Cars Review

Road Test

There will be no naming ambiguity this time around, for that sheet of paper came with the latest Explorer's blueprints written all over it. It follows, then, that the Sport Trac's news headlines sound so familiar, such as the quantum leap in suspension design starting with trading the ancient front torsion bars for car-like coil springs. Ford also ditched the leaf-sprung live rear axle for a car-like independent suspension (a segment exclusive if we don't count the Honda Ridgeline). Say, what is this, some kind of self-hating truck?

Maybe, but you should like it more. For instance, you might like the way those new coils stop bumps from hammering their way up as much, and I know you'll like the way the new double-wishbones keep the rear end more planted in bumpy corners. Looking good so far.

And the link tying it all together? A structure that, according to Ford, is 427% stiffer (!!!) in torsional rigidity than the last Sport Trac's. Maybe that's not quite turning water into wine, but it's not far from turning linguine into titanium.

What price capability? Let's see, Sport Tracs in their various iterations can tow trailers between 5,140 and 6,800 pounds - not shabby at all and not much of a surprise, considering there's still a sturdy full frame serving as the Sport Trac's skeleton. Off-road enthusiasts might want to stick to the more forgiving trails to avoid trashing those new suspension links, with lots of ground clearance and a 4-wheel-drive system with low-range gearing, the Sport Trac still has plenty of prowess.

Best of all, there are now two paths to life under the hood. Those drawn to the familiar have the 210-horsepower 4.0-liter SOHC V6 first seen in the 97 Explorer. Thrillseekers, on the other hand, have the first-time option of a V8 in a midsize Ford pickup, which picked up a veritable 53 extra horsepower over past Explorers (to 292!) thanks to new 3-valve cylinder heads, more compression, and variable valve timing. The special engine gets a special partner: a 6-speed automatic (another segment exclusive) that features a wide 6:1 ratio spread (the V6's 5-speed automatic has a 4.5:1 spread) to boost low-speed acceleration and high-speed mileage alike.

Hot damn, sounds like a longer list of promises than a presidential campaign! Is the Explorer Sport Trac the new king of the hill? The big cheese? The titan of trucks to which all other pickups must bow down? Hmm, well...

Like other Explorers, the Sport Trac feels a bit ponderous and high off the hog. Even with this Limited model's 18-inch wheels, the tires surrender faster than France and the tail is quick to slide sideways in mid-corner braking (though the stability control is quick to intervene). And even with all the new suspension bits, ride quality rates no better than average, you'll feel plenty of the freeway kicks and jiggles that earned the Explorer its stiff reputation, plus some rear-end shudders. Until looking it up, I thought my tester still had a live axle.

I also thought it had the V6. At 7.5 seconds to 60 MPH, acceleration is quite quick and near the top of the class, but with this V8's such huge power advantage, shouldn't it stand above and beyond? It turns out that the three class champs are neck-and-neck in their power/weight ratios: the Toyota Tacoma's 236 horses must pull 4,080 pounds, the Nissan Frontier's 265 horses pull 4,471, and this Sport Trac's 292 ponies are burdened with 4,793, hence all is equal. That is, until it comes to gas mileage, where the Sport Trac undercuts them both with just 16 MPG - and that's with the advantages of an airflow-assisting bed cover and a tall sixth gear. Speaking of gears, that new transmission can be slow with kickdowns, and every once in a while it momentarily gets hung up between gears.

But the flaws end there. As trucks go, the Sport Trac is commendably isolated from the elements, calming all journeys. Gradual throttle response makes it easy to pick exactly which gear you want - press down an inch, get one downshift, press another inch, get another downshift - and the shifts are creamy. It brakes slightly soggily but solidly now that rear discs have replaced drums. Body lean, squat, and dive are under control, and even if the Sport Trac isn't very sporty, it tracks well. Finally, just analyzing the engine independently, 292 horsepower is pretty great output. Someone pass this note to the 235-horsepower Dodge Dakota: THIS is how to do a V8!

And dry weather denied me the chance to experience the fruits of yet another Sport Trac segment exclusive (again, excluding the Ridgeline): Ford's 4-wheel-drive system that's on call full-time, giving an extra measure of safety on any surface. Furthermore, Ford's the only one so far to make stability control standard (Chevy doesn't even have one optional), so handling rates as safe on every model. Oh, and the tires aren't Firestones, so guys, stop calling this the "Ford Exploder" already.