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86-454: For the 1991 model year, Ford replaced the Bronco ;II with a larger but still Ranger-derived SUV, the mid-size Explorer . Alongside a three-door wagon, a five-door version was also built to better meet consumer demands. Ford's next compact SUV was the 2001 Escape , available only as a five-door. Ford did not release another three-door SUV until the 2021 mid-size Bronco . The Bronco II

172-623: A 102.1-inch wheelbase (8.1 inches longer than the Bronco II); the five-door uses a 111.9 wheelbase (17.9 inches longer). As with the Ranger, the UN46 Explorer has a Twin I-Beam (4×2) or Twin-Traction Beam (4×4) coil-sprung front independent suspension and a leaf-sprung solid rear axle. Brakes are discs in the front and drums in the rear, with anti-lock (ABS) on the rear only. The first-generation Explorer

258-496: A bigger part of fatalities includes: US States & Territories where rollover includes a lower part of fatalities includes: A skilled driver may stop a rollover by stopping a turn. Stunt drivers deliberately use ramps to launch a rollover. Vehicles with a high center of gravity are easily upset or "rolled." Short of a rollover, stunt drivers may also drive the car on two wheels for some time, but this requires precise planning and expert driver control. Specialized safety equipment

344-403: A curb or a collision with another vehicle. Untripped rollovers are the result of steering input, speed, and friction with the ground. Trailers that are not roll-coupled (i.e. those that use a trailer coupling rather than a fifth wheel) are more prone to rolling as they do not have the tractor unit or prime mover for additional stability. Untripped rollovers occur when cornering forces destabilize

430-426: A few accident databases on rollover accidents exist. Although only less than 10% of all vehicle accidents with severe injuries involve rollovers, approximately 25% of all seriously injured occupants were involved in accidents where their car rolled. These numbers are currently increasing, as rollover frequency of several new vehicle types like mini vans, SUV or MPV is a lot higher than for most conventional cars. Inside

516-431: A leaf-sprung live rear axle. The standard four-wheel ABS of the previous generation returned; the rear drum brakes were replaced by disc brakes. As with the first generation, rear-wheel drive remained standard with part-time four-wheel drive as an option; all-wheel drive became an option for the first time. The second generation Explorer carried over its 160 hp 4.0 L V6 from the previous generation (shared with

602-508: A maximum g-force permitted around the corner to remain well under the maximum static roll threshold. In the UK, the "adverse camber" plate comes with a warning sign such as "roundabout ahead", "bend ahead", "junction on (...) a bend ahead", or "series of bends ahead". In most European countries the official accident statistics contain no information on rolling cars, only Great Britain can deliver official statistical data. Regarding other sources, only

688-413: A reverse-sensing warning system. The rarely-specified 60/40 front bench seat was restricted to fleet vehicles after 1998 and was discontinued for 2000. For 1999, the front bumper underwent a second revision, adding a larger cooling inlet and standard fog lights. All three-door Explorers were now renamed Explorer Sport. For 2001, the three-door Explorer Sport underwent an additional revision, now sharing

774-440: A rotary dash selector was used for driver input, selecting two-wheel drive (rear wheels), and four-wheel drive (high and low range). As an intermediate mode, "Auto" mode allowed software to control the torque sent to the front wheels; if the rear axle began to spin, torque was shifted from the rear wheels to the front wheels until traction is achieved. The manually operated hubs and manual transfer cases were discontinued. Similar to

860-574: A separate trim nomenclature. While the XL remained the base model (largely for fleets), most examples were produced under a single Sport trim level (again equipped similarly to the XLT). For 1995, Ford replaced the 3-door Eddie Bauer with the Expedition trim; in anticipation of the full-size Ford Expedition SUV, the trim line was withdrawn for the 1996 model year. For 1999, all three-door Explorers became Explorer Sports;

946-455: A third engine was added to the model line, as Ford introduced an overhead-cam version of the 4.0 L Cologne V6. Differing from its predecessor primarily by its single-overhead-cam drivetrain, the 210 hp engine rivaled the V8 in output. Introduced as standard equipment for Eddie Bauer and Limited trims, by 1998, the engine became offered on all non-XL trims. For 2001, the overhead-valve version of

