The Ford Explorer is the automaker’s flagship SUV. The unibody platform for the 2011 model is a version being used for the Ford Flex wagon and Ford Taurus/Lincoln MKS sedans. In this prototype of the 2011 Ford Explorer, we can see where it picks up the A-pillars and roofline of the Flex.

The redesigned  Explorer will have a long wheelbase, as seen on this prototype, to accommodate three rows of seats. But the Explorer prototype has more ground clearance than the Flex.

The styling of the 2011 Explorer is based on the Ford Explorer America concept that rolled out at the Detroit auto show in 2008. Keeping a square look for the Explorer helps set it apart from Ford’s crossovers, such as the Edge.

The new Explorer will continue to offer off-road and towing capabilities, although the limits may be diminished with a shift to the unibody platform.

Under the hood will be Ford’s EcoBoost engines, which combine direct fuel injection and turbocharging to wring more power out of smaller displacements. We look for four- and six-cylinder engines to be available in the new Explorer.

Production of the Explorer is likely to shift from the Ford’s truck plant in Louisville to its car plant in Chicago that builds the Ford Taurus and Lincoln MKS.

CEO Alan Mulally is dispatching executives to 100 cities — from Olympia, Wash., to Winston-Salem, N.C. — to build enthusiasm before Taurus hits showrooms in August.

Executives are supposed to talk up the Taurus and other new vehicles in the lineup as they visit broadcasters, newspapers and just about any other place.

Taurus’ success is critical for Ford, which can’t afford to see its new flagship flop as it walks a financial tightrope. So far, it has not asked for government loans as have General Motors and Chrysler, both in bankruptcy court.

Mulally has a personal stake in Taurus, too. He rescued the name from the dustbin and pinned it on the Five Hundred sedan to mark time until this all-new version arrived.

Though Ford denies it’s intentional, the sessions will serve the additional purpose of distancing the automaker from GM and Chrysler.

“I am sure that is still part of it,” says Alexander Edwards, president of the automotive consulting arm of Strategic Vision. “In the end, they are going to have to remove that negative imagery.”

A blitz is right out of Ford’s playbook lately. It has given 100 new Fiesta minicars to bloggers, rockers and other tastemakers to build buzz before its launch. And participants streamed Twitter tweets as they squeezed 1,446 miles out of a tank of gas to promote its new Fusion Hybrid in Washington, D.C.

This time, marketing chief Jim Farley says the blitz is all about an “opportunity to connect with customers around our new lineup.” He says Detroit’s troubles won’t come up because “more than 90%” of people know Ford stands apart from GM and Chrysler.

Ford is well-positioned now, he says, because buyers are moving down from more ostentatious brands. He noted how McDonald’s is trying to encroach on the gourmet coffee business of Starbucks. He says there’s a “change in psychology away from ‘badge’ and prestige and to mainstream products that are well executed.”

Longtime auto marketing executive Gordon Wangers says those traveling Ford executives had better choose their words carefully.

Ford escaped financial disaster by being smart and lucky, but was left with a hangover of debt, he says. “I’m not the only person I’ve heard say, ‘I’m tired of their chest pounding.’ “

What does quality, green driving, safety, and smart technology all have in common? They are the focus of every new Ford that comes out of the factory. And perhaps they are all demonstrated by Sync, a feature found on many of our new models. Sync is a revolutionary new system that pairs outside technology with your Ford. You can talk on the phone, listen to music, display pictures, all with a few simple voice commands.

Quality: As with everything built by Ford, quality is a must. When it comes to Sync, a great example is the ease of use. All commands are simply spoken inside the vehicle, and Sync will understand and respond accordingly. Want to call Bob? Just say “Call Bob” and Sync does the rest. Say “Directions”

Ford’s new Focus zetec is a splendid looking car with a tight chassis, a practical engine. The interior, too, is well designed and well put together, the only issue being the quality of some plastics used.

The new Focus has a longer wheelbase and wider track than its precursor – but as it turns out there’s plenty of room for four passengers in a car of this size. It’ll stick to the road not matter what you throw at it, yet is almost effortless to punt through peak hour traffic, such is the light steering and marvellous gearbox. Not as powerful as some hot hatches out there, driver involvement is most impressive, and whether commuting or cruising, the Focus is a wonderfully easy car to drive.

The steering wheel, while cheerless visually, has a number of buttons scattered across it, the majority of them relating to the intuitive cruise control system. Behind the wheel there is also a small audio fob, which allows you change modes, stations, tracks and volume without taking your hands from the wheel.

