable pedals, a telescoping steering wheel and long seat travel help the Explorer fit a wide variety of body types. Big coat hooks accommodate thick hangers and big loads of dry cleaning, something few manufacturers get right. Nicely designed cubby holes with rubber mats provide space for wallet, sunglasses, a pen, cans, and bottles. A relatively large center console keep odds and ends in check. Interior door handles seem a bit awkward at first, but that went away with familiarization. Map pockets on the insides of the doors are handy and swell at the end to hold water bottles, but wouldn't accommodate my one-liter bottle from Poland Springs. The front power outlet was positioned well for a cell phone, but like most, was a bit of a reach for a radar detector. The trip computer came in handy, calculating the distance to an empty fuel tank.
The front seats are comfortable. They are wider and offer more fore-and-aft travel than before. Seat heaters are part of the Eddie Bauer way of living. They keep you warm while the truck is still heating up. But the buttons that control them are mounted on the sides of seats, which is a bit awkward. Reaching down to the side of the driver's seat, the left hand is confronted with an array of seat adjusters; finding and pressing the seat-heater button is a challenge. When you succeed, however, a small indicator lights up on the climate-control display. Your passenger will fumble around a bit the first time he or she tries to turn it on, also. Likewise, it isn't always easy to find the height adjuster. But rake is easy to adjust, and there's a knob on the up-level seats for cranking in some lumbar support.
The second row of seats, the row we recommend for those who didn't get to drive or sit up front, is quite comfortable. Sliding your feet under the front seats increases legroom.
The decision to add a third row of seating drove much of the design and engineering of the current Explorer. As a result, Ford has done an excellent job of making the third row as roomy as possible, while making it flip quickly out of the way when it isn't needed. The third row offers as much headroom as the second row, but legroom, shoulder room and hip room are significantly compromised. After flipping the second-row seat neatly out of the way, you can climb back there, fold the second-row seat back into position and slide your feet underneath, which provides somewhat tolerable legroom. It isn't comfortable for an adult, however. There's little shoulder room, and the seat itself is a bit hard on the outboard edge; it pushes you away from the outboard side toward the center. It'll work okay for small children, but if you need to carry six or seven adults on a regular basis, you may want to consider a Windstar or an Expedition.
When loading cargo, there's not much room in back for groceries or other items when the third row is in place. Fortunately, the third row folds easily when cargo space is needed. Simply squeeze a lever and lightly push the seat forward. With some practice, it's possible to unlock the rear hatch, open it, and flip the third row out of the way with one hand, important when juggling an armload of groceries. The third-row bench folds neatly into the foot well, leaving a nice, fairly flat cargo area.
More cargo space is available by folding down the second row and sliding a panel forward to bridge the gap between rows. This leaves a floor that slopes toward the rear. It's not an ideal cargo floor, but works fine for most hauling tasks. Though we haven't seen one, five-passenger models are supposed to offer a flatter cargo floor, a bit more cargo capacity, and some useful storage below the floor. Seven-passenger models provide 81.7 cubic feet of cargo space, while five-passenger models offer 88 cubic feet.
The cargo floor is 7 inches lower at the rear than in the previous Explorer, and significantly lower than the load floor of a Dodge Durango. That lower load height makes a big difference when hauling even moderately heavy objects in or out. Pressing a button on the rear hatch opens the rear glass separately. The lower edge of the rear window is very low, so it's not too difficult to lift smaller objects up and through the window. A grab handle on the inside of the hatch makes it easy for the height-challenged to pull it down before closing.
Walk-Around
The current Ford Explorer is the same length overall as the pre-2002 models, but it rides on a longer wheelbase (by 2 inches) and a much wider track. Pushing the wheels out toward the corners makes the Explorer more stable and more comfortable. Lowered frame rails keep its front and rear bumpers at about the same height as those of a Ford Taurus, improving safety for the non-SUV drivers around you. All new last year, this Explorer shares only its name with the pre-2002 models involved in the Firestone tire recall.
The Explorer's styling is fresh, contemporary. It looks solid and handsome. Smoothly integrated front and rear fascia are used in place of the traditional bumper treatments. Jeweled headlamps and tail lamps give it a sophisticated look. Yet this newly designed Explorer clearly evokes the previous-generation Explorer. No one will have trouble identifying it. Few will notice it at all. Don't expect people to turn and stare when you drive by. Turning heads is not always our objective, however, and the more time we have spent with the Explorer the more its looks have grown on us.