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1032-456: A transfer case, capped or sealed where the front driveshaft was connected on four-wheel-drive versions. For the 1989 model year, the Bronco II was restyled alongside the Ranger. The exterior featured new front bodywork with a new hood, front fenders, and a closer-fitting front bumper. Inside, the dashboard was redesigned, featuring a new instrument panel. Alongside the overall change in appearance,

1118-501: A trim package previously offered on Ford F-Series pickup trucks. As of 2020, the Explorer became the best-selling SUV of all time in the American market. Currently in its sixth generation, the Explorer has been offered with a five-door wagon bodystyle since its 1991 introduction. For its first two generations, the model line was also offered as a three-door wagon (directly replacing

1204-407: A vehicle crosses a ditch or slope. Slopes steeper than 33% (one vertical unit rise or fall per three horizontal units) are called "critical slopes" because they can cause most vehicles to overturn. A vehicle may roll over when hitting a large obstacle with one of its wheels or when maneuvering over uneven terrain. A trailer jackknife can push the towing vehicle into a rollover scenario if the vehicle

1290-452: A wheelchair. The largest award involving the Bronco II up to 1995 was a $ 62.4 million verdict for two passengers, one of whom who received brain injuries and left her in need of a legal guardian, after the 1986 model in which they were riding rolled over. The safety record was "frightening" with "one in 500 Bronco II's ever produced [being] involved in a fatal rollover." Automobile insurer GEICO stopped writing insurance policies for

1376-472: Is increased by the heavy-duty suspensions necessary to carry large numbers of people. The rollover tendency is increased when the vehicles are heavily loaded. It is recommended to not load anything on the roof of such vans, and to use drivers experienced or trained in safe operation of the vehicle. In such cases, familiarity with the vehicle's behavior loaded and unloaded, avoiding sudden swerving maneuvers, and reducing speed through tight turns can greatly decrease

1462-517: Is particularly vulnerable. A tall passenger coach made US headlines when 15 passengers were killed in New York in 2011 . The bus swerved, flipped on its side and hit a pole which split off the top of the vehicle. Vehicles sold in the United States, sorted by risk as evaluated by the U.S. National Highway Traffic Safety Administration . Click <> to sort by other parameters. After a rollover,

1548-682: Is slotted between the Ford Edge and Ford Expedition . The model line has undergone rebranding several times, with Mazda, Mercury, and Lincoln each selling different versions. As of current production, Lincoln markets the Explorer as the Lincoln Aviator . For the North American market, the first four generations of the Explorer were produced by Ford at its Louisville Assembly Plant ( Louisville, Kentucky ) and at its now-closed St. Louis Assembly Plant ( Hazelwood, Missouri ); Ford currently assembles

1634-423: Is subject to a tripped scenario (soft ground or a curb). Strong winds may cause high-sided vehicles such as trucks, buses and vans to be blown over. Risk areas are coastal roads, plains and exposed bridges. Vehicles exiting a wind shadow can be subjected to instant gusts that can affect high-sided vehicles. All vehicles are susceptible to rollovers to various extents. Generally, rollover tendency increases with

1720-425: Is very likely to result in a rollover. In addition, the roll cage's chassis-stiffening effect is usually seen as a benefit to the car. Some countries have a unique traffic warning sign for curves and other areas with an increased danger of rollover for trucks and other vehicles with high centers of gravity. These signs may include an advisory safe speed to avoid rolling over. This speed is typically set by measuring

1806-450: The German -built carbureted 2.8 L Cologne V6 with 115 hp (86 kW) at 4600 rpm, which was also used in the 1984 and 1985 Ford Ranger . It was originally available exclusively with four-wheel drive. The 1986 model year introduced the 140 hp (104 kW) fuel injected 2.9 L Cologne V6 engine. A Mitsubishi 4-cylinder 2.3 L turbodiesel was optional during

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1892-573: The Suzuki Samurai , the U.S. National Highway Traffic Safety Administration (NHTSA) opened a formal study of the Ford Bronco ;II in 1989. There were 43 Bronco II rollover fatalities in 1987, compared with eight for the Samurai, but accident data in four states showed the Bronco II's rollover rate was similar to that of other SUVs, so the investigation was closed. NHTSA declined to reopen

