The YouTube channel for the 2011 Ford Explorer (and this applies to the 2012 models as well) has a good number of videos highlighting the features and capabilities of Ford’s newly-redesigned SUV.  I’m highlighting the snow-bound Explorer video and the aforementioned YouTube channel because of its (mostly) high-quality videos and informative content.

by John Suit

Source: YouTube

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While the Escape has undergone periodic changes since it went on sale in 2000 as a 2001 model here in the United States, this is its first real departure from its initial boxy design.  With its sleek new bodywork, the new Escape looks the part of a crossover, even if it’s marketed as an SUV.  It also resembles the Honda CR-V crossover, an attribute which may or may not hurt its sales.

Outside, the new Escape shares a lot of its design paradigm with the new 2012 Ford Focus, including sleek lines, with a trapezoidal lower grille, swept head and taillights, steeply-raked windshield, and a roofline that drops as you get to the liftgate in the back.  The side panels feature a creased character line which rises slightly from the front to the back, hiding some of the Escape’s bulk.  Some of the rear evokes thoughts of the Subaru Tribeca B-9, but in a less stretched manner.  The wheels look like up-sized Focus wheels, featuring an attractive design and satin finish.  Dual exhaust outlets in the rear fascia lend a sporty look.

Inside, a one-piece dash looks like a cross between the new Explorer and Focus dashboards, while nicely-bolstered seats should prove helpful when corner-carving, if you so desire.  Those new seats, as well as a lot of the Escape’s interior, feature recycled materials which save weight while reducing the carbon footprint of Ford’s redesigned small SUV.  Several of Ford’s favorite interior bits make an appearance, from MyFord Touch, first seen in the new Explorer and Edge, as well as a 4.2″ LCD screen between the speedometer and tachometer.  The LCD screen shows plenty of vehicle information, from trip odometers to system-specific readouts such as oil life and instantaneous MPG readouts.

Having not been inside a new Escape, I can only tell from the pictures, but the materials all look luxurious, something we haven’t seen a whole lot of in the small SUV / crossover market.  Creature comforts like automatic climate control and touch-screen navigation add to the luxury factor as well.

Under the hood, the base 2.5-liter 4-cylinder engine carries over from the 2012 model, albeit upgraded with new fuel-efficient technologies.  New to the Escape are two EcoBoost engines – in 2.0 and 1.6-liter variants.  The EcoBoost engines are part of a Ford initiative to offer EcoBoost technology in 90% of its vehicles by 2013, and give owners bragging rights at the fuel pump.  For anyone not familiar with Ford’s EcoBoost, it’s their way of marketing direct-injected twin-turbocharged engines that provide superior fuel economy without sacrificing power.

The 2.0-liter EcoBoost will deliver 237 horsepower and 250 lb-ft of torque, while the 1.6-liter EcoBoost will have 173 horsepower and 177 lb-ft of torque.  While the EPA has not yet certified the engines in the new Escape, Ford is expecting class-leading fuel economy, and up to 5 mpg better than the current engines.  Stealing another bit of tech from the Focus, Escapes optioned with the 1.6-liter EcoBoost or base 2.5-liter engines will feature grille slats that close and open based on speed and engine temperature, helping to reduce drag, which increases fuel economy.

Beyond the new engines, the Escape features a host of technology, from Ford’s love-it-or-hate-it MyFord Touch, which was recently updated to improve its user experience, to a hands-free power liftgate, which incorporates a sensor underneath the rear bumper to open and close itself.  In between, the new Escape will feature BLIS, front and rear parking sensors, a backup camera, and parking assist, where the SUV will parallel park itself.  The 4WD (four-wheel drive) system has been upgraded, and in actuality is an AWD (all-wheel drive), using wheel speed sensors to transfer engine power front and rear to help the driver keep control.

In all, the new changes should help the Escape sell in quantities it never has.  With competitive features, fuel economy and good looks, the Escape presents a compelling product for anyone needing utility and people-moving capabilities without wanting to spend a ton of money at the gas pump.  The 2013 Ford Escape should go on sale in the spring of 2012, after a short 2012 model year in its current guise.

Video of the new Escape’s optional hands-free liftgate:

by John Suit

Source: Ford

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First off, I must say – I have GOT to stop using my iPhone to take pictures of these test-driven vehicles.  While its camera is good, it surely isn’t good enough to do the job here at Road Reality.  With that in mind, look forward to future test drives being accompanied by better-quality photographs.

Next, I was genuinely impressed with the new Ford Explorer.  While it was the gussied-up Limited 4WD trim, dripping with several thousand dollar’s worth of extras, its basic setup is quite nice.

The new Explorer is big.  Blacked-out A and B-pillars try to hide the size, but from behind the wheel, or actually looking at it up close, it’s a big vehicle.  If you’re looking for something that’ll make you feel safe and carry a bunch of stuff or people, the Explorer will fit the bill.  While not quite as big as its predecessor, it has gained in the fuel economy area, by a matter or 2-4 MPGs.

