2016 Ford Explorer Driven: A Platinum Seller Goes “Platinum”

Does it really matter whether the 2016 Explorer is any good? History suggests that it does not. The Explorer has been a juggernaut for Ford ever since the first one rolled off the assembly line and helped ignite the SUV boom at the dawn of the 1990s. Derived from the Ranger compact pickup, the original Explorer was a compromised vehicle, but it was wildly popular—and remained so despite a spate of deadly rollover crashes caused by faulty Firestone tires. Explorer sales finally began to trail off as buyer preference shifted to car-based crossovers. But when the Explorer followed suit, trading its body-on-frame architecture for unibody construction for the 2011 model year, sales rebounded. And despite increasing competition, sales have increased in each of the last five years. The model is currently America’s most popular three-row SUV.

For 2016, the Explorer gets its most significant update since 2011, but it’s not a complete redesign. The changes include new front and rear styling, a new top-spec trim level, and some new equipment. Mechanically, its most significant change is the arrival of a new EcoBoost four-cylinder engine.

Is Four Finally Enough?

The 2.3-liter EcoBoost replaces the previous 2.0-liter, which had been an extracost option over the standard 3.5-liter V-6 but has had a miserable take rate running between two and four percent. Why does Ford think it will be different this time? Several reasons: First, the 2.3-liter’s 280 horsepower and 310 lb-ft of torque represent increases of 40 horsepower and 40 lb-ft over the smaller EcoBoost four. Second, unlike the 2.0-liter, the 2.3-liter will be available with all-wheel drive as well as front-wheel drive. And finally, where the 2.0 was not recommended for towing, the 2.3 can tow up to 3000 pounds.

We drove the 2.3-liter with both front- and all-wheel drive and found this EcoBoost four to be up to the task of moving the hefty Explorer. Off-the-line acceleration—say, jumping out into traffic—is a little tepid, but once you’re up to 30 mph or so, the Explorer moves along pretty well, and highway passing is no problem. The EcoBoost doesn’t sound particularly great when you’re caning it, but it does not appreciably change the character of the otherwise quiet Explorer.

Whether buyers will want to spend $995 for the four-cylinder’s superior fuel-economy ratings over the naturally aspirated V-6 is another question. The V-6, with 290 horsepower and 255 lb-ft of torque, continues as the standard offering in base, XLT, and Limited models. At 19/28 mpg (FWD) and 18/26 mpg (AWD), the turbo four beats the V-6 by 2 mpg in the city and 4 on the highway in front-drive applications and by 2 mpg city and 3 mpg highway with four-wheel drive.

The Explorer Goes Platinum

At the other end of the engine spectrum sits the twin-turbocharged, 365-hp EcoBoost V-6, and Ford is wisely making that engine more widely available for 2016. Paired exclusively with all-wheel drive, the turbo V-6 previously was exclusive to the Sport but is now found under the hood of the new Platinum edition, as well. Besides the EcoBoost V-6, the Platinum gets unique trappings inside and out that include a chrome-mesh grille and quilted leather upholstery. (Some might see these as another example of Ford design’s obsession with Bentley.) It also comes standard with everything you can get on an Explorer—a fact that’s reflected in its eye-opening price of $53,495. Ford, however, says that the vast majority of Sport buyers were opting to go all-in on that model, so they figure the market is there for a loaded-up Explorer with the top-spec powertrain but without the sporting pretension.

In fact, with the Platinum catering to the gimme-an-Explorer-with-everything crowd, Ford has been able to make the Sport a bit, well, sportier. The spring rates and dampers have been stiffened, and the steering retuned slightly. We can’t say the changes have been transformative, however. Our experience on the curvy roads in the hills east of San Diego showed the Sport to be pretty much as we remembered: a surprisingly good handler for such a big boy—although the same actually can be said of the standard-issue Explorer. Nor have the suspension tweaks appreciably diminished the Sport’s ride quality, which remains quite good even on 20-inch rolling stock. The turbo V-6’s 350 lb-ft of torque continue to make it one of the most potent engines available in a three-row crossover. Its overly aggressive throttle tip-in is hardly necessary to create the impression of strong performance; the last time we tested an Explorer Sport, we measured a zero-to-60 time of 5.9 seconds, and the new one should fare similarly. That’s plenty quick enough to get the kids to soccer practice on time.

The Platinum comes with everything but, commendably, buyers don’t need to step up to the Platinum to get many key features. Starting with the basics, all-wheel drive is available on every version. Leather, navigation, and blind-spot warning are available on the XLT and higher, and the same applies to a choice of a bench or buckets in the second row. Lane-keep assist and adaptive cruise control with forward-collision warning are optional on Limited and Sport. New features for 2016 include a hands-free power liftgate, washers for the 180-degree front and rear cameras, and additional functionality for the available automatic parking system.

While the interior of Platinum models is awash in fancy trim, with real wood, matte aluminum, and glossy plastic featuring prominently, lesser Explorers have seen a mild revision, too. Redesigned door panels have a more comfortable armrest, and the dash trim is nicer. But some of the Explorer’s packaging limitations remain. Despite a reworked driver’s dead pedal—which moves forward and changes its angle—the wheel-well intrusion is still pronounced, making for a somewhat awkward driving position. A high cowl and wide, flared A-pillars can make one feel buried in the car. Ford has carved out a bit more knee room in the second row thanks to slimmer front seats. The third row remains one of the best in its field, although it’s strictly for two, whereas some competitors (rather optimistically) have seatbelts for three. The cargo hold behind the split third row is also better than most, thanks to a well in the floor.

We prefer the slightly better packaging and sleeker profile of the Explorer’s sister model, the Ford Flex. The Flex doesn’t get treated to any of the updates visited upon the Explorer this year, but it does offer buyers a way to get the EcoBoost V-6 for slightly less: A Flex Limited with EcoBoost costs $43,795, versus $44,195 for an Explorer Sport, and the Flex comes with navigation and blind-spot warning that are optional on the Sport.

But in terms of sales, the Flex is no Explorer. With the exception of fashion-forward California—and Ford’s home base in Detroit—the Flex doesn’t sell. The Ford Explorer is the SUV everybody wants. The 2016 changes should help keep Ford’s SUV juggernaut rolling, maintaining its position as one of the popular, and profitable, pillars of the company’s lineup.

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Good, bad and ugly: 2015 Nissan Murano Platinum AWD review notes

The new Murano is a compelling option...if you don't mind the looks and don’t need a third row

ROAD TEST EDITOR JAKE LINGEMAN: Yikes. This thing has a face only a Nissan mother could love. It’s very…concept looking. I guess the ¾ view isn’t too bad because you can’t see all the busyness in front, but I really dislike the floating rear roof. The wheels are cool, and I don’t even mind the orange metallic paint. That grille is wild, though.

It feels relatively quick with that CVT and V6. You put your foot down and the speed just keeps climbing. I’m not sure how I feel about the faux shifts. I liked it in the Subaru, so I guess it’s fine. It does take away that Jet-Ski feel, which is sometimes enjoyable.

Cars with CVTs are always louder than their regular-transmission counterparts. On a traditional ride, the revs rarely go above 3,000 rpm in regular driving. With this Murano, you need to put the pedal down a decent amount to get the speed you want, which puts the revs up above 4,000, and it gets a little loud.

Otherwise, the cabin is good. The new infotainment system looks slick and is easy to use. The trim doesn’t look super expensive but it doesn’t feel cheap, either. There looks to be good room in the back seat and good room in the cargo area too. With the seats folded you could get a nice amount of stuff in back.

It’ll tow 1,500 pounds. So, it’s not enough to bring a car home from across the state, but probably enough to bring two motorcycles out to a nice driving road.

Every 2015 Murano comes with a standard 260-horsepower 3.5-liter DOHC V6. Photo by Nissan

EDITOR WES RAYNAL: Yeah, it’s different looking for sure, but I don’t mind that—it certainly is no boxy copy cat; gotta give it that. Nor can we call it “aging” like we did the outgoing model. I didn’t get any comments from civilians about the shape, but did get a couple about the brown/gold/orange whatever color, both positive and negative.

Besides, I like the way it drives for the most part, and the CVT is OK, too. In fact, it took some miles behind the wheel to even remember it had a CVT—it’s mated so well to the lovely V6. There’s no wishing for more power; I remain a fan of this engine. The ride is soothing but not floppy or too soft—a good mix and I was most impressed with the on-road quiet and lack of road noise.

The interior is big and nicely designed, and the materials feel and look mostly good. The seats are comfortable, there’s plenty of room inside and the Nissan infotainment/screen/center stack remains among the best in the business: It’s nice to have knobs to tune the radio and/or adjust cabin temperature. As Nissans go, this is a good one.

You know me and my geek-love for studying sales numbers; and we all know crossovers are hot, hot, hot. Guess what? April 2015 showed the Murano one of the hottest in terms of growth with 4,121 sold, almost double April last year and more than the Audi Q5 and BMW X5. On the year, the Murano is up almost 4,000 sales. Somebody out there wants these.

According to Nissan, the new Murano is 17 percent more aerodynamic than previous generations. Photo by Nissan

SENIOR ROAD TEST EDITOR NATALIE NEFF: Momma’s orange van. That was how this vehicle was dubbed by the 2-year-old for the few days I had it. Or rather, orj-va, or alternatively, ma-va. When I switched into our long-term Hyundai Genesis, he was still asking for ma-va until I told him sorry, we no longer had it and we had to settle for ma-ca. He took it in stride.

That he insisted on calling the Murano a van should not be taken as an insult by Nissan. My son is obsessed with vans (though truth be told, anything from a Ford Focus hatchback to a Chevrolet Tahoe have fallen under his rather wide umbrella notion of “van,” as has an Audi A4 avant—but weirdly not a Q7), a category of vehicle trumped in his esteem only by motorcycle and fire engine. If you ask me, that’s pretty cool company to keep.

And for the most part, the Murano is a pretty cool vehicle. While I can’t say the front end bothers me as much as it did Jake (he invokes the notion of a mother’s love, so maybe that’s behind my forgiveness of it), I found the side view off-putting. I wished so badly that the D-pillar not be blacked out; the floaty roof thing is totally unconvincing, and the swoopy fish-like window outline feels awkward, a shape more appropriate as the doodle found at the top of a legal pad during a long, boring meeting than an actual part of a car design.

That said, the package as a whole is compelling. The CVT is largely (though not entirely) inoffensive, and yes, like Wes, said, the VQ engine is as delightful now as it was when I first tested one almost 20 years ago: strong, smooth and engaging. Only when asking for, as Scotty might say, “all she’s got,” does the Murano feel short of breath, the CVT not able to keep up with the demand at full load in the middle-upper range of the tach, but catches up again as the engine loads fall away.

The interior is a lovely space, warm, inviting and shapely and not at all overdesigned like the exterior. All the switchgear is in easy reach, too, and features a good balance of buttons vs. touchscreen-only access. I do tend to prefer physical radio preset buttons (I like not having to exit a map screen, for instance, to change radio stations), but the new interface setup is smart, easy to use and responsive, so I didn’t find it too onerous to do without.

This van is definitely worth a look if you’re shopping the segment.

Murano’s new instrument panel is designed for ease of use, featuring an 8 inch multi-touch control center display and fewer audio and navigation switches. Photo by Nissan

DIGITAL EDITOR ANDREW STOY: I'm afraid I'm in the "Gah! My eyes!" category when it comes to the Murano; the front end in particular is breathtakingly ugly, but I freely acknowledge beauty is subjective, and there will be those who find the new Murano's design fresh and dynamic. I'll be making fun of their Japanese Aztec.

Get past the exterior looks, though, and there's an awful lot to like here. I was struck by how quickly I got comfortable in our Platinum Murano thanks to supportive seats, excellent adjustability and a center stack that makes immediate sense. Nissan's infotainment system has always been pretty intuitive, and the current version is even better. It's also an upscale interior at a glance, though the fancy metallic plastics are quite obviously plastic. Rear-seat space is outstanding with a flat floor and plenty of legroom; that's it though -- this is a large two-row crossover, so it doesn't offer any more seating than a full-size sedan.

There's good power underfoot, and most drivers will never notice the quirks of the CVT powertrain -- it's just not that important to drivers outside enthusiast circles, and it's becoming less of an issue as CVTs themselves improve. This one's pretty damn good; yes, it'll drone if you stand on the gas, but otherwise my only complaint is a low-frequency rumble at moderate speeds caused by the transmission lugging the engine in an attempt to boost economy. On the other hand, I was pulling regular 24-25 mpg mixed runs, so the tuning works.

The most obvious competitor for the Murano seems to be the Ford Edge; Grand Cherokee buyers likely aren't cross-shopping the softer crossovers, and most everything else in this size/price category offers a third row. As good as the Murano is, I spent some time in an Edge Sport with the new 2.7-liter EcoBoost V6 last week and found outstanding driving dynamics and a gorgeous interior, plus I wasn't embarrassed when I saw it in my driveway.

Yes, the Edge stickers a bit higher, but it's worth it to me.

LED Signature lights and LED taillights are standard on all 2015 Murano models. Photo by Nissan

Options: Technology package including power panoramic moonroof, intelligent cruise control and predictive forward collision warning ($2,260); floor mats and cargo area protector ($210)

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