Ford Explorer Sport Trac News
09-29-2005, 05:15 PM
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Ford Explorer Sport Trac News
Fancy Fords: Shelby GT500 convertible out of the corral; Explorer Sport Trac shows off - - Source: Autoweek
Building a Better Explorer Sport Trac
Ford chose the trucky Texas State Fair to show off its 2007 Explorer Sport Trac, an all-new design that draws on the Explorer sport/utility vehicle and the F-150 pickup for styling and hardware. The do-everything vehicle, built on an extended Explorer chassis with independent rear suspension, is two inches wider and five inches longer than the previous Sport Trac. Engine options are a 4.0-liter 210-hp V6 or a 4.6-liter 292-hp V8. Sport Trac hits showrooms in early 2006.
Ford chose the trucky Texas State Fair to show off its 2007 Explorer Sport Trac, an all-new design that draws on the Explorer sport/utility vehicle and the F-150 pickup for styling and hardware. The do-everything vehicle, built on an extended Explorer chassis with independent rear suspension, is two inches wider and five inches longer than the previous Sport Trac. Engine options are a 4.0-liter 210-hp V6 or a 4.6-liter 292-hp V8. Sport Trac hits showrooms in early 2006.
09-29-2005, 05:15 PM
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The thread for the Ford Explorer Sport Trac Concept here
09-30-2005, 01:42 PM
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Originally Posted by WorldCarFans Page1
http://www.worldcarfans.com/news.cfm/newsid/2050930.005
2007 Ford Explorer Sport Trac / © WCF
2007 Ford Explorer Sport Trac
Text & Photos courtesy of Ford Motor Company
09-30-2005
Sport Trac’s first-ever V8 offers the most power in its class
V-8 models feature a class-exclusive 6-speed automatic for increased performance and fuel economy that rivals competitors’ V-6 powertrains
Improved 4.0-liter V-6 delivers 210 hp, yet meets same federal Tier II, Bin 4 emissions rating as the Ford Escape Hybrid
Full-featured Control Trac® 4x4 system offers automatic torque split and low-range transfer case
The 2007 Ford Explorer Sport Trac showcases Ford Motor Company’s philosophy that advanced engine technologies can improve both performance and the environment.
For example, the Sport Trac’s standard 4.0-liter V-6 engine now meets federal Tier II, Bin 4 tailpipe emissions, the same as the Ford Escape Hybrid.
For the first time, the Sport Trac is available with a V-8 engine. The 4.6-liter, three-valve V-8 is the most powerful engine in its class, delivering 292 horsepower. In addition, the V-8 is paired to the only six-speed automatic transmission in its competitive set. As a result, the new 2007 Sport Trac V-8 powertrain is expected to deliver more than 20 miles per gallon on the highway, for fuel economy that rivals or beats that of the competition’s V-6 powertrains.
“Performance and fuel economy can go hand-in-hand if you invest in the right technologies,” says Dave Szczupak, vice president, Powertrain Operations. “That’s why Ford is investing in six-speed automatic transmissions, electronic throttles, variable cam timing and other advanced powertrain technologies.”
Ford has a leadership position in powertrain technologies such as six-speed automatic transmissions to simultaneously boost performance and fuel economy without necessarily going to larger engines. This investment in technology is particularly appropriate in the SUV market, where Ford is increasing capability without resorting to larger-displacement engines that consume more fuel.
“The new V-8 and six-speed automatic drivetrain is a tremendous advantage for the 2007 Sport Trac,” says Raj Nair, SUV and Body-on-Frame Vehicles executive director. “Not only does it offer more power, more refinement and better fuel economy, but it also offers increased utility. The additional power output delivers impressive payload capacity and towing capacity – up to 1,450 pounds and 6,800 pounds, respectively.”
4.6-liter V-8 with variable cam timing, provide Explorer with best-in-class power
For Sport Trac enthusiasts, the most significant powertrain improvement will be the introduction of the V-8 engine.
“Customers have been asking for a V-8 since day one,” says Bryan Olson, Sport Trac marketing manager. “These customers want the added capability and towing capacity, as well as the power and performance that only a V-8 can deliver.”
The new 4.6-liter V-8 features three-valves per cylinder and single overhead cams with variable cam timing. These features are common with the highly lauded 2005 Ford Mustang GT as well as the 5.4-liter V-8 in the F-Series pickups and Expedition. With the introduction of the 2006 Explorer and 2007 Sport Trac, Ford Motor Company is approaching one million three-valve V-8s produced. This multi-application approach to Ford’s “modular” V-8s delivers benefits in manufacturing efficiencies, proven customer reliability and performance.
In the Sport Trac, the 4.6-liter V-8 delivers 292 horsepower at 5,570 rpm, and 300 pound-feet of torque at 3,950 rpm.
The three-valve heads enable a higher compression ratio on regular grade 87 Octane gasoline. Two of each cylinder’s three valves are intake valves, because more airflow into the engine means more power output. A new, tuned-length exhaust manifold offers optimized exhaust flow to help scavenge burned gases from the cylinders.
The three-valve heads feature center-mounted spark plugs that offer three benefits:
Placing the spark plug in the center of the cylinder provides symmetrical flame for more complete fuel combustion. This extracts more power from the engine while decreasing the amount of unconsumed fuel in the exhaust system, resulting in low emissions
A longer and narrower spark plug design enabled powertrain engineers to use larger-diameter valves, for increased economy and performance
The compact coil-on-plug ignition system enables the powertrain control module (PCM) to more precisely control the spark, again for improved efficiency
The three-valve heads are smaller and lighter than equivalent four-valve heads. Their large dual-intake ports provide a direct path to the twin intake valves for better airflow at peak engine speeds. At lower speeds and loads, a charge motion control valve (CMCV) closes, increasing air velocity and in-cylinder motion for optimum fuel economy. Likewise, lightweight intake and exhaust valves reduce inertia for high-speed performance capability, while enabling lower friction for fuel economy. The cylinder heads are capped with lightweight magnesium cam covers that help suppress valvetrain noise.
The ABCs of VCT
Variable camshaft timing (VCT) plays an important part in generating more power as well as improving efficiency and reducing emissions.
The VCT system allows up to 50 degrees of cam variation in relation to the crankshaft angle. Ford’s “dual-equal” variable cam timing design shifts the timing of both the intake and exhaust valves together, with a single camshaft per cylinder head. This provides all the benefits of variable valve timing – but creates far less complexity and adds less weight than VCT systems that actuate the intake valves separately.
The cam in each cylinder head operates both sets of valves using low-profile roller-finger followers, helping reduce friction. The powertrain control module (PCM) directs solenoids to alter the oil flow in the hydraulic cam timing mechanism, which rotates the camshafts in relation to their drive sprockets. The unit can shift between fully advanced and fully retarded in milliseconds.
The result is enhanced efficiency under low-load conditions, such as at idle or highway cruising, and increased power for brisk acceleration for times at high demand.
Class-leading six-speed automatic transmission
The 4.6-liter V-8 comes standard with a new six-speed 6R automatic transmission, introducing transmission technology normally found only in luxury vehicles to the Sport Utility Truck market.
For the best possible shift quality, each 6R transmission is bench tested at Ford’s Livonia ( Mich.) Transmission Plant. There, the transmission build quality is verified, detecting even minute variabilities in the manufacturing process which would normally lead to changes in shift feel. However, the 6R’s electronic controller is programmed with its own unique software to account for these variances, producing smooth, precisely controlled shifts that improve durability and customer satisfaction.
The electronically controlled transmission offers the smooth shift quality of a luxury car, but is fully tested for heavy-duty use. Not only does it execute shifts seamlessly, but it also contributes to the impressive towing capacity of the V-8 drivetrain. For example, the torque-converter assembly features three friction plates with improved durability and increased cooling flow for heavy-duty, high-load use.
For the first time on Sport Trac, the transmission selector is mounted on the center console (rather than the steering column). Configured in this way, the transmission can be shifted manually with crisp response, thanks to complete electronic solenoid control of the clutch elements. Lastly, focalized transmission mounts mean an even greater reduction in NVH levels.The 6R has a 6.04:1 gear-ratio span, compared to the V-6 model’s five-speed 5R55W5 automatic with a span in the range of 4.5:1. The wide ratio span and the extra gear of the 6R enable the engine to spend more time in the optimum powerband: either at peak power for acceleration, or at peak efficiency for more fuel economy.
The 4.6-liter overhead-cam V-8 delivers 292 horsepower and is expected to deliver more than 20 miles per gallon on the highway. In addition, the Sport Trac’s new V-8 engine meets federal Tier II Bin 5 standards, which is compliant with California’s Low Emissions Vehicle II (LEV II) standards.
Cleaner emissions on standard V-6 engine
The 4.0-liter V-6 features single-overhead cams and two valves per cylinder. For 2007, it’s rated at 210 horsepower at 5,100 rpm and 254 pound-feet of torque at 3,700 rpm. The torque curve is designed to be relatively flat across the entire engine range and to provide strong performance at nearly any engine speed. An equal-length composite plastic intake system improves sound quality.
New camshafts and spark plugs contributed to a 50 percent improvement in idle quality. Also, new engine calibrations and improved emissions controls cut smog-forming emissions by 74 percent.
“The new design reduces the complexity and cost of emissions controls while making a substantial cut in NOx emissions,” says emissions system manager Joel Beltramo.
The new system cuts emissions of nitrous oxides to 3.6 pounds per 15,000 miles, from 14.2 pounds by its predecessor – a 74 percent reduction. As a result, the 2007 Sport Trac with the standard V-6 engine is certified to the same federal tailpipe emissions standards as Ford Escape Hybrid.
To achieve the emissions reduction, the catalyst assemblies were moved closer to the engine’s exhaust manifolds because “hotter is better” for neutralizing NOx and other exhaust gasses. The air-fuel mixture of the V-6 was also recalibrated to stay in the catalyst systems’ “sweet spot,” with no loss of horsepower, torque or fuel economy.
The V-6 engine comes with a five-speed automatic transmission. The wide-ratio five-speed 5R55W provides good acceleration and fuel economy. In addition, the 5R55W has a single aluminum transmission casting that greatly reduces NVH and powertrain bending at higher speeds. To reduce noise, it utilizes a quieter oil pump and planetary gear designs.
Full-featured Control Trac® four-wheel drive delivers automatic torque split, and a transfer case with gear-reducing low range
Sport Trac 4x4 models now feature the advanced Control Trac® four-wheel-drive system. It includes electronic logic, automatic torque transfer, and a two-speed transfer case with a locking center differential.
Unlike competitive systems, Control Trac® operates automatically, and only when additional traction is needed. This increases safety and security without compromising fuel economy or NVH. This makes the new Control Trac system a big advantage for the Sport Trac, according to John Davis, Sport Trac vehicle engineering manager:
“Most of the compact trucks offer a fairly simple, mechanical part-time four-wheel-drive system. These systems require some sort of operator input to engage them. And when four-wheel drive is engaged, most are not suitable for driving on partially dry pavement.
“The Honda Ridgeline offers an automatic torque split, but it is front-wheel biased, meaning power is transferred from the front-wheels back. And it lacks a low-range for heavy-duty use.”
* Electronic-shift, full-time 4WD optional on SLT and Lariat models with automatic transmissions.
Control Trac® allows a driver to select between three driving modes:
The 4x4 AUTO (or A4WD) mode provides full power to the rear axle until the rear wheels begin to slip. Then power is automatically proportioned to the front axle as required for increased traction. This mode is appropriate for any driving condition.
