More 2002 Explorer info

[Rick]

2002 Explorer: Many refinements and new devices
offer best-in-class safety, ride and drive

Published: August 4, 2000
Date of revision: None
Source: Ford Motor Company
By: Steve Blake, Staff Writer
http://www.blueovalnews.com

To say the 2002 Ford Explorer, and its cousin the Mercury Mountaineer, have undergone radical changes, would be a serious understatement as
Ford Motor Company unveiled the newest models of the "World's Best Selling" Sport Utility Vehicle.

"The Ford Explorer redefined the sport utility segment and pioneered the way for the entire industry when it was introduced in 1990. For more than 10 years running, Explorer has been the best-selling SUV in the world. But we're not resting on our laurels. The all-new Explorer for the 2002-model year continues to innovate - with technological improvements in safety, roominess, ride and comfort, all intended to lead the industry into the future," said Jim O'Connor, Ford Division President

Some of the features are:

All-new vehicle with improved package, ride, comfort, safety and design
2.5-inch wider stance and 2-inch longer wheelbase than prior model for improved appearance, handling and roominess - while maintaining the same vehicle length and height
New independent rear suspension, allowing for an additional third-row seat, seven-passenger seating capability, and improved ride and handling
Larger door openings and lower step-in height for better ingress and egress
Optional adjustable pedals, a tilting and telescoping steering wheel and Reverse Sensing System offer better driver comfort and convenience
Improved Control Trac™ four-wheel-drive system
Better off-road capability with increased ground clearance and better approach and departure angles
New all-aluminum 4.6-liter SOHC V-8 engine joins the improved 4.0-liter SOHC V-6
New automatic and manual transmissions
New side-impact curtain air bag system (available from launch), as well as rollover protection sensors (available later in 2001)
New AdvanceTrac™ interactive vehicle dynamics system combines the benefits of traction control and electronic stability (yaw) control (available later in 2001)
Ford Personal Safety System, including driver and passenger dual-stage air bags and deployment characteristics (available later in 2001)
Lower front bumper helps ensure better SUV compatibility with other vehicles on the road
Substantially stiffer bodyshell and thousands of noise control measures for better NVH
15-percent reduction in annual operating costs thanks to easier serviceability and longer intervals between scheduled maintenance
With a new independent rear suspension (IRS)_system and unique "porthole-in-frame" design - allowing for a lower step-in height and a third-row seat - Explorer is designed to offer an improved ride and a more comfortable, user-friendly package. The Control Trac™ four-wheel-drive system provides exceptional performance on and off the pavement. New AdvanceTrac™ interactive vehicle dynamics, available later in 2001, combines sophisticated electronic braking and traction control with electronic stability control, to help the driver maintain confidence and control in many driving situations.

A sophisticated new all-aluminum V-8 engine brings 240 horsepower, an increase of 25 horsepower over the previous V-8.

Inside, Explorer's passengers have more room to spread out. The passenger compartment is two inches wider compared with the previous model and, for the first time, has an optional third row of seating - enough overall room to accommodate seven adults.

These benefits were made possible by Explorer's 2.5-inch wider track and efficient packaging of the new independent rear suspension. The second- and third-row seats also fold down to create a flat-surfaced cargo area. Additional storage is located beneath the rear cargo floor.

Explorer offers one of the most comprehensive safety and security packages available. This includes Ford's new industry-leading Safety Canopy, which includes side-curtain air bags (available at launch) and rollover protection (available later in 2001).

Package and Ergonomics
Access to Explorer's new third-row seat is made easier with one-handed controls that fold the second-row seat completely out of the way for entering or exiting the third row.

In seven-passenger models, the second-row seat is split 40/20/40. This configuration offers ease of access to the third row and the ability to customize the cargo area for long or odd-sized items.

In addition, small items easily can be loaded through a new rear liftglass, which has been designed to allow a liftover height that is virtually identical to that of a shopping cart for easier loading of groceries and cargo. The liftglass section no longer needs a handle to open. It opens with a touch of a dedicated button on the key fob, while leaving the passenger doors locked.

