years doing doctoral research among the Mud People of the Upper Amazon,

you have taken note of the phenomenon called the sport-utility vehicle,

the SUV to some, the sport-ute to others. You may even be an owner. If

so, you are a member of one of the fastest growing clubs in the country.

Virtually every manufacturer selling cars in the U.S. offers an SUV, and

there are more coming.

But none of them, not even Jeep, can come close to the sales champ,

the Ford Explorer. One of every four sport-utilities sold is an Explorer.

Last year that meant 402,663 units, and that made the Explorer the third

best selling vehicle in the country, trailing only a pair of pickup trucks.

With the addition of an excellent new overhead cam V6 engine this year,

the Explorer's numbers are likely to get even better. The new V6, which

has a single cam over each bank of cylinders, with two valves per cylinder,

displaces 4.0 liters, produces 205 horsepower and 250 pound-feet of torque,

delivered to the wheels via a new five-speed automatic transmission. The

basic 4.0-liter overhead valve V6 and the four speed automatic are still

available, as is a 5.0-liter V8.

A simple three-position dial on the instrument panel controls the four-wheel-drive

system. The normal mode is Auto. This mode continually monitors and adjusts

power to the front wheels to minimize slip. The 4x4 High mode electronically

locks the transfer case in high gear, providing a 50/50 torque split between

the front and rear wheels. This mode is primarily for off road and extreme

winter conditions. The 4x4 Low mode switches the transfer case to the lower

gear ranges for serious off-roading.

Explorer permutations are numerable. They start with a basic two-door,

two-wheel-drive XL at $20,610, including destination, and stop with the

four-door, 4WD Limited at $35,530. Our tester, a four-door 4WD XLT, equipped

the way many are sold, sits in between the extremes at $29,635. Depending

on certain option packages, the new V6 with the five-speed automatic can

be added to the XLT for $425. The V8, with a trailer-towing package and

four-speed automatic, tacks on an additional $1545.

lines and sharp edges. The Explorer introduced softer lines and rounded

edges and set the prevailing SUV style in the process. That look continues.

The distinctive, and large, grille opening is flanked by wraparound headlights.

There's a slot for air in the bumper, and an air scoop below.

The look suggests refined ruggedness, as well as strong family ties

with the Ford truck family--which is precisely what the designers intended.

The hood slants steeply, which gives the Explorer an aggressive look--helped

by the big Firestone ATX all-terrain radials on our tester, and bulging

fender flares. The P235/75R15 tires are mounted on cast aluminum wheels.

The front suspension is independent, using Ford's short and long arm

design. At the rear--a vestige of its truck heritage--is a two-leaf variable

rate spring for each wheel, which accounts for the Explorer's ride characteristics,

about which more in a moment.

There are disc brakes all around and ABS is standard, features that

give the Explorer an edge over many of its competitors.

We liked the rear liftgate a lot. There is a simple T handle marked

Gate on one side, Window on the other. Turn towards Gate and the top-hinged

door rises easily and parks well up and out of the way. Turn the handle

towards Window and the window can be raised by itself. Another feature

we liked is an interior power lock/unlock button on top of the left rear

wheel well that operates all the door locks. Privacy glass is part of the

XLT package.

to be done getting in. But entry height is not a serious problem. Shorter

folks may find the optional running boards helpful.

The overall design of the interior is quite good, featuring the flowing

shapes and soft-edged buttons and controls now favored by Ford. The various

controls are king-size, making them easy to operate when the vehicle is

moving, and we give the overall appearance of the instrument panels top

marks. This is perhaps the best looking and most functional layout in the

business.

Seating is also a big plus. The front buckets are covered in high-quality

cloth with a subtle, subdued pattern which was a welcome relief from some

of the throwback psychedelia we've run into lately. The seats were among

the most supportive in this class, with aggressive thigh and side bolsters.

Very comfortable.

The Explorer's other strong suit is best-in-class roominess. In fact,

roominess is perhaps the key element in this vehicle's perennial popularity.

Although some key competitors have launched updates since the Explorer's

most recent redesign, the Explorer still rules in this important category.

easy to get in and out of. Visibility all around is quite good in spite

of the rather large B and C roof pillars. The driver enjoys that secure,

command-of-the-road seating position that's helped to make sport-utilities

and pickup trucks so popular.

However, the Explorer doesn't really feel like a truck on the road.

Well, maybe a little--but only a little. While the ride is far from bouncy

and sharp, it is more springy than any sedan, and the reason has to be

those antique leaf springs in the rear. It is not offensive, but you will

notice it. The suspension does do a good job absorbing road irregularities,

though, and that's how it differs from trucks. Firm but comfortable, with

a strong sense of control.

We were a little surprised at the level of wind noise in the 40-60 mph

range in what otherwise is a solid, put-together vehicle.

Also, the new V6 becomes noticeably audible under hard acceleration.

On the other hand, that's common for sport-utility vehicles, and the engine

is smooth and quiet in normal operation.

We were very pleasantly surprised by the straight-line performance those

205 horses provided. This is, we reminded ourselves, a 4166-pound truck.

Nevertheless, it launched with enthusiasm and maintained that enthusiasm

to a degree that would calm any concerns about safe merging with traffic.

Although the Explorer has racked up virtually all of its huge sales

numbers with the standard overhead valve engine, the overhead cam version

is a whole order of magnitude better and we recommend it strongly.

At moderate speed on a favorite section of twisty bits, the Explorer

was quite good: no lean in turns, the steering was exceptionally quick

and precise, no wander in a straight line and on the narrow road did not

give the impression it was about to shoulder on-coming traffic into the

ditch. It simply does not drive large.

though it isn't necessarily the best SUV in the country, at least if real

off-road use is a factor. Modest ground clearance and a long wheelbase

limit its usefulness in rough country.

What seems to keep the Explorer on top is its roominess, solid reputation

for durability, quality engineering, class-leading looks and its overall

reputation as the leader. Those are the things that keep resale values

up.

The new V6 engine is a sweetheart, and unless you must have the extra

torque provided by the V8 for serious trailering, we can't advise spending

the extra money.

The Explorer operates in a very populous realm, against some very able

competition. And it's not the least expensive, by any means. But for the

kind of all-around uses most families find for their sport-utilities, the

Explorer's formula is still tough to beat.