The 4x4 HIGH (4H) mode effectively locks the center differential, providing a constant 50/50 torque split between the front and rear axles. It is intended only for severe winter or off-road conditions, such as deep snow, ice and shallow sand.
The 4x4 LOW (4L) mode locks the transfer case and engages a torque-multiplying gear set in the transfer case. It is intended only for off-road applications that require extra power, including deep sand, steep grades, and towing a boat trailer out of water.
These powertrain changes help Sport Trac retain its leadership in the four-door, sport-utility truck category it created. By continuing to offer genuine truck capability to tow or go off-road without compromising fuel economy, refinement, or performance, the Sport Trac remains the benchmark of its class.
* Electronic-shift, full-time optional on SLT and Lariat with automatic transmission.
2007 Ford Explorer Sport Trac / © WCF
2007 Ford Explorer Sport Trac
Text & Photos courtesy of Ford Motor Company
09-30-2005
Sport Trac’s first-ever V8 offers the most power in its class
V-8 models feature a class-exclusive 6-speed automatic for increased performance and fuel economy that rivals competitors’ V-6 powertrains
Improved 4.0-liter V-6 delivers 210 hp, yet meets same federal Tier II, Bin 4 emissions rating as the Ford Escape Hybrid
Full-featured Control Trac® 4x4 system offers automatic torque split and low-range transfer case
The 2007 Ford Explorer Sport Trac showcases Ford Motor Company’s philosophy that advanced engine technologies can improve both performance and the environment.
For example, the Sport Trac’s standard 4.0-liter V-6 engine now meets federal Tier II, Bin 4 tailpipe emissions, the same as the Ford Escape Hybrid.
For the first time, the Sport Trac is available with a V-8 engine. The 4.6-liter, three-valve V-8 is the most powerful engine in its class, delivering 292 horsepower. In addition, the V-8 is paired to the only six-speed automatic transmission in its competitive set. As a result, the new 2007 Sport Trac V-8 powertrain is expected to deliver more than 20 miles per gallon on the highway, for fuel economy that rivals or beats that of the competition’s V-6 powertrains.
“Performance and fuel economy can go hand-in-hand if you invest in the right technologies,” says Dave Szczupak, vice president, Powertrain Operations. “That’s why Ford is investing in six-speed automatic transmissions, electronic throttles, variable cam timing and other advanced powertrain technologies.”
Ford has a leadership position in powertrain technologies such as six-speed automatic transmissions to simultaneously boost performance and fuel economy without necessarily going to larger engines. This investment in technology is particularly appropriate in the SUV market, where Ford is increasing capability without resorting to larger-displacement engines that consume more fuel.
“The new V-8 and six-speed automatic drivetrain is a tremendous advantage for the 2007 Sport Trac,” says Raj Nair, SUV and Body-on-Frame Vehicles executive director. “Not only does it offer more power, more refinement and better fuel economy, but it also offers increased utility. The additional power output delivers impressive payload capacity and towing capacity – up to 1,450 pounds and 6,800 pounds, respectively.”
4.6-liter V-8 with variable cam timing, provide Explorer with best-in-class power
For Sport Trac enthusiasts, the most significant powertrain improvement will be the introduction of the V-8 engine.
“Customers have been asking for a V-8 since day one,” says Bryan Olson, Sport Trac marketing manager. “These customers want the added capability and towing capacity, as well as the power and performance that only a V-8 can deliver.”
The new 4.6-liter V-8 features three-valves per cylinder and single overhead cams with variable cam timing. These features are common with the highly lauded 2005 Ford Mustang GT as well as the 5.4-liter V-8 in the F-Series pickups and Expedition. With the introduction of the 2006 Explorer and 2007 Sport Trac, Ford Motor Company is approaching one million three-valve V-8s produced. This multi-application approach to Ford’s “modular” V-8s delivers benefits in manufacturing efficiencies, proven customer reliability and performance.
In the Sport Trac, the 4.6-liter V-8 delivers 292 horsepower at 5,570 rpm, and 300 pound-feet of torque at 3,950 rpm.
The three-valve heads enable a higher compression ratio on regular grade 87 Octane gasoline. Two of each cylinder’s three valves are intake valves, because more airflow into the engine means more power output. A new, tuned-length exhaust manifold offers optimized exhaust flow to help scavenge burned gases from the cylinders.
The three-valve heads feature center-mounted spark plugs that offer three benefits:
Placing the spark plug in the center of the cylinder provides symmetrical flame for more complete fuel combustion. This extracts more power from the engine while decreasing the amount of unconsumed fuel in the exhaust system, resulting in low emissions
A longer and narrower spark plug design enabled powertrain engineers to use larger-diameter valves, for increased economy and performance
The compact coil-on-plug ignition system enables the powertrain control module (PCM) to more precisely control the spark, again for improved efficiency
The three-valve heads are smaller and lighter than equivalent four-valve heads. Their large dual-intake ports provide a direct path to the twin intake valves for better airflow at peak engine speeds. At lower speeds and loads, a charge motion control valve (CMCV) closes, increasing air velocity and in-cylinder motion for optimum fuel economy. Likewise, lightweight intake and exhaust valves reduce inertia for high-speed performance capability, while enabling lower friction for fuel economy. The cylinder heads are capped with lightweight magnesium cam covers that help suppress valvetrain noise.
The ABCs of VCT
Variable camshaft timing (VCT) plays an important part in generating more power as well as improving efficiency and reducing emissions.
The VCT system allows up to 50 degrees of cam variation in relation to the crankshaft angle. Ford’s “dual-equal” variable cam timing design shifts the timing of both the intake and exhaust valves together, with a single camshaft per cylinder head. This provides all the benefits of variable valve timing – but creates far less complexity and adds less weight than VCT systems that actuate the intake valves separately.
The cam in each cylinder head operates both sets of valves using low-profile roller-finger followers, helping reduce friction. The powertrain control module (PCM) directs solenoids to alter the oil flow in the hydraulic cam timing mechanism, which rotates the camshafts in relation to their drive sprockets. The unit can shift between fully advanced and fully retarded in milliseconds.
The result is enhanced efficiency under low-load conditions, such as at idle or highway cruising, and increased power for brisk acceleration for times at high demand.
Class-leading six-speed automatic transmission
The 4.6-liter V-8 comes standard with a new six-speed 6R automatic transmission, introducing transmission technology normally found only in luxury vehicles to the Sport Utility Truck market.
For the best possible shift quality, each 6R transmission is bench tested at Ford’s Livonia ( Mich.) Transmission Plant. There, the transmission build quality is verified, detecting even minute variabilities in the manufacturing process which would normally lead to changes in shift feel. However, the 6R’s electronic controller is programmed with its own unique software to account for these variances, producing smooth, precisely controlled shifts that improve durability and customer satisfaction.
The electronically controlled transmission offers the smooth shift quality of a luxury car, but is fully tested for heavy-duty use. Not only does it execute shifts seamlessly, but it also contributes to the impressive towing capacity of the V-8 drivetrain. For example, the torque-converter assembly features three friction plates with improved durability and increased cooling flow for heavy-duty, high-load use.
For the first time on Sport Trac, the transmission selector is mounted on the center console (rather than the steering column). Configured in this way, the transmission can be shifted manually with crisp response, thanks to complete electronic solenoid control of the clutch elements. Lastly, focalized transmission mounts mean an even greater reduction in NVH levels.The 6R has a 6.04:1 gear-ratio span, compared to the V-6 model’s five-speed 5R55W5 automatic with a span in the range of 4.5:1. The wide ratio span and the extra gear of the 6R enable the engine to spend more time in the optimum powerband: either at peak power for acceleration, or at peak efficiency for more fuel economy.
The 4.6-liter overhead-cam V-8 delivers 292 horsepower and is expected to deliver more than 20 miles per gallon on the highway. In addition, the Sport Trac’s new V-8 engine meets federal Tier II Bin 5 standards, which is compliant with California’s Low Emissions Vehicle II (LEV II) standards.
Cleaner emissions on standard V-6 engine
The 4.0-liter V-6 features single-overhead cams and two valves per cylinder. For 2007, it’s rated at 210 horsepower at 5,100 rpm and 254 pound-feet of torque at 3,700 rpm. The torque curve is designed to be relatively flat across the entire engine range and to provide strong performance at nearly any engine speed. An equal-length composite plastic intake system improves sound quality.
New camshafts and spark plugs contributed to a 50 percent improvement in idle quality. Also, new engine calibrations and improved emissions controls cut smog-forming emissions by 74 percent.
“The new design reduces the complexity and cost of emissions controls while making a substantial cut in NOx emissions,” says emissions system manager Joel Beltramo.
The new system cuts emissions of nitrous oxides to 3.6 pounds per 15,000 miles, from 14.2 pounds by its predecessor – a 74 percent reduction. As a result, the 2007 Sport Trac with the standard V-6 engine is certified to the same federal tailpipe emissions standards as Ford Escape Hybrid.
To achieve the emissions reduction, the catalyst assemblies were moved closer to the engine’s exhaust manifolds because “hotter is better” for neutralizing NOx and other exhaust gasses. The air-fuel mixture of the V-6 was also recalibrated to stay in the catalyst systems’ “sweet spot,” with no loss of horsepower, torque or fuel economy.
The V-6 engine comes with a five-speed automatic transmission. The wide-ratio five-speed 5R55W provides good acceleration and fuel economy. In addition, the 5R55W has a single aluminum transmission casting that greatly reduces NVH and powertrain bending at higher speeds. To reduce noise, it utilizes a quieter oil pump and planetary gear designs.
Full-featured Control Trac® four-wheel drive delivers automatic torque split, and a transfer case with gear-reducing low range
Sport Trac 4x4 models now feature the advanced Control Trac® four-wheel-drive system. It includes electronic logic, automatic torque transfer, and a two-speed transfer case with a locking center differential.
Unlike competitive systems, Control Trac® operates automatically, and only when additional traction is needed. This increases safety and security without compromising fuel economy or NVH. This makes the new Control Trac system a big advantage for the Sport Trac, according to John Davis, Sport Trac vehicle engineering manager:
“Most of the compact trucks offer a fairly simple, mechanical part-time four-wheel-drive system. These systems require some sort of operator input to engage them. And when four-wheel drive is engaged, most are not suitable for driving on partially dry pavement.
“The Honda Ridgeline offers an automatic torque split, but it is front-wheel biased, meaning power is transferred from the front-wheels back. And it lacks a low-range for heavy-duty use.”
* Electronic-shift, full-time 4WD optional on SLT and Lariat models with automatic transmissions.
Control Trac® allows a driver to select between three driving modes:
The 4x4 AUTO (or A4WD) mode provides full power to the rear axle until the rear wheels begin to slip. Then power is automatically proportioned to the front axle as required for increased traction. This mode is appropriate for any driving condition.
The 4x4 HIGH (4H) mode effectively locks the center differential, providing a constant 50/50 torque split between the front and rear axles. It is intended only for severe winter or off-road conditions, such as deep snow, ice and shallow sand.
The 4x4 LOW (4L) mode locks the transfer case and engages a torque-multiplying gear set in the transfer case. It is intended only for off-road applications that require extra power, including deep sand, steep grades, and towing a boat trailer out of water.
These powertrain changes help Sport Trac retain its leadership in the four-door, sport-utility truck category it created. By continuing to offer genuine truck capability to tow or go off-road without compromising fuel economy, refinement, or performance, the Sport Trac remains the benchmark of its class.
* Electronic-shift, full-time optional on SLT and Lariat with automatic transmission.
