The iconic Ford Explorer has a new look. Gone are the hard angles and truck-like look. They’ve been replaced by a sculpted SUV that’s slightly longer, roomier and a lot more fuel efficient. Ford estimates combined gas mileage with the new four-cylinder turbo could be in the low 20s. That’s 35 percent better than even the thriftiest 2010 Explorer fared. The 2011 Explorer starts at $28,190.

The styling is fairly mainstream, if you’re into Ford’s current look. The headlights slick back along the hood seam; the grille has plenty of blades. There’s a bit more bumper cladding than on the new Edge, which looks more the crossover part than the also-unibody Explorer. Body-colored C-pillars – an Explorer tradition – are set apart by black pillars elsewhere.

The cabin sees the automaker’s new MyFord Touch display in uplevel models, with touch-sensitive icons for major climate and audio controls. Dash and door panels flow together in a way the prior Explorer’s upright dashboard didn’t. Ford says it benchmarked the Audi A6 for interior craftsmanship. 

Families will enjoy the three rows of seats. Seating for seven is standard, though optional captain’s chairs in the second row reduce that to six. The third row split-folds into a well behind it, and maximum cargo room with all seats down is just over 80 cubic feet. That’s down 3 cubic feet from the 2010 Explorer but ahead of the Nissan Pathfinder. Toyota’s 4Runner and Highlander, as well as the Honda Pilot, have appreciably greater cargo room.

Specifications rarely tell the whole story, but overall passenger volume looks to be up about 5 percent versus the 2010 Explorer. All three rows gain headroom; legroom falls about 2 inches in the first and third rows, but second-row passengers get about 3 extra inches. 

New technology includes Ford’s latest Sync system, whose voice-recognition structure and 10,000-word vocabulary make Sync 1.0 seem downright crude. Available options include trizone climate control, a dual-pane panoramic moonroof and keyless access with push-button start. On the safety front is Ford’s new Curve Control system, essentially a more aggressive program within the electronic stability system that can swiftly cut speed if you barrel too fast down an off-ramp. Forward- and cross-traffic collision warning systems will be available, as will the inflatable second-row seat belts. 

Drivetrain choices are a standard 290-horsepower, 3.5-liter V-6 or optional 237-hp, 2.0-liter turbo four-cylinder, both with six-speed automatics. The four-cylinder comes only with front-wheel drive.

Our friends at KickingTires have a First Look at the 2011 Explorer as well as more photos of the curvy SUV. We look forward to putting the new Explorer through a MotherProof.com test drive with the family in tow.

The iconic Ford Explorer has a new look. Gone are the hard angles and truck-like look. They’ve been replaced by a sculpted SUV that’s slightly longer, roomier and a lot more fuel efficient. Ford estimates combined gas mileage with the new four-cylinder turbo could be in the low 20s. That’s 35 percent better than even the thriftiest 2010 Explorer fared.

The styling is fairly mainstream, if you’re into Ford’s current look. The headlights slick back along the hood seam; the grille has plenty of blades. There’s a bit more bumper cladding than on the new Edge, which looks more the crossover part than the also-unibody Explorer. Body-colored C-pillars – an Explorer tradition – are set apart by black pillars elsewhere.

The cabin sees the automaker’s new MyFord Touch display in uplevel models, with touch-sensitive icons for major climate and audio controls. Dash and door panels flow together in a way the prior Explorer’s upright dashboard didn’t. Ford says it benchmarked the Audi A6 for interior craftsmanship. 

Families will enjoy the three rows of seats. Seating for seven is standard, though optional captain’s chairs in the second row reduce that to six. The third row split-folds into a well behind it, and maximum cargo room with all seats down is just over 80 cubic feet. That’s down 3 cubic feet from the 2010 Explorer but ahead of the Nissan Pathfinder. Toyota’s 4Runner and Highlander, as well as the Honda Pilot, have appreciably greater cargo room.

Specifications rarely tell the whole story, but overall passenger volume looks to be up about 5 percent versus the 2010 Explorer. All three rows gain headroom; legroom falls about 2 inches in the first and third rows, but second-row passengers get about 3 extra inches. 

New technology includes Ford’s latest Sync system, whose voice-recognition structure and 10,000-word vocabulary make Sync 1.0 seem downright crude. Available options include trizone climate control, a dual-pane panoramic moonroof and keyless access with push-button start. On the safety front is Ford’s new Curve Control system, essentially a more aggressive program within the electronic stability system that can swiftly cut speed if you barrel too fast down an off-ramp. Forward- and cross-traffic collision warning systems will be available, as will the inflatable second-row seat belts. 

Drivetrain choices are a standard 290-horsepower, 3.5-liter V-6 or optional 237-hp, 2.0-liter turbo four-cylinder, both with six-speed automatics. The four-cylinder comes only with front-wheel drive.

Our friends at KickingTires have a First Look at the 2011 Explorer as well as more photos of the curvy SUV. We look forward to putting the new Explorer through a MotherProof.com test drive with the family in tow.

Suburban Dad, aka Cars.com Editor-in-Chief Patrick Olsen, recently put the 2010 Ford Flex to the test with a trek from Los Angeles to Chicago. On the nearly 2,000-mile drive, Patrick had the Flex loaded with his dad, nephew and oldest son as well as his dad’s belongings. To find out how the Flex with the new EcoBoost engine handled the trip home, read the Suburban Dad posts below.

Suburban Dad: The Great Drive Midwest
Suburban Dad: 2010 Ford Flex vs. 2008 Ford Flex
Suburban Dad: 2010 Ford Flex EcoBoost Gas Mileage