Packing a new Duratec 4-cylinder engine and one of the finest 5-speed manual transmissions this side of a luxury saloon, a good complement of safety features and a chassis.

The Focus Zetec is rather handsome; it’s bullish front end lends it a decisive demeanour, and it attracted a bit of attention on the street too. The angular front end has a very solid look to it, with hints of Ford’s Mondeo in there, and the headlight clusters look great with their vertically arrayed indicators. The 17-inch wheels work well with the flared wheel arches, giving the Focus a subtle ego boost when compared to its predecessor.

For perspective, the chart below includes current, comparable models, again with EPA numbers. Looked at together, we can see fuel efficiency increasing in these mainstream vehicle segments making it easier to save at the pump.

This is exemplified in Explorer America’s unibody construction, which limits the vehicle’s off-road ability and towing capability over the present-day Explorer. Its large wheels and mammoth grille make it appear much tougher than it actually is. It lacks a B-pillar and the rear doors slide back like they would in a minivan — interesting stuff, although neither detail would likely to make it to production if the Explorer America got that far.

The rear glass wraps around the D-pillars, increasing visibility and the amount of light that enters the three-row, six-person vehicle. The interior is similar to most recent Ford concepts, with a futuristic minimalism theme employed. Access to the third row is enabled by stackable, sliding seats, a work table and seats built into the tailgate. A 3-D compass and navigation unit complete with a topographical map is built into the instrument panel.

The concept is also a demonstration platform of sorts for Ford’s new EcoBoost family of engines. Formerly known as TwinForce (and seen at last year’s Detroit show in the Lincoln MKR Concept), the EcoBoost engines provide the power of larger engines while achieving 20-30 percent gains in fuel-economy, according to the automaker. Initially, this family will consist of a 2.0-liter inline-four making 275 horsepower and 280 lb-ft of torque, and a 3.5-liter V-6 expected to make some 340 horsepower and over 340 lb-ft of torque.

The EcoBoost engines use a combination of direct-injection and turbocharging to provide the power of a larger engine (Ford likens the turbo-four to a V-6 and the turbo-six of a V-8). Today, the Explorer is powered by an aging 4.0-liter V-6 that makes 210 horsepower and 254 lb-ft of torque and a 4.6-liter V-8 that makes just 292 horsepower and 300 lb-ft — meager numbers in the age of 270 horsepower Camrys and Accords.

Mated to the EcoBoost engine in the Explorer America is an advanced six-speed automatic transmission that allows the driver to select and hold a gear with the turn of a dial via a feature called auto shift control. The concept also features electric power steering; a feature that Ford says will be standard equipment on 80-90 percent of Ford, Lincoln, and Mercury vehicles by 2012. As for EcoBoost, it remains on track to be launched in the 2009 Lincoln MKS. Ford hopes to have half a million EcoBoost-powered vehicles on the road by 2013.

Those of you who follow the auto industry as obsessively as we do will immediately recognize the all-new 2009 Ford Flex as the production version of the well-received Ford Fairlane “People Mover” concept from the 2005 Chicago Auto Show. The suicide doors are gone and the front has been opened up a bit to allow the engine to breathe… but Ford’s execution from concept to production is, for the most part, dead-on. Ford recently gave us the opportunity to drive the new Flex in Southern California, so follow the jump to read our first impressions of the Blue Oval’s new people mover.

Photos Copyright ©2008 Michael Harley / Weblogs, Inc.

A simple two-box design, the Flex borrows styling cues from the MINI Cooper, Honda Element, and Scion xB. Refining the shape, Ford designers have sculpted four horizontal grooves running lengthwise into the side door panels. Making this Ford both unique and interesting, the design element visually stretches the vehicle and emphasizes its long wheelbase (hint: cargo capacity and smooth ride). The roof is also separated from the body by an all-black greenhouse (a first for Ford). Standard tinted glass on all rear windows emphasizes what Ford calls “…mystery and intrigue in the design” while chrome and bright metallic accents highlight the rear liftgate, door handles, trim, and mirrors. The face of the Flex features Ford’s three-bar grille, with headlights and fog lamps following the common theme with their bright surrounds.

In a deliberately non-minivan style, two front-hinged passenger doors open wide on each side, while a power-operated tailgate takes up the rear. The bottom of the doors merit notice as the rocker sills have been integrated in the door itself. This innovative feature allows passengers to step several inches closer to the Flex when climbing in or out, and they take dirt and grime away with the swinging door (while it never rains in Southern California, this will be a boon in most normal climates). Making pumping gas a bit simpler, especially with a gloved hand, the Flex introduces a “capless” fuel system called Easy Fuel. Ford wanted us to try the rather simple system (it involves a gasket on the filler door) but we don’t get pleasure out of pumping gas-even on someone else’s dime.

