Technical stuff: While the previous Explorer used an independent front suspension with torsion bars and a live rear axle, the new one benefits from a four-wheel independent suspension with coil springs at all four corners. But it goes well beyond that. When Ford redesigned the Explorer, its first decision was to add the third row. There wasn't enough room in the previous model for the seats and there wasn't enough space below the cargo floor to fold them down. Stretching the wheelbase provided some space for the seats. (The overall length of the Explorer remains the same.) Replacing the old live rear axle with an independent rear suspension provided room to lower the floor. A clever porthole designed into the frame allows the half shafts to pass through the frame rails instead of beneath them. While these changes allowed Ford to add the third row, a big side benefit is improved handling and ride quality. The new frame is fully boxed front to rear, providing a far more rigid platform, which allows the engineers to more precisely tune the suspension. The independent rear suspension offers better lateral stiffness, yet more fore/aft compliance than a live rear axle. Up front, Coil springs replace the old torsion bars for better bump absorption.

As a result, the Explorer delivers a smoother ride on rough roads, and it handles better on winding roads. It's very stable at high speeds and feels comfortably secure in bad weather. Running over bumpy surfaces in the middle of a corner doesn't upset the handling, though it is still a truck.

One thing Ford learned from the massive Firestone tire recall was to offer a selection of tires. Depending on trim level, Explorer buyers can now choose among Goodyears, Michelins, and Firestones. Sixteen-inch wheels are now standard with P235/70R16 tires standard, slightly wider P245/70R16s on Eddie Bauer and Limited models.

Off road, the Ford Explorer has never measured up to the competition and the 2002 model doesn't really change that. There are improvements, however. Ground clearance is increased by an inch and shorter front and rear overhangs provide better approach and departure angles, which means you don't scrape the ground as much as before.

About 60 percent of Explorer buyers will opt for 4WD. Explorer's optional Control Trac four-wheel-drive system works great. Our 2002 Explorer offered surprisingly good grip on a muddy, snow-covered two-track in the Arizona high country near Sedona. Ford has refined this system to make it more transparent to the driver, while improving its abilities in limited traction situations. The normal driving mode is Auto 4WD (there is no two-wheel-drive mode.) In Auto 4WD, Control Trac directs the power front to rear according to input from sensors that compare grip between front and rear wheels. If the rear wheels lose traction, the optimal amount of torque is transferred to the front. Using a new, dedicated controller, the system checks for slipping tires 50 times a second and can anticipate situations that are likely to cause the wheels to spin, such as hard acceleration.

Pressing a button shifts the system into 4WD Hi, which effectively locks the front and rear drive shafts together. This can be useful for severe off-road or winter conditions, though Auto 4WD does such a great job of transferring torque that it may be irrelevant in practical terms. Driving on a muddy, primitive trail, I couldn't tell the difference between Auto 4WD and 4WD Hi. It may be possible to detect subtle slip in Auto 4WD on slippery, snow-covered surfaces, but bottom line is you can in it in Auto 4WD for all but the worst traction conditions.

4WD Low works well for creeping along on a slippery two-track. We found it does a good job of engine braking down steep grades, and we suspect it will be helpful on slippery boat ramps.

It's easy to control Explorer off road. Modulating the throttle can be precise; throttle tip-in is gradual so you're not lurching off the line. There's no question the Explorer can go most of the places most of us will want to go. In terms of serious off-road capability, however, it doesn't have the suspension articulation of a Jeep Grand Cherokee or a Land Rover Discovery. But it's a nicer vehicle than the Grand Cherokee in most other respects, with a better quality interior, and a smoother, more refined ride quality.

Out with the old overhead-valve engines, in with newer overhead-cam engines. Ford has dropped the old 160-horsepower pushrod V6 that was a popular choice on the base model. Now, the base engine is a modern 210-horsepower overhead-cam 4.0-liter V6. Available as an option on previous Explorers, the V6 has been revised for 2002 with a new intake system for increased performance and aluminum main bearings for improved durability. Acceleration from the V6 is quite respectable, thanks to the 250 pounds-feet of torque it can generate at 4000 rpm. You can hear and feel that V6 under full throttle acceleration, and it isn't as smooth as a Lexus RX 300's V6, but it's entirely within acceptable bounds. Unless you're towing or live at high altitude, you're not likely to need the V8.

Likewise, the old cast-iron 5.0-liter overhead-valve V8 has been dropped in favor of an all-aluminum overhead-cam 4.6-liter V8. (Technically, this 4.6-liter engine isn't brand new; it has been used in other ford vehicles, but it is new to the Explorer.) The V8 delivers good acceleration performance. Like the V6, you hear and feel it under full throttle, which is not a bad thing. It produces 240 horsepower and 280 pounds-feet of torque at 4000 rpm. Reducing weight helps both engines: A magnesium transfer case, an aluminum/magnesium hood, an all-aluminum V8 and a V6 with aluminum heads all help to minimize the weight gain over the previous model.

The real star in the new Explorer drivetrain is the optional five-speed automatic. It's smooth and responsive, quickly downshifting when the gas is mashed, and upshifting late or early depending on what the driver is doing with the throttle. It's a great transmission and makes the engines look and feel strong. Called "maintenance free," the transmission doesn't even have a dipstick; it's sealed by the factory, and should not require service for 150,000 miles. Also new is a five-speed manual transmission that will be available in 2002 for V6 Explorers.

Turning around and maneuvering in crowded parking lots is easier in the new Explorer because its turning radius is slightly smaller (1.7 feet) than before (assuming you're turning left). I found the available reverse sensing system handy when maneuvering in tight quarters. Anti-lock four-wheel disc brakes provide good, stable stopping performance, without drama even at threshold braking (slamming the pedal to the floor and keeping it there until it stops). Electronic Brake Force Distribution is standard, a nice feature as it transfers braking force to the wheels with the best grip to reduce stopping distances. A foot or two can make a big difference in an emergency stopping situation on less than ideal pavement, and Ford claims the new Explorer offers a 15 percent decrease in stopping distances.