Automotive Reviews
Posts tagged Ford
2002 Ford Explorer
Jul 9th
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
2001 Ford SVT Mustang Cobra convertible
Jul 9th
Even with the addition of traction control and a high-tech, handbuilt 300-plus horsepower V8, the hottest Ford Mustang available for sale today is, at heart, still a simple animal. The MO has always been the same–a big motor up front spins the rear tires and propels a small if somewhat voluptuous body forward with as much urgency as possible. Just like it’s always been.
The latest super-Mustang from Ford’s in-house hot rod group, the Special Vehicle Team (SVT), is still a limited production vehicle, with a total production run of less than 9,000 units planned. As always, the distinctions separating it from your average Mustang are subtle; a unique “reverse scoop” on the hood, round foglights, and a deeper air intake are the only clues up front. Careful observers will notice discreet SVT badges and a rear bumper that reads COBRA instead of Mustang, as well. The taillights are tri-colored, unlike the all-red units on lesser Mustangs. Big, SVT-only 17″ five-spoke wheels are also part of the package.
The interior is also pure Mustang…for better and for worse. A high, dual-cockpit cowl and tall sides give the Cobra a bathtubby feeling, even with the top down. Given the car’s size, it’s a surprise that there’s so little legroom, also. Don’t put your friends in the back seat, unless they’re very, very good friends. Considering the over-$33.000 price, the interior could be more distinctive. The Cobra has improved seats; the new leather seats offer more support than in the past, and have a handsome, suede-like Alcantara insert. A big, knobby shifter thrusts itself into the driver’s hand, demanding to be manhandled. Noise is provided by the extremely loud Mach 460 sound system, which now includes an in-dash six-CD changer.
The top drops quickly, with two latches and the press of a button. That’s what the Cobra convertible is all about; noisy, top-down fun. There’s some cowl shake, which makes the Cobra feel like a larger car than it is. It’s far from sluggish; there’s just the feeling of moving a lot of automobile around. The Cobra doesn’t weigh that much, actually–less than 3500 pounds–but it isn’t light on its feet.
On the road, the Cobra demands attention. The 320-horsepower, 4.6 liter 32-valve V8 at the driver’s command is a great-sounding engine. It percolates threateningly below about 3200 rpm, and provides ordnance-level acceleration when a secondary set of air intakes opens up over 3300 rpm. It revs unusually happily for a good ol’ American V8, and provides plenty of power throughout the range. Thanks to the engine it’s wrapped around, the Cobra always has a swaggering, “you want a piece of this?” attitude that resonates in the booming exhaust and the way the whole car seems to quiver when the motor’s running. In the presence of any other performance car, the Cobra seems to be straining at its leash and breathing heavily, like an aggressive dog. It can take quite a bit of restraint to keep it out of street races. Thanks to the high-powered engine, the five-speed transmission has a heavy clutch pedal. It’s easy to bang off quick shifts when necessary. The hard part is driving “nice,” without surging. And no, there’s no automatic available.
SVT wants the Cobra to be more than just a straight-line muscle car, however. After many years of debate, the Cobra finally ditched its archaic solid rear axle setup for an independent rear suspension in 1999. With a stiffened MacPherson strut suspension in the front, the fully independent setup is unique among Mustangs, found only in the Cobra, and it takes the skittishness out of bumpy corners. The Cobra handles well, but its weight makes it feel less confident than similar cars from BMW and Mercedes. The suspension is sports-car stiff, but it’s also not as communicative as it could be. The Cobra gives one the feeling that there wouldn’t be much warning before a spin-out.
With that in mind, the Cobra has a limited-slip rear differential, which also helps when drag racing. Anti-lock brakes are standard equipment. All-speed traction control is also included on every Cobra. The traction control is intrusive, however, and chops the power off when it detects wheelspin–even a chirped tire when leaving a stoplight prompts that awkward “numb pedal” feeling. SVT says that the traction control shouldn’t kick in under straight-line acceleration, but we experienced it more than once. The Cobra is more fun with the traction control turned off.
Just about everything that comes on a Cobra is standard; SVT likes to focus on driving, and thus keeps the options list short. A spoiler, polished chrome wheels, and floormats are the only options. Our test car was equipped with all three, which made for a sticker price just shy of $34,000.
Specifications:
All specs are for the 2001 Ford SVT Mustang Cobra, which we tested.
Length: 183.2 in.
Width: 73.1 in.
Wheelbase: 101.3 in.
Curb weight: 3300 (est.)
Cargo space: 7.7 cu.ft.
Base price: $33,205
Price as tested: $33,825 (est.)
Engine: 4.6 liter DOHC 32-valve V8
Drivetrain: five-speed manual, rear-wheel drive
Horsepower: 320 @ 6000
Torque: 317 @ 4750
Fuel capacity: 15.7 gal.