Inside, this top-of-the-line Limited model had roomy seating for six (drop the optional 5-qt. fridge/freezer with its own built-in compressor, and you can put a third passenger in the middle row). Concentrating on interior quality, Ford utilized multiple materials, textures, and colors within the cabin. While it is upscale (kudos to the contrasting stitches on the leather) and very inviting, the high-gloss acrylic coating on the “wood grain” is just too plastic for our tastes. The primary gauges are easy to read, but the myriad of buttons on the center stack will have you pulling your eyes from the road to hit them, even long after you are accustomed to the panel.

As vehicles become more technology-laden than a 757 passenger jetliner, the Flex follows the trend with Ford’s popular SYNC with next-generation navigation and Sirius Travel Link. Navigation, weather, movies and even current gasoline prices are displayed on the 8-inch touchscreen within easy reach from the front seats. We cannot fathom why Ford included the too-low-to-be-useful analog clock on the center cluster (does anyone remember the Infiniti QX56?).

Even with power-adjustable pedals, the driving position for our six-foot two-inch frame wasn’t optimal. The steering column adjusts for rake, but does not telescope. To get the legroom we needed, our arms were forced awkwardly outstretched. The headrests, oversized to limit head and neck injury in a crash, rested uncomfortably close to our heads even after we tweaked them. The firm and wide front seats, however, were very comfortable and leg room was accommodating. Second row passengers (Ford calls it “Business-class”) have a generous amount of room keeping all but the worst misfit kids from kicking the back of the front seats. Adults will occupy the third row without protest, and still remain on speaking terms with the others. With above-average legroom, and skylights overhead in our Limited model, it is far from claustrophobic sitting in the “way-back.” Ford thoughtfully placed a button on the interior B-pillar that springs the second-row seat up and out-of-the-way for easy third-row ingress/egress, and it really works.

There are three different Flex models: SE, SEL, and Limited. All share identical mechanicals, with the exception of front- or all-wheel drive drivelines. Ford brought more than a dozen Flexes (Flexi?) to Southern California for us to peruse, but all of them were the top-of-the-line Limited AWD models. With a twist of the conventional key, the engine cranked over and we headed out of Santa Monica for the Pacific Coast Highway and the twisty Mulholland Drive above it. It is immediately obvious that Ford engineers did an impressive job keeping the enemy – weight and torque steer – at bay. Had we not been told the Limited model we were driving tipped the scales at about 4,400 pounds, and was sending all of the engine’s power through the front wheels, we would never have guessed.

While the Flex isn’t going to be the car of choice for your next autocross (if pushed, it plows), the tuning of the four-wheel independent suspension kept body roll to a minimum, and driver confidence in sweeping corners high. As mentioned, the model we tested was equipped with permanent all-wheel drive. Under normal conditions, all of the torque goes to the front wheels. However, if the system detects slip or conditions that warrant otherwise (e.g., hard acceleration from a standstill), power is immediately sent rearward. The AWD system in the Ford Flex can send 100 percent the engine’s power to the axle that needs it the most – automatically.

As the price of fuel continues to go nuts, it is worth first mentioning the efficiency of this new Ford. Painstaking engine tuning and near-complete fuel cutoff during deceleration help the new Flex earn impressive fuel economy ratings of 17 mpg city/24 mpg highway (16/22 in AWD trim). That trumps all of the 7-passenger full-size SUVs (even the Hybrid GMC Yukon), popular minivans and many crossovers of varying size. We should add that the Flex is designed to sip regular unleaded fuel, as well.

With fuel economy taking precedent over brute power (ergo no V8), the Ford Flex features the familiar Duratec 3.5-liter V6 rated at 262 horsepower and 248 lb-ft of torque. Mated to a 6-speed automatic transmission that is designed to pull away in first gear, the Flex easily moves itself around without hesitation. Only in the canyons did we find ourselves getting a bit frustrated with the transmission’s electronic brain. The slushbox wanted to save fuel. We wanted torque. The Ford guy in the back seat (no, your car will not come with one) suggested we hit the “O/D” button. Designed for use while towing, it locks out sixth, holds gears longer, and will downshift automatically on braking. With a quick stab of that little button on the side of the shifter, we got what we were looking for.