Ergonomics and functionality are at the heart of many of the vehicle's design features. For example, full-grip exterior door handles replace the former fingertip paddles - to aid ease of use for all passengers. Optional running boards are wider to provide a confident step-in point.

Inside, the most frequently used controls, such as radio buttons, are in the driver's line of sight. Likewise, the optional electronic message center is mounted high, for ease of use. Even the coat hooks have been redesigned to accommodate wider, plastic clothes hangers.

Driving Dynamics

Explorer's new fully independent suspension and exceptionally stiff frame - 350-percent stiffer than the previous model without compromising safety - give it firm, responsive road manners.

In abrupt maneuvers, such as dodging a pothole or making a sudden lane change, Explorer is designed to track precisely, without excessive body roll. The independent rear suspension soaks up road imperfections better than traditional solid axle designs, to provide a comfortable, more car-like ride.

The rear-end differential in Explorer's independent rear suspension is mounted high in the frame rather than bolted below it. The suspension's upper and lower control arms also are mounted above and below the frame. The right and left rear half-shafts pass through a porthole in the frame rails - giving Explorer its "porthole-in-frame" design. Together, these solutions allowed engineers to add the new suspension system without raising the ride height while improving the vehicle's 4x4 ground clearance.

All four wheels are controlled by coil-over-shock assemblies that are isolated from side loads, and are engineered to reduce unsprung weight - for best response to steering input and road surface irregularities.

Off pavement, Explorer's optional Control Trac™ four-wheel-drive system has been refined with stand-alone electronic controls and enhanced software strategy that improve its ability to handle rough or loose surfaces, such as back trails, deep snow or sand. The system gives drivers the option of automatic four-wheel drive or push-button, switchable, four-wheel "high" and four-wheel "low" settings.

Explorer comes with a choice of two engines. The standard engine is an improved 4.0-liter SOHC V-6, which generates 210 horsepower and 250 foot-pounds of peak torque.

A more powerful 4.6-liter V-8, with all-aluminum construction and overhead-cam design, is optional. The sophisticated engine, with coil-on-plug design, offers 240 horsepower and 280 foot-pounds of torque - and is designed to go 100,000 miles before its first scheduled tune-up under normal driving conditions with routine fluid and filter changes.

Both engines meet Low Emissions Vehicle (LEV) standards. Fuel economy has been held constant - even with a larger vehicle and one that can seat two more passengers than the prior model - thanks to several weight-saving innovations. An all-aluminum hood and V-8 engine block as well as a magnesium cross beam contributed to a 90-pound weight savings.

Later in 2001, Explorer will offer flexible fuel capability with the standard 4.0-liter V-6 engine and automatic transmission. The Explorer flexible fuel vehicle (FFV) can operate on gasoline or a blend of gasoline and ethanol. The use of E85 fuel reduces carbon dioxide emissions by as much as 20 percent, compared with gasoline.

Towing capability comes built-in. The standard receiver hitch, which is part of the rear frame, offers Class II towing capacity of up to 3,500 pounds, depending on engine and drivetrain.

A built-in hitch receiver offers towing capability right from the factory and can accept many accessories, such as a bicycle rack. An upgraded towing package, which includes a limited slip rear differential, provides Class III/IV towing capability of up to 7,300 pounds.

Safety, Security and Convenience

Explorer is Ford's first SUV with new side-curtain air bags. They deploy from the headliner across approximately 75 percent of the side glass area to help protect first- and second-row occupants in the outboard seating positions during a side-impact collision.

Electronic rollover sensors will be available later in 2001. They measure whether the vehicle is tilting, how fast the lean angle is changing, and whether the combination means the vehicle might roll over. If a rollover situation is determined by the system, it deploys the side-curtain air bags to help prevent passengers from being ejected from the side of the vehicle. The air bags remain inflated for up to 6 seconds - far longer than conventional air bags - to provide additional protection.

