2017 Ford Explorer
Since it first arrived for 1991, the Ford Explorer has been a top seller among larger SUV’s and crossovers, with over 7 million sales to date. But, the market for three-row family utilities is bigger and more cut-throat than ever. So, the latest Explorer is outfitted with lot of little changes that Ford hopes will bring big results, with less exploring and more conquering.
2016 marked the 25th anniversary for the Ford Explorer. And while it was far from the first SUV, it was clearly one of the first that made a case for being a family vehicle more than just a rutted roads runabout.
Today’s Explorer bears little resemblance to that truck-based original, now riding on a three row crossover platform that debuted for 2011. Styling updates for ’16 included more than just the usual front fascia; as hood, headlamps, and fenders were new as well.
Most everything got freshened in back also; lift gate, bumper, and taillights. And of course there’s some new wheel styles to choose from. 20-17 adds a Sports Appearance Package with 20-inch wheels and Magnetic Grey highlights for the XLT trim.
A straightforward 3.5-liter naturally-aspirated V6 is still the base engine. More entertaining is this twin-turbo EcoBoost 3.5-liter V6 with 365-horsepower and 350 lb-ft. of torque.
The newest option, is the Mustang’s 280-horsepower 2.3-liter I4 EcoBoost that replaces the 2.0-liter.
If your budget is not restricted, by all means opt for the 3.5 EcoBoost. It makes the Explorer feel like a true performance-style SUV. Though all engines offer adequate power as well as all-wheel-drive; and come equipped with a 6-speed automatic transmission. Max towing is a class-norm 5,000-lbs.
The all-wheel-drive system features Ford’s Terrain Management System with settings for Normal, Snow, Sand, and Mud. In our experience, you pick your road conditions and the Explorer responds.
Now, there seems to be no limit to how far manufacturers will go to add poshness to utilities, nor buyers’ appetites for same. So, Ford brings the Platinum series to the Explorer. It features real wood and aluminum trim, as well as premium Sony sound and quilted leather.
And it’s altogether very nice, almost Land rover spec. inside. The brushed aluminum accents are gorgeous, and the animal hides are Nirvana leather, but think more of the place you want to spend eternity in, not the alternative rock band playing right now on Lithium.
7–passenger seating is standard, with 2nd row Captain’s chairs, an option.
Being one of the larger 3-row crossovers means that cargo space fairs well at 21.0 cubic-ft. behind the 3rd row, 43.9 behind the 2nd row, and maxing out at 81.7 cubic-ft. A hands free lift gate is available with XLT and Sport trim; standard on Limited and Platinum.
Platinum trim also includes enhanced Active Park Assist; and on the safety front, inflatable 2nd row safety belts are now available on all models.
As before, the Explorer won’t yet apply the brakes for you if a collision is imminent; but it will give plenty of warning, and provide full braking pressure once you initiate the stop.
Turbocharging may not me a total replacement for displacement, but our twin-turbo V6 felt plenty V8-strong at our test track. There’s good torque down low, and grippy all-wheel-drive hookup, for a 6.5-second sprint to 60.
There was plenty of high-end grunt as well, accompanied by urgent shifting from the 6-speed automatic; taking us to the end of the ¼-mile in 15.0-seconds flat, at 94 miles-per-hour.
Through the cones, the Explorer still feels big and heavy compared to its many more nimble rivals. But there are still plenty of people out there who want their Bronco-type vehicle to still feel like a truck.
It’s certainly manageable, though. Just keep the speeds down and your inputs smooth.
Despite that big-truck feel, a 121-foot average stopping distance from 60 is quite good for any family-size utility. Nose dive was moderate, with pedal travel on the long side.
Government Fuel Economy Ratings for the EcoBoost V6 with all-wheel-drive are 16-City, 22-Highway, and 18-Combined. Our average with Regular grade was right on, at 18.1 miles-per-gallon. That makes for a poor Energy Impact Score at 18.3-barrels of yearly oil consumption with 8.2-tons of CO2 emissions.
There’s a wide variety in pricing, as you might expect, starting at $32,105 for a base 2017 Explorer; all-wheel-drive adds $2,150 more. While Platinum trim comes with a tag befitting the name, at $54,180
Even after a quarter of a century, Ford has managed to find ways to significantly improve the Explorer without any turnoffs. The luxury intentions of the Platinum are obvious, while the rest of the lineup still plays the large family vehicle part perfectly. We think that will keep Explorer’s market-conquering ways intact beyond the horizon.
Specifications
- Engine: 3.5 liter
- Horsepower: 365
- Torque: 350 lb-ft.
