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In fact, Ford engineers found that the highest-rated springs for Explorer worked just fine when teamed with revalved shocks and thicker stabilizers.
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A little balancing of suspension values has produced an Explorer that feels no more nose-heavy than its six-cylinder sibling. The new engine-transmission added about 170 pounds to the front end of the vehicle, but the new power easily overcame that disadvantage. The figures came out as 210 horsepower and 280 pound-feet of torque. Also, says Paul Guaresimo, chief product engineer, the new plug position helps stabilize engine idling.Įxplorers are not sports cars, so various truck camshafts were tried in an effort to achieve the horsepower/torque relationship appropriate to the vehicle type. Because of the peculiar exhaust layout, the sparkplug location was changed. The manifolding is wrapped in a ceramic bandage to protect nearby lines and fluids from heat damage.Ī GT40 inlet manifold was found to fit quite tidily on top of the V-8 and was adapted for the purpose, along with the basic GT40 cylinder-head pattern. The exhaust clearance problem was dealt with by having tubular exhaust manifolding sweep upward from the ports before diving down below the dash panel. Having found a place for the V-8 in the engine bay, Ford engineers discovered a few packaging problems regarding induction and exhaust systems. And that required some modifications to the dash-panel tunnel for adequate clearance. Because the V-8 makes too much torque for the usual Explorer transmission, the automatic overdrive unit found in the T-Bird and Cougar was pressed into the role. To get enough clearance between the front of the engine and the Explorer's radiator, Ford contracted Eaton to supply a "pancake" fan clutch to save space. With the engine bay opened up fore-and-aft as well as side to side, the V-8 was shoehorned into a lower position than the V-6, allowing straighter driveshaft angles than with the 4.0-liter. