2013 Ford Explorer Sport First Drive

In just two model years, Ford has done a surprising amount of work on the Explorer. As we found when reviewing a 2013 Explorer Limited a few months back, incremental changes have improved its noise/vibration/harshness characteristics, its ride and handling, and its technology -- namely MyFord Touch. While those changes were relatively small, Ford has made a big leap forward with the new 2013 Ford Explorer Sport.

Perhaps the biggest issue we had with the most recent Explorers was handling. They flopped about on their springs with excessive body roll, and exhibited poor turn-in and low limits. The Explorer Sport rectifies most of this. The steering ratio remains the same, but the assist has been reprogrammed and the components hard-mounted to the frame. As a result, the steering is still a little slower than I'd prefer on a sport model, but the power assist feels more natural and the added weight feels purposeful. There remains virtually no feedback in the steering wheel, which is disappointing but not unexpected in a midsize SUV.

Part of that is thanks to its retuned all-wheel-drive system. While there's no sport setting on the Terrain Management control, Ford says all the standard settings have been reprogrammed in an effort to sport-up its handling. The system can now send up to 50 percent of engine power to the rear wheels by locking all the differentials, up from about 35 to 40 percent on standard Explorers. Ford's Curve Control technology brakes the inside wheel to help pull you around a corner. I've felt Curve Control intervene before on the new Escape, but it was never noticeable on the Explorer Sport.

The real trick of it all is that the ride quality has improved as well. Most bumps are soaked up with a soft thump that is audible and felt in the chassis. The worst bumps on the road will cause a somewhat unrefined bang, but overall, it's a significant improvement. Likewise, noise/vibration/harshness is improved and the cabin is fairly isolated experience.

Also on the positive side of the ledger are the brakes. Ford has upped the diameter and width of the front rotors down below, and enlarged the brake booster and tweaked the pedal ratio up top. The result is a firmer, more linear pedal that didn't fade despite aggressive driving on a very twisty road. The pedal feel is also improved, though you need to give it more muscle than you initially expect, again to compensate for all that weight.

Then there are the little bits. The black exterior trim and wheels lend it a sporting edge. Inside, the stitched seats and steering wheel add some flair. MyFord Touch, which comes standard along with the premium stereo, has been updated with better graphics and we experienced none of the bugs and glitches that plagued it in the past. Some of the fonts are still too small and difficult to read at a glance, but it's an improvement nonetheless. It's a bit of a shame the Sport is only offered with the top trim level, but you won't be disappointed with the content you get for your money.

There are still some signs of pumpkin in this carriage, though. The front seats are still crammed up against the center console and the third row is still toddlers-only territory. The pillars and sills are still massive, and outward visibility remains challenged. These things, unfortunately, will likely be with the present Explorer until its next full redesign.

Still, it's hard to argue with a 6-second jaunt to 60 mph, 5000 pounds of towing, and an estimated 16 mph city and 22 mpg highway. That last figure, Ford says, makes the Explorer Sport the most efficient high-performance SUV out there. In fact, Ford says the Land Rover Range Rover HSE would be an apt comparison, rather than, say, the Jeep Grand Cherokee SRT-8. That's not as outlandish as it sounds, but it's still a bit optimistic. At $40,720 to start, though, it's a fair sight cheaper than the Rover, and you do still get those headlights.

Explorer Chief Engineer Bill Gubing answers your questions!

Before I climbed behind the wheel, I asked our followers on Facebook, Twitter, and Instagram what they'd like to know about the Explorer Sport. A lot of you were interested in the key figures like price and fuel economy that would naturally be included in the story, but a few of you had other questions.

MT: Why didn't you black out the door handles along with the rest of the trim?

GUBING: "We had a big debate about that, but the design department won. They wanted to keep that little bit (of chrome)."

MT: Will the Explorer Sport be exported to Europe?

GUBING: "The Explorer Sport will be available in all the markets the Explorer is sold in. It's currently sold in 92 countries."

MT: Will there be a two-door Explorer Sport?

GUBING: "I just don't see a demand for it. Most customers in this class want the access four doors give you."

MT: Is it better than a TrailBlazer SS?

GUBING: "That's insulting, and you can quote me on that."

MT: OK, what about the Grand Cherokee SRT-8?

GUBING: "That's not what we were going for. We wanted to create a more refined, luxurious driving experience. The SRT-8 and the Durango R/T are more raw, and the SRT-8 is set up for track performance. We think it's more like a Range Rover HSE, and we get a lot of people stepping down from luxury SUVs into the Explorer."