The front suspension is independent, using Ford's recently introduced short- and long-arm design. The P235/75R15 tires are mounted on cast aluminum wheels. The hood slants steeply, which gives the Explorer an aggressive look–helped by the big Firestone ATX all-terrain radials on our tester, and bulging fender flares. The look suggests refined ruggedness, as well as strong family ties with the Ford truck family–which is precisely what the designers intended. There's a slot for air in the bumper, and an air scoop below. The distinctive, and large, grille opening is flanked by wraparound headlights. The Explorer introduced softer lines and rounded edges and set the prevailing SUV style in the process. Walkaroundīefore there was Explorer, there was Jeep Cherokee with its straight lines and sharp edges. Deciding which Explorer with which engine and which transmission could take an afternoon of brochure browsing. Deciding to buy an Explorer is not too difficult. All told, in ascending order of trim and price, there is Explorer XL, Sport, XLT, Eddie Bauer and Limited. The V8, with a trailer-towing package and four-speed automatic, tacks on another $1600. That includes the 4.0-liter sohc V6, our recommendation, for $540. Our tester, a four-door XLT 4×4, equipped the way many are sold, sits in between the extremes at $29,585. They start with a basic two-door, two-wheel-drive XL at $20,405 (including destination), and stop with the four-door, 4WD Limited at more than $35,000. And finally, the big 5.0-liter V8 makes 215 hp.Įxplorer permutations are numerable. Next up is a 4.0-liter single overhead-cam V6 with 205 hp. Choices start with a 4.0-liter overhead-valve V6 rated at 160 horsepower. The Explorer offers an engine for everyone.
The 4×4 Low mode switches the transfer case to the lower gear ranges for serious off-roading. The 4×4 High mode electronically locks the transfer case in high gear, providing a 50/50 torque split between the front and rear wheels this mode is primarily for driving off road or in extreme winter conditions. This mode continually monitors and adjusts power to the front wheels to minimize slip. All models now have Ford's SecuriLock security system, which the company claims is virtually impossible to defeat.Ī simple three-position dial on the instrument panel controls the four-wheel-drive system. The rack-and-pinion steering system has been refined for better on-center feel and quicker response. The standard ABS has been massaged to improve control on slippery surfaces, with reduced noise and vibration when activated. A programming change in the four-wheel-drive system sends more power to the front wheels under hard acceleration to lessen the likelihood of the rear wheels slipping. However, there are some improvements for 1998. It has been so successful that there has been little inducement to change it. But none have come close to the popularity of Ford's Explorer. There seems to be an unending stream of sport-utilities hitting showrooms.
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