1978-558: The 1986 & 1987 model years; however it delivered poor performance and had low sales. Before the 1991 model year, the Bronco II was discontinued in February 1990, with its role in the Ford light-truck line largely taken over by the Ford Explorer. While the Explorer was also based upon the Ranger (to the point of also sharing parts of its interior with the Bronco II and Ranger), the Explorer

2064-582: The 4.0 L V6 was discontinued, with the SOHC engine becoming standard (and the only engine of the Explorer Sport). Following the introduction of the overhead-cam Triton-series V8s for the 1997 Ford F-Series and E-Series , the 2001 Explorer would be the final Ford Motor Company vehicle in North America sold with an overhead-valve gasoline-powered V8 engine for nearly two decades (until the 2020 introduction of

2150-548: The 7.3 L Godzilla V8 for Super Duty trucks). For 2000, Ford added flex-fuel capability to the Explorer for the first time. The flex-fuel SOHC V6 and chassis were mated to an aluminum body built by Utilimaster in the Ford-Utilimaster FFV , a delivery vehicle built for the United States Postal Service in 2000 and 2001. A Mazda-produced 5-speed manual was standard with the 4.0 L OHV V6 engine;

2236-521: The 80 km/h general speed limit of the local/secondary road network. It is considered that Electronic Stability Programmes can contribute to reduce some accidents including rollovers. The vehicle fleets in Europe and in the US differ from each other. For instance, the US has significantly more SUVs, MPVs, Pick-ups and other vehicles with a high center of gravity. Further differences can be found when considering

2322-630: The Bronco II). The Ford Explorer Sport Trac is a crew-cab mid-size pickup derived from the second-generation Explorer. The fifth and sixth generations of the Explorer have been produced as the Ford Police Interceptor Utility (replacing both the Ford Crown Victoria Police Interceptor and the Ford Police Interceptor Sedan ). Within the current Ford SUV range in North America, the Explorer

2408-474: The Bronco II had a dangerously low stability index. His credibility was questioned by attorneys. Ford Explorer The Ford Explorer is a range of SUVs manufactured by Ford Motor Company since the 1991 model year. The first five-door SUV produced by Ford, the Explorer was introduced as a replacement for the three-door Bronco II . As with the Ford Ranger, the model line derives its name from

2494-454: The Bronco II in 1990, but "always contended that rollovers are overwhelmingly caused by bad driving or unsafe modifications to the vehicle." Individual lawsuit examples include famed jockey Bill Shoemaker , that awarded him one million dollars. Shoemaker was paralyzed from the neck down after rolling his Bronco II in California in 1991 while intoxicated. Thereafter, he was confined to

2580-454: The Bronco II. By 2001, Time magazine reported that the "notorious bucking Bronco II" rollover lawsuits had "cost the company approximately $ 2.4 billion in damage settlements." One of the reasons for the significant losses by the automaker was a deal Ford made with a former engineer, David Bickerstaff. He worked on the Bronco II and had published SAE reports about Ford truck suspensions. In 1990, Bickerstaff testified in court that

2666-463: The European union, most rollovers occur off the carriageway. When the occupant is not ejected from the vehicle and the car does not strike any rigid objects, rollovers are the least injurious of the different impact types, because deceleration is longer and slower. Nonetheless, rollover risk depends upon the centre of gravity, suspension characteristics and loads carried. The severity of injury depends on

Ford Bronco II - Misplaced Pages Continue

2752-663: The Explorer Limited as a luxury-trim version of the model line, offered only as a five-door. Slotted above the Eddie Bauer, the Limited was largely introduced as a direct competitor for the Oldsmobile Bravada and Jeep Grand Wagoneer . Distinguished by its monochromatic exterior (including a color-matched grille, headlamp trim, and bumpers), the Limited was also fitted with model-specific alloy wheels and lower bodywork. The trim

2838-405: The Explorer ended its direct model commonality with the Ford Ranger in favor of a purpose-built SUV design. Following a decline in demand for three-door SUVs, Ford developed the third-generation Explorer solely as a five-door wagon; the three-door Explorer Sport from the second generation continued production through the 2003 model year. The primary objective behind the development of the model line