Isolating passengers from unnecessary noise was also a key design goal of the Ford team. To achieve the goal, the front windshield (and all side glass panels on upscale models) is acoustically laminated to cut down on wind roar. A relatively low drag coefficient (.355, to be precise) and foam injected pillars and panels also keep the noise away from the passenger’s ears. During our stint behind the wheel, we found the Flex to be notably quiet. Even our pre-production model was free of the expected squeaks and rattles. We spent about four stress-free hours inside the Flex’s cabin. With the optional DVD entertainment center and Sony 7.1 surround system, and a stocked fridge, this could be the ultimate road-trip vehicle.

It seems Ford’s objective was to deliver a stylish alternative to the boring minivan, and one-up the cookie-cutter competition. In doing so, it has also created an excuse to drop the gas-thirsty full-size SUV in exchange for an innovative, impressively fuel efficient, 7-passenger crossover. Whatever the case, with the precision of a GPS-guided projectile, Ford appears to have hit its target.

Just because you’re leasing a car instead of buying, don’t be any less skeptical about promises that sound too good to be true. After all, leasing is no less a commitment and many consider it far more of one. You’re still signing a binding contract, so you can’t be any less vigilant about negotiating and checking terms. And when you buy a car, you can always sell it if you don’t like it. With a lease, you’re pretty much stuck through the lease term.

Here are the 10 biggest booby traps of auto leasing:

Ten booby traps in auto leasing Here are the 10 biggest booby traps of auto leasing:

1. Mileage 2. Early-termination 3. Residual-value 4. Down-payment 5. Purchase-price 6. Price-doesn’t-matter 7. The fee 8. Hidden-cost 9. Tricky-term 10. Interest-rate

Mileage: Most leases are written to allow a certain number of miles each year. Often, dealers offering low-cost leases cash in by setting this mileage limit low — say, 10,000 miles annually. Typically, the charge for each mile over the limit is 10 cents to 20 cents per mile.

Example: Say you drive 13,000 miles instead of the 10,000 allowed each year for three years. At 20 cents for each extra mile, you’ll owe $1,800 at the end of your lease (9,000 excess miles times 20 cents per mile). That’s an extra $50 a month.

Early-termination: Some dealers lure customers into a new lease by touting their ability to get you out of your existing lease before its term is up. And they can, but you’ll pay dearly. In some cases, you may have to pay the difference between what the car is worth, and what you’ve already paid for it.

Example: Say you’re leasing a $20,000 car. After two years, you’ve paid $2,400 on it. However, the car has depreciated to $16,000. To terminate the lease, you’ll probably need to pay the difference between what you’ve already paid ($2,400) and the amount that the car has depreciated ($4,000) or $1,600.

What’s more, some leases require you to cover any remaining payments. If you have more than just a few months left on your lease, these payments will quickly add up.

While the lessor may talk about “wrapping” or including these fees within a new lease, that’s not the smartest way to go. You’ll end up paying much more, because you’re financing the amounts over a longer time period. In some cases, the manafacturer will rebate you back the remaining payments to get you into a new lease. Which is a good deal!

Residual-value: A critical factor in leasing a car is called the residual value — how much it will be worth when the lease ends. For instance, the lender may figure that a car selling for $20,000 today will be worth $10,000 three years from now, and will calculate monthly payments to cover that loss in value. Different lenders calculate residuals differently. Ideally, the residual is the average used-car value from a standard like Kelley Blue Book or NADA. A lower residual value means higher monthly payments.

Example: A $15,000 residual value on a $25,000 car would mean your lease payments would have to cover the $10,000 difference. In a 36-month lease this would mean monthly payments of $277.77 ($10,000 divided by 36), not including interest, taxes and other fees. If another lender predicts that the same car will be worth only $13,000, your monthly payments will be $333.33 ($12,000 divided by 36).

A lower residual value is not always bad, however. If you decide to purchase the car at the end of the lease, you’ll pay the lower residual value, plus any purchase-option fee.

Down-payment: Many lease ads boast about low monthly payments while hiding a huge down payment figure in the fine print. Remember, your real lease payment isn’t just the amount you write on your check each month. You also need to factor in the down payment.

Example: If you put down $4,000 on a 36-month lease, you should understand your real cost per month is about $111 more than your monthly payment ($4,000 divided by 36 months). A dealer, then, could set the monthly payment on a car incredibly low just by jacking up the down payment. After all, if you made a big enough down payment, you wouldn’t have to make any monthly payments at all.

With manufacturers such as General Motors and Ford preparing to launch production of hybrid-electric trucks, it’s only a matter of time before the technology becomes widely available in commercial fleet arena.

For Memphis-based FedEx Corp. officials, that can’t be soon enough.