Originally Posted by Page 2
Sport Trac offers class-exclusive amenities and class-leading accommodations
Longer wheelbase and wider track deliver class-leading interior accommodations, including the most rear legroom in its competitive set
Interior appointments shared with the 2006 Explorer, inspired by the “tough luxury” of the Ford F-150
High-end available amenities include power-adjustable pedals, two-tone leather seating, 10-way power-adjustable front seats, and heated windshield
NVH improvements deliver class-leading interior quietness
Most Sport Trac competitors are based on compact pickups, and as such feature utilitarian interiors commensurate with starting prices less than $15,000.
By comparison, the 2007 Sport Trac’s all-new interior features the same level of craftsmanship, materials quality, and refinement as the 2006 Explorer. The result sets the standard for this class that the competition will be hard-pressed to match.
Those are not the only standards set by the Sport Trac. In addition, it offers the most legroom in its class, the quietest interior, and amenities like power-adjustable pedals, floor-mounted shifter, redundant steering wheel controls, MP3 audio, two-tone leather seating surfaces, and a heated windshield.
Wider track and longer wheelbase deliver class-leading accommodations
For 2007, the all-new Sport Trac increases in size, with the wheelbase stretching to 130.5 inches – 4.5 inches longer than the previous Sport Trac, and 16.8 inches longer than the 2006 Explorer. In addition, the front track increased 2.4 inches, to 60.9 inches, and the rear track has increased 3.5 inches, to 61.8. As a result, the Sport Trac offers a more spacious interior, including the most rear legroom and combined legroom in its class:
Rear legroom
Combined legroom
2007 Sport Trac:
36.8 in
79.3 in.
2005 Toyota Tacoma Double Cab:
32.6 in.
74.3 in.
2005 Nissan Frontier Crew Cab:
33.6 in.
76.0 in.
2005 Chevrolet Colorado Crew Cab:
34.8 in.
78.8 in.
2005 Dodge Dakota Quad Cab:
36.4 in.
78.3 in.
2006 Honda Ridgeline:
36.4 in.
77.2 in.
In addition, Sport Trac offers up to two inches more front and rear shoulder room than most of its competitors.
Not all of the package improvements are visible, however. The 2007 Explorer Sport Trac features a class-leading suite of safety features (see the Safety Section for complete details), many of which were incorporated into the interior without compromising passenger accommodations.
Sport Trac interior shared with Explorer, inspired by F-150
The 2007 Sport Trac continues Ford Motor Company’s increased investment in– and attention to – interior quality. As such, the Sport Trac advances the interior renaissance first started by the 2004 Ford F-150.
“The introduction of ‘tough luxury’ on the latest Ford F-150 completely changed the rules for pickup truck interiors,” says Peter Horbury, vice president, Design. “People are spending much more time in their vehicles, so they expect more of the comfort, style and amenities from homes to be offered in vehicle interiors.”
Before the introduction of the current Ford F-150, truck interiors were Spartan, utilitarian spaces with tradesmen sensibilities. Good truck interiors were not judged by craftsmanship and materials quality, but rather by how easy it was to switch gears and use controls while wearing heavy work gloves.
“We really pushed the envelope of what a truck interior could be with the 2004 F-150,” says Pat Schiavone, design director of Ford Truck North America when the F-150 and 2007 Sport Trac were designed (Schiavone is now responsible for Ford car design). “The F-150 interiors featured a bold confidence and tough, visual strength necessary for a pickup. However, they also added a level of sophistication and craftsmanship that was unheard of in a pickup.”
According to Chelsia Lau, Explorer Sport Trac design director, the Explorer and Sport Trac advance the F-150 interior themes, resulting in an interior that feels both more rugged and more refined:
“The interior really defines the ‘tough luxury’ theme. The overall design has a clean and modern feel. Instrumentation has an intuitive layout and functional features are accentuated by strong geometric shapes. A prominent center stack makes a bold statement that echoes the exterior power bulge. Deeper, more expressive grains enhance the visual and tactile quality.”
The influence of the F-150 design can be seen on specific items, such as the bright-ringed gauges on the instrument panel and the circular air vents. It’s also very evident in the flow-through center console, with the prominent center-stack, clean symmetrical control and floor-mounted shift lever – a first for Sport Trac.
Tough luxury amenities include Tuflor rubber floor boards, two-tone leather seats, and heated windshield
The Sport Trac is available in two series: XLT and Limited. Both models feature a mix of rugged materials and class-exclusive amenities, furthering the “tough luxury” concept.
For example, the new Sport Trac retains a hallmark of the original model, with Tuflor™ floor covering. This rugged material offers hose-out, wipe-down convenience from muddy or snow-covered boots.
Sport Trac XLT models feature cloth seats trimmed in Camel or Light Stone, and a dark dot-matrix trim on the dash and interior door trim.
Limited models are available with exclusive two-tone cloth or leather-trimmed seats, and a more technical, carbon-matte finish on the interior trim. Limited buyers can also select available heated front seats and 10-way power-adjustable driver’s seat to fine-tune their seating comfort.
Sport Trac can also be had with an available heated windshield, a class-exclusive feature usually found only on high-end SUVs such as the Range Rover LR3.
The heated windshield features 548 micro-thin (.0009 inches) tungsten heating elements embedded in the glass. Electrical current passes through these elements, for almost instant windshield defrosting on icy winter mornings.
Finally, the standard CD player with MP3 compatibility can be upgraded to the available six-disc, in-dash CD player with powered subwoofer. For the ultimate in radio content, either AM/FM-stereo/CD audio system can upgraded with an integrated SIRIUS satellite-radio receiver.
Dramatically improved seating comfort, exclusive power-adjustable pedals, and impressive interior quietness
As traffic congestion gets worse, Explorer owners seek more comfort as they typically have longer commutes and drive farther on weekend excursions.
“One of the most consistent things all Sport Trac owners have in common is they spend a lot of time on the road,” says Barry Redler , Ford SUV group marketing manager. “Their average commute is 70 miles round-trip every day, and they routinely take longer road trips, spending an average of 300-500 miles on the road at a stretch. Seating comfort, quietness and other amenities are vitally important to make the ride more pleasant for all passengers.”
The front bucket seats are all new, designed to take advantage of the additional cabin room for enhanced comfort for drivers and passengers. A new seat foam offers a better balance between initial cushion and firmness – a critical factor for long-term comfort behind the wheel.
The seat frames feature improved seat travel. Combined with the available power-adjustable pedals – exclusive in this segment – and tilting steering wheel, the Sport Trac can now be easily tailored to drivers ranging from the two-percentile female (4’ 11” tall) to the 99th- percentile male (6’ 5” tall).
The new front seat frames also benefit back-seat passengers. The seat frames are set wider, and with a higher clearance, offering a more comfortable footwell for those riding in the back.
The 60/40-split rear bench seat can seat three people comfortably. When not in use, the rear seats feature articulating headrests that flip forward for improved rearward visibility. The seat backs also flip forward for cargo carrying.
Finally, the Sport Trac also benefits from the same comprehensive approach to NVH that delivered class-leading quietness for the 2006 Explorer. The NVH team focused on every aspect of the vehicle, from the exterior, interior, chassis, and powertrain to quell noise, vibration and harshness. The result produces an interior that is five decibels quieter than the 2006 Honda Ridgeline in internal Ford testing (see NVH feature story for complete details).
Longer wheelbase and wider track deliver class-leading interior accommodations, including the most rear legroom in its competitive set
Interior appointments shared with the 2006 Explorer, inspired by the “tough luxury” of the Ford F-150
High-end available amenities include power-adjustable pedals, two-tone leather seating, 10-way power-adjustable front seats, and heated windshield
NVH improvements deliver class-leading interior quietness
Most Sport Trac competitors are based on compact pickups, and as such feature utilitarian interiors commensurate with starting prices less than $15,000.
By comparison, the 2007 Sport Trac’s all-new interior features the same level of craftsmanship, materials quality, and refinement as the 2006 Explorer. The result sets the standard for this class that the competition will be hard-pressed to match.
Those are not the only standards set by the Sport Trac. In addition, it offers the most legroom in its class, the quietest interior, and amenities like power-adjustable pedals, floor-mounted shifter, redundant steering wheel controls, MP3 audio, two-tone leather seating surfaces, and a heated windshield.
Wider track and longer wheelbase deliver class-leading accommodations
For 2007, the all-new Sport Trac increases in size, with the wheelbase stretching to 130.5 inches – 4.5 inches longer than the previous Sport Trac, and 16.8 inches longer than the 2006 Explorer. In addition, the front track increased 2.4 inches, to 60.9 inches, and the rear track has increased 3.5 inches, to 61.8. As a result, the Sport Trac offers a more spacious interior, including the most rear legroom and combined legroom in its class:
Rear legroom
Combined legroom
2007 Sport Trac:
36.8 in
79.3 in.
2005 Toyota Tacoma Double Cab:
32.6 in.
74.3 in.
2005 Nissan Frontier Crew Cab:
33.6 in.
76.0 in.
2005 Chevrolet Colorado Crew Cab:
34.8 in.
78.8 in.
2005 Dodge Dakota Quad Cab:
36.4 in.
78.3 in.
2006 Honda Ridgeline:
36.4 in.
77.2 in.
In addition, Sport Trac offers up to two inches more front and rear shoulder room than most of its competitors.
Not all of the package improvements are visible, however. The 2007 Explorer Sport Trac features a class-leading suite of safety features (see the Safety Section for complete details), many of which were incorporated into the interior without compromising passenger accommodations.
Sport Trac interior shared with Explorer, inspired by F-150
The 2007 Sport Trac continues Ford Motor Company’s increased investment in– and attention to – interior quality. As such, the Sport Trac advances the interior renaissance first started by the 2004 Ford F-150.
“The introduction of ‘tough luxury’ on the latest Ford F-150 completely changed the rules for pickup truck interiors,” says Peter Horbury, vice president, Design. “People are spending much more time in their vehicles, so they expect more of the comfort, style and amenities from homes to be offered in vehicle interiors.”
Before the introduction of the current Ford F-150, truck interiors were Spartan, utilitarian spaces with tradesmen sensibilities. Good truck interiors were not judged by craftsmanship and materials quality, but rather by how easy it was to switch gears and use controls while wearing heavy work gloves.
“We really pushed the envelope of what a truck interior could be with the 2004 F-150,” says Pat Schiavone, design director of Ford Truck North America when the F-150 and 2007 Sport Trac were designed (Schiavone is now responsible for Ford car design). “The F-150 interiors featured a bold confidence and tough, visual strength necessary for a pickup. However, they also added a level of sophistication and craftsmanship that was unheard of in a pickup.”
According to Chelsia Lau, Explorer Sport Trac design director, the Explorer and Sport Trac advance the F-150 interior themes, resulting in an interior that feels both more rugged and more refined:
“The interior really defines the ‘tough luxury’ theme. The overall design has a clean and modern feel. Instrumentation has an intuitive layout and functional features are accentuated by strong geometric shapes. A prominent center stack makes a bold statement that echoes the exterior power bulge. Deeper, more expressive grains enhance the visual and tactile quality.”
The influence of the F-150 design can be seen on specific items, such as the bright-ringed gauges on the instrument panel and the circular air vents. It’s also very evident in the flow-through center console, with the prominent center-stack, clean symmetrical control and floor-mounted shift lever – a first for Sport Trac.
Tough luxury amenities include Tuflor rubber floor boards, two-tone leather seats, and heated windshield
The Sport Trac is available in two series: XLT and Limited. Both models feature a mix of rugged materials and class-exclusive amenities, furthering the “tough luxury” concept.