2924-407: The Explorer was also offered with two configurations of part-time four-wheel drive, using a Borg Warner 13–54 transfer case. The "Touch Drive" electric-shift transfer case was standard (shared with the Ranger and the previous Bronco II); it allowed the vehicle to be shifted from two-wheel drive into high-range 4x4 drive (at any speed) and into low-range 4×4 (when stopped). As an option, the Explorer

3010-592: The Explorer with the Lincoln Aviator and the Police Interceptor Utility at its Chicago Assembly Plant ( Chicago, Illinois ). The Ford Explorer was introduced in March 1990 as an early 1991 model to replace the Bronco II. As Ford sought to balance off-road capability with family use of the vehicle, the Explorer underwent extensive design changes from its predecessor, though still retaining commonality with

3096-427: The Explorer, marketing the Lincoln Aviator from 2003 to 2005. Vehicle rollover A rollover or overturn is a type of vehicle crash in which a vehicle tips over onto its side or roof. Rollovers have a higher fatality rate than other types of vehicle collisions. Vehicle rollovers are divided into two categories: tripped and untripped. Tripped rollovers are caused by forces from an external object, such as

3182-479: The Explorer. Following the success of the first generation, the redesign of the exterior was largely evolutionary, with the model line receiving front bodywork distinct from the Ranger. Rear-wheel drive remained standard, with part-time four-wheel drive offered as an option, and all-wheel drive was introduced as an option. To better compete against the Jeep Grand Cherokee , a 4.9 liters (302 cu in) V8

3268-480: The Ranger and Aerostar). For 1996, largely to match the V8 engine offerings of the Jeep Grand Cherokee and Land Rover Discovery , a 210 hp (157 kW) 4.9 L (302 cu in) V8 (marketed as 5.0 L) was introduced as an option for rear-wheel drive XLT five-doors. By 1997, the V8 was offered with nearly all trims (except XL ) and was paired with all-wheel drive; output was increased to 215 hp (160 kW) (from revised cylinder heads). For 1997,

3354-483: The Ranger pickup truck. Growing from the compact Bronco II (similar in size to its 1960s namesake), the Explorer was a mid-size SUV, competing directly against the Jeep Cherokee and Chevrolet S-10 Blazer . To better compete against both model lines, a five-door body style was included as part of the launch (introduced in the same month as the five-door S-10 Blazer) alongside the three-door wagon. The new, wider body of

3440-545: The Ranger through its first generation until its major update in the 1995 to 2001 model years where it lost all its exterior styling shared with the Ranger. Stability problems with Bronco II were noted during the design phase, as well as in the verification tests by 1981. For example, the J-turn test was canceled during the testing procedures by Ford officials "out of fear of killing or injuring one of its own drivers." Engineering modifications were suggested, but Ford officials declined

3526-402: The Ranger. 160 hp (120 kW) (1993–1994) 4-speed automatic (Ford A4LD ) Optional: 2-speed manual transfer case Shifting into the midsize SUV size class, the first-generation Explorer is far larger than the Bronco II. The three-door Explorer grew 12.6 inches in length, with the five-door Explorer 22.4 inches longer and 730 pounds heavier than the 1990 Bronco II. As with

Ford Bronco II - Misplaced Pages Continue

3612-576: The Ranger/Bronco II), with model-specific door panels and seats. On three-door Explorers, four-passenger seating was carried over (though with a body increased over two inches in width), with front bucket seats and a split-folding rear bench.. Five-door Explorers were fitted with standard front bucket seats and a three-passenger split-folding rear bench seat. A front split-bench seat was offered as an option (dependent on trim), expanding seating to six passengers. The first-generation Explorer followed

3698-592: The SOHC V6 was not offered with a manual transmission until 2000, receiving a heavier-duty version of the Mazda-sourced 5-speed. The V6 Explorers initially received a 4-speed automatic, shared with the Ranger and Aerostar, adopting a 5-speed automatic for 1997. The 4.9 litres (302 cu in) V8 was paired only with a 4-speed heavy-duty automatic (shared with the F-150, Crown Victoria/Grand Marquis, and Lincoln Mark VIII). For

3784-412: The US was partly caused by concern about lack of protection in rollover accidents, because most convertibles have no protection beyond the windshield frame. Some convertibles provide rollover protection using two protruding curved bars behind the headrests. Some Mercedes-Benz convertibles have a retractable roll bar which deploys in case of an accident. Race cars almost always have roll cages, since racing