Approach lights are mounted on the bottoms of the outside mirrors, which enhance security and convenience. I dropped something next to the curb while getting out of the Explorer one dark night; hitting the button on the key fob illuminated the approach lights and I immediately spotted it. Uplevel models come standard with an illuminated keypad on the door for keyless entry. The keypad doesn't improve the appearance of the Explorer, but Ford says it's a popular feature among loyal owners.
The standard roof rack is designed to support up to 200 pounds. For messier cargo, there's a new NBX package ($1110), which includes a Yakima multi-use LoadWarrior cargo basket, special black exterior trim, special seat cloth, and 17-inch machined aluminum wheels mounted with B.F. Goodrich Rugged Trail T/A P245/65R17 tires.
Impressions
It's smooth and stable on the highway and handles well on winding roads. The V8 engine offers excellent acceleration out of corners. The current Explorer offers substantial refinement over the previous (pre-2002) version, which rides like a buckboard wagon by comparison. Ride quality and handling were greatly improved, benefits of the Explorer's new frame, chassis and suspension system.
The Explorer now rides on a four-wheel independent suspension with coil springs all around. It's a sophisticated setup and it works very well. (Crude by comparison, the previous Explorer used torsion bars in front and a live rear axle on leaf springs.) The independent rear suspension offers better lateral stiffness yet more fore/aft compliance than a live rear axle. That means both ride and handling will be better.
The Explorer delivers a smoother ride on rough roads, and it handles better on winding roads. Bumpy corners doesn't upset its handling and it feels good in sweeping corners. The Explorer is very stable at high speeds and feels comfortably secure in bad weather. I felt safe and confident while pulling a trailer all day through Tropical Storm Isidore, running the length of Tennessee and into Arkansas. Just knowing it had had Auto 4WD and ABS was comforting when it was raining buckets. It's still a truck, though. Tire whir is heard; road vibration is felt. But the ride is more comfortable, less jouncy than, say, the Nissan Pathfinder.
Off road, the Explorer has never measured up to the Toyota 4Runner or Land Rover Discovery, and the new generation doesn't change that. The Explorer is not designed to tackle the Rubicon Trail or any other seriously rugged terrain. The current Explorer is better than the old one, however, and it is perfectly capable for off-highway driving on primitive roads. Ground clearance is increased by an inch over the previous Explorer, and shorter front and rear overhangs offer better approach and departure angles, all of which means you don't scrape the ground as much as before. If primitive roads and deep snow are the extent of your off-road driving, then the Explorer will serve admirably.
About 60 percent of Explorer buyers opt for 4WD, and the optional Control Trac four-wheel-drive system works great. We were surprised by the amount of grip the Explorer held on a muddy, snow-covered two-track in the Arizona high country near Sedona. Ford has refined this system to make it more transparent to the driver, while improving its abilities in limited-traction situations. The normal driving mode is Auto 4WD; there is no two-wheel-drive mode. In Auto 4WD, Control Trac directs power according to input from sensors that compare grip between the front and rear wheels. If the rear wheels lose traction, for example, the optimal amount of power is transferred to the front tires where there's more grip. Using a dedicated controller, the system checks for slipping tires 50 times a second and can anticipate situations, such as hard acceleration, that are likely to cause the wheels to spin. It feels secure on wet pavement, gravel, mud, and snow.
When the going gets rougher, press the 4WD HI button, which effectively locks the front and rear driveshafts together. This can be useful for severe off-road or winter conditions, though Auto 4WD does such a great job of transferring torque that 4WD HI is almost irrelevant in practical terms. Driving on a muddy, primitive trail, I couldn't tell the difference between Auto 4WD and 4WD HI. It may be possible to detect subtle slip in Auto 4WD on slippery, snow-covered surfaces, but the bottom line is that you can leave it in Auto 4WD for all but the worst conditions. 4WD Low works well for creeping over truly rugged terrain. We found it does a good job of engine braking down steep grades, and we suspect it would be helpful on slippery boat ramps.