For example, the new Sport Trac retains a hallmark of the original model, with Tuflor™ floor covering. This rugged material offers hose-out, wipe-down convenience from muddy or snow-covered boots.
Sport Trac XLT models feature cloth seats trimmed in Camel or Light Stone, and a dark dot-matrix trim on the dash and interior door trim.
Limited models are available with exclusive two-tone cloth or leather-trimmed seats, and a more technical, carbon-matte finish on the interior trim. Limited buyers can also select available heated front seats and 10-way power-adjustable driver’s seat to fine-tune their seating comfort.
Sport Trac can also be had with an available heated windshield, a class-exclusive feature usually found only on high-end SUVs such as the Range Rover LR3.
The heated windshield features 548 micro-thin (.0009 inches) tungsten heating elements embedded in the glass. Electrical current passes through these elements, for almost instant windshield defrosting on icy winter mornings.
Finally, the standard CD player with MP3 compatibility can be upgraded to the available six-disc, in-dash CD player with powered subwoofer. For the ultimate in radio content, either AM/FM-stereo/CD audio system can upgraded with an integrated SIRIUS satellite-radio receiver.
Dramatically improved seating comfort, exclusive power-adjustable pedals, and impressive interior quietness
As traffic congestion gets worse, Explorer owners seek more comfort as they typically have longer commutes and drive farther on weekend excursions.
“One of the most consistent things all Sport Trac owners have in common is they spend a lot of time on the road,” says Barry Redler , Ford SUV group marketing manager. “Their average commute is 70 miles round-trip every day, and they routinely take longer road trips, spending an average of 300-500 miles on the road at a stretch. Seating comfort, quietness and other amenities are vitally important to make the ride more pleasant for all passengers.”
The front bucket seats are all new, designed to take advantage of the additional cabin room for enhanced comfort for drivers and passengers. A new seat foam offers a better balance between initial cushion and firmness – a critical factor for long-term comfort behind the wheel.
The seat frames feature improved seat travel. Combined with the available power-adjustable pedals – exclusive in this segment – and tilting steering wheel, the Sport Trac can now be easily tailored to drivers ranging from the two-percentile female (4’ 11” tall) to the 99th- percentile male (6’ 5” tall).
The new front seat frames also benefit back-seat passengers. The seat frames are set wider, and with a higher clearance, offering a more comfortable footwell for those riding in the back.
The 60/40-split rear bench seat can seat three people comfortably. When not in use, the rear seats feature articulating headrests that flip forward for improved rearward visibility. The seat backs also flip forward for cargo carrying.
Finally, the Sport Trac also benefits from the same comprehensive approach to NVH that delivered class-leading quietness for the 2006 Explorer. The NVH team focused on every aspect of the vehicle, from the exterior, interior, chassis, and powertrain to quell noise, vibration and harshness. The result produces an interior that is five decibels quieter than the 2006 Honda Ridgeline in internal Ford testing (see NVH feature story for complete details).
Originally Posted by Page 3
New Sport Trac’s adventurous design balances people and cargo, form and function
New Sport Trac retains core elements, such as nostrils in front grille, integrated cab and cargo box, bed-rail tie downs and cargo-box powerpoint
B-pillar forward shared with 2006 Explorer, including chrome-finished grille
Profile defined by sweeping C-pillar, large wheel arches, and available 18-inch wheels
37.5-cubic foot composite bed features three integrated storage bins in the load floor, and the strongest D-pillar in Ford Motor Company
Bed and available Cargo Cage bed extender and hard tonneau cover tested to meet Built Ford Tough standards
One of the most remarkable aspects of the 2007 Explorer Sport Trac is its fully integrated, cohesive design. The new Sport Trac does not look like an SUV with the roof chopped off, nor does it look like a four-door version of a compact pickup.
“The 2007 Sport Trac looks like it started with a white sheet of paper, rather than a modification of an existing design,” says Scott Strong, design director, Ford SUV and Crossovers. “The team built off the strengths of the 2006 Explorer design, without it looking like pieces that were cut and pasted.”
The Sport Trac features carryover Explorer components from the B-pillar forward. From the B-pillar back, Sport Trac is completely unique, with full rear doors and a 37.5-cubic-foot composite cargo bed. To balance cargo volume and people space, engineers stretched the wheelbase to 130.5 inches – 4.5 inches longer than the previous Sport Trac, and 16.7 inches longer than the 2006 Explorer.
Designers used two tools to create a balanced, unified design: First, designers paid painstaking attention to details, such as matching the cargo bed contours to those of the doors and front quarter panels, creating a consistent play of light and shadows across the profile; second, designers agreed that form and function had to be equally important.
“That’s true of any good design,” says Chelsia Lau, Explorer Sport Trac design director. “The forms and shapes must convey the character and intent of the design. However, they must also contribute to the function and performance of the product.”
This was particularly true with Sport Trac. Current owners clearly love the distinctive, functional design of their Sport Tracs.
“Sport Trac buyers have no use for simple ornamentation,” says Barry Redler, SUV Group Marketing Manager. “They use the tie downs, the roof rails and the rubber interior floor on a regular basis, so functionality is just as important as form to Sport Trac owners.”
Chrome grille bracketed by twin “nostrils” defines the face of the 2007 Sport Trac
The design story for the 2007 Sport Trac begins with the front fascia. Both XLT and Limited versions of the Sport Trac feature the same, chrome-finished, three-bar grille.
The twin nostrils flanking the grille opening are a core design element for the Sport Trac, introduced on the original 2001 model. In addition, the nostrils and four-bar element visually connect the new Sport Trac to the Ford Truck family, as a similar design vocabulary is evident on some F-Series and Super Duty models.
“This grille really connects Sport Trac to the ‘tough luxury’ aspect of Ford Motor Company trucks,” says Lau. “The bold design symbolizes the strength and capability of the Sport Trac, but the chrome-finish and elegant execution deliver an underlying tone of sophistication that really gives this truck an aspirational quality.”
Adding to the grille’s prominence is a chiseled chamfer, or “ribbon,” that runs along either side of the aluminum hood’s powerdome. The ribbon begins near the base of the windshield and runs forward, following the power bulge as it cascades to meet the grille. On its downward run, the ribbon flanks the grille opening until reaching the top of the bumper. The hood is a great indicator of the Sport Trac’s first V-8, a 292-horsepower, 4.6-liter 3-valve engine under the hood.
Flanking the grille are new dual-beam headlamps. The rounded areas for each beam’s reflectors continue the geometric theme of the grille, while the turn signals “bite” into the fascia, creating a signature look for the Explorer family.
The bumper features a central overrider section, to accommodate longer front frame rails for improved safety protection. This overrider creates a tailored, athletic appearance by lessening front overhang at the corners.
The strong vertical elements of the front fascia further emphasize the Sport Trac’s wider track. Compared to the previous Sport Trac, the front track has increased 2.4 inches, to 60.9 inches. The rear track has increased 3.5 inches, to 61.8. In addition to creating more interior space, this wider footprint helps balance the proportions of the new model, and establishes a strong, planted stance. The increased stance works with strong design elements, such as pronounced wheel arches and large wheels, to give the new Sport Trac an athletic, capable image from any viewpoint.
Attention to detail creates a balanced, integrated profile
While the chrome-finished grille defines the face of the new Sport Trac, the profile is defined by the C-pillar. The Sport Trac’s C-pillar represents the line of demarcation, creating a dedicated volume for passengers, and another for cargo. The C-pillar features a smooth arch connecting the cabin and cargo box, which continues up over the rear door panel.
This design detail is the hallmark of the Sport Trac, setting it apart from the utilitarian design of most four-door pickups, which have squared-off, vertical separations between the bed and cab. Yet, the Sport Trac design team never considered creating an integrated cabin and bed. They felt such a design was too carlike, and out of context with the Sport Trac’s character. Instead, the team took advantage of the separation to accentuate the truck functionality of the Sport Trac.
“We established a strong theme with the C-pillar on the first Sport Trac,” says Lau. From the profile, it’s clear the Sport Trac is one-half truck and one-half SUV. Most competitors emphasize cargo capacity, with the second-row seats designed for occasional use.”
The long 130.5-inch wheelbase enabled designers to provide equal emphasis on passenger comfort and cargo volume. In fact, Sport Trac offers the most second-row legroom its class, and the most front and rear combined legroom in its class (see interior section of statistics).
In addition, the profile exhibits the craftsmanship and attention to detail that sets the Sport Trac apart from its competitors.
“Our freedom was from the B-pillar back,” says Lau. “So we spent a great deal of time integrating the bed and cab to create the balanced proportions and complementary interactions of light and shadow.”
First, the team raised the bed height, so that it created a smooth, vertical plane from the cowl through the beltline and into the bed rails. Strong, pronounced rear wheel arches and fender flares match those of the front quarter panel. The contour of the rear quarter panels was carefully refined, creating a consistent light reflection across the full profile.
The taller bed rail also helps balance the proportions of front and rear quarter panels, minimizing the effect of the lengthened wheelbase. The wheelbase is further masked by the integration of the runningboards and roof rails.
“The roof rails and step bars have a much larger section than before, and a more robust design,” says Lau. “They work in harmony with the chamfered line connecting the wheel wells, and connect the front and rear of the vehicle.”
Here, too, the larger wheels and wheel arches help create a balanced, planted stance. The standard wheels are 16 x 7 inches, wrapped in P235/70R16 tires. For the first time, the Sport Trac is also available with 17-inch or 18-inch wheels.
In addition, the bed features three integrated tie-down cleats on each bed rail. This is another core design element of Sport Trac, and serves both an aesthetic and functional purpose. The tie downs are larger than before, and have a stronger, more robust form language that adds visual interest to the bed rails. In addition, the cleats feature a wider span, so they can more easily accommodate larger-diameter ropes and tie-down hooks.
The runningboards feature rubber uppers that incorporate raised plates, dubbed “chiclets” by the design team. These rectangular pads serve a dual purpose, creating visual interest and providing addition traction when the rails may be wet or muddy.
Rear fascia continues attention to detail
These dual-purpose chiclets are also featured on the Sport Trac’s rear step bumper.
The first true bumper fascia on a pickup box contributes to the clean, integrated design of the Sport Trac.
Traditional pickup trucks hang a “floating” bumper from the frame. Because of manufacturing tolerances and the potential for body flex, there can be up to an inch of margin, or gap, between the bumper and body. The Sport Trac’s bumper fascia is cleanly integrated, wrapping around the bumper corners and into the cargo box, contributing to the “tough luxury” theme.
The tailgate also contributes to the attractive detailing of the Sport Trac. The carryover tailgate from the F-150 Styleside is bracketed by geometric lamps similar to those on the full-size truck. The white reverse lights are set on the same vertical plane as the tailgate’s large blue oval and “candy bar” nameplate.
“These are not arbitrary, random graphics,” says Strong. “This is another example of using subtle unifying design elements to complete the design. You don’t really notice them on the first glance. But, they still give strength to the design, much like the belt you wear with your suit.”
Profile on Chelsia Lau, design director, Explorer Sport Trac:
Chelsia Lau served as the design director for the Explorer family, overseeing the creation of the 2006 Explorer, and then the adaptation of the Explorer design to fit the 2007 Sport Trac.
“With the Sport Trac, half of the vehicle was already designed. Our flexibility was limited to the B-pillar back. Although we started with an existing architecture and design elements, we were able to produce a vehicle that is uncompromised, and has its own distinctive character.
