The Ford Explorer’s sales success has always been something of an enigma.  It’s been the best-selling SUV every year since 1991, but in our tests, we’ve never found it to be the best-handling, the best-equipped, the best-priced, or even particularly fun to drive.  We wanted to like the Explorer, but couldn’t bring ourselves to endorse its trucky handling, poor visibility, cramped interior, and high price.

All that has changed, though.  For 2002, Ford has introduced a completely redesigned Explorer.  It’s wider, and features a new suspension, larger doors, adjustable pedals, increased ground clearance for off-road use, a new four-wheel-drive system, and more.  Finally, the new Explorer’s best-seller status just might start to make sense.

For 2002, the Explorer picks up a greater resemblance to its stablemates the Expedition and Excursion.  A traditional Ford eggcrate grille dominates the new front end.  The lines are more squared off.  The look is more flush, and more finished overall, and the crystal headlamps with projector-style lights will soon be featured on other Ford SUVs.  Full-width door handles are easy to grab, even with heavy gloves on.  The Explorer also gains some styling distance from its twin the Mercury Mountaineer; the two trucks have completely different sheetmetal.  The Explorer is two and a half inches wider than the previous model, and the wheelbase has also been lengthened by two inches, although overall length is the same.  The longer wheelbase and wider stance contribute to a vastly smoother ride.  Under the skin, numerous noise reduction measures have been taken to keep things quiet inside.  A new rear window features a lower loading height, and opens with a button on the key fob, rather than the awkward (frequently dirty) handle used previously.

Inside, the cluttered interior that we loved to hate is gone.  The console is wide and deep, and the additional body width means more elbow room.  The Explorer feels much larger than it used to.  Short and tall drivers will be pleased with the adjustable pedals and reverse assist system, which beeps when unseen obstacles are in the path while backing up.  Our test truck was also equipped with minvan-style dual air conditioning units, with a rear climate control.  It’s necessary; thanks to the longer wheelbase, there’s space for a third row of seats.  We crammed eight people into the Explorer for a short trip, and discovered that the third row seat is surprisingly more comfortable than that of big brother Expedition.  The second-row seat splits three ways, for a variety of cargo loading options.  Both sets of seats flold flat, but unlike a minivan they aren’t removable.  On the safety front, the 2002 Explorer is available with side curtain airbags and rollover sensors which deploy the side curtains to prevent passengers from being thrown out should the truck flip.

Engine choices still include a 210-horsepower 4.0 liter V6 and a 240-horsepower 4.6 liter V8.  The V6-equipped Explorer we drove was a bit underpowered on the freeway; the V8 is the better (although less economical) choice given the truck’s 4104-pound girth.  Ford will also offer the V6 with flexible-fuel capability so it can use clean-burning ethanol blends, but the horsepower remains the same.  Mileage isn’t that great, even with the V6–we managed about 15 mpg around town.  A frame-mounted Class II hitch receiver is standard, and a towing package with a limited-slip differential will allow the Explorer to pull up to 7300 pounds.

The handling woes of the old Explorer–which wasn’t a particularly stable vehicle even before the big Firestone controversy–have been addressed with an all-new independent rear suspension.  The new Explorer feels substantial and stable thanks to its width.  The suspension is smoothest on the freeway, of course, but rutted dirt roads are handled with confidence as well.  It’ll even climb an eight-inch curb without complaint, but don’t ask how we found that out.  Off-road ground clearance is improved through an innovative location of the rear differential inside the frame, rather than below it.  This allows the Explorer’s ground clearance to be improved without a substantial increase in ride or step-in height.  Ford’s new AdvanceTrac system works with the antilock brakes to detect and control slides.  Four-wheel disc brakes are now standard.

The revised Explorer is available in Eddie Bauer, Limited, XLT, and XLS trim levels.  We tested a four-wheel drive XLT model, nicely optioned up with handy, wide running boards, a six-disc in-dash CD changer, trailer towing package, and leather interior.  It stickered for a rather steep $34,215, but the third row seating and other minivan-like features make it a standout nonetheless.

Specifications:
All specs are for the 2002 Ford Explorer 4×4 XLT

Length:     189.5 in.
Width:        72.1 in.
Height:        71.9 in.
Wheelbase:    113.7 in.
Curb weight:    4104 lb.
Towing capacity:    7300 lb. (V8 4×2)
Cargo space:    46.6 cu.ft. (all seats up)
Engine:     4.0 liter SOHC V6
Drivetrain:     four-speed automatic, four-wheel-drive
Horsepower:     210 @ 5250 (V6); 240 @ 4750 (V8)
Torque:     250 @ 4000 (V6); 280 @ 4750 (V8)
Base price:    $29,745
Price as tested:    $34,215
Fuel capacity:    22.5 gal.
Est. mileage:    15/20