STEVENSON, Washington Surely there can be nothing goofier than the idea of a two-tonne, three-row SUV that thinks its supposed to be a sports car.And yet, amazingly, Ford manages to pull it off. For 2020, the company handed its all-new Explorer to its performance division to create the Explorer ST. Its big and its heavy, and yet it drives and performs like something half its size and weight.Itll start at $59,099 in Canada when it goes on sale later this year. Options include an ST Street Pack of 21-inch wheels, performance brakes and red calipers, or a High-Performance Package that adds to the Street Pack with even beefier brake pads. However, the rims will be wrapped with all-season tires rather than performance versions, and thats a head-scratcher. The only thing that comes to mind is that perhaps Ford figures most buyers will still treat it as an everyday vehicle and might not realize they have to switch over come winter.Its family-friendly three-row seating aside, performance is the ticket here, starting under the hood. Regular Explorer models include a turbocharged EcoBoost 2.3L four-cylinder in the XLT and Limited, and a gas-electric powertrain in the Limited Hybrid. The top-line Platinum one trim level above the ST uses a 3.0L EcoBoost V6 that turns out 365 horsepower and 380 lb-ft of torque. The Ford Performance folks took that engine, and pumped it up to 400 horses and 415 lb-ft for the ST.As with the other Explorer models, it uses a ten-speed automatic transmission, and comes only with all-wheel drive. However, the Explorers makeover included switching from the front-wheel drive configuration on the current 2019 model, to rear-wheel drive platform. That creates a considerable change in the driving dynamics, with the all-wheel system primarily powering the back axle, and automatically sending torque to the front as needed for the driving conditions.The steering has substantial weight to it, dialled in exactly right so its sporty-firm and yet not too heavy. Gears are selected through a first-for-Explorer dial shifter, and with paddle shifters for the sequential manual mode.Another dial runs you through the drive modes, including for off-road and slippery surfaces, but its the Sport setting that you want. It further tightens the steering, quickens the throttle response, and adjusts the shift patterns, all of which heighten the fun factor. Yes, this things fun, more than it has a right to be. Fords aiming at heavy hitters like Dodges Durango SRT and the Range Rover Sport HST, and its hit the target dead-on. The engine pulls with fierce power, and the transmission always keeps it right in the sweet spot.Its the handling that really makes this work. The quick steering response is matched with a buttoned-down suspension and, given the Explorers size, a surprisingly small dose of body roll. It makes this sport-ute feel much smaller than it is, especially when I was pushing it hard on some of the sinewy roads up the hills. Ive driven sedans that dont feel as nimble as the ST does.That said, though, if were intended to drive the ST like this, it needs better sports seats. Theyre extremely comfortable but their side bolsters are too soft, and I had far too much lateral movement in my chair when taking the curves. I slid even more on the passenger side, when I couldnt brace myself with the dead pedal.That said, thats the reality of the ST: its a three-row family vehicle with the sporty part added in. There arent any over-the-top exterior styling cues, and inside, the ST branding is restricted to the steering wheel, floor mats, and logos stitched into the seats. As with the regular Explorer, the second-row captains chairs are equally comfortable, and they slide forward electrically for access to the third row. Those rearward chairs are hard and flat, and will likely be saved for smaller children, or adults on short trips.The ST I drove had been equipped with an optional premium stereo system and with Fords new 10.1-inch central touchscreen. If theres a more awkward design for the screen, I cant imagine what it would be; the best way to describe it is that someone took an iPad and glued the bottom of it to the dash.Its very easy to use, though, as Ford has added some updates to its Sync 3 system. Several of the functions that used to be accessed through the instrument cluster via the steering wheel buttons are now just a tap on the screen. These include driver assist aids such as adaptive cruise control, and if youre not sure exactly what something is, theres an information button that brings up a photo or video of it.Its still a goofy idea to build a big SUV as a sports model, but for those who long for one, the ST delivers. Its going to be a small sliver of the Explorers sales overall, and its likely those who do buy them will spend much of their time driving them like theyre just regular Explorers but when they can let loose, theyll be
Origin: First Drive: 2020 Ford Explorer ST