“Based on our original projections and discussions with commercial vehicle manufacturers, we thought they’d be widely available by now,” says Mitch Jackson, FedEx director of environmental affairs and sustainability.

FedEx has a diverse range of environmental and fuel conservation efforts reaching into all phases of its operation, such as strategic route planning and vehicle optimization — even reducing the use of in-gate aircraft auxiliary power units and replacing much of its airplane fleet.

On the truck side, the company operates alternative-fuel vehicles (AFVs), such as liquefied petroleum gas (LPG) Mercedes-Benz Sprinter vans, biodiesel-powered trucks on routes in Washington, D.C., and compressed natural gas (CNG)-powered vehicles where it has central fueling capability abroad.

But the lack of a national fueling infrastructure severely limits the company’s potential use of AFVs in the U.S., as does the lack of a national standard for biodiesel.

“We’re pleased with our biodiesel experience,” says Jackson. “But it’s fuel company- and location-specific; so you run B-5 in Washington, D.C., for example, B-10 in the Midwest.”

He adds, “We’ve explored how to roll it out on a more consistent basis. But with the distribution challenges and availability and varying levels of fuel, it’s really hard to go national with biodiesel.”

FedEx has also teamed with General Motors to test a fuel cell delivery vehicle. But the viability and availability of such vehicles still have a fairly lengthy horizon.

Major Focus on Hybrids

Commercial hybrids have dominated the company’s attention and spearheading their ready availability is its major environmental/fuel-saving focal point.

The company actually has separate twin hybrid efforts: one aimed at commercial vehicles over 8,500 lbs. GVW up to Class 6 and another at commercial vehicles in the Class 6-7 range.

FedEx Express overnight delivery operations in Memphis has been working with several manufacturers, including Eaton Corp., Isuzu, Iveco, and Azure Dynamics, whose hybrid system is used by Ford, to promote hybrid-electric use in vehicles over 8,500 lbs. GVW.

Meanwhile, FedEx Ground operations in Pittsburgh, with its parcel post-type delivery, has been working with Parker Hannifin Corp. to test hybrid hydraulic technology in heavier Class 6 vehicles.

“We did that by intent to focus the technology developments by company operation,” Jackson says.

You’re invited to the Second Annual Ford PAS Next Generation Learning Communities (Ford PAS NGLC) Institute. The Ford PAS NGLC initiative aims to support communities that wish to increase the number of students learning in successful career academies and help those communities sustain their career academy network over time. The Ford PAS NGLC Institute will help you
• Learn about the Ford PAS NGLC Initiative
• Become familiar with the Ford PAS NGLC Best Practices
• Hear from the designated Ford PAS NGLC communities about their best practices
• Discover how to apply for Ford PAS NGLC designation
• Network with other successful career academies
• Strategize with your team in planning sessions. On-line Registration opens Wednesday, March 19, 2008. Registration fees are:
• Regular registration, April 16–May 23, $220
• Late registration, after May 23, $320.

Immediately following the Ford PAS NGLC Institute, join others to learn about the innovative Ford Partnership for Advanced Studies (Ford PAS) program, an academically rigorous, inquiry-based high school curriculum and program developed to prepare students for careers in business, technology and engineering. To participate:

There’s good news and bad news for the auto industry. While U.S. automakers enjoyed surprisingly robust new vehicle sales last month, the employment picture remains gloomy, with Ford and Chrysler planning to shed thousands more jobs.

The trend in the automotive industry reflects the economy’s jobless recovery. This is no surprise considering that, according to an industry-funded report, the auto industry is the country’s largest manufacturing employer, accounting for 13.3 million U.S. jobs. “No other single industry is more linked to U.S. manufacturing or generates more retail business and employment,” says Josephine S. Cooper, president and CEO of the Alliance of Automobile Manufacturers, which sponsored the recently released report. “New vehicle production, sales and other jobs related to the use of automobiles are responsible for 1 out of every 10 jobs in the U.S. economy.”

Automakers credited strong September sales on incentives, new models and a rebounding economy. Last month, they offered a firesale on 2003 model year stock—a deal that attracted hordes of consumers and drove yet another bumper month, according to reports. Sales of cars and light trucks rose 2.1% from September 2002. On a seasonally adjusted annual rate, sales totaled 16.7 million vehicles, up from 16.2 million of the previous year but down from August’s 19 million. Still, September figures were better than Wall Street predictions, which forecasted a tepid month following a red-hot August.

“This was above our midmonth expectation,” wrote Merrill Lynch auto analyst John Casesa in a research note. He called the industry’s September performance “respectable” and noted his surprise that “September’s sales didn’t dry up after August’s flood.”

