Ford Explorer 1991.

MARK TOLJAGIC

The Griswolds' ride has evolved.

As America's self-appointed "Wagonmaster," Ford has always managed to come up with the right kind of family transporter
at the right moment.

The Ford LTD Country Squire was a middle-class touchstone for years — until the minivan came along.
Ford responded by marketing three distinct minivans side by side.

When the sport-utility craze began, Ford did its homework and designed exactly what America was hankering for:
the Explorer.

Cobbled from Ranger pickup-truck parts, it instantly became North America's best-selling SUV when it was unveiled for 1991.

When it came time to rethink the Explorer for 2002, Ford wasn't afraid to look its gift horse in the mouth and address some
weaknesses.

It plowed some of its abundant Explorer profits into an all-new SUV (maybe to the detriment of its minivan program).

CONFIGURATION

Engineers started by designing a stout frame made of boxed rails instead of open C-channel rails.
To this, they mated a body almost as rigid as the frame, to cancel out vibration that can take place when the frame and
body flex at different rates.

The result was a 350 per cent improvement in torsion stiffness compared to the old model, despite a 5 cm increase in
width and wheelbase.

To this bedrock-like structure, engineers hung an unequal-length control-arm rear suspension that was far more compact
than the old live axle.

Not only did the independent suspension encroach less on interior space (leaving enough room for third-row seating),
it dramatically improved the Explorer's stability and emergency handling, say, should a tire explode.

Despite its "mid-size" billing, the old Explorer was the Sumo wrestler of its class.

Ford tried to put the new model on a diet — by specifying aluminum suspension bits, fenders and hood, as well as a
magnesium brace and transfer-case housing — but it still weighed 90 kg more than the old one.

The 2002 Explorer arrived in early 2001 as a five-door wagon only, offering rear-wheel or four-wheel drive.

Ford's Control Trac system could be switched between automatic, low and high modes as before, but it was enhanced
to allow the automatic function to engage the front axle more quickly when it sensed slippage.

Buyers could choose between two engines: the base SOHC 4.0-litre V6 made 210 hp and 250 lb.-ft. of torque, while the
optional SOHC 4.6-litre V8 produced 240 hp and 280 lb.-ft.

Both came attached to a five-speed automatic transmission.

Inside, occupants were treated to a larger cabin, although some noted the trim was a little low rent.

Third-row seating was accessible via a split-folding second row of chairs that tumbled forward easily.
Unfortunately, the third-row bench did not fold flat, leaving a sloped floor that encouraged cargo to shift.

Heavy items fall out to the ground when you open the liftgate — watch your feet.
On the plus side, owners could open the rear glass separately from the liftgate.

The Explorer received some enhancements in subsequent years, including an optional stability control system
and DVD entertainment.

ON THE ROAD

The V6 provided reasonable performance for such a lardy truck: highway speed came up in nine seconds, laden with the
five-speed slushbox and four-wheel drive.

Not surprisingly, the slightly larger V8 performed slightly better, shaving a second off the 0-to-60 mph time.

The four-wheel disc brakes with anti-lock control provided competent stopping power, requiring 180 feet to scrub
off a speed of 70 mph. Despite the sophisticated independent suspension, roadholding was underwhelming at just 0.66 g.

Still, the new Explorer represented a big improvement over the outgoing model when comparing driving dynamics and ride quality.

While still not quite as smooth as a car-based SUV like the Toyota Highlander, it almost defies its truck genes with its
communicative steering and ability to keep its tires planted on rough roads.

One sore spot with owners that Ford didn't address, however, was its voracious thirst for fuel.

It is really good in the snow, but I have had it for two weeks and my gas bill is $200, read one lament.
Apparently, the V6 and V8 are both big drinkers.

WHAT OWNERS REPORTED

There are plenty of second- and third-time Explorer owners who have enjoyed their past ownership experiences.
They cite the truck's all-weather capability, sensible size and family-friendly amenities as reasons to buy again.

But the 2002 redesign introduced another kind of driver: the never-again consumer.

Significant numbers of owners reported chronic transmission problems, including clunks, hard jerks, thumping noises
and hesitation between shifts.

Owners have had their transmissions repaired two, three and even four times, sometimes to no avail.

"My Ford is the reason why my mechanic can afford to buy a house in this real estate market," wrote the owner of an '03.

Other common maladies include differential whine, prematurely worn brake rotors and wheel bearings, and bum catalytic
converters.

Another concern is the hinged window in the rear liftgate. When it isn't rattling like the dickens, it is known to fall out and the
plastic surround is reputed to crack in cold weather.

If you have your heart set on a late-model used Explorer, you may be wise to avoid the 2002 model year.

And whenever you do test drive one, pay very close attention to how the transmission shifts.

Don't be a Clark Griswold and ignore the warning signs.