Stepping up into the driver’s seat, you’re welcomed by heated and cooled front seats, as well as leather 2nd and 3rd row seating surfaces.  Grabbing the door handle to close it, a welcome thud accompanies the closing of this vault.  Yes, I said vault.  While entering the Explorer, I asked the salesman if a remote start system was offered, and he tossed me the Ford MyKey, which has a remote start button on it.  Pressing it twice caused the SUV to start its engine.  Upon entering, I realized I had to press the “Engine Start” button, upon which the instrument cluster lit up.  I asked the salesman if I had caused it to shut off the engine, but he informed me that it was indeed running, and a few seconds later, as the tachometer became visible on the dash, it indeed read somewhere between 750 and 850 RPMs.  That’s just how quiet and isolated the Explorer feels.

Out on the road, the light steering made it almost too easy to change lanes, except there was no unintentional drifting.  The BLIS (blind spot information system) kept me apprised of anybody entering or exiting my blind spots, and good, not great brakes kept me out of the trunk of any cars in front of me.  Add in the relatively high seating position, and it made for a confidence-inspiring highway drive.  While the new Explorer is loosely related to a smattering of other Ford products, including the Taurus, Flex, Edge and Lincoln MKS, MKT and MKX, this is the first time I’ve been impressed by the brakes on this platform – they’re no longer “big car brakes.”

I also opened the windows and sunroof while driving, and the sound levels didn’t really rise.  They were kept in check and proper air flow was felt.  While leaving the dealership, I noticed just how loud my Nissan Maxima is, even though it’s usually lauded for its quietness.  Road, exhaust and wind noise all seemed several decibels louder in the Maxima.

I only have two complaints about driving around in the Explorer.  The A-pillars, while blacked-out on the outside, seem huge from the inside.  Given my short time with the Explorer, I think a further test drive is warranted.  The other complaint is the driver’s foot well, which seemed to be missing during my drive.  While my wife had plenty of room in any of the other seats (and she tried them all!), I felt the Explorer was missing some room to stretch out my legs.  Again, a further test drive will either confirm or expunge this from the 2011 Explorer’s record.

In combination with some serious sound-deadening, the Explorer’s suspension was tuned to react to the driver’s input, while not bothering him or her with anything else.  Fairly large bumps, caused by construction, were noted by the suspension, but completely mitigated without any fuss.  Some of the bumps were jarring in a car like my Maxima, but never even felt underneath the 4,700+ pounds of the Explorer and its ultimately-compliant suspension.

So, what to do when you’re not being bothered by normal road noises or imperfections in the asphalt?  Tune into the 12-speaker Sony audio system, which is part of the upgraded MyFord Touch system.  I’ve read a lot of reviews of the MyFord Touch system, most of which panned it for its sluggishness, lack of response, and general fussiness.  My experience was quite different.  I found that after acclimating myself with the system for a few minutes, it was easy to use, almost intuitive.  And let’s not forget the steering-wheel mounted controls, which can be used to modify many system settings, as well as SYNC.  The voice-activation system is quite good and at this point in its evolution, can change the audio and climate controls in a few simple commands, letting the driver keep their hands on the wheel and eyes on the road.

My suggestion to anyone who is apprehensive about the MyFord Touch system?  Tell the salesman to get you a user’s manual and spend a good hour playing around with it, all while sitting still.  Taking the driving out of the equation is the best way to get used to a high-technology system such as this.  Once you’re ready, get back out on the road and see if you like it or not.  While not for everyone, it provides a great many functions in a clean interface.

If I’ve glossed over anything at this point, it’s the space.  While my wife enjoyed sitting in all 3 rows of seats, I was busy seeing how much cargo space there was, for yard tools, mulch, luggage and whatever else my mind could dream up.  While it’s not the biggest cargo area in all of the SUV world, the power 3rd row seats were nifty, and when folded they had enough space to swallow enough groceries for a family of 7.  When the 3rd row seat was put back in its upright position, again a power maneuver, there was still enough room for our average grocery trip and a trip to get our favorite adult beverages.

So, while the Explorer may no longer ride on a truck-based chassis, its underpinnings are quite good for on-road, and will suffice for most of what its buyers need off-road.  It won’t go rock crawling or spend a lot of time on the trails, but if your favorite destination is off the beaten path, you shouldn’t have any trouble getting you and several friends and their luggage there.  Meanwhile, you’ll be treated to comfortable seats, great-sounding tunes and a soft, worry-free ride.  The as-tested price of $47,000 will push some buyers away, but the 4WD Explorer starts at around $31,000.

by John Suit

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When Ford announced that the 2011 Explorer would no longer be truck-based, many of its fans scoffed at the idea.  Then it became known that the new Explorer would keep a lot of its off-road capability, and things quieted down.  Through a series of announcements, Ford made it known that the engine offerings for its bread-and-butter SUV would be revamped, as would the interior, exterior, and of course, the electronics.