However, declining market share and the increasing use of profit margin-thinning incentives continue to beleaguer the industry. These two factors contributed to the United Auto Workers’ decision to give in to a round of job cuts in labor contract negotiations last month. The Big Three will seek to shutter or sell about a dozen plants and slash tens of thousands of jobs as part of their agreement with the union. But some analysts believe that these job cuts are still not sufficient to make the companies competitive with foreign automakers such as Toyota Motor Corp.

On a year-on-year basis, Toyota sales surged 10.5%, Nissan sales skyrocketed by almost 20%, and Honda enjoyed a modest gain of 0.9%.

The Big Three automakers had less stellar results. Only General Motors Corp. showed a year-on-year improvement, posting a 12.1% sales gain, according to New Jersey-based auto analysis company, Autodata Corp. Meanwhile, Ford Motor Co.’s U.S. sales stayed mostly flat, down 0.5%, not including its foreign brands and heavy trucks, and Chrysler took a 15% year-on-year sales dive.

Chrysler, the U.S. arm of German-U.S. auto giant DaimlerChrysler, has struggled the most on the sales front lately. This is because the company has declined to participate in the clearance sale of 2003 models, says Chrysler sales chief Gary Dilts. He noted that the industry’s strong sales figures were “again fueled by nuclear level incentives.” Many analysts agree with this assessment. While some maintain that robust figures signify an improving U.S. economy, others believe that most of September’s sales for the Big Three were generated by huge rebates—as much as $7,000—on old 2003 models.

Most analysts expect overcapacity to continue to plague the industry—despite the plant closings and job cuts worked out by the Big Three and the United Auto Workers in their new agreements. This overcapacity has transformed the U.S. market into a “jungle,” says Chrysler president and CEO Dieter Zetsche.

“This jungle is an extremely fierce and competitive place,” Zetsche said in a speech earlier this month in Boston. “The U.S. market is under attack from all sides and in every segment—and by very competent competitors.” While the Big Three’s market share inched up last month from its record low in August, Japan’s Big Three has gained two percentage points of market share through the first nine months of the year. And falling market share, along with heavy spending on incentives, has meant that healthy sales do not necessarily spell profits for GM, Ford and Chrysler. Nonetheless, U.S. automakers plan to continue offering incentives to drive up sales. Even Chrysler, which has been slow to use such inducements, plans to be “extremely aggressive” on marketing and incentives in the fourth quarter in order to propel sales, says Dilts.

Still, others remained encouraged by robust U.S. auto sales. Sales rates around mid-16 million are considered strong. “I think all of us feel better about the economic fundamentals versus where we were six months ago,” says Paul Ballew, chief industry sales analyst for GM. Other trends in the industry include the rising demand for automotive electronics and consumers’ continuing preference for light trucks—sport utility vehicles, pickups and minivans—over passenger cars. Moreover, consumers continue to take advantage of discounts to trade up to luxury vehicles, as net prices decrease due to ongoing rebates and attractive financing.

The Ford Explorer Sport Trac features Automatic transmission options and engine choices of V8. The Ford Explorer Sport Trac features a Automatic transmission and Two Wheel Drive drivetrain on the base model Explorer Sport Trac. The 2008 base model has an MSRP of $24,390.00 which is well within the range of most car buyers.

Performance & Efficiency

- 4,601 cc 4.6 liters V 8 front engine with 90.2 mm bore, 90.0 mm stroke, 9.8 compression ratio, overhead cam, variable valve timing/camshaft and three valves per cylinder 448
- Unleaded fuel 87
- Multi-point injection fuel system
- 22.5 gallon main unleaded fuel tank 18.7
- Power: 218 kW , 292 HP SAE @ 5,750 rpm; 300 ft lb , 407 Nm @ 3,950 rpm

The turbo direct-injection gasoline engine is just as important as the new body.

Not long ago, it would have been unthinkable that Ford, the automaker that defined the mid-size SUV with its Explorer in 1990, would even consider abandoning the category in which it once reigned as sales king. But exit signs have been growing in number as the automaker has fiercely embraced the crossover craze, leaving other segments, such as minivans, in favor of car-based utes.

But the bread-and-butter Explorer! If you need to see it to believe it, go to the Ford stand at the North American International Auto Show in Detroit for a firsthand look at the Ford Explorer America concept. It shows where Ford is taking mid-size utility: to a car platform in the next five years. “In this range of vehicle, unibody is a great solution,” says designer Freeman Thomas.