3870-459: The United States, the second-generation Ford Explorer has the (dubious) distinction of being two of the top five vehicles traded-in under the 2009 " Cash for Clunkers " program, with the 4WD model topping the list and the 2WD model coming in at number 4. The third-generation Ford Explorer went on sale in January 2001 for the 2002 model year. Undergoing the first complete redesign since its introduction,

3956-672: The XL and Eddie Bauer trims with the five-door. In place of the XLT trim, the Explorer Sport was offered, distinguished by its black lower bodywork, grille, and standard alloy wheels. From 1991 to 1994, the Explorer Sport was marketed by Mazda as the Mazda Navajo (see below); the 1991 Mazda Navajo became the first SUV to win the Motor Trend Truck of the Year award. For 1993, Ford introduced

4042-515: The center of mass. SUVs are prone to rollover, especially those outfitted with long travel off-road suspensions. The increased suspension height for increased clearance off-road raises the center of mass. Full-size vans don't usually have off-road suspensions, but their increased body height makes them more prone to tip. Fifteen passenger vans such as the Ford E-Series (at 27.9% ), are particularly notorious for rolling over because their height

4128-474: The doors). In what would become a design feature of the model line, the B-pillar and D-pillars were blacked out. The three-door body shared a similar roofline as its five-door counterpart, fitted with pop-out rear quarter windows (instead of roll-down windows) and a forward-sloping C-pillar. The interior of the Explorer was fitted largely with all-new trim (though carrying over the dashboard in its entirety from

4214-463: The fenders. In contrast to the front fascia, the rear body saw relatively few changes, receiving mildly restyled taillamps (with amber turn signals). In a functional change, the Explorer received a neon CHMSL (center brake light), adopted from the Lincoln Mark VIII. While again directly sharing its dashboard with the Ranger, the interior of the Explorer underwent a complete redesign (allowing for

4300-421: The fitment of dual airbags). To improve driver ergonomics, the instrument panel received larger gauges, rotary-style climate controls, and a double-DIN radio panel. For 1997, export-market Explorers received a third-row seat as an option (expanding seating to seven passengers). For 1998, Ford gave the exterior of the model line a mid-cycle revision. Distinguished by body-color rear D-pillars and larger taillamps,

4386-503: The five-door Explorer. Following the introduction of the third-generation Explorer for 2002, the three-door used the second-generation body style through the 2003 model year. The second-generation Ford Explorer is based upon the Ford U1 platform shared with its predecessor, adopting the UN105/UN150 model codes. Introducing key chassis upgrades that were also shared with the 1998 Ford Ranger ,

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4472-500: The five-door allowed for three-across rear seating. To optimize cargo space usage, the traditional swing-away spare tire carrier was deleted in favor of an underfloor location. Similar to the Ford Taurus station wagon, the rear liftgate was fitted with a flip-up rear window. As with the Bronco II, the first-generation Explorer (design code UN46) shares its chassis underpinnings with the 1983–1992 Ford Ranger . The three-door version uses

4558-470: The front fascia and interior with the newly introduced Explorer Sport Trac pickup truck. For 2002, the five-door body style would be replaced by an all new Explorer, with only the three-door Explorer Sport and Sport Trac maintaining the second-generation architecture. Styling changes for the Sport are minimal, with the rear wiper moving from the tailgate assembly to being built into the rear window. At its launch,

4644-573: The height of the center of mass , narrowness of the axle track , steering sensitivity, and increased speed. The rollover threshold for passenger cars is over 1 g of lateral acceleration. The Tesla Model S has an unusually low rollover risk of 5.7% due to its low center of mass. Light trucks will roll over at lateral accelerations of 0.8 to 1.2 g. Large commercial trucks will roll at lateral accelerations as low as 0.2 g Trucks are more likely to roll over than passenger cars because they usually have taller bodies and higher ground clearance. This raises

4730-584: The investigation in 1997 after more Bronco II crashes. It was estimated that 260 people had died in Bronco II rollover crashes, a rate that is several times more than in any similar vehicle according to the Insurance Institute for Highway Safety . By 1995, Ford had paid $ 113 million to settle 334 injury and wrongful death lawsuits. A class-action settlement with owners of its controversial Bronco II provided "new safety warnings and up to $ 200 for repairs and modifications." Ford ended production of