“It’s really a functional difference between Explorer and Sport Trac. Both offer similar, capable outdoor characters. But Explorer is more focused on carrying people, where Sport Trac places equal emphasis on cargo and people.
“They share a lot of the same vocabulary, but we accentuated different characteristics. Both are capable, rugged, and adventurous vehicles. The Sport Trac really emphasizes the fun and adventure that are more subdued in Explorer. If Explorer is at home parked in front of a ski lodge in Aspen, the Sport Trac is parked next to the surf at Long Beach.”
For Lau, this sense of fun and adventure also sets the Sport Trac apart from its competitive set:
“There’s much more drama in the Sport Trac design. I think when people look at Sport Trac, they see fun and adventure and excitement. Most pickups are still utilitarian designs. They look like tools, intended more for work than for recreation.”
Composite bed tested to Built Ford Tough standards
Although the Sport Trac design features a great deal of refinement and detailing, it is not merely a pretty face. The Sport Trac has been tested to the same Built Ford Tough standards of every Ford pickup, from the Ranger to the F-350 Super Duty. In addition to off-road and towing validation, the Sport Trac is subject to a battery of tests to verify the strength of its cargo box.
As with the original Sport Trac, the new model features a rust-proof, dent-proof composite bed. The entire box – with the exception of the F-150’s tailgate – is constructed of sheet-molded composite (SMC). This delivers an estimated 20 percent weight savings over a traditional steel box. As before, the Sport Trac features a 12-volt powerpoint in the cargo bed.
Ford engineers developed a complete battery of tests to validate the durability of the composite bed. These tests include:
The Drum Drop: A full, 55-gallon drum is dropped on the bed from a height of 10 inches, to validate the strength and resistance to cracking of the bed floor
Two Fat Farmers: Two 300-pound sandbags are set on top of the bed rails, to verify that the bed rails will not deform under excessive loads
The Hay Bale test: The bed is overloaded with square and round bales of hay, to test the side rails rigidity, and the ability of the D-pillar to resist deformation
“We really set out to break the cargo box,” says Ryan Delaney, Sport Trac structures engineer for the cargo bed. “Verifying how it performs under severe abuse helps ensure that the bed will survive most customer use.”
These tests validated the benefits of the new, hydroformed D-pillar – a U-shaped steel beam that encircles the tailgate. This patent-pending design proved to be the strongest, stiffest design in Ford Motor Company’s portfolio. In addition, the new design reduces the number of parts from 15 to eight, and saves seven pounds compared with a traditional D-pillar made of stamped-steel components.
Also patent-pending is the manufacturing process for the inner panels. There are four main components of the bed: The floor panel, the headboard panel, and two side panels. Molded into these panels are three concealed storage bins. One large bin runs the width of the headboard, while two smaller bins are tucked just behind each of the wheel wells, each large enough to hold eight 12-ounce cans.
The rear bins feature protective skids and recessed knobs to help protect the latch mechanisms. The headboard bin features a remote access latch tucked into the driver’s-side bed rail. The remote cable release and a gas strut enable owners to easily open the bin from outside the cargo box. All three bins feature sealed lids and an integrated trough system that help prevent water from entering the bins. The lids pass Ford’s 20-minute soak test, which simulates a car wash or heavy downpour.
To verify the durability of the bins, engineers loaded the Sport Trac bed with loads of gravel, top soil, and sand well past the payload rating for an F-250, in an attempt to push the bins past the breaking point. However, the lids survived without cracking, and opened easily, despite the seams being packed with debris.
“It’s a tough little truck,” says Delaney.
Even the Sport Trac’s available Cargo Cage bed extender and water-resistant hard tonneau cover were subjected to a battery of durability tests to verify their strength, corrosion resistance, and wear under severe abuse.
New Sport Trac retains core elements, such as nostrils in front grille, integrated cab and cargo box, bed-rail tie downs and cargo-box powerpoint
B-pillar forward shared with 2006 Explorer, including chrome-finished grille
Profile defined by sweeping C-pillar, large wheel arches, and available 18-inch wheels
37.5-cubic foot composite bed features three integrated storage bins in the load floor, and the strongest D-pillar in Ford Motor Company
Bed and available Cargo Cage bed extender and hard tonneau cover tested to meet Built Ford Tough standards
One of the most remarkable aspects of the 2007 Explorer Sport Trac is its fully integrated, cohesive design. The new Sport Trac does not look like an SUV with the roof chopped off, nor does it look like a four-door version of a compact pickup.
“The 2007 Sport Trac looks like it started with a white sheet of paper, rather than a modification of an existing design,” says Scott Strong, design director, Ford SUV and Crossovers. “The team built off the strengths of the 2006 Explorer design, without it looking like pieces that were cut and pasted.”
The Sport Trac features carryover Explorer components from the B-pillar forward. From the B-pillar back, Sport Trac is completely unique, with full rear doors and a 37.5-cubic-foot composite cargo bed. To balance cargo volume and people space, engineers stretched the wheelbase to 130.5 inches – 4.5 inches longer than the previous Sport Trac, and 16.7 inches longer than the 2006 Explorer.
Designers used two tools to create a balanced, unified design: First, designers paid painstaking attention to details, such as matching the cargo bed contours to those of the doors and front quarter panels, creating a consistent play of light and shadows across the profile; second, designers agreed that form and function had to be equally important.
“That’s true of any good design,” says Chelsia Lau, Explorer Sport Trac design director. “The forms and shapes must convey the character and intent of the design. However, they must also contribute to the function and performance of the product.”
This was particularly true with Sport Trac. Current owners clearly love the distinctive, functional design of their Sport Tracs.
“Sport Trac buyers have no use for simple ornamentation,” says Barry Redler, SUV Group Marketing Manager. “They use the tie downs, the roof rails and the rubber interior floor on a regular basis, so functionality is just as important as form to Sport Trac owners.”
Chrome grille bracketed by twin “nostrils” defines the face of the 2007 Sport Trac
The design story for the 2007 Sport Trac begins with the front fascia. Both XLT and Limited versions of the Sport Trac feature the same, chrome-finished, three-bar grille.
The twin nostrils flanking the grille opening are a core design element for the Sport Trac, introduced on the original 2001 model. In addition, the nostrils and four-bar element visually connect the new Sport Trac to the Ford Truck family, as a similar design vocabulary is evident on some F-Series and Super Duty models.
“This grille really connects Sport Trac to the ‘tough luxury’ aspect of Ford Motor Company trucks,” says Lau. “The bold design symbolizes the strength and capability of the Sport Trac, but the chrome-finish and elegant execution deliver an underlying tone of sophistication that really gives this truck an aspirational quality.”
Adding to the grille’s prominence is a chiseled chamfer, or “ribbon,” that runs along either side of the aluminum hood’s powerdome. The ribbon begins near the base of the windshield and runs forward, following the power bulge as it cascades to meet the grille. On its downward run, the ribbon flanks the grille opening until reaching the top of the bumper. The hood is a great indicator of the Sport Trac’s first V-8, a 292-horsepower, 4.6-liter 3-valve engine under the hood.
Flanking the grille are new dual-beam headlamps. The rounded areas for each beam’s reflectors continue the geometric theme of the grille, while the turn signals “bite” into the fascia, creating a signature look for the Explorer family.
The bumper features a central overrider section, to accommodate longer front frame rails for improved safety protection. This overrider creates a tailored, athletic appearance by lessening front overhang at the corners.
The strong vertical elements of the front fascia further emphasize the Sport Trac’s wider track. Compared to the previous Sport Trac, the front track has increased 2.4 inches, to 60.9 inches. The rear track has increased 3.5 inches, to 61.8. In addition to creating more interior space, this wider footprint helps balance the proportions of the new model, and establishes a strong, planted stance. The increased stance works with strong design elements, such as pronounced wheel arches and large wheels, to give the new Sport Trac an athletic, capable image from any viewpoint.
Attention to detail creates a balanced, integrated profile
While the chrome-finished grille defines the face of the new Sport Trac, the profile is defined by the C-pillar. The Sport Trac’s C-pillar represents the line of demarcation, creating a dedicated volume for passengers, and another for cargo. The C-pillar features a smooth arch connecting the cabin and cargo box, which continues up over the rear door panel.
This design detail is the hallmark of the Sport Trac, setting it apart from the utilitarian design of most four-door pickups, which have squared-off, vertical separations between the bed and cab. Yet, the Sport Trac design team never considered creating an integrated cabin and bed. They felt such a design was too carlike, and out of context with the Sport Trac’s character. Instead, the team took advantage of the separation to accentuate the truck functionality of the Sport Trac.
“We established a strong theme with the C-pillar on the first Sport Trac,” says Lau. From the profile, it’s clear the Sport Trac is one-half truck and one-half SUV. Most competitors emphasize cargo capacity, with the second-row seats designed for occasional use.”
The long 130.5-inch wheelbase enabled designers to provide equal emphasis on passenger comfort and cargo volume. In fact, Sport Trac offers the most second-row legroom its class, and the most front and rear combined legroom in its class (see interior section of statistics).
In addition, the profile exhibits the craftsmanship and attention to detail that sets the Sport Trac apart from its competitors.
“Our freedom was from the B-pillar back,” says Lau. “So we spent a great deal of time integrating the bed and cab to create the balanced proportions and complementary interactions of light and shadow.”
First, the team raised the bed height, so that it created a smooth, vertical plane from the cowl through the beltline and into the bed rails. Strong, pronounced rear wheel arches and fender flares match those of the front quarter panel. The contour of the rear quarter panels was carefully refined, creating a consistent light reflection across the full profile.
The taller bed rail also helps balance the proportions of front and rear quarter panels, minimizing the effect of the lengthened wheelbase. The wheelbase is further masked by the integration of the runningboards and roof rails.
“The roof rails and step bars have a much larger section than before, and a more robust design,” says Lau. “They work in harmony with the chamfered line connecting the wheel wells, and connect the front and rear of the vehicle.”
Here, too, the larger wheels and wheel arches help create a balanced, planted stance. The standard wheels are 16 x 7 inches, wrapped in P235/70R16 tires. For the first time, the Sport Trac is also available with 17-inch or 18-inch wheels.
In addition, the bed features three integrated tie-down cleats on each bed rail. This is another core design element of Sport Trac, and serves both an aesthetic and functional purpose. The tie downs are larger than before, and have a stronger, more robust form language that adds visual interest to the bed rails. In addition, the cleats feature a wider span, so they can more easily accommodate larger-diameter ropes and tie-down hooks.
The runningboards feature rubber uppers that incorporate raised plates, dubbed “chiclets” by the design team. These rectangular pads serve a dual purpose, creating visual interest and providing addition traction when the rails may be wet or muddy.
Rear fascia continues attention to detail
These dual-purpose chiclets are also featured on the Sport Trac’s rear step bumper.
The first true bumper fascia on a pickup box contributes to the clean, integrated design of the Sport Trac.
Traditional pickup trucks hang a “floating” bumper from the frame. Because of manufacturing tolerances and the potential for body flex, there can be up to an inch of margin, or gap, between the bumper and body. The Sport Trac’s bumper fascia is cleanly integrated, wrapping around the bumper corners and into the cargo box, contributing to the “tough luxury” theme.
The tailgate also contributes to the attractive detailing of the Sport Trac. The carryover tailgate from the F-150 Styleside is bracketed by geometric lamps similar to those on the full-size truck. The white reverse lights are set on the same vertical plane as the tailgate’s large blue oval and “candy bar” nameplate.
“These are not arbitrary, random graphics,” says Strong. “This is another example of using subtle unifying design elements to complete the design. You don’t really notice them on the first glance. But, they still give strength to the design, much like the belt you wear with your suit.”