Explorer also is Ford's first SUV with AdvanceTrac™ interactive vehicle dynamics (available later in 2001). AdvanceTrac™ is a computer driven system that uses a series of sensors to measure whether the vehicle has begun to slide, then applies braking selectively to whichever wheel will bring it back under control. The idea is to prevent accidents before they happen.

AdvanceTrac™ is completely integrated into the vehicle's antilock braking system (ABS) and electronic brake force distribution (EBD). This means that Explorer's control system will be just as effective off-road as it is on the pavement.

Explorer will have ABS and EBD from the start of production. The fully integrated AdvanceTrac™ system will be available later in 2001.

Second-generation front air bags also are standard for the driver and passenger, and Ford's Personal Safety System will be available later in 2001. The Personal Safety System uses dual-stage driver and front passenger air bags that deploy differently based on several factors, including the severity of the crash, front seat occupant safety belt usage and the driver's seat position.

Front row occupants also benefit from safety belts with pretensioners that tighten the safety belts in the first moments of a crash and an energy management system that slowly pays out safety belt webbing during an incident - to help prevent injuries. Anchors in all second- and third-row passenger positions offer secure attachments for child safety seat tethers.

These active protection systems augment Explorer's robust fully boxed frame, which was designed with energy-absorbing crush zones in the front rails. Steel bars inside the doors enhance protection in side impacts. Head restraints in all seating positions help reduce the risk of neck injuries.

At the same time, the design team made Explorer more friendly to other vehicles on the road by lowering its bumper beam height 65 millimeters - more than 2 inches - to be on par with most passenger cars.

Security features include Ford's SecuriLock™ passive antitheft system. Only users with the vehicle's authentic key - which contains a computer chip embedded in it - can start the vehicle.

A battery saver feature automatically turns off interior, courtesy and cargo lights approximately 10 minutes after the ignition key is turned off and the last door is closed.

For better driver comfort - particularly for very tall or shorter stature drivers - power adjustable accelerator and brake pedals are available, while the Reverse Sensing System is available as a parking aid. Explorer's steering wheel tilts and telescopes, using a single control lever.

New dual-zone climate controls are available, as is an auxiliary climate control system for the rear seating area.

Vehicle serviceability also has been improved. Explorer's annual estimated service costs improve nearly $100 compared with the previous model.

To help reduce its impact on the environment, Explorer is an estimated 90-percent recyclable by weight. More than 10 percent of its plastic parts contain post-consumer recycled material. Explorer production will use an estimated 6.3 million pounds of recycled non-metallic parts inside the vehicles every year.

Design
Explorer is designed to be rugged and contemporary to complement the Ford "Outfitters" SUV family. The SUV family includes the Ford Escape, Explorer Sport, Explorer Sport Trac, Expedition and Excursion. The new four-door Explorer has a clear, powerful vehicle stance and proportions enhanced by simple, rounded forms that build on the vehicle's classically popular design theme.

In many areas, form meets function. The exterior door handles are not only easier to use, they're rugged, big and strong. The available running boards are wide and substantial. The jewel-like complex reflector headlamps provide better lighting.

In the back, the rear bumper does not appear to be "bolted on" but is fully integrated into the body and has a full-width shelf for easier loading and unloading.

The exterior is designed to accentuate the vehicle's independent rear suspension and under-the-skin capabilities. The wider track is designed to give Explorer a more aggressive stance. The shorter front overhang helps make the vehicle look more nimble, while improving its approach angle in rough or steep terrain.

Explorer is available in four trim levels, including the popular Eddie Bauer, Limited, XLT and XLS.

Noise, Vibration and Harshness

Explorer's revised body shape, coupled with improved sealing and literally thousands of noise-control measures, result in a substantially quieter cabin for passengers. Key to the improved sound quality is Explorer's new, fully boxed frame, which improves rigidity, vehicle responsiveness and, in turn, noise, vibration and harshness (NVH) levels.

