At Last, An 8-Cylinder Ford Explorer -- But It Raises Question: Who Needs Sport-Ute With Two-Wheel Drive?

Buying a two-wheel-drive sport-utility vehicle is dumb, unless you need it mostly for towing. Nowhere is that opinion better buttressed than in the new V-8-equipped Ford Explorer.

Ford has finally managed to shoehorn eight cylinders under the hood, answering the call of its partisans who felt rather outgunned by the 5.2-liter mill Chrysler has offered for years in its class-leading Grand Cherokee.

The engine drafted for the mission is the ancient 5-liter (302), Ford's equivalent of Chevy's small block. The more modern overhead-cam 4.6-liter "modular" engine is not available in sufficient quantity to be used here, and in fact, the 5.0 is perhaps better suited to utility service anyway.

The V-8 produces 210 hp and 280 foot-pounds of torque. That's a major improvement over the rating of the standard 4.0-liter V-6 (160/225).

Explorers are available as two-doors and four-doors, with or without four-wheel drive. Trim levels run from base XL to the high 30s Limited, with Sport, XLT and Eddie Bauer configurations.

I sampled a four-door, 2WD model with V-8. I shouldn't have been surprised at the machine's lack of civility, I guess. The one Ford sent had the towing package, which entails beefier springs and shocks along with a numerically higher axle ratio (better pull, worse mileage).

As a general-purpose cruiser, it was rather unpleasant, although it had its good points. Steering feel was quite precise, unusual for the class, but that comes at the price of a little too much communication between rider and road. Although the roll axis was damped quite nicely, jiggle and pitch were excessive with no load inside or outside the vehicle. Curious, given the long, 111.5-inch wheelbase. (Two-door versions are only 101.7 inches between axles). I'm willing to stipulate that a 3,000-pound boat on the hitch would do wonders for the ride.

Problem is, only boatyards spend most of their time towing boats. Most of us use our sport-utes for mundane chores, ever dreaming about the feats of which they're capable. In the day-to-day, the tested machine would be at the bottom of the class in sheer livability. Not only was the ride busy and harsh, but the noise level was higher than the norm.

Still, it felt quite peppy (0-60 in the 9s). And the engine's roar at wide throttle, high-rpm settings was delicious. Regular unleaded suffices, lots of it. EPA estimates are 14 mpg city, 18 highway. Those numbers do not take into account towing or aerodynamic considerations. I measured 16.5, the only load ever imposed being a week's worth of groceries.

In overdrive, the Explorer is geared to yield about 30 mph per 1,000 rpm. The engine is torquey enough to burble around town at 1,200-1,500 rpm without lugging or forcing a downshift. The standard axle ratio might make "o/d off" desirable for such situations.

The supermarket trip reinforced the appeal of the dual-action tailgate, Twisting the handle one way opens the flip-up window; the other way opens the entire hatch. (The spare tire is under the vehicle - convenient until disaster strikes. That's why I have AAA.)

The interior is first-rate, with well-positioned, nicely shaped knobs and switches and excellent instrumentation. The usual four readouts are supplemented with a pair of telltales for oil pressure and voltage. White needles and markings float on a black background for excellent visibility.

Overdrive cancel is effected through a push-button on the end of the column-mounted shift lever, and that mode is noted with a bright indicator in the instrument cluster. Cruise controls are well-situated on either side of the steering-wheel hub housing the driver's airbag. Cruise engagement is also signaled by an LED annunciator.

The co-pilot also has the assurance of an airbag. To Ford's great credit, four-wheel diskbrakes with anti-lock are standard, regardless of series. These produced commendably short stopping distances.

The upgraded stereo showed slightly above-average tuner sensitivity and very good overall tonality.

Base price on a 4x2 four-door Explorer XLT is $23,585. The sample had a "preferred equipment package" for $2,010, net of discount, that added a cassette deck and premium upgrade to the standard AM/FM audio system, a luggage rack, a "luxury group" (fancier console, overhead console, electronics group and fog lamps) and floor mats and cargo cover group.

The vehicle also had the V-8 ($760), 235/75/15 all-terrain tires (subbing for the standard 225/70/15 touring rubber), $230, and 3.73:1 axle with trailer towing package, $350.

Total, with freight, was $27,435. Payments on such a vehicle would be $552, assuming 20 percent down, 10 percent interest and 48 payments.

With the V-8, Explorer becomes a more credible prime mover. Even for towing applications, however, I think the four-wheel-drive version would be a better choice. Ask anybody who has ever been on a slick boat ramp.