The Explorer now rides on a four-wheel independent suspension with coil springs all around. It's a sophisticated setup and it works very well. (Crude by comparison, the previous Explorer used torsion bars in front and a live rear axle on leaf springs.) The independent rear suspension offers better lateral stiffness yet more fore/aft compliance than a live rear axle. That means both ride and handling will be better.

The Explorer delivers a smoother ride on rough roads, and it handles better on winding roads. Bumpy corners doesn't upset its handling and it feels good in sweeping corners. The Explorer is very stable at high speeds and feels comfortably secure in bad weather. I felt safe and confident while pulling a trailer all day through Tropical Storm Isidore, running the length of Tennessee and into Arkansas. Just knowing it had had Auto 4WD and ABS was comforting when it was raining buckets. It's still a truck, though. Tire whir is heard; road vibration is felt. But the ride is more comfortable, less jouncy than, say, the Nissan Pathfinder.

Off road, the Explorer has never measured up to the Toyota 4Runner or Land Rover Discovery, and the new generation doesn't change that. The Explorer is not designed to tackle the Rubicon Trail or any other seriously rugged terrain. The current Explorer is better than the old one, however, and it is perfectly capable for off-highway driving on primitive roads. Ground clearance is increased by an inch over the previous Explorer, and shorter front and rear overhangs offer better approach and departure angles, all of which means you don't scrape the ground as much as before. If primitive roads and deep snow are the extent of your off-road driving, then the Explorer will serve admirably.

About 60 percent of Explorer buyers opt for 4WD, and the optional Control Trac four-wheel-drive system works great. We were surprised by the amount of grip the Explorer held 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 power according to input from sensors that compare grip between the front and rear wheels. If the rear wheels lose traction, for example, the optimal amount of power is transferred to the front tires where there's more grip. Using a dedicated controller, the system checks for slipping tires 50 times a second and can anticipate situations, such as hard acceleration, that are likely to cause the wheels to spin. It feels secure on wet pavement, gravel, mud, and snow.

When the going gets rougher, press the 4WD HI button, which effectively locks the front and rear driveshafts together. This can be useful for severe off-road or winter conditions, though Auto 4WD does such a great job of transferring torque that 4WD HI is almost 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 the bottom line is that you can leave it in Auto 4WD for all but the worst conditions. 4WD Low works well for creeping over truly rugged terrain. We found it does a good job of engine braking down steep grades, and we suspect it would be helpful on slippery boat ramps.

Optional AdvanceTrac takes four-wheel drive to another level with a sophisticated traction system that adds stability by regulating side-to-side torque distribution. And it does this better than traditional mechanical systems. AdvanceTrac applies braking selectively when it detects wheelspin. By stopping the spinning wheel, the system sends power to the wheel that has the best traction.

The Explorer works well in poor traction situations off-highway. It's easy to modulate the throttle precisely when creeping along; throttle tip-in is gradual so you're not lurching off the line. The Explorer can go most of the places most of us will want to go, but it does not have the suspension articulation of a Land Rover Discovery, Jeep Grand Cherokee, or Toyota 4Runner. 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. And it's more stable and easier to drive on the highway than the Discovery, in spite of the Land Rover's upgrades for 2003.

The standard Explorer engine is a modern 4.0-liter V6 with overhead cams and aluminum heads. The V6 was revised last year with a new intake system for increased performance and aluminum main bearings for improved durability. It is now rated at 210 horsepower. Acceleration with the V6 is quite respectable, thanks to the 254 pounds-feet of torque it generates at 3700 rpm. You can hear and feel the V6 under full throttle acceleration, and it isn't as smooth as Toyota's V6, but it is entirely within acceptable bounds. Unless you're towing or live at high altitude, you're not likely to need the V8.

The optional 4.6-liter V8 provides quick acceleration performance. A modern and sophisticated engine, the V8 is all aluminum for lighter weight, with single overhead camshafts. Like the V6, it makes itself heard and felt under full throttle, but it's smooth. The V8 produces 239 horsepower at 4750 rpm, and 282 pounds-feet of torque at 4000 rpm. It performed well while towing a car trailer across the U.S. in October 2003, but we knew the trailer was back there on long, steep grades through the mountain passes. According to the trip computer, I was averaging 14 mpg while pulling the trailer.

The real star in the Explorer drivetrain is a sophisticated five-speed automatic transmission. 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. Considered 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.

Turning around and maneuvering in crowded parking lots is made easier in the Explorer, which offers a smaller turning radius (by 1.7 feet) than the previous model. The Reverse Sensing System is handy when maneuvering in tight quarters. It also senses people; I shifted into reverse in one crowded parking lot and was about to begin backing up when it chimed, alerting me to someone walking behind the vehicle, then again when a BMW X5 drove behind me. (It can be turned off when you are pulling a trailer.) Anti-lock four-wheel disc brakes provide stable stopping, without drama even at threshold braking (slamming the pedal to the floor and keeping it there until the vehicle stops). Electronic Brake Force Distribution is standard, a nice feature as it transfers braking force to the wheels with the best grip to improve stability and reduce stopping distances. A foot or two can make a big difference in an emergency stop on less than ideal pavement, and Ford claims the new Explorer can stop 15 percent shorter than the old one.

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 Goodyear, B.F. Goodrich, Michelin, and Firestone. Sixteen-inch wheels are now standard, and come with size P235/70R16 tires. Eddie Bauer and Limited models roll on slightly wider, P245/70R16 tires.