4816-484: The lawsuits against Ford starting in the late-1980s. The Bronco II was dogged by reports that it was prone to rollovers . Some of the headlines in 1989-90 included "NHTSA Investigates Bronco II Rollovers," Automotive News (March 20, 1989) "Magazine Gives Ford's Bronco II 'Avoid' Rating," The Wall Street Journal (May 8, 1989), and "Consumer Reports Criticizes Ford Bronco II's Handling," The Washington Post (May 18, 1989). After analysis of SUV crashes of

4902-480: The long-running Twin I-Beam / Twin Traction Beam front suspension was retired in favor of a short/long-arm (SLA) wishbone front suspension configuration in order to accommodate larger engines. Along with more compact packaging of front suspension components (allowing for a lower hoodline), the design allowed for improved on-road handling/feel. In line with the Ranger and F-Series trucks, the rear suspension remained

4988-438: The meantime: This led to European regulation (CE) 661/2009 and to UNECE regulation 66 revision to take into account such an issue. In the US, rollover fatalities represents respectively 29.1%, 32.4% and 33.3% of fatalities in 1994, 2003 and 2004. Single-vehicle rollover fatalities represents respectively 82%, 82% and 81% of all rollover fatalities in 1994, 2003 and 2004. US States & Territories where rollover includes

5074-499: The model was produced alongside the third-generation Explorer through the 2003 model year. Outside of North America, this generation of the Explorer was marketed in right-hand drive configurations. As of 2018, RHD countries (such as Japan) export used examples of the Explorer to other countries (such as Australia and New Zealand) where there is demand for right-hand drive SUVs. Due to Japan's strict Shaken Laws , used vehicles tend to have low mileage with detailed repair histories. In

5160-400: The modifications because they would have delayed the marketing of the new vehicles. Eight months before production began, Ford's Office of General Counsel collected 113 documents concerning the new vehicle's handling problems. However, 53 of these test, simulation, and related reports about the stability of the Bronco II "disappeared" in an "unusual document handling procedure" that forebode

5246-451: The new bodywork marked improvements in structural support. The 1989 Bronco II was short-lived as it was built for a little less than a year when production ended in early 1990. It was succeeded by the larger Ford Explorer for 1991. As a running change, four-wheel drive 1990 models produced after November 1989 were produced with Dana 35 front axles, replacing the previous Dana 28 front axle. The 1984 and 1985 models were equipped with

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5332-441: The occupants and cause severe head injuries. The use of roll cages in vehicles would make them much safer, but in most passenger vehicles their use would cut cargo and passenger space so much that their use is not practical. The Jeep Wrangler , a vehicle which is short, narrow, and designed to be used on uneven terrain, is unusual in that it comes with a roll bar as standard equipment. The decline in popularity of convertibles in

5418-572: The outgoing Bronco II, the Explorer shared many design elements with the 1989-1992 Ranger, adopting its front bumper, headlamps, and wheels; the grille was sourced from the off-road oriented Ranger STX (moving the Blue Oval to the top of the grille). Alongside the introduction of the five-door body style, the body was styled with multiple aerodynamic upgrades over its predecessor, including its own door stampings to eliminate exterior drip rails and bracket-mount sideview mirrors (replaced by ones integrated into

5504-456: The presence of crash-protective roadsides and the speed of impact. In most of western Europe over 3,5 tonnes HGV have a speed limited from 80 km/h or 90 km/h, except in Great-Britain and Northern Ireland and Italy, Romania and Bulgaria which have HGV speed limit up to 110 km/h. In France, HGV can reach 90 km/h on the motorway network and some other roads but are limited to

5590-462: The previous generation, nearly the entire body underwent a change, with only the roof and the side door stampings carried over. Coinciding with the lower hoodline allowed by the redesigned front suspension, much of the body was distinguished by a restyled front fascia, introducing a styling theme used by several other Ford light trucks during the late 1990s. The Ford Blue Oval was centered in a now-oval grille, joined by oval headlamp clusters wrapping into