- 0-60 mph: 6.5 seconds
- 1/4 mile: 15.0 seconds @ 94 mph
- EPA: 16 mpg city / 22 mpg highway,
- Energy Impact: 18.3 barrels of oil/yr
- CO2 Emissions: 8.2 tons/yr
2025 Buick Enclave
Buick’s Biggest Utility Gets More Premium Look, Less Premium Powertrain
Buick is now an all SUV brand with the three-row Enclave sitting at the top of their lineup. And for this all-new third generation, it looks like Buick has finally given it the true flagship treatment it deserves. Reason enough for us to see what else new this posh performer has in store.
Don’t think of this 2025 Buick Enclave as just a new third generation of Buick’s largest three-row SUV, but more of a total reboot for a luxury segment pioneer. Part of that reinvention is swapping out the 3.6-liter naturally aspirated V6 engine, that has been the heart of this large crossover since it arrived on the scene for 2008, for a new 2.5-liter turbocharged four-cylinder.
Though using two fewer cylinders, it rates 18 more horsepower at 328. The gain in torque is even greater, climbing from 266 to 326 lb-ft.
Power from a start and when tooling around town feels pretty good, but you do notice that engine working hard under the hood; there is more engine noise and it’s not as smooth as many competitors who have also made the switch to turbo-four power. Max towing rating remains at 5,000 lbs. The new standard automatic transmission loses a gear, dropping from nine to eight, a simplifying move we applaud. All-wheel drive is a $2,000 option with all trims.
The Enclave rides on the same front-wheel-drive based chassis that supports the Chevrolet Traverse and GMC Acadia. It remains the most luxurious of the three, though all have made big upward strides. And that luxurious feel is very evident inside where things appear special without flaunting it. Materials are vastly improved over the last gen, especially in top Avenir trim which is the choice for most Enclave buyers.
Front seats are very comfy, well suited for long days of highway travel. It’s hard to miss the 30-inch ultra-wide display, similar to Cadillac’s. It is big, but not intimidating as operation is very logical and you can easily configure things as you want them, including bringing the nav screen up full in front of the driver.
Front seats are very comfy, well suited for long days of highway travel.
Between the seats is a very substantial console with lots of storage space and standard wireless phone charging. There is definitely room for full-size adults in all three rows of seating. Big, plush captain’s chairs with all trims for the second row; and a less plush but still comfortable three-place third row.
GM’s Super Cruise has now made it to Buick’s lineup, available as a standalone package for any trim. It remains a favorite of ours for hands-off highway cruising. Despite feeling adequately powered on the street, the Enclave’s turbo-four felt a little out of its element at our Mason Dixon Dragway test track. There was very little jump off the line, just a slow wind up to 60 of 8.0 seconds, with the quarter-mile completed in 16.0 seconds flat at 92 mph.
We could really feel the Enclave’s weight in our handling course, about 150-lbs. over last year, even with less motor under the hood. But there was very little body roll, and no excessive oversteer or understeer. In panic braking runs, there was good feel through the pedal, and solid stops from 60 averaging a fine 111 feet.
To all of our eyes, the Enclave is bigger yet much better looking than before. Now more sophisticated using Buick’s PURE philosophy which emphasizes Purity in design, Unexpected details, Refined finishes, and Exceptional execution.
With all-wheel drive, Government Fuel Economy Ratings are 19 City, 24 Highway, and 21 Combined; we managed a great 24.9 mpg of Regular. That’s a slightly below average Energy Impact Score, consuming 14.2 barrels of oil yearly, with 7.0 tons of CO2 emissions.
No more Essence or Premium Enclaves, as the new gen brings new trim names along with it; the base option now being Preferred which starts at $46,395, and unless you choose white, you’ll be paying extra for all exterior colors. Just a short step from there to the Sport Touring for $48,795, and then a much bigger bounce up to Avenir at $59,395.
With so many big utes now aimed at luxury and near luxury buyers, it’s getting harder and harder for Buick to stand out. Being an all-utility brand, with one of the freshest lineups in the industry, will no doubt help. The 2025 Buick Enclave is a very stylish, well-equipped, well executed large three-row crossover that’s priced right.
Specifications
As Tested
- Engine: 2.5-liter turbo-4
- Transmission: 8-speed automatic
- Horsepower: 328
- Torque: 326 lb-ft.
- EPA: 19 City | 24 Highway | 21 Combined
- 0-60 mph: 8.0 seconds
- 1/4 Mile: 16.0 seconds at 92 mph
- Braking, 60-0 (avg.): 111 feet
- MW Fuel Economy: 24.9 mpg (Regular)