2020 Ford Explorer Limited HybridJil McIntosh STEVENSON, Wash. With almost three-quarters of Canadian consumers buying trucks and SUVs, automakers are doing all they can to stay fresh in the segment. And Fords done exactly that with one of its oldest nameplates, turning out an all-new Explorer for 2020.Its based on an all-new platform that primarily powers the rear wheels the outgoing 2019 Explorer favours the front ones but all-wheel-drive will be standard in Canada. The Explorer starts with a 2.3-litre turbocharged four-cylinder engine in the $45,199 XLT, and in the $52,199 Limited. The top-line Platinum, at $64,599, uses a 3.0L EcoBoost V6.Theres also a Limited Hybrid, at $57,199, which uses a 3.3-litre non-turbo V6 engine mated to an electric motor. All engines are paired to a 10-speed automatic transmission. Along with those, the Ford Performance folks got their hands on the Platinums V6 and beefed it up to create the 400-horsepower Explorer ST and that review drops here in a couple of days. The new models go on sale in late summer or early fall.All Explorers come with three rows of seats, with standard second-row captains chairs for seven-passenger seating. Those fancier middle-row seats are usually an option, but unusually, swapping them out for eight-passenger capacity with a 40/20/40 bench seat is an extra $500. The captains chairs slide forward electrically for access to the rear seats, but while children can easily clamber through, its a bit more of a squeeze for adults. As is common with most three-row sport-utes, the first and second rows are comfortable, but the rear chairs are hard and flat.The Explorer might have gone back to prioritizing the rear wheels, but its still a unibody platform as the current one is, and isnt related to any of the companys trucks. The AWD is an on-demand system that automatically sends power to the front wheels as needed, depending on driving conditions. When only two-wheel is needed, the front axle disconnects through a clutch to improve fuel economy.The new configuration also improves the towing capacity: the 2.3L can pull up to 5,300 pounds, while the 3.0L can tow 5,600 pounds increases of 300 and 600, respectively. The Hybrid can tug up to 5,000 pounds.I started at the top in the Platinum. Its V6 spins out 365 horsepower and 380 lb.-ft. of torque, and its a sweetheart of an engine. There are a lot of steep inclines in Washingtons Columbia Gorge, and although the Platinum tips the scale at 2,144 kilograms, it was never out of breath. The steering is nicely weighted and precise, and while you feel the Explorers heft, it drives like something much smaller its surprising when you look in the mirror and see just how far back that tailgate really is. The Platinum interior is as posh as expected, with handsome wood trim, leather upholstery, heated and ventilated front seats, heated second-row seats, and a power-folding third row. Theres also a 10.1-inch centre touchscreen, but oh dear what was Ford thinking with this awful design? Glue an iPad to the dash, and this is what you get. Ford actually toyed with the idea of making it a removable tablet, but there were too many issues to make it work. Lesser trims get a smaller screen thats still tacked-on, but doesnt look quite as ridiculous.I dont like the glued-on tablet, but I do like some of the new functions pasted into it, which are much easier to use than before. Driver assist systems that you used to turn on and off through the steering wheel buttons are now easily accessed with a swipe and if youre not sure what each one does, an info button brings up a picture or video explaining it.I then drove the Limited, but in two-wheel drive a configuration offered in the U.S., but not here. The 2.3L four-cylinder makes 300 horsepower and 310 lb.-ft. of torque, and is adequate in this version, but the engine-transmission combo seems tuned more to the fuel efficiency side, and theres a flat spot on acceleration as the transmission tries to keep the engine speed low for as long as possible. With the heavier AWD system well get, I expect that initial velocity to be even more muted.Its not enough to turn me off the four-cylinder entirely, but Id love to see Ford offer the 3.0L as an option in the XLT and Limited. That would provide more power to those who consistently load their vehicles with lots of folks and cargo, but dont want to pay the Platinum price to get that bigger engine. The third choice, the Limited Hybrid, falls flat for me. Its gas-and-electric setup makes a combined 318 horsepower, along with 322 lb.-ft. of torque. It shares its conventional siblings AWD system and handles tougher off-road conditions impressively, with a terrain management dial that lets you select for slippery or snowy conditions.But for a gas-electric, the Hybrid spends too much time on fossil fuel. Most hybrids switch to battery as soon as you take your foot off the throttle to coast, but
Origin: First Drive: 2020 Ford Explorer