Optional AdvanceTrac takes four-wheel drive to another level with a sophisticated traction system that adds stability by regulating side-to-side torque distribution. And it does this better than traditional mechanical systems. AdvanceTrac applies braking selectively when it detects wheelspin. By stopping the spinning wheel, the system sends power to the wheel that has the best traction.
The Explorer works well in poor traction situations off-highway. It's easy to modulate the throttle precisely when creeping along; throttle tip-in is gradual so you're not lurching off the line. The Explorer can go most of the places most of us will want to go, but it does not have the suspension articulation of a Land Rover Discovery, Jeep Grand Cherokee, or Toyota 4Runner. But it's a nicer vehicle than the Grand Cherokee in most other respects, with a better-quality interior, and a smoother, more refined ride. And it's more stable and easier to drive on the highway than the Discovery, in spite of the Land Rover's upgrades for 2003.
The standard Explorer engine is a modern 4.0-liter V6 with overhead cams and aluminum heads. The V6 was revised last year with a new intake system for increased performance and aluminum main bearings for improved durability. It is now rated at 210 horsepower. Acceleration with the V6 is quite respectable, thanks to the 254 pounds-feet of torque it generates at 3700 rpm. You can hear and feel the V6 under full throttle acceleration, and it isn't as smooth as Toyota's V6, but it is entirely within acceptable bounds. Unless you're towing or live at high altitude, you're not likely to need the V8.
The optional 4.6-liter V8 provides quick acceleration performance. A modern and sophisticated engine, the V8 is all aluminum for lighter weight, with single overhead camshafts. Like the V6, it makes itself heard and felt under full throttle, but it's smooth. The V8 produces 239 horsepower at 4750 rpm, and 282 pounds-feet of torque at 4000 rpm. It performed well while towing a car trailer across the U.S. in October 2003, but we knew the trailer was back there on long, steep grades through the mountain passes. According to the trip computer, I was averaging 14 mpg while pulling the trailer.
The real star in the Explorer drivetrain is a sophisticated five-speed automatic transmission. It's smooth and responsive, quickly downshifting when the gas is mashed, and upshifting late or early depending on what the driver is doing with the throttle. It's a great transmission and makes the engines look and feel strong. Considered maintenance free, the transmission doesn't even have a dipstick; it's sealed by the factory, and should not require service for 150,000 miles.
Turning around and maneuvering in crowded parking lots is made easier in the Explorer, which offers a smaller turning radius (by 1.7 feet) than the previous model. The Reverse Sensing System is handy when maneuvering in tight quarters. It also senses people; I shifted into reverse in one crowded parking lot and was about to begin backing up when it chimed, alerting me to someone walking behind the vehicle, then again when a BMW X5 drove behind me. (It can be turned off when you are pulling a trailer.) Anti-lock four-wheel disc brakes provide stable stopping, without drama even at threshold braking (slamming the pedal to the floor and keeping it there until the vehicle stops). Electronic Brake Force Distribution is standard, a nice feature as it transfers braking force to the wheels with the best grip to improve stability and reduce stopping distances. A foot or two can make a big difference in an emergency stop on less than ideal pavement, and Ford claims the new Explorer can stop 15 percent shorter than the old one.
One thing Ford learned from the massive Firestone tire recall was to offer a selection of tires. Depending on trim level, Explorer buyers can now choose among Goodyear, B.F. Goodrich, Michelin, and Firestone. Sixteen-inch wheels are now standard, and come with size P235/70R16 tires. Eddie Bauer and Limited models roll on slightly wider, P245/70R16 tires.
Summary
The Ford Explorer has been America's best-selling SUV for 11 years. It helped usher in the era of the sport-utility as a family car, and was the first SUV to break into the list of the 10 best-selling vehicles in America, muscling into No. 7 position in 1991. The 5-millionth Explorer rolled off the Louisville assembly line in mid-September (2002). The man who bought it has owned three Explorers before.
You can't go wrong buying a 2003 Ford Explorer. Redesigned last year, the new Explorer is a vast improvement over the previous model in every respect. Whether it's the best vehicle in this crowded class is subject to debate, but you could certainly argue that. It competes neck-and-neck for that title with the superb new entries from GM and the new 2003 Toyota 4Runner. The Explorer rides smoothly, handles well, and the interior packaging is well thought out and executed. It''s a great vehicle for long trips. Comfortable and convenient, it quickly becomes an old friend.
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