2001 Ford Explorer Sport Trac Sport Utility Vehicle Reviews & Ratings

We noticed two things immediately: it was a long reach to the emergency brake release, and the removable nylon pack under the center armrest was ? curious. It enables you to carry your console contents with you-it even has a shoulder strap-but it gives up function that would exist if it were fixed. It was awkward when in place, and as a result we never used the compartment because we didn't want to deal with first raising the armrest, then lifting a limp material top secured by Velcro.

Thankfully, Ford is also trying hard with the big-ticket engineering things, an area where the company excels. A lot of effort went into reducing the noise level in the cabin, successfully.

There are big fixed cupholders forward of the armrest, along with a little slot good for coins and tickets. Forward of that is another tray with two more slots, one of them fairly big, so the inconvenience of the nylon console under the armrest isn't felt so much because you can almost get by without it.

Three other innovations go into the Good Idea department. The rubber flooring under the removable Berber carpet floormats is one of the things that offers enhanced sound insulation. The rear window slides up and down, with power-either slightly for flow-through ventilation or all the way down, which the kids in the back seat will love; plus, you can reach through to grab things out of the bed, such as drinks from a cooler. Last but definitely not least, the seatbelt warning dinger won't give up. The relatively pleasant chiming reminder will cease if you don't obey, but a moment later it will come back again and ring longer this time. Eventually you give in, as you should. Its persistence prevents you from getting away with those unbelted 10-minute drives.

We weren't crazy about the looks of the brown gabardine seats at first, but they kind of grew on us, though they remained dark (they also come in a lighter shade). They were quite comfortable, however, and the pattern and easy-cleaning material is original, at least. And although the digital compass (with outside temperature gauge) over the rearview mirror isn't quite original, it's a highly useful and appreciated tool that more carmakers should fit in their vehicles, in our opinion.

Importantly, the rear legroom is ample at 37.8 inches, a full seven inches more than the Frontier. The back seat also contains three child seat tether anchors, standard.

Ford's 4.0-liter SOHC V6 is a very sophisticated and nifty engine, with an aluminum head and pistons. It likes to rev, and it's smooth, responsive and great fun at speed. The 240 foot-pounds of torque come way up there at 4000 rpm, and 205 horsepower is produced at 5250 rpm, with redline at 6250. But that fun you're having at speed will have to come in the lower gears; at 75 mph the engine cruises at a mere 2650 rpm. That's with the standard 3.73 final drive rear axle ratio; a 4.10 is optional ($355), and would allow the engine to better do its thing, although at the expense of gas mileage.

We wish we could have had a boat along on this test, to tow in the mountains behind the Sport Trac. That's a reasonably likely situation for Sport Trac owners, who might find themselves working up a sweat. The total torque is certainly ample, so it's not as if the engine can't handle it, but because the maximum oomph comes so far up the powerband, hauling a load will take concentration on the part of the driver. And if that mountain road has curves you have to slow down for, the five-speed automatic will also be working up a sweat.

But it's a good thing we weren't hauling a load. As it was, the engine occasionally rattled very lightly for us, as if it needs a higher octane than 87. The timing is electronically variable, which is supposed to compensate.

With five speeds in the transmission, we were surprised by how far the tach needle jumped when the tranny kicked down, as more gears mean closer ratios. Once, we were hauling uphill on the freeway at 70, working around a semi-rig, and when the tranny kicked down, evidently from fourth to third, the rpm lunged to more than 5000, then back to 3500 when it upshifted again. But overall, the transmission matched the engine for smoothness and sophistication. You do get quality Ford engineering, here.

The Sport Trac is quite tall, so it doesn't handle like a sports car. There is some weave and pitch, sway and jounce. It's not heavy, but the rougher the road and the higher the speed, the stronger it gets. Once we accelerated full throttle along a bumpy freeway onramp, and got the feeling the suspension limits could be found if we tried hard enough. The bushings, spring rates, shock valving and stabilizer bars have been modified, according to Ford, for "improved ride, handling and noise/vibration/harshness" over the Explorer. A "more carlike ride." Which begs the question: What's wrong with the Explorer? Why should the truck have a more carlike ride than the SUV?

Tight parallel parking was a pain. The power rack-and-pinion steering did not provide as much assist as we would have liked in tight places.

The good-sized brakes, ventilated discs front and drums rear, slowed and stopped the Sport Trac okay, although we would have liked to check them with that boat behind us when we dragged them down our favorite steep one-mile hill. Ford boasts that the brakes meet federal passenger car safety brake requirements not mandated on trucks until 2003. Still, they lightly squealed, with gentle application at both high and low speeds: 70 mph and 10 mph.

Ford Explorer Sport Trac is available in one trim level with a choice of two-wheel drive ($21,665) or four-wheel drive ($24,435).