Being a concept, some liberties were taken. There are no B-pillars in this design study. And it has sliding rear doors to make the loading involved in everyday chores easier, but Thomas says that’s okay because the silhouette is designed to make the vehicle look nothing like a minivan. We’ll see.

Occupants still enjoy elevated seating positions, and single-touch-stackable sliding seats are supposed to make it easier to climb into the second row. There is still some off-road functionality. When the America is parked, a work table comes out of the liftgate.

Ford performs ute-reassignment surgery on a revered name.

Ford’s Explorer ruled the sales charts in the 1990s, but the Firestone tire debacle and the emergence of crossovers has sapped the sport-ute’s lifeblood. Ford is hoping to change that with the debut of its Explorer America concept vehicle at this month’s Detroit auto show.

While officially described as a concept car, company insiders hint that a close look at the America concept will reveal the shape of what’s to come when Ford relaunches its mid-size SUV in a couple of years.

The concept suggests that Ford will follow in the tracks of its new crossover competition, migrating from body-on-frame to unibody construction. There are clearly some trade-offs with the change: while there’s a reduction in weight (150 pounds for the V-6 version) and a notable improvement in on-road driving dynamics, off-road capabilities are reduced, as is towing capacity. But for the average motorist, that’s likely to matter little.

2008 Ford Explorer America Concept2008 Ford Explorer America Concept |
The most notable new technology on the Explorer America concept is the EcoBoost powertrain. More accurately, Ford is showing two of these gasoline turbocharged direct-injection (GTDI) engines. There’s a 2.0-liter in-line four making a hefty 275 horsepower and 280 pound-feet of torque, as much as a typical SUV V-6. Meanwhile, the 3.5-liter EcoBoost V-6 produces the power normally found in a V-8, 340 hp and 350 lb-ft.

By going with these downsized engines – a V-6 instead of a V-8, for example – a motorist would get about 20 percent better mileage, while the production of carbon dioxide would be reduced by 15 percent, according to Ford projections.

But there are other gains to be had, including the concept’s lighter weight and the use of additional mileage-minded technology, such as electric power steering. All told, the company estimates the America concept would yield as much as a 30-percent improvement in fuel economy, compared with the current Explorer.

The America’s design shows a migration away from existing SUV styling, with a look closer to Ford’s new Flex crossover. Both share the brand’s new signature three-bar grille. Other notable design cues on the America concept include a power-dome hood bulge, wrap-around rear glass, and a minivan-like sliding rear door, which improves access to the concept crossover’s three rows of seats. Inside, those seats can be slid into a variety of configurations; a work table, and seats can even deploy from the tailgate.

2008 Ford Explorer America Concept2008 Ford Explorer America Concept |
The America gets the latest version of Ford’s Sync multimedia system. Developed in partnership with Microsoft, it boasts voice-controlled audio and Bluetooth hands-free phoning. To complete the high-tech package, the Explorer America features a three-dimensional compass and navigation system, with a topographical map, built into the instrument panel.

Getting in Sync without the awful pop aftereffects.

Ford’s mid-size SUV-pickup was new in 2006. It sports a 16.8-inch increase in wheelbase from its prior rendition, a revised suspension based on the current Explorer SUV and an available V-8 option (the previous Sport Trac offered only V-6 power).

The Sport Trac has a four-door cabin and handy composite cargo box with two-tier storage ability, available hard tonneau cover, and three integrated tool and gear bins with drain plugs. It is nearly five inches longer, two inches wider, and two inches lower than the previous Sport Trac model, with added interior room and a larger bed that provides a 30-percent increase in cargo capacity.

The Sport Trac rides on an independent suspension for better ride and handling qualities with less vibrations and harshness. Ford’s sophisticated Roll Stability Control is included for safety’s sake; this system helps prevent the vehicle from rolling over in extreme maneuvers by briefly applying the vehicle’s anti-lock brakes one wheel at a time if the system detects a potential rollover or loss of control is about to occur.

A 4.0-liter, 210-horsepower V-6 is the standard powerplant, with the Explorer’s 292-horsepower 4.6-liter V-8 available for added muscle and enhanced towing capabilities (up to 6800 pounds). Both rear- and four-wheel-drive models are offered. The six comes with a five-speed automatic; the V-8 with a six-speed automatic.

For 2008, the Sport Trac adds standard curtain airbags, fog lamps, a power rear window, and a drop-in storage bin, along with a leather-wrapped steering wheel. Options include available voice activation for the optional navigation system, and later in the year, Ford’s Sync system, which uses Bluetooth and a touch screen to control in-truck communications and entertainment features.

