Introduced last year as part of a dense refresh, the Ford Explorer’s top-of-the-formation. Although out qualities between the Platinum and lesser Explorer are few—existing of information such as an egg-crate opening, chromium mirror headdresses, and 15-spoke wheels—the thing Explorer’s traveler space separates itself from the herd with high-brow improvements such as a 10-inch digital gauge agglomeration, thick leather rooms, a leather-covered dashboard, and actual wood and aluminum pronunciations on the elegance, doors, and driving wheel. $54,180 Ford Explorer Platinum cut is a push-button gear Explorer and a few parts of body away from passing for a Lincoln.
The 4980-pound Platinum is both the tough and fast Explorer to go through our try-out plan since the version chosen unibody building for the actual epoch that introduced for 2011. Approval the Platinum’s twin-turbocharged 3.5-liter V-6 EcoBoost motor that it assets with the more aggressively named Explorer Sport. Encase 365 horsepower and 350 lb-ft of torque, the motor delivers creaseless and bilinear muscle through a six-speed automatic transmission that includes a set of riding -wheel-mounted bat stagehands. All-wheel ride is regular. Unlike the Sport, which can be optioned with a set of 20-inch Continental summer tires for $995, the luxury-themed Platinum’s 20-inch wheels are covered in all-season Hankook tires. In malevolence of a 41-pound weight liability, though, our Platinum try-out vehicle supervised to good or equivalent the acceleration times we saved in a 2016 Sport met with the season latex. The zero-to-60-mph run takes an energetic 5.8 seconds, the century evaluation is approached in 15.2 seconds, and the quarter-mile is passed after 14.4 seconds at 98 mph, beating the Sport by 0.2 second, 0.6 second, and 0.2 second and 2 mph.
The only acceleration try-out in which the Platinum wasn’t fast was from 50 to 70 mph, both twin-turbo people did it in 4.4 seconds. Similarly, the Platinum equaled the Sport in making its route around our 300-foot skidpad at a decent 0.83 g. The Sport’s season tires were beneficial only in our stopping try-out—stopping this Platinum from 70 mph demanded 174 feet, 8 feet longer than the Sport on its stickier Continentals. While the Platinum’s indoor is filled with premium substances, make grade is less than major. Our try-out vehicle’s door sheets were align with the dashboard, the leather of which showed clues of wear at the joints before the meter approached 2500 miles. On the plus side, the component of Sync 3 to 2017 Explorer is a boon to engineerings. Menus within the important touchscreen are logically put and touch signals never needed an second or third touch of the surface for operation confirmation.
The Platinum also comes grade with features such as a dual-panel roof, adaptive cruise regulate, a blind-point informing system, lane-keeping support, a front-mounted camera, and an automatic parking system. Despite giving more legroom in all three lines than the 2.9-inch-longer Dodge Durango, as well as an extra four blockish feet of merchandise space behind its rearmost formation, the Explorer’s indoor can feel incommodious. Exceptionally beamy side sills make entering the compartment somewhat inconvenient. Once inside, the Explorer’s beamy dashboard and a chairing point that’s slightly balance toward the area make this mid-size crossover feel especially huge and ungainly to navigate.
Increasing compound to the Explorer’s encase injury is a front wheel well that invades the space for the driver’s left foot more than in most contemporary automobiles, making the tiny asleep pedal all but futile to those with huge feet or even average-size feet clad in footwears. While our try-out vehicle’s elective ($695) second-formation vessel rooms were cozy, they lacked compounded rests, proving in instrumentalities hanging listlessly when the ($150) second-formation area console was ajar and in use. Selecting the vessels also deletes one chairing point, decreasing our try-out vehicle’s capability from seven to six travelers. Meanwhile, the Explorer’s cushy, energy-folding third-formation rooms offer a bare 40.7 inches of hiproom, 3.9 inches less than the Honda Pilot’s despite the automobiles’ virtually same general dimensions.
With a base value north of $50,000, the Explorer Platinum representations the formation between premium mid-size crossover SUVs and mainlead versions. Analyzed with an Acura MDX or an Infiniti QX60 with tool stages akin to that of our $55,025 Blue all-metal try-out vehicle, the Platinum costs $2315 less than the MDX and $2870 less than the QX60. Both the Acura and the Infiniti give somewhat more reputable name defamations, however, neither vehicle’s V-6 motor produces anywhere near the energy of the Ford’s twin-turbocharged creature. Those desiring energy might also want to look at the Dodge Durango supplied with the 360-hp 5.7-liter V-8 motor. Even dense than the Explorer Platinum (a 2016 municipality R/T enlisted 5369 pounds on our standards), the eight-cylinder municipality is objectively less able than the Platinum, with lazier acceleration illustrations, a longer stopping spacing, and less side grasping. Nevertheless, the eight-pot Dodge is more entertaining to Pilot and is evaluated to draw up to 7400 pounds when properly supplied, 2400 more than the Explorer Platinum. The Dodge’s fuel-economy evaluating of 14 mpg municipality and 22 mpg freeway falls behind the Platinum’s 16/22 evaluating, we totalled 17 mpg during our moment with the Ford and saved 20 mpg on our 200-mile, 75-mph freeway-fuel-economy try-out. Based on that 20-mpg illustration, the Explorer can journey roughly 370 miles on a tank, which is far less than many of its Explorer. Regardless of which automobiles you most think to be its tournament, the 2017 Ford Explorer Platinum’s high-end substances, arrangement of features, and tough motor allow it to pile up fairly well. Even so, users may be good off opting for the $7880 less extortionate, but equally mighty, Explorer Sport.