We’ve seen plenty of pictures and specifications for the new SUV, which is more crossover than SUV anymore, but until now, it was anybody’s guess as to the efficiency of the new powertrains.  I predicted 16/23 city/highway for the new V6, but they beat even my guess, which is fantastic.

With its new EPA rating, the Explorer should win over a lot of people who want a go anywhere, do anything vehicle, without sacrificing at the pumps.

When the EPA rates the EcoBoost 4-cylinder which expected later in the 2011 production cycle, you can be sure I’ll have a report for you on it!

Show Press Release

by John Suit

Source: Ford

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After some reader feedback, I added a bullet about spare tires to the “Checking your tire pressure” section below.

Having not checked my tire pressure since I bought my 2010 Nissan Maxima in March of this year, even I am not immune to forgetfulness or being too busy to check the tires.  They looked ok, so they must be properly inflated, right?  Wrong.  The tires on my car were at 39 PSI, from the dealership.  After lowering the pressure in each tire to 35 PSI (still 2 PSI high, but I wanted to make sure everything was OK before lowering to the factory-specified 33 PSI), the car drives a lot smoother, handles better and is somewhat quieter.

Checking your tire pressure:

• Check your owner’s manual or a sticker on the driver’s door jamb for the manufacturer’s pressure specifications, provided your car is equipped with the same wheels and make/model of tire it came with.
• Use any gauge that’s working properly, whether it be digital or analog.
• Check your tires’ pressure at least once a month, if not twice, and especially before going on any road trips.
• Make sure to keep an eye on tire pressures during seasonal changes, from summer to fall and winter to spring especially, as outside temperature has a large impact on the density of the air in your tires.
• Check your tires when the car’s been sitting for at least a few hours, because the friction between rubber and road causes the air inside a tire to heat up, which will give you falsely high readings.
• Tire pressures don’t have to be exact, but all four should be the same pressure, and close to manufacturer’s specifications.
• Also do a visual inspection of each tire, looking for bubbles or rips in the sidewall that can lead to blowouts at highway speeds.
• UPDATE: Also include your spare tire in the tire pressure check – you never know when you’ll need it!  If your spare is mounted on the under side of your vehicle, take it off at least twice a year and check the area for rust, and to make sure the spare comes off properly.  Check your owner’s manual for instructions on removing your spare tire from your vehicle.

Tire pressure sticker on a 2010 Nissan Maxima

If you live more than a few blocks away from where you can add air to your tires, check them before you head out, and then check them the next morning to see how close you were.

The following graphic shows what happens when your tires are not properly inflated, as mine were.  In addition, a harsh ride can accompany over-inflated tires, and a loss of handling can be felt if the tires are under-inflated, which was the problem with Ford Explorers with under-inflated Firestone tires on them.

by John Suit

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The Durango’s sales have been slipping ever since its introduction in 1998, the year it earned its way into almost 190,000 homes.  In 2009, the last year Durangos were on sale, it sold a measly 33,000.  Most of this was due to a cheap-looking interior, dated sheetmetal, and abysmal fuel economy.  All that is slated to change with this release.  The new engines alone will bring more refinement and less cost at the pump, especially the Pentastar V6, which is Chrysler’s new “corporate V6,” which we’ll be seeing in a lot more vehicles in the coming years.  The other is the MDS, or Multi-Displacement System found on the Hemi V8, which allows it to run only part of itself, saving fuel when the extra power isn’t needed.  I’d expect about a 20% jump in fuel economy from the new powertrains, but apparently the EPA hasn’t had its say yet.

The new body of the Durango looks more reminiscent of the 1998-2003 models, with more curves than edges, as in the most recent model.  Of course it retains all of the 2nd generation’s (2004-2009) added chrome, and maybe a bit more on top, which seems to be a trend in new cars sold in the US.  Overall though, I think it’s appealing, and it definitely has a more menacing or sinister look to it than its corporate cousin, the 2011 Jeep Grand Cherokee.

But where would we be without a quality interior?  In the group of pictures released by Chrysler today, there is but one lonely shot of the steering wheel, with the center stack visible but blurry in the background.  This tells us next to nothing, but Chrysler promises soft-touch and high-quality materials throughout, and after seeing what they did with the new Grand Cherokee, I’m apt to believe them.  Of course, when interior pictures are available, I’ll have them all right here for you.

Last but far from least, are the standard and optional safety features that every automaker touts when introducing a new or redesigned model.  The Durango is no exception to this rule, coming with Stability Control and a host of airbags, all standard.  Blind Spot warning, front collision warning and adaptive cruise control are among the list of optional safety equipment.

Built alongside the Jeep Grand Cherokee, the two will share a fair amount of unseen components, but the Durango is longer and has 3 rows of seating.  Besides that, it should come in a few thousand dollars cheaper than the Grand Cherokee as well.

by John Suit

Source: Chrysler

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