Profile on Chelsia Lau, design director, Explorer Sport Trac:
Chelsia Lau served as the design director for the Explorer family, overseeing the creation of the 2006 Explorer, and then the adaptation of the Explorer design to fit the 2007 Sport Trac.
“With the Sport Trac, half of the vehicle was already designed. Our flexibility was limited to the B-pillar back. Although we started with an existing architecture and design elements, we were able to produce a vehicle that is uncompromised, and has its own distinctive character.
“It’s really a functional difference between Explorer and Sport Trac. Both offer similar, capable outdoor characters. But Explorer is more focused on carrying people, where Sport Trac places equal emphasis on cargo and people.
“They share a lot of the same vocabulary, but we accentuated different characteristics. Both are capable, rugged, and adventurous vehicles. The Sport Trac really emphasizes the fun and adventure that are more subdued in Explorer. If Explorer is at home parked in front of a ski lodge in Aspen, the Sport Trac is parked next to the surf at Long Beach.”
For Lau, this sense of fun and adventure also sets the Sport Trac apart from its competitive set:
“There’s much more drama in the Sport Trac design. I think when people look at Sport Trac, they see fun and adventure and excitement. Most pickups are still utilitarian designs. They look like tools, intended more for work than for recreation.”
Composite bed tested to Built Ford Tough standards
Although the Sport Trac design features a great deal of refinement and detailing, it is not merely a pretty face. The Sport Trac has been tested to the same Built Ford Tough standards of every Ford pickup, from the Ranger to the F-350 Super Duty. In addition to off-road and towing validation, the Sport Trac is subject to a battery of tests to verify the strength of its cargo box.
As with the original Sport Trac, the new model features a rust-proof, dent-proof composite bed. The entire box – with the exception of the F-150’s tailgate – is constructed of sheet-molded composite (SMC). This delivers an estimated 20 percent weight savings over a traditional steel box. As before, the Sport Trac features a 12-volt powerpoint in the cargo bed.
Ford engineers developed a complete battery of tests to validate the durability of the composite bed. These tests include:
The Drum Drop: A full, 55-gallon drum is dropped on the bed from a height of 10 inches, to validate the strength and resistance to cracking of the bed floor
Two Fat Farmers: Two 300-pound sandbags are set on top of the bed rails, to verify that the bed rails will not deform under excessive loads
The Hay Bale test: The bed is overloaded with square and round bales of hay, to test the side rails rigidity, and the ability of the D-pillar to resist deformation
“We really set out to break the cargo box,” says Ryan Delaney, Sport Trac structures engineer for the cargo bed. “Verifying how it performs under severe abuse helps ensure that the bed will survive most customer use.”
These tests validated the benefits of the new, hydroformed D-pillar – a U-shaped steel beam that encircles the tailgate. This patent-pending design proved to be the strongest, stiffest design in Ford Motor Company’s portfolio. In addition, the new design reduces the number of parts from 15 to eight, and saves seven pounds compared with a traditional D-pillar made of stamped-steel components.
Also patent-pending is the manufacturing process for the inner panels. There are four main components of the bed: The floor panel, the headboard panel, and two side panels. Molded into these panels are three concealed storage bins. One large bin runs the width of the headboard, while two smaller bins are tucked just behind each of the wheel wells, each large enough to hold eight 12-ounce cans.
The rear bins feature protective skids and recessed knobs to help protect the latch mechanisms. The headboard bin features a remote access latch tucked into the driver’s-side bed rail. The remote cable release and a gas strut enable owners to easily open the bin from outside the cargo box. All three bins feature sealed lids and an integrated trough system that help prevent water from entering the bins. The lids pass Ford’s 20-minute soak test, which simulates a car wash or heavy downpour.
To verify the durability of the bins, engineers loaded the Sport Trac bed with loads of gravel, top soil, and sand well past the payload rating for an F-250, in an attempt to push the bins past the breaking point. However, the lids survived without cracking, and opened easily, despite the seams being packed with debris.
“It’s a tough little truck,” says Delaney.
Even the Sport Trac’s available Cargo Cage bed extender and water-resistant hard tonneau cover were subjected to a battery of durability tests to verify their strength, corrosion resistance, and wear under severe abuse.
Originally Posted by Page 4
Safety
Meets all known federal frontal- and side-impact crash requirements through 2010
Seven class-exclusive safety features, four of which are new adaptive technologies designed to meet Ford’s stringent internal safety targets
AdvanceTrac® with Roll Stability Control offers industry-exclusive active safety
Safety Canopy ä with “roll-fold” technology and enhanced rollover and side-impact protection
All-new stiffer frame, continues innovative bumper compatibility
The 2007 Explorer Sport Trac features the same class-leading safety package offered on the 2006 Ford Explorer, as a result, Sport Trac provides the most active and passive safety features in its class. Four of these are new adaptive technologies specifically designed for Ford’s stringent internal safety targets.
“The 2007 Sport Trac offers the same impressive suite of safety features as the 2006 Explorer,” says Sue Cischke, vice president, Environmental and Safety Engineering. “It offers active safety technology – including confidence-inspiring handling and braking combined with AdvanceTrac® with industry-exclusive Roll Stability Control (RSC®) – to help prevent accidents. In the case of an accident, the new Sport Trac offers enhanced rollover side-impact protection, and four new adaptive safety technologies that help tailor frontal-impact protection based on crash severity, occupant size and safety belt usage.”
2007 Sport Trac’s 10 Standard Advanced Safety Features
Model Year Introduced by Ford Motor Company
Advanced Restraints Module and Dual Front Crash Sensors
2006
Five-level Front-passenger Sensing System
2006
Adaptive Load-Limiting Safety-belt Retractors
2006
Front-passenger-seat Adaptive Air Bag Tether
2006
Adaptive Air Bag Venting
2006
Adaptive Stroking Steering Column
2006
Front-seat Side Air Bags
2006
Dual-stage Front Air Bags
2002
Driver-seat Position Sensor
2002
AdvanceTrac® with class-exclusive Roll Stability Control
2005
In fact, the 2007 Sport Trac is designed to meet all known federal frontal- and side-impact crash requirements through 2010.
“Ford Motor Company is building on a legacy of introducing industry-first safety technologies, with a comprehensive approach to help drivers avoid dangerous situations and help provide increased protection in accidents,” says Cischke.
AdvanceTrac® with Roll Stability Control offers industry-exclusive active safety
The old adage that the best defense is a good offense is certainly applicable to automotive safety: The best accident protection is preventing the accident in the first place. Thus, Sport Trac offers a comprehensive active safety package to help prevent accidents from occurring.
Sport Trac’s agile handling and confident braking provide an added measure of safety and security during emergency maneuvers. Contributing to its confident nature is Sport Trac’s standard four-wheel, four-channel antilock braking system (ABS) with electronic brake force distribution (EBD). The ABS controls the front wheels independently and the rear wheels in tandem during heavy braking – to further help the driver maintain control of the vehicle. ABS with EBD employs dynamic proportioning, measuring braking force versus traction and allocating brake pressure to the wheels that have the best grip even before the ABS system kicks in. This helps reduce the braking distance.
Sport Trac’s exemplary braking system is paired with standard Advance Trac® with Roll Stability Control – an exclusive active safety system not offered by any other manufacturer.
This active stability enhancement system offers a significant difference when compared to typical systems. While typical systems are designed to control yaw or spinout only, Ford’s AdvanceTrac ® with Roll Stability Control goes one important step further.
It can enhance the vehicle’s resistance to rolling over.
Most systems use one gyroscopic yaw-rate sensor as they work to control yaw. AdvanceTrac ® with Roll Stability Control utilizes a second gyroscopic roll-rate sensor to determine the vehicle’s body roll angle and roll rate. If this unique roll-rate sensor detects a significant roll angle, the system applies additional countermeasures – such as applying brakes to one or more wheels or reducing engine power – to enhance vehicle rollover resistance.
AdvanceTrac® with Roll Stability Control is an integrated system of four major components that includes:
Anti-lock Brake System (ABS): ABS regulates brake pressure to help prevent wheel lockup when trying to stop the vehicle.
Traction Control: When the system detects a loss of traction, this quickly responds by reducing engine power when necessary and selectively applying brake force to the slipping wheel while transferring power to the opposite wheel.
Yaw Control: When understeer (which leads to skidding) or oversteer (which leads to fishtailing) is detected, the system selectively applies individual brakes and modifies engine power to maximize control.
Vehicle Roll-motion Sensor: This is the Ford-exclusive gyroscopic roll-rate sensor that helps monitor vehicle roll motion approximately 150 times per second. If it detects a significant roll angle, it automatically engages AdvanceTrac ® with Roll Stability Control to help keep all four wheels safely on the ground.
The system is automatically engaged every time the vehicle is started. However, a switch allows the driver to turn the system off during those rare times when she or he may want the wheels to spin freely to help the tires “dig” for traction, such as during low-speed off-road driving or when traveling through deep snow or mud.
Ford is the first automaker to develop AdvanceTrac ® with Roll Stability Control technology, and has more than 80 patents and patent applications pending worldwide for its industry-leading Roll Stability Control system. Ford is making the technology available to other companies and automakers through licensing agreements because we believe this technology has the potential of producing significant real-world safety benefits.
Class-exclusive adaptive safety technologies allow for optimized occupant protection
To meet federal safety regulations and Ford’s even more stringent internal safety targets, the 2007 Sport Trac offers the following advanced safety technologies as standard equipment:
Advanced Restraints Module and Dual Front-crash Sensors
An advanced restraint module is mounted at the center tunnel of the vehicle. It collects an array of input signals to detect both the impact severity and the seating position and size of the driver and front occupant. This information is processed using sophisticated computer algorithms to determine appropriate levels of protection by tailoring the adaptive technologies. Two crash sensors on the front structure allow for enhanced impact severity and crash mode discrimination.
Five-level Front-passenger Sensing System
Incorporated into the structure of the passenger seat, this advanced sensor is able to detect the size of the occupants based on five categories: empty seat, child presence, small adult presence, medium adult presence and large adult presence.
Adaptive Load-limiting Safety-belt Retractors
The adaptive load-limiting retractors are capable of providing up to three resistance levels. Based on input from the crash and occupant sensors, the advanced restraints control module electronically adapts the amount of belt resistance to help further enhance crash energy management while helping to reduce forces on the occupant.
Front-passenger Seat Adaptive Air-bag Tether
The passenger front air bag has an internal fabric tether that creates a smaller air bag size and shape when necessary. A pyrotechnically activated mechanism can release the tether when a full air bag is necessary.
Adaptive Air-bag Venting
Both front air bags are equipped with vents that divert some of the gas from the air bag inflator outside of the air bag. Adjusting the time the vents open adjusts the amount of gas vented, providing a less powerful air bag when it’s sufficient to help protect the occupant.
Adaptive Stroking Steering Column
The energy-absorbing steering column collapses as force is brought to bear on the driver’s air bag. Additionally, the adaptive “curl strap” offers tailored energy management protection based on the driver’s seating position. The curl strap deforms as force is applied, acting as a damper to slow the stroke of the steering column. For less resistance – or more “give” – a pyrotechnic pin is actuated, releasing the center section of the curl strap, requiring less force to activate the stroke of the steering column. When crash conditions call for a higher resistance, the pin remains in place, engaging the full curl strap for maximum resistance.