5676-430: The rear license plate was relocated from the rear bumper to the liftgate (to better accommodate export); the neon CHMSL was replaced by an LED version. In another change, 16-inch wheels were introduced. The interior received redesigned front and rear seats; alongside second-generation dual airbags, side airbags were introduced (as an option). Other options included load-leveling air suspension (on Eddie Bauer and Limited) and

5762-461: The rest of the Ford light truck line in trim nomenclature, marketing a base-level XL trim and higher-range XLT trim. Sharing the features of the XLT, the outdoors-themed Eddie Bauer was the highest-range trim. The XL was distinguished by a black grille (chrome optional) with steel wheels, while the XLT offered a chrome grille and alloy wheels; the Eddie Bauer offered alloy wheels and two-tone paintwork. The three-door Explorer differed slightly, sharing

5848-735: The road environment, e.g. availability and type of barriers, road side objects, congestion levels, road surfaces, proximity of buildings. Moreover, the belt wearing rate in the US, particularly in those vehicles prone to rollover, is lower than in European countries. Finally, there are differences in legislation which affect vehicle design and/or driver behavior. Within European union, it is considered that HGV rollovers do not usually result in serious injury. Some European trucks have no ESC. In Sweden one to two rollover accidents occur every day. In France, several double-decker bus performed rollover making BEATT to recommend regulation improvement to make ESC mandatory, while seat belt has become mandatory in

5934-626: The rollover risk associated with these vehicles. Manufacturers of SUVs often post warnings on the driver's sun-visor. Among the vehicles which have received publicity for tendencies to roll over are the Ford Bronco II , Suzuki Samurai , Jeep CJ , Mitsubishi Pajero/Montero , and Isuzu Trooper . Military vehicles have a much wider wheel track than civilian SUVs, making them more difficult to roll over. However, IEDs in Iraq and Afghanistan cause roll overs not seen by civilian vehicles. The top turret gunner

6020-403: The second-generation Explorer, the four-wheel drive system underwent a redesign. The previous Touch-Drive system (electrically operated) was retired and replaced by ControlTrac, an electronically controlled full-time four-wheel drive system with a two-speed transfer case; in place of a center differential, software-controlled multi-disc clutch. Similar to the previous push-button Touch-Drive system,

6106-465: The second-generation Ford Explorer retained the use of the previous trim nomenclature; the standard trim was the XL, with the XLT serving as the primary model upgrade. Along with the two-tone Eddie Bauer trim, the highest trim Explorer was the monochromatic Ford Explorer Limited. For 2000, XLS replaced XL as the base trim (introduced as an appearance package for 1999). In contrast to five-door Explorers, second-generation three-door Ford Explorers shifted to

6192-448: The sense that they could conquer anything ..." The Bronco II was nearly a foot shorter than the competing Chevrolet S-10 Blazer (introduced for the 1983 year), and the use of the Ranger chassis allowed for lower production costs by using a common assembly line with many shared components. All Bronco IIs were four-wheel drive until 1986 when the rear-wheel-drive layout became standard. Rear-wheel-drive models were still equipped with

6278-561: The system used on the Aerostar van, the V8 Explorer used a full-time all-wheel drive system without separate high or low ranges. The all-wheel drive's torque distribution was via a viscous clutch with a 40/60 split. 4-speed automatic (Ford 4R55E ); 1995–1996 5-speed automatic (Ford 5R55E ); 1997–2000 5-speed automatic (Ford 5R55E ) Borg Warner 13-54 Electric Shift; 2001–2003 Explorer Sport While bearing an evolutionary resemblance to

6364-406: The tires strike a curb, dig into soft ground, or a similar event occurs that results in a sudden increase in lateral force. The physics are similar to cornering rollovers. In a 2003 report, this was the most common mechanism, accounting for 71% of single-vehicle rollovers. Another type of tripped rollover occurs due to a collision with another vehicle or object. These occur when the collision causes

6450-414: The turn. These two forces make the vehicle roll towards the outside of the curve. The force of the vehicle's weight acts downward through the center of mass in the opposite direction. When the tire and inertial forces are enough to overcome the force of gravity, the vehicle starts to turn over. The most common type of tripped rollover in light passenger vehicles occurs when a vehicle is sliding sideways, and

