When we look at the previous iterations of this SUV, the only generations a traditional definition would distinguish are three: the first released in 1990, the second in 2001 and the third in 2010. The interesting part is that the midlife facelift each one had also escapes from established concepts. There were visual changes in all of these, indeed, but they were joined by much bigger technical improvements, while most automakers do the exact opposite. Therefore, instead of trying to make the same car look younger, Ford has used these opportunities to make the same car better; also just a little different so it would be easier to notice. After 1994 and 2005, this is the third partial reinvention through which Explorer has gone.
The front styling dropped the previous sportiness in favor of a much more imponent look. Headlights and grille are now rectangular and stayed at the same height, which means you won’t see the “Aston Martin style” here. Besides, giving these a lower profile made room for the two boomerangs that hold the auxiliary lights. The sides feature new wheels and continue the thick lower section in black plastic. At the rear, the lights were completely refreshed, with a three-dimensional design, a discreet spoiler appeared on the top, tailgate and D-pillars were re-sculpted, and the exhaust tips became more integrated. These use soot catchers to stay clean, while the front has active grille shutters and new air inlets so as to reduce drag resistance.
Explorer’s urban-SUV nature was enhanced with the addition of an improved Active Park Assist, new side sensors for obstacles, the same foot-sensing liftgate opener seen at Ford crossovers, and an item Ford claims to be the first to put in any production vehicle: a lens cleaner for the reverse camera. The cabin, in turn, follows Ford’s decision of making some controls easier and faster to use by taking them back to physical buttons. The seats were redesigned and now offer more space for both front and rear passengers. When used for charging, the two USB ports sense the device’s demand and adjust the output accordingly, which helps to save time. There is also a 110-volt outlet at the back of the center console. But there’s much more to present.
Trim levels are Base, XLT, Limited, Sport and the brand new Platinum. This is Ford’s response to both Explorer’s direct competitors and to some more expensive ones, which means it’ll threaten from Mazda CX-9 and Mitsubishi Outlander to Toyota Highlander and Volkswagen Touareg. The new version focuses on details: the front grille uses an exclusive matte-silver finish, the two-tone 20” wheels are machine-finished, and several details come in satin chrome. Inside, the “Nirvana leather” is the softest Ford has ever used. The ash wood and brushed aluminum inserts use real materials (the latter includes Ford’s first all-silver steering wheel badge), and there are a 500-watt Sony audio system, better soundproofing and all-digital instrument cluster.
Explorer had some changes at the engine list, too. The base option is still a 3.5-liter V6 good for 250 hp and 355 lb-ft, while the upscale unit is an EcoBoost 3.5-liter V6 that reaches 365 hp and 350 lb-ft. The middle unit, however, is no longer a 2.0L. It was replaced by the also EcoBoost 2.3-liter, which is expected to reach 270 hp and 300 lb-ft. This unit enabled Ford to offer a Class II towing package with it (it’s capable to take up to 3,000 pounds), as well as an all-wheel-drive option. Everything with very similar fuel consumption rates. The refreshed Ford Explorer had its official presentation during the last Los Angeles Auto Show, and should go on sale in 2015’s second trimester. In North America, the base price isn’t expected to change.