Ford’s Explorer America concept — a possible future vision of what Ford’s fallen SUV king could become — will be revealed to the world at the upcoming 2008 Detroit Auto Show. Ford says the forward-looking concept was designed to address the changes in the SUV market over the past 15 years, from rugged off-roaders to civilized suburban people haulers.

This is exemplified in Explorer America’s unibody construction, which limits the vehicle’s off-road ability and towing capability over the present-day Explorer. Its large wheels and mammoth grille make it appear much tougher than it actually is. It lacks a B-pillar and the rear doors slide back like they would in a minivan — interesting stuff, although neither detail would likely to make it to production if the Explorer America got that far.

The rear glass wraps around the D-pillars, increasing visibility and the amount of light that enters the three-row, six-person vehicle. The interior is similar to most recent Ford concepts, with a futuristic minimalism theme employed. Access to the third row is enabled by stackable, sliding seats, a work table and seats built into the tailgate. A 3-D compass and navigation unit complete with a topographical map is built into the instrument panel.

The concept is also a demonstration platform of sorts for Ford’s new EcoBoost family of engines. Formerly known as TwinForce (and seen at last year’s Detroit show in the Lincoln MKR Concept), the EcoBoost engines provide the power of larger engines while achieving 20-30 percent gains in fuel-economy, according to the automaker. Initially, this family will consist of a 2.0-liter inline-four making 275 horsepower and 280 lb-ft of torque, and a 3.5-liter V-6 expected to make some 340 horsepower and over 340 lb-ft of torque.

The EcoBoost engines use a combination of direct-injection and turbocharging to provide the power of a larger engine (Ford likens the turbo-four to a V-6 and the turbo-six of a V-8). Today, the Explorer is powered by an aging 4.0-liter V-6 that makes 210 horsepower and 254 lb-ft of torque and a 4.6-liter V-8 that makes just 292 horsepower and 300 lb-ft — meager numbers in the age of 270 horsepower Camrys and Accords.

Mated to the EcoBoost engine in the Explorer America is an advanced six-speed automatic transmission that allows the driver to select and hold a gear with the turn of a dial via a feature called auto shift control. The concept also features electric power steering; a feature that Ford says will be standard equipment on 80-90 percent of Ford, Lincoln, and Mercury vehicles by 2012. As for EcoBoost, it remains on track to be launched in the 2009 Lincoln MKS. Ford hopes to have half a million EcoBoost-powered vehicles on the road by 2013.

The Ford Explorer America concept to be shown at the North American International Auto Show in Detroit will become the production Ford Explorer when the next generation of America’s best-selling ute arrives in 2010 as a 2011 model.

While the next Explorer retains its SUV silhouette, the America concept indicates that just about everything else changes–along with America’s concept of an SUV.

Start with the chassis, which switches from the tried-and-true body-on-frame formula to a unibody design.

The new setup, likely based on the Taurus/Taurus X platform, will save weight and increase fuel economy while giving the Explorer vastly improved ride and handling. Yes, Dora, the Explorer–the vehicle that turned 6.5 million baby boomers into SUV lovers since its introduction 18 years ago–will technically become a crossover.

The next giant leap comes under the hood, where the Explorer will get its power from a line of all-new direct-injection, turbocharged gasoline engines, dubbed EcoBoost.

Ford product development vice president Derrick Kuzak says the direct-injection turbo route is less expensive than hybrid or diesel powertrains while producing excellent power and fuel economy gains and reduced emissions.

In the Explorer America concept, the engine is a 2.0-liter four-cylinder producing 275 hp and 280 lb-ft of torque, but a premium 3.5-liter, 340-hp, 340-lb-ft V6 will be offered when the Explorer goes into production. Mated to a six-speed automatic transmission, the new Explorer engines are expected to improve fuel economy by 10 percent to 30 percent over normally aspirated engines producing similar power.

In other words, EcoBoost technology means that a turbo six-cylinder will take the place of a standard V8 more efficiently, while turbo four-cylinder engines will provide the oomph that used to require V6 power. Ford also promises that the Explorer still will be able to tow up to 3500 pounds.

The Explorer won’t be the first application of EcoBoost–that will come in 2009 on the Lincoln MKS, which will feature a twin-turbo V6. The Ford Flex will come next, followed by the Explorer and other models. By 2013, Ford says it will have upward of half a million EcoBoost-powered cars and crossovers on the road.

Though EcoBoost may be used on bigger vehicles such as the F-150, Ford plans to continue to offer big V8s and diesels in its full-size trucks and large SUVs.