6536-432: The vehicle may end up lying on its side or roof, often blocking the doors and complicating the escape for the passengers. Large passenger vehicles such as buses, trams, and trolley buses that have doors on one side only usually have one or more methods of using windows for escape in case of a rollover. Some have special windows with handles to pull so that windows can be used as an emergency exit . Some have tools for breaking

6622-485: The vehicle to become unstable, such as when a narrow object causes one side of the vehicle to accelerate upwards, but not the other. Turned down guard rail end sections have been shown to do this. A side impact can accelerate a vehicle sideways. The tires resist the change, and the coupled forces rotate the vehicle. In 1983, crash tests showed that light trucks were prone to rolling over after colliding with certain early designs of guide rail. A rollover can also occur as

6708-410: The vehicle. As a vehicle rounds a corner, three forces act on it: tire forces (the centripetal force ), inertial effects (the centrifugal force ), and gravity . The cornering forces from the tire push the vehicle towards the center of the curve. This force acts at ground level, below the center of mass. The force of inertia acts horizontally through the vehicle's center of mass away from the center of

6794-412: The windows and making an improvised exit. Some have emergency exit door or hatches in their roofs or on the opposite side of the bus to the usual entry door. Some combine two or more of these escape methods. Rollover crashes are particularly deadly for the occupants of a vehicle when compared to frontal, side, or rear crashes, because in normal passenger vehicles, the roof is likely to collapse in towards

6880-563: Was a mid-size SUV. Sized slightly larger than the S-10 Blazer, the five-door Explorer was nearly 23 inches (584 mm) longer than a 1990 Bronco II. As a more direct successor, a shorter-wheelbase three-door Explorer Sport was introduced (though still a foot longer than a Bronco II). The Explorer was solely powered by a 160 hp 4.0 L Cologne V6 engine shared with the Ranger and Ford Aerostar , no smaller engines were available. The Explorer would be developed in parallel with

6966-509: Was also offered with a manual-shift transfer case (the option was paired with manual-locking hubs). All Explorers were equipped with the Ford 8.8 axle in either a limited-slip differential or open version; multiple rear-axle ratios could be specified. Four-wheel-drive front axles were the TTB (" Twin Traction Beam ") Dana 35 with some Dana 44-spec components; 4×2 models shared Twin I-Beam components with

7052-600: Was assembled alongside the Ford Ranger in the Louisville Assembly Plant in Louisville, Kentucky from January 1983 to January 1990. The first Bronco II was developed in parallel with the Ranger pickup truck that was introduced for the 1983 model year. Introduced in March 1983, Ford marketed the Bronco II as a "vehicle for men, single people, or young couples ... almost like John Wayne vehicles ... that gave people

7138-492: Was equipped with a 4.0 L Cologne V6, an optional engine for the Ranger and the Ford Aerostar . Initially producing 155 hp (116 kW), the engine output was raised to 160 hp (119 kW) for 1993. A Mazda M5OD 5-speed manual was the standard transmission offering, with the option of the Ford 4-speed A4LD overdrive automatic transmission. Along with the standard rear-wheel drive powertrain, at its launch,

7224-413: Was fitted with nearly every feature available to the model line (the only options offered for the Explorer Limited were a sunroof, compact disc player, and the towing package ), also serving as the introduction of several features offered as options on other trims for 1994, including an anti-theft system, keyless entry, and automatic headlights. For the 1995 model year, Ford released a second generation of

7310-601: Was introduced as an optional engine. The Explorer went from lacking airbags to having dual airbags (a first for an American-brand SUV). The Lincoln-Mercury division introduced its first SUV for the 1997 model year, the Mercury Mountaineer . In contrast to the Mazda Navajo, the Mountaineer was sold only as a five-door. For 2001, Ford introduced the Ford Explorer Sport Trac mid-size crew-cab pickup truck based on

7396-553: Was to make the Explorer more competitive in both domestic and export markets. Along with tuning the vehicle for higher-speed European driving, Ford also benchmarked the model line against the Lexus RX 300 and the (then-in-development) Volkswagen Touareg . The Lincoln-Mercury division marketed the third-generation Explorer, with Mercury introducing a second generation of the Mercury Mountaineer; Lincoln offered its first version of

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