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 Infiniti QX80
Infiniti’s Flagship SUV Sets A Course For Extravagance
This full-size Infiniti QX80 started out as the QX56, a hastily rebadged version of Nissan’s truck-based Armada full-size utility. That was in the early 2000s when the luxury SUV craze was exploding. It wasn’t as much as a game-changer, as it was “try to keep upper”. Now, this new QX80, Infiniti is promising to “Reimagine the luxury SUV”. Let’s see if Infiniti has turned their imaginations into reality.
Well, if over the top is what Infiniti was shooting for in the all-new 2025 QX80, mission accomplished. There’s an overall feeling of extravagance here that we haven’t experienced from Infiniti in quite some time.
It’s not just the open pore ash wood trim with aluminum inlays, 24-speaker audio, and plush quilted leather seating; there’s also nicely integrated ambient lighting, a massive glass roof, plenty of tech, lots of active driving assistance, and even chilled center console storage. Forward of that is a dual touchscreen setup; the top 14.3-inch touchscreen for infotainment sits next to the digital gauge display in a single housing; while just below, there’s a 9-inch one for climate controls.
You are reminded this is still a body-on-frame utility the moment you have to climb up into the cockpit, but there’s also the commanding view of the road that comes with that. Captain’s chairs are standard for the second row, but a three-place bench is optional with all trims except for top Autograph which comes exclusively with these climate-controlled massaging chairs, along with a touchscreen control panel. The third-row experience is great, too, with heated leather seating, and adult size room for three.
Now, there is a whole new experience coming from under the hood. The last gen’s V8 has been replaced with a new twin-turbo 3.5-liter V6 rated at 450 horsepower, 50 over the V8. More notably, torque is up by more than 100 lb-ft to 516. Transmission is a nine-speed automatic, two more gears than last year, with rear-wheel drive standard, four-wheel drive an option. Max tow rating is 8,500-lbs.
And at the test track, it did pull strongly off the line, getting up to speed in a hurry with the 0-60 sprint taking just 6.3 seconds. There is roughly 3 tons of weight to push through the quarter-mile, but that twin-turbo does it well, finishing in 14.7 seconds at 95 mph. Gear changes are incredibly smooth, while not hindering acceleration in any way.
It's an impressive looking utility from any angle.
In panic braking runs, there was some fade and a considerable amount of nosedive, but our average stopping distance of 115 feet is not bad for a vehicle as big and heavy as the QX80. Last gen, the QX80 moved from the Titan truck platform to the global Patrol SUV chassis, which shifted the vibe from budget Escalade to Lexus LX fighter. The attending improvement in ride and handling was the real bonus, and that largely continues for this gen with air suspension and Dynamic Digital Dampers on all but base QX80s. While we could certainly feel all that weight through our cone course, body roll was well-controlled and without significant oversteer or understeer.
It’s an impressive looking utility from any angle, starting right up front with the big “bamboo forest” grille. The overall shape is boxy, but all body panels are smooth; and for better or worse, Infiniti joins the flush door handle fad. Look for its “Artistry In Motion” design theme to work its way down through the rest of the Infiniti lineup. All QX80s ride on 22-inch wheels except for base Pure trim which makes do with 20s.
A full power play includes standard motion-activated rear liftgate and power operation of both second and third row seats, expanding cargo capacity from 22 cu-ft behind the third row to 59 behind the second, and a max of 101.0 cu-ft with both rows folded.
Government Fuel Economy Ratings with four-wheel-drive are not great: 16 city, 19 highway and 17 combined. We averaged 18.6 mpg of premium. That’s a much worse than average Energy Impact Score, using 17.5 barrels of oil annually, with 8.6 tons of CO2 emissions.
Driving such a PUREly LUXEurious SENSORY overload, you’ll probably be expecting people to want your AUTOGRAPH, which we’re guessing is how Infiniti came up with their grade structure; pricing starts with Pure at $84,445 and climbs to $112,590 for Autograph.
The 2025 Infiniti QX80 is a massive SUV that delivers massive amounts of power and luxury. They aimed for the moon here and have clearly blasted themselves into a much more competitive orbit in the big buck, big hauler, sport-utility galaxy.
Specifications
As Tested
- Engine: 3.5-liter twin-turbo V6
- Transmission: 9-speed automatic
- Horsepower: 450
- Torque: 516 lb-ft.
- EPA: 16 City | 19 Highway | 17 Combined
- 0-60 mph: 6.3 seconds
- 1/4 Mile: 14.7 seconds at 95 mph
- Braking, 60-0 (avg.): 115 feet
- MW Fuel Economy: 18.6 mpg (Premium)