Dual-stage Front Air Bags
Federal Motor Vehicle Safety Standard 208 (FMVSS 208) requires that both belted and unbelted front passengers be provided with significant levels of protection in the event of a frontal collision. To help balance the needs of what are two quite different situations, the 2007 Sport Trac uses dual-stage front air bags. These employ inflators that offer lower or higher inflation levels that help tailor the deployment of the air bags to the severity of the crash situation.
Driver-seat Position Sensor
This sensor monitors driver seat position to estimate the driver’s size by his or her distance from the steering wheel. This information is used to determine inflator output, air-bag vent timing, safety-belt resistance level and the steering column energy absorption setting.
“Simply put, all safety features help manage the forces on the occupants during an impact,” says Jeff Laya, Sport Trac crash safety supervisor. “These new adaptive safety features all work together to estimate the size of the occupant and impact severity, and are then tailored to manage those forces. If you think of it in a slow-motion sequence, the safety belts absorb some of the energy, then the air bag absorbs more, and then the stroking steering column absorbs even more. We can provide enhanced protection for a wide variety of circumstances and tailor the protection to each individual event.”
Safety Canopy ä with “roll-fold” technology and enhanced rollover and side-impact protection
In addition, the new Sport Trac features a comprehensive list of improvements to help further protect occupants during rollover or side-impact.
For the first time, the Sport Trac is available Safety Canopy ™ side air curtains that deploy in certain side-impact collisions, or if an impending rollover is detected to help protect front- and second-row outboard occupants. Safety Canopy ™ side curtains remain inflated for several seconds after deployment to enhance protection during an extended crash event.
The air curtains feature "roll-fold" technology. If an occupant is improperly seated and resting his head against a window, the Safety Canopy™ is designed to slide between the glass and occupant as it inflates. An integrated front “sail panel” of fabric attached to the A-pillar further position the Safety Canopy™.
Also new for Sport Trac are standard side-impact air bags for the driver and front passenger. Mounted in the outboard side of each front seat, these air bags further enhance protection for the occupant’s chest in the event of a side collision.
The interior door armrests and the door trim also have been designed to help cushion the abdomen and lower torso during a side impact. And a four-inch-thick foam block installed between the exterior and interior door panels further helps manage side impact forces on the occupant’s hips.
All-new stiffer frame, continues innovative bumper compatibility
Contributing to the safety enhancements of the 2007 Sport Trac is its all-new frame. Its increased strength and rigidity provide increased levels of refinement and resistance to noise, vibration and harshness. The all-new frame works with Ford’s industry-exclusive adaptive safety technologies to help provide greater protection for vehicle occupants. For example, the front crush rails are designed to help absorb and manage to the force of an impact.
In addition, the 2007 Sport Trac continues Ford Motor Company’s bumper compatibility standard. Ford was the first to market with crash structures on SUVs that are compatible with passenger cars. When the Explorer was redesigned for the 2002 model year, the front bumper was dropped nearly two inches, to better align with the crash structures of passenger cars. The 2006 Explorer and 2007 Sport Trac retain that design, which helps to reduce damage to cars in common slow-speed incidents and allow lower vehicles' energy-absorbing bumpers to do their work.
Tradition of safety leadership continues
Another standard safety feature is a tire pressure monitoring system (TPMS) that uses sophisticated system utilizing radio-frequency transmitters. These transmitters are mounted inside the wheel, monitoring actual tire pressure every 30 seconds. If a low-pressure situation is detected, a warning is illuminated on the Sport Trac’s instrument panel message center. Further, as it monitors each wheel independently, the new TPMS is able to detect pressure loss before it affects vehicle handling and safety.
In addition, Sport Trac is available with a number of safety and security features, completing its safety packaging, including:
BeltMinder™: The most effective way to help save lives on the roadways is one of the simplest safety technologies on the market – the safety belt. Ford’s standard BeltMinder™ system provides drivers with a gentle reminder (in the form of a flashing icon on the instrument panel and an audio tone) to buckle up. According to federal estimates, every percentage point improvement in safety belt usage nationwide can save an estimated 280 lives a year.
SecuriLock™ Passive Anti-theft System: Sport Trac comes standard with SecuriLock™, designed to help prevent the engine from being started unless a coded key programmed to the vehicle is used. There are 72 million billion possible key code combinations.
Keyless Entry: The standard keyless entry permits door locking or unlocking from outside the vehicle with just the touch of a button. The driver’s-side remote keypad is available for additional security and convenience, as are approach lamps in the exterior mirrors that illuminate the area around the front doors.
Meets all known federal frontal- and side-impact crash requirements through 2010
Seven class-exclusive safety features, four of which are new adaptive technologies designed to meet Ford’s stringent internal safety targets
AdvanceTrac® with Roll Stability Control offers industry-exclusive active safety
Safety Canopy ä with “roll-fold” technology and enhanced rollover and side-impact protection
All-new stiffer frame, continues innovative bumper compatibility
The 2007 Explorer Sport Trac features the same class-leading safety package offered on the 2006 Ford Explorer, as a result, Sport Trac provides the most active and passive safety features in its class. Four of these are new adaptive technologies specifically designed for Ford’s stringent internal safety targets.
“The 2007 Sport Trac offers the same impressive suite of safety features as the 2006 Explorer,” says Sue Cischke, vice president, Environmental and Safety Engineering. “It offers active safety technology – including confidence-inspiring handling and braking combined with AdvanceTrac® with industry-exclusive Roll Stability Control (RSC®) – to help prevent accidents. In the case of an accident, the new Sport Trac offers enhanced rollover side-impact protection, and four new adaptive safety technologies that help tailor frontal-impact protection based on crash severity, occupant size and safety belt usage.”
2007 Sport Trac’s 10 Standard Advanced Safety Features
Model Year Introduced by Ford Motor Company
Advanced Restraints Module and Dual Front Crash Sensors
2006
Five-level Front-passenger Sensing System
2006
Adaptive Load-Limiting Safety-belt Retractors
2006
Front-passenger-seat Adaptive Air Bag Tether
2006
Adaptive Air Bag Venting
2006
Adaptive Stroking Steering Column
2006
Front-seat Side Air Bags
2006
Dual-stage Front Air Bags
2002
Driver-seat Position Sensor
2002
AdvanceTrac® with class-exclusive Roll Stability Control
2005
In fact, the 2007 Sport Trac is designed to meet all known federal frontal- and side-impact crash requirements through 2010.
“Ford Motor Company is building on a legacy of introducing industry-first safety technologies, with a comprehensive approach to help drivers avoid dangerous situations and help provide increased protection in accidents,” says Cischke.
AdvanceTrac® with Roll Stability Control offers industry-exclusive active safety
The old adage that the best defense is a good offense is certainly applicable to automotive safety: The best accident protection is preventing the accident in the first place. Thus, Sport Trac offers a comprehensive active safety package to help prevent accidents from occurring.
Sport Trac’s agile handling and confident braking provide an added measure of safety and security during emergency maneuvers. Contributing to its confident nature is Sport Trac’s standard four-wheel, four-channel antilock braking system (ABS) with electronic brake force distribution (EBD). The ABS controls the front wheels independently and the rear wheels in tandem during heavy braking – to further help the driver maintain control of the vehicle. ABS with EBD employs dynamic proportioning, measuring braking force versus traction and allocating brake pressure to the wheels that have the best grip even before the ABS system kicks in. This helps reduce the braking distance.
Sport Trac’s exemplary braking system is paired with standard Advance Trac® with Roll Stability Control – an exclusive active safety system not offered by any other manufacturer.
This active stability enhancement system offers a significant difference when compared to typical systems. While typical systems are designed to control yaw or spinout only, Ford’s AdvanceTrac ® with Roll Stability Control goes one important step further.
It can enhance the vehicle’s resistance to rolling over.
Most systems use one gyroscopic yaw-rate sensor as they work to control yaw. AdvanceTrac ® with Roll Stability Control utilizes a second gyroscopic roll-rate sensor to determine the vehicle’s body roll angle and roll rate. If this unique roll-rate sensor detects a significant roll angle, the system applies additional countermeasures – such as applying brakes to one or more wheels or reducing engine power – to enhance vehicle rollover resistance.
AdvanceTrac® with Roll Stability Control is an integrated system of four major components that includes:
Anti-lock Brake System (ABS): ABS regulates brake pressure to help prevent wheel lockup when trying to stop the vehicle.
Traction Control: When the system detects a loss of traction, this quickly responds by reducing engine power when necessary and selectively applying brake force to the slipping wheel while transferring power to the opposite wheel.
Yaw Control: When understeer (which leads to skidding) or oversteer (which leads to fishtailing) is detected, the system selectively applies individual brakes and modifies engine power to maximize control.
Vehicle Roll-motion Sensor: This is the Ford-exclusive gyroscopic roll-rate sensor that helps monitor vehicle roll motion approximately 150 times per second. If it detects a significant roll angle, it automatically engages AdvanceTrac ® with Roll Stability Control to help keep all four wheels safely on the ground.
The system is automatically engaged every time the vehicle is started. However, a switch allows the driver to turn the system off during those rare times when she or he may want the wheels to spin freely to help the tires “dig” for traction, such as during low-speed off-road driving or when traveling through deep snow or mud.
Ford is the first automaker to develop AdvanceTrac ® with Roll Stability Control technology, and has more than 80 patents and patent applications pending worldwide for its industry-leading Roll Stability Control system. Ford is making the technology available to other companies and automakers through licensing agreements because we believe this technology has the potential of producing significant real-world safety benefits.
Class-exclusive adaptive safety technologies allow for optimized occupant protection
To meet federal safety regulations and Ford’s even more stringent internal safety targets, the 2007 Sport Trac offers the following advanced safety technologies as standard equipment:
Advanced Restraints Module and Dual Front-crash Sensors
An advanced restraint module is mounted at the center tunnel of the vehicle. It collects an array of input signals to detect both the impact severity and the seating position and size of the driver and front occupant. This information is processed using sophisticated computer algorithms to determine appropriate levels of protection by tailoring the adaptive technologies. Two crash sensors on the front structure allow for enhanced impact severity and crash mode discrimination.
Five-level Front-passenger Sensing System
Incorporated into the structure of the passenger seat, this advanced sensor is able to detect the size of the occupants based on five categories: empty seat, child presence, small adult presence, medium adult presence and large adult presence.
Adaptive Load-limiting Safety-belt Retractors
The adaptive load-limiting retractors are capable of providing up to three resistance levels. Based on input from the crash and occupant sensors, the advanced restraints control module electronically adapts the amount of belt resistance to help further enhance crash energy management while helping to reduce forces on the occupant.
Front-passenger Seat Adaptive Air-bag Tether
The passenger front air bag has an internal fabric tether that creates a smaller air bag size and shape when necessary. A pyrotechnically activated mechanism can release the tether when a full air bag is necessary.
Adaptive Air-bag Venting
Both front air bags are equipped with vents that divert some of the gas from the air bag inflator outside of the air bag. Adjusting the time the vents open adjusts the amount of gas vented, providing a less powerful air bag when it’s sufficient to help protect the occupant.
Adaptive Stroking Steering Column
The energy-absorbing steering column collapses as force is brought to bear on the driver’s air bag. Additionally, the adaptive “curl strap” offers tailored energy management protection based on the driver’s seating position. The curl strap deforms as force is applied, acting as a damper to slow the stroke of the steering column. For less resistance – or more “give” – a pyrotechnic pin is actuated, releasing the center section of the curl strap, requiring less force to activate the stroke of the steering column. When crash conditions call for a higher resistance, the pin remains in place, engaging the full curl strap for maximum resistance.