2002 Ford Taurus
Jul 9th
Most of my test vehicles come directly from the manufacturers, but for a change of pace I decided to test drive the 2002 Ford Taurus at the dealership. Posing as an average customer, I spent an hour listening to the sales spiel and wheeling Ford’s bread-and-butter sedan around town, and came to the following conclusion: the Taurus is a decent car and a good value, so long as you’re willing to suffer through the sales process to get one.
2001 Taurus pictured.
Don’t worry, it wasn’t your local dealer. And if your Ford salesperson is as pushy and uneducated about the product as mine was, just keep your eyes on the prize. The Taurus has been perennial member of the best-seller list for almost a decade. The current version received a design freshening in 2000 which sharpened some of its softer edges.
While the salesperson rambled on with tasteless jokes about women drivers and confessed that he knew next to nothing about the Taurus’ option packages or its competitors, I looked the car over and tried to tune him out. The Taurus’ bodyshell dates to 1996. The once-controversial, ovoid design has been “mainstreamed” somewhat over the years, with the round back window being squared off, and the taillights given a more trapezoidal treatment. The front end has received a mild freshening, and a more angular look that gives the Taurus more of a family resemblance to the smaller Focus. The long look and pulled-back headlamps must be a good look for a family car; the 2002 Toyota Camry’s design bears more than a passing resemblance to that of Ford’s mainstay. The Taurus seems like a more physically substantial car than an Accord or Camry, however, thanks to sculpted bodysides which result in a “high-shouldered” look. Five- or seven-spoke alloy wheels are available, and all of the Taurus’ wheel options look good.
That feel is carried into the interior, as the door closes with the solid ‘chunk’ of a nice, heavy American car. The materials leave a bit to be desired; many of the plastic interior parts seem low-budget. On the other hand, the Taurus also feels like a car that will stand up to the ravages of toddlers, pets, and whatever else might have to go inside. The seats are comfortable enough for long trips, and folding rear seats are a trunk-expanding option. My salesman at the dealer was happy to point out the cruise control and optional heated outside mirrors, but failed to know or remember to show me the unique, optional flip-fold front seat which allows for a third passenger or a console up front. He also wasn’t sure about the availability of side airbags (they’re optional) or a CD changer (it’s a six-disc, in-dash unit, and it’s also optional). He did know that the Taurus is newly available with adjustable gas and brake pedals, but it took him a while to find the switch, which is buried just out of sight of the driver.
Under the hood, Taurii can be had with a choice of 3.0 liter V6 engines, a reliable overhead-valve (OHV) motor whose origins date back to the Eighties, and the high-tech 24-valve “Duratec.” We drove the base OHV motor, and have this recommendation: Get the much smoother, 200 horsepower Duratec. The OHV V6 is just a bit underpowered in this 3,336-lb car. It sounds old and labored under acceleration, and freeway on-ramps were a bit of a struggle. Even the salesman thought so, and tried to steer me into the “peppier 24-valve model. This car lacks get up and go, because it’s only a 16-valve,” he pointed out. It took several minutes of arguing with him before I could explain to him that the OHV engine couldn’t possibly be a 16-valve motor, since it had six cylinders (automobile engines generally have two or four valves per cylinder).
Eventually, some crafty demonstrations with a calculator convinced him he was wrong. I didn’t even try to ask the salesman about the car’s underpinnings, although he was happy to show me the tops of the MacPherson struts under hood. Luckily, I already knew that the Taurus features fully independent struts up front and a “Quadralink” independent rear. On the road, it feels a bit more ponderous than the light-footed Accord, but it’s less harsh than the Chevy Malibu, its main domestic competitor. On the freeway, it feels solid and comfortable, just like a family car should. The Taurus doesn’t like to be pushed hard through the corners, and understeers noisily to make this fact known. Anti-lock brakes are optional on low-line models and standard on wagons and high-line cars.
My salesman read the window sticker to me, but admitted he didn’t know much about the Taurus line. It wasn’t a confidence-boosting experience, to say the least. Don’t hold that against the Taurus, though. The Taurus SE model I tested stickered for just $20,308, which compares nicely to cars like Camry and Altima–it’s a bit cheaper, in fact. With the more powerful 24-valve Duratec engine and the higher equipment levels of the SEL or SES models, it’s a match for any of the competition from Japan or America. Ford dealers also have an array of cool aftermarket options like trunk organizers, safety kits, and remote-start key fobs. And remember, Ford’s got over three thousand dealers nationwide, so if you get a bad one like I did, that’s no reason to cross the Taurus off your list.
Specifications:
All specs are for the 2002 Ford Taurus SE, which we tested.
Length: 197.6 in.
Width: 73.0 in.
Height: 56.1 in.
Wheelbase: 108.5 in.
Curb weight: 3336 lb.
Cargo space: 17.0 cu.ft.
Base price: $19,560
Price as tested: $20,308
Engine: 3.0 liter OHV V6
Drivetrain: four-speed automatic, front wheel drive
Horsepower: 155 @ 4900
Torque: 185 @ 3900
Fuel capacity: 18 gal.
Est. mileage: 20/28