Ford Explorer 2020 Experience the Biggest Change in a Decade

The Ford Explorer established a medium-sized four-door SUV segment when it replaced the Bronco II in the early 1990s. Originating from the Ranger pickup, the Explorer uses a rear-wheel drive architecture - although most, of course, are equipped with four-wheel drive - through its first two generations. When the market finally moves to embrace a more car-like architecture, with transversal-engine-based unit-body and powertrain construction, the front-drive follows the third generation model that arrived for 2011. Although it remains the layout for the majority of entries in this class, The redesigned Explorer 2020 switches back to the longitudinal engine configuration, based on the rear drive.

The new architecture is shared with the new Lincoln Aviator - and possibly other new models. Although overall only a little longer, the wheelbase is growing by six inches, and Ford claims the new Explorer has more passenger space in each of the three standard lines. The company also boasts that, with all its folded chairs, the Explorer with the second row bench available can load building materials four feet wide flat on the floor for the first time. (The second-row captain's seat is also offered.) Reversible load floor surfaces have carpet on one side, vinyl on the other, while power liftgate and third-row folding chairs are also available.

The turbocharged 2.3-liter EcoBoost inline-four returns as a basic engine, but output has increased from 280 horsepower to 300 now, with torque remaining at 310 lb-ft. This is mated to a new 10-speed automatic transmission and rear wheel drive or all. The maximum rating rose to 5,300 pounds, up from 3,000 for the four-cylinder Explorer that came out.

A turbocharged 3.0 liter EcoBoost V-6 comes in the Platinum trim and replaces the previous 3.5 liter unit. That makes the same 365 horses along with 380 lb-ft of torque, compared to 350 for the previous V-6 turbo. This, too, pairs with a 10-speed automatic and sees an increase in crane capacity, to 5600 pounds, compared to today's max of 5,000 pounds. The new ST model will offer even more power than the 3.0-liter V-6-400 hp and 415 lb-ft, more specifically.

As in the Aviator, there is a hybrid powertrain in the tap too, although Explorer's gas-electric drivetrain is more about fuel economy than performance. It only has a little more power than a turbo-four, with 318 horsepower combined, from a naturally aspirated 3.3 liter V-6 engine and a kind of electric motor (Ford does not share any other information about the electric part of the powertrain besides the fact that it uses batteries lithium-ion mounted under the second row seat). The hybrid has a 10-automatic speed, available with rear-wheel drive or all-wheel drive, and will probably get around the same 24 mpg combined with the Police Interceptor hybrid.

Explorer 2020 will be available in five trim levels: base, XLT, Limited, ST, and Platinum. The initial price for the base model rose to $ 400, to $ 33,860 (prices for other trim levels have not yet been released). The standard kit includes pre-collision warning, automatic emergency braking with pedestrian detection, blind-spot warning, rear-traffic traffic warning, lane departure warning, and automatic headlamps, along with 4G LTE Wi-Fi with connections for up to 10 devices. The FordPass Connect application allows drivers to lock, unlock, and start cars using smartphones.

Other technological features available include a 12.3-inch digital instrument cluster, a 10.1-inch portrait-oriented touch screen infotainment system that supports Apple CarPlay and Android Auto, and wireless device charging. Explorer offers as many as four USB ports (including type-C), a trio of 12 volt outlets, and 110 volt outlets.

Moving Explorer to the rear drive architecture is not without risk for Ford, given that Explorer is the best-selling model in its segment. But it allows for better design proportions, and it makes Explorer a more credible donor platform for the new Lincoln Stablemate.