Dual-stage Front Air Bags
Federal Motor Vehicle Safety Standard 208 (FMVSS 208) requires that both belted and unbelted front passengers be provided with significant levels of protection in the event of a frontal collision. To help balance the needs of what are two quite different situations, the 2007 Sport Trac uses dual-stage front air bags. These employ inflators that offer lower or higher inflation levels that help tailor the deployment of the air bags to the severity of the crash situation.
Driver-seat Position Sensor
This sensor monitors driver seat position to estimate the driver’s size by his or her distance from the steering wheel. This information is used to determine inflator output, air-bag vent timing, safety-belt resistance level and the steering column energy absorption setting.
“Simply put, all safety features help manage the forces on the occupants during an impact,” says Jeff Laya, Sport Trac crash safety supervisor. “These new adaptive safety features all work together to estimate the size of the occupant and impact severity, and are then tailored to manage those forces. If you think of it in a slow-motion sequence, the safety belts absorb some of the energy, then the air bag absorbs more, and then the stroking steering column absorbs even more. We can provide enhanced protection for a wide variety of circumstances and tailor the protection to each individual event.”
Safety Canopy ä with “roll-fold” technology and enhanced rollover and side-impact protection
In addition, the new Sport Trac features a comprehensive list of improvements to help further protect occupants during rollover or side-impact.
For the first time, the Sport Trac is available Safety Canopy ™ side air curtains that deploy in certain side-impact collisions, or if an impending rollover is detected to help protect front- and second-row outboard occupants. Safety Canopy ™ side curtains remain inflated for several seconds after deployment to enhance protection during an extended crash event.
The air curtains feature "roll-fold" technology. If an occupant is improperly seated and resting his head against a window, the Safety Canopy™ is designed to slide between the glass and occupant as it inflates. An integrated front “sail panel” of fabric attached to the A-pillar further position the Safety Canopy™.
Also new for Sport Trac are standard side-impact air bags for the driver and front passenger. Mounted in the outboard side of each front seat, these air bags further enhance protection for the occupant’s chest in the event of a side collision.
The interior door armrests and the door trim also have been designed to help cushion the abdomen and lower torso during a side impact. And a four-inch-thick foam block installed between the exterior and interior door panels further helps manage side impact forces on the occupant’s hips.
All-new stiffer frame, continues innovative bumper compatibility
Contributing to the safety enhancements of the 2007 Sport Trac is its all-new frame. Its increased strength and rigidity provide increased levels of refinement and resistance to noise, vibration and harshness. The all-new frame works with Ford’s industry-exclusive adaptive safety technologies to help provide greater protection for vehicle occupants. For example, the front crush rails are designed to help absorb and manage to the force of an impact.
In addition, the 2007 Sport Trac continues Ford Motor Company’s bumper compatibility standard. Ford was the first to market with crash structures on SUVs that are compatible with passenger cars. When the Explorer was redesigned for the 2002 model year, the front bumper was dropped nearly two inches, to better align with the crash structures of passenger cars. The 2006 Explorer and 2007 Sport Trac retain that design, which helps to reduce damage to cars in common slow-speed incidents and allow lower vehicles' energy-absorbing bumpers to do their work.
Tradition of safety leadership continues
Another standard safety feature is a tire pressure monitoring system (TPMS) that uses sophisticated system utilizing radio-frequency transmitters. These transmitters are mounted inside the wheel, monitoring actual tire pressure every 30 seconds. If a low-pressure situation is detected, a warning is illuminated on the Sport Trac’s instrument panel message center. Further, as it monitors each wheel independently, the new TPMS is able to detect pressure loss before it affects vehicle handling and safety.
In addition, Sport Trac is available with a number of safety and security features, completing its safety packaging, including:
BeltMinder™: The most effective way to help save lives on the roadways is one of the simplest safety technologies on the market – the safety belt. Ford’s standard BeltMinder™ system provides drivers with a gentle reminder (in the form of a flashing icon on the instrument panel and an audio tone) to buckle up. According to federal estimates, every percentage point improvement in safety belt usage nationwide can save an estimated 280 lives a year.
SecuriLock™ Passive Anti-theft System: Sport Trac comes standard with SecuriLock™, designed to help prevent the engine from being started unless a coded key programmed to the vehicle is used. There are 72 million billion possible key code combinations.
Keyless Entry: The standard keyless entry permits door locking or unlocking from outside the vehicle with just the touch of a button. The driver’s-side remote keypad is available for additional security and convenience, as are approach lamps in the exterior mirrors that illuminate the area around the front doors.
Originally Posted by Page 5
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TECHNICAL SPECIFICATIONS
BODY
Construction: Steel and composite body on fully boxed frame
Final Assembly Location: Louisville, Ky.
POWERTRAIN AND CHASSIS
DRIVETRAIN
Layout: Rear- or four-wheel drive (active torque-on-demand 4x4 system)
ENGINE
TRANSMISSION
Standard
5-speed automatic overdrive
6-speed automatic overdrive
Gear Ratios
1st
3.22:1
4.17:1
2nd
2.29:1
2.34:1
3rd
1.54:1
1.52:1
4th
1.00:1
1.14:1
5th
0.71:1
0.86:1
6th
N/A
0.69:1
REV
3.07:1
3.40:1
Final Drive
0.71:1
0.69:1
REAR AXLE RATIO
Standard
3.73
3.55
Optional
NA
NA
SUSPENSION
Front: Independent short- and long-arms (SLA) design with coil-over shocks. 32-mm stabilizer bar
Rear: Independent Trailing Blade short- and long-arm (SLA) design with coil-over shocks. 23-mm stabilizer bar
STEERING
Type: Low-friction rack-and-pinion with power assist
Steering column: Tilt
Ratio: 17.4:1
Turns lock-to-lock: 3.4 turns
Turning circle curb-to-curb: 41.0 ft
BRAKES
Type: Four-wheel power disc brakes with standard 4-sensor, 4-channel antilock braking system (ABS) and AdvanceTrac® with Roll Stability Control
Front: 305 x 30 mm ventilated
Swept area: 780 cm²
Rear: 301 x 12 mm solid
Swept area: 608 cm²
Power assist: Vacuum with ABS
TIRES AND WHEELS
P235/70R16 A/S BSW tires/ 16 x 7.0 in. styled steel wheels
P235/70R16 A/S OWL tires/ 16 x 7.0 in. machined aluminum wheels
P245/65R17 A/S OWL tires/17 x 7.5 in. machined aluminum wheels
P245/65R17 A/S BSW tires/17 x 7.5 in. machined aluminum wheels
P245/65R17 A/T BSW tires/ 17 x 7.5 in. painted aluminum wheels (export)
P235/65R18 A/S OWL tires/ 18 x 7.5 in. machined aluminum wheels
(note: chrome 18" wheels available at J2)
Recommended tire pressure (front/rear)
35 psi / 35 psi (16-in wheels)
35 psi / 35 psi (17-inch wheels)
32 psi / 32 psi (18-inch wheels)
DIMENSIONS (inches unless otherwise noted)
EXTERIOR
Wheelbase
130.5
Overall length
210.2
Overall width
73.7
Overall height
71.9
Track width, front/rear
60.9 / 61.8
Ground clearance
Approach angle
28.7 degrees
Departure angle
17.2 degrees
Ramp breakover angle
17.2 degrees
Cargo box length
36.0
Cargo box width
55.7
Cargo box height
36.0
INTERIOR
Seating capacity: 5 passenger
Headroom
Front row 39.8
Second row 38.5
Legroom
Front row 42.4
Second row 36.8
Shoulder room
Front row 59.0
Second row 58.9
Hip room
Front row 55.4
Second row 55.5
WEIGHTS AND CAPACITIES (pounds unless otherwise
noted)
Maximum towing capacity (when properly equipped)
V-6
V-8
4X2
5310
6800
4X4
5140
6640
Maximum payload
4X2
1450
1430
4X4
1420
1400
Base curb weight
4X2
4516
4618
4X4
4687
4793
Weight distribution (f/r)
4x2: 55/45
4x4: 56/44
TECHNICAL SPECIFICATIONS
BODY
Construction: Steel and composite body on fully boxed frame
Final Assembly Location: Louisville, Ky.
POWERTRAIN AND CHASSIS
DRIVETRAIN
Layout: Rear- or four-wheel drive (active torque-on-demand 4x4 system)
ENGINE
TRANSMISSION
Standard
5-speed automatic overdrive
6-speed automatic overdrive
Gear Ratios
1st
3.22:1
4.17:1
2nd
2.29:1
2.34:1
3rd
1.54:1
1.52:1
4th
1.00:1
1.14:1
5th
0.71:1
0.86:1
6th
N/A
0.69:1
REV
3.07:1
3.40:1
Final Drive
0.71:1
0.69:1
REAR AXLE RATIO
Standard
3.73
3.55
Optional
NA
NA
SUSPENSION
Front: Independent short- and long-arms (SLA) design with coil-over shocks. 32-mm stabilizer bar
Rear: Independent Trailing Blade short- and long-arm (SLA) design with coil-over shocks. 23-mm stabilizer bar
STEERING
Type: Low-friction rack-and-pinion with power assist
Steering column: Tilt
Ratio: 17.4:1
Turns lock-to-lock: 3.4 turns
Turning circle curb-to-curb: 41.0 ft
BRAKES
Type: Four-wheel power disc brakes with standard 4-sensor, 4-channel antilock braking system (ABS) and AdvanceTrac® with Roll Stability Control
Front: 305 x 30 mm ventilated
Swept area: 780 cm²
Rear: 301 x 12 mm solid
Swept area: 608 cm²
Power assist: Vacuum with ABS
TIRES AND WHEELS
P235/70R16 A/S BSW tires/ 16 x 7.0 in. styled steel wheels
P235/70R16 A/S OWL tires/ 16 x 7.0 in. machined aluminum wheels
P245/65R17 A/S OWL tires/17 x 7.5 in. machined aluminum wheels
P245/65R17 A/S BSW tires/17 x 7.5 in. machined aluminum wheels
P245/65R17 A/T BSW tires/ 17 x 7.5 in. painted aluminum wheels (export)
P235/65R18 A/S OWL tires/ 18 x 7.5 in. machined aluminum wheels
(note: chrome 18" wheels available at J2)
Recommended tire pressure (front/rear)
35 psi / 35 psi (16-in wheels)
35 psi / 35 psi (17-inch wheels)
32 psi / 32 psi (18-inch wheels)
DIMENSIONS (inches unless otherwise noted)
EXTERIOR
Wheelbase
130.5
Overall length
210.2
Overall width
73.7
Overall height
71.9
Track width, front/rear
60.9 / 61.8
Ground clearance
Approach angle
28.7 degrees
Departure angle
17.2 degrees
Ramp breakover angle
17.2 degrees
Cargo box length
36.0
Cargo box width
55.7
Cargo box height
36.0
INTERIOR
Seating capacity: 5 passenger
Headroom
Front row 39.8
Second row 38.5
Legroom
Front row 42.4
Second row 36.8
Shoulder room
Front row 59.0
Second row 58.9
Hip room
Front row 55.4
Second row 55.5
WEIGHTS AND CAPACITIES (pounds unless otherwise
noted)
Maximum towing capacity (when properly equipped)
V-6
V-8
4X2
5310
6800
4X4
5140
6640
Maximum payload
4X2
1450
1430
4X4
1420
1400
Base curb weight
4X2
4516
4618
4X4
4687
4793
Weight distribution (f/r)
4x2: 55/45
4x4: 56/44
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neuronbob
3G RLX Tires, Wheels & Suspension
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07-16-2019 10:48 AM
