1998 Ford Explorer Road Test

You can treat an Explorer like a compact family sedan. It is, as mentioned, easy to get in and out of it.

Visibility all around is quite good in spite of the large B- and C- roof pillars. The driver enjoys that secure,

command-of-the-road seating position that's helped to make sport-utilities and pickup trucks so popular.

However, the Explorer doesn't really feel like a truck on the road. Well, maybe a little--but only a little.

While the ride is far from bouncy and sharp, it is more springy than any sedan, and the reason has to be those

antique leaf springs in the rear. It is not offensive, but you will notice it. The suspension does do a good job

absorbing road irregularities, though, and that's how it differs from trucks. Firm but comfortable, with a strong

sense of control.

We were a little surprised at the level of wind noise in the 40-60 mph range in what otherwise is a solid,

well-built vehicle.

Also, the new V6 becomes noticeably audible under hard acceleration. That's common for sport-utility vehicles,

however, and Ford's V6 engine is smooth and quiet in normal operation.

We were pleasantly surprised by the straight-line performance those 205 horses provided. This is, we reminded

ourselves, a 4,166-pound truck. Nevertheless, it launched with enthusiasm and maintained that enthusiasm to a

degree that would calm any concerns about safe merging with traffic.

Although the Explorer has racked up virtually all of its huge sales numbers with the standard overhead-valve engine,

the overhead-cam version is a whole order of magnitude better. We recommend it strongly.

At moderate speed on a favorite section of twisty bits, the Explorer was quite good: no lean in turns, the steering

was exceptionally quick and precise, no wander in a straight line and on the narrow road did not give the impression

it was about to shoulder oncoming traffic into the ditch. It simply does not drive large.

This is a sport-utility truck, so there is some climbing to be done getting in. But entry height is not a serious

problem. Shorter folks may find optional running boards helpful.

The overall design of the interior is quite good, featuring the flowing shapes and soft-edged buttons and controls

now favored by Ford. The various controls are king-size, making them easy to operate when the vehicle is moving,

and we give the overall appearance of the instrument panel top marks. This is perhaps the best-looking and most

functional layout in the business. Floor consoles have been redesigned. Higher trim levels boast rear cupholders

and a storage bin. The optional moon roof has a one-touch-open feature.

Seating is a big plus. The front buckets are covered in high-quality cloth with an attractive, subdued pattern.

The seats are among the most supportive in this class, with aggressive thigh and side bolsters.

The Explorer's other strong suit is its best-in-class roominess, perhaps the key element in its popularity.

Before there was Explorer, there was Jeep Cherokee with its straight lines and sharp edges. The Explorer

introduced softer lines and rounded edges and set the prevailing SUV style in the process. That look continues.

The distinctive, and large, grille opening is flanked by wraparound headlights. There's a slot for air in the

bumper, and an air scoop below. The look suggests refined ruggedness, as well as strong family ties with the

Ford truck family--which is precisely what the designers intended.

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 P235/75R15 tires are mounted on cast aluminum wheels.

The front suspension is independent, using Ford's recently introduced short- and long-arm design. At the rear--a

vestige of its truck heritage--is a two-leaf variable rate spring for each wheel. Disc brakes are used all around

and ABS is standard, features that give the Explorer an edge over many of its competitors.

The major exterior change for 1998 is a new liftgate. The glass-release handle is larger and the window is larger.

The taillamps, license plate attachments, the high stop light and name badges are new.

We liked the new rear liftgate a lot. There is a simple T-handle marked "Gate" on one side, "Window" on the other.

Turn toward "Gate" and the top-hinged door rises easily and parks up and well out of the way. Turn the handle

toward "Window" and the glass can be raised by itself. Another feature we liked is a convenient interior power

lock/unlock button on top of the left rear wheel-well for operating the door locks when standing at the back of

the vehicle. Privacy glass is part of the XLT package and more lightly tinted glass is standard on all models.

The Explorer continues to be the best-selling sport-utility vehicle in the country. It isn't necessarily the best

SUV in the country, at least if real off-road capability is a factor. Modest ground clearance and a long wheelbase

limit its usefulness in rough country. What seems to keep the Explorer on top is its roominess, solid reputation

for durability, quality engineering, good looks and its overall reputation as the leader. Those are the things that

keep resale values up.

The single overhead-cam V6 engine is a sweetheart, and unless you must have the extra torque provided by the V8

for serious trailering, we can't advise spending the extra money.

The Explorer operates in a populous realm, against some very able competition. And it's not the least expensive,

by any means. But for the kind of all-around uses most families find for their sport-utilities, the Explorer's formula is still tough to beat.