Explorer's frame is 350 percent torsionally stiffer and 26 percent improved in vertical and lateral bending - which contribute to the vehicle's improved NVH levels. In addition, Explorer has new micro-cellular body mounts, new door and hidden liftgate edges, new engine, transmission and exhaust mounts, a revised engine intake system, added insulation throughout the vehicle, a laminated steel dash with magnesium cross bar and a 50-percent reduction in air leakage - all of which add up to luxury-vehicle-like quietness and NVH levels.

The Market

The SUV market has shown the most significant growth of the decade in the automotive industry. In fact, since 1991, annual sales of sport utility vehicles in the U.S. have grown from 900,000 to 3.2 million units through the end of calendar year 1999. It is the only market segment that has experienced double-digit sales growth every year during this period.

The Ford Explorer has led that growth. The Explorer is the best-selling sport utility vehicle on the market and has been since its introduction in 1990 as a 1991 model. It also has been among the top-10 best-selling vehicles - car or truck - since it was introduced. In 1998 and 1999, the Explorer nameplate enjoyed record sales of more than 431,000 and 428,000 units respectively. It is well on its way to another record-setting sales year in 2000.

More than 3.6 million Ford Explorers have been sold since its introduction, so it is no surprise that there are more Explorers on the road today than any other sport utility vehicle. Explorer also ranks very high in customer satisfaction and loyalty.

As the sales leader, it attracts a broad range of consumers with varying demographics and interests - from single, young professionals to active retirees and empty nesters. They choose Explorer because it offers rugged, functional capabilities and sporty up-to-date styling and comfort.

Explorer often is considered the "pioneer" of the SUV market. While it was not the first SUV, it marked the transition of the utility vehicle from a specialized functional truck to a comfortable, versatile activity vehicle.

Available in dealerships beginning in early 2001, the 2002-model Explorer will be built at Ford Motor Company's Louisville, Ky., and St. Louis, Mo., assembly plants. Production begins in late 2000.

[mattadams]

wow it sounds like it's going to have a lot of cool new features! This one I really like:

For better driver comfort - particularly for very tall or shorter stature drivers - power adjustable accelerator and brake pedals are available...

Not sure I like IRS (either the Internal Revenue Service or Independant Rear Suspension, both apply in this case) but we'll see... hopefully someone can still come up with a good lift for it .

I would like to know how they plan to raise the ground clearance as well as improving the arrival and departure angles, while at the same time lowering step-in height and lowering front and rear bumpers... that doesn't make much sense to me, but Im no engineer. I see the GPS still isn't a factory option but thats ok, it probably will be before too long. If I had the money I'd buy one, heh heh.

[rpenner54]

Matt some Land Rovers have had the raising and lowering of the suspension for a while. Its all in adjustable shocks. Very expensive.

To me this vehicle sounds like a Lexus or a BMW type class of a SUV. I don't think I would purchase one of these anytime soon. Specially cause they are probably gonna charge up the you know what for all these "comforts". To me I like the idea of KISS. But this vehicle is not marketed at me so... Heck it says right in the article something about how the rear lift gate is easier to open at the grocery store! You know who they are marketing this one towards!

[mattadams]

15-percent reduction in annual operating costs thanks to easier serviceability and longer intervals between scheduled maintenance

I'm curious as to what this means too... does that mean easier serviceability by everyone or just by the ford dealer? Knowing these reports it means they came out with a whole new set of tools only available to ford dealers that make it extremely easy for them to work on our vehicles . I love the idea of a 4.6L in an Explorer, I loved the 4.6L I had in my F-150, can only imagine the power of that engine in an Explorer (yes I know many explorers come with 5.0L engines)

[Alec]

Matt,

1) they improved the arrival and departure angles by lengthening the wheelbase w/o lengthening the truck: shorter overhangs.

2) IRS saves a lot of space in the back (hence, 3rd bench). Also, this allows the frame to be brought up closer to the floor of the truck. I supposed components like the cats, tranny and differential are situated more between the framerails instead of underneath or over them. Then, you can have higher clearance and lower entry height.

3) the bumpers on my truck actually sit above the framerails. Thus, you can bring the bumpers down level with the frame so that you don't run over cars, you run into them. boom!

[briantf]

Matt,

I'm actually pretty impressed at the lip service paid to off-road performance. If they lenghthened the wheelbase but kept the overall length the same, that alone will significantly improve those angles. I agree the lowered bumpers won't help that, but consider that there's an awful lot of plastic hanging down below the bumpers right now - if they moved the bumper down where the plastic is....

It's conceiveable to me they actually IMPROVED ground clearance with the description of the rearend, but you can tell Ford is struggling with car drivers wanting an SUV they can drive like a car.

Sounds virtually impossible to lift, as well.

Hope all the electronic gizmos can be turned off! By the time we're ready for a new Explorer, we'll hopefully have another kid and need more room. Hope it's not just a tall station wagon after all.

Best,
Brian


[Edited by briantf on 10-02-2000 at 04:25 PM]

[Stephen]

Sounds good from a roadability point of view. I don't know if I would buy one either. I like the trucky feel of the Explorer, thats why I replaced our Minivan with it.

[Tom Wilk]

Well, I'll take one along with the one I already have. Actually, it sounds like it will be considerably more road-worthy. Off-road, I don't think that was the major concern. Yes, the pumpkin is up out of the way, but to lift it more than an inch or so would probably cause problems. I can imagine those axle shafts hitting the side of the "portal". Still, it could be good on mild trails, probably a bit better than what the present ones do stock.

The wider stance will help immensely in reducing the capacity to roll. That's what the soccer moms and their other halves want. Let's face it, it is a road car and is going up against the Lexus more than the Cherokee. Hopefully, the 2-door won't be similarly affected (although I wouldn't mind the track increasing by a couple of inches).

I would consider it for a tow vehicle with the 4.6L. It's nice to see some additional HP over both the 4.0 and 5.0, along with 280 lbs-ft of torque. Ought to be able to pull the Titanic up the ramp.

[Paul Gagnon]

280 is a little on the weak side for torque but 240 horse is pretty decent. I could live without the "Advance Take control away from the driver Trac" thing, the rolly tippy meter and the extra airbags though. And the integrated rear bumper seems a little strange to me.

[Stephen]

Paul, Every driven a car with a Yaw system in the snow before? A little odd at first but when you get used to it its a godsend.

[Paul Gagnon]

No I haven't but I do not want anything that takes away control from me, the driver. I do not think that all of these "devices" make driving any safer. In fact I think that they are more dangerous because the create a situation where the driver will not be as prudent or cautious as they should be simply because they assume that all of these fancy electronic devices will save them from driving mistakes. I think that the key to safety(and I have said this many times before) is driver training, not more crutches to compensate for someone's lack of driving ability. It takes more to be a good driver than being able to start the car and put it in gear. People have become so detached from the JOB of driving that they are being more and more careless, yet they(the auto manufacturers, probably driven by lawyers) continue to create electronics to compensate, which in turn creates more carelessness.

[Stephen]

Paul, I don't know, I was amazed the first time my LS400 oversteered in the snow. The light flashed, a chime sounded and before I could react, the car had reacted for me. Pretty impressive when your RWD sedan tracks straighter and more solidly in 3 inches of snow than your 4WD SUV.

[Diff Whack Daddy]

The 2002 should tow 6280lbs. I went to a no boundries experience today and saw the new explorer. It has a lot af creature comforts, but as stated above, a lift looks expensive and hard to develop. This would make a good tow vehicle, but why not get a fullsize w/ a cab over camper at about the same cost and save the time of pitching a tent. Overall, I am impressed w/ the new explorer, but it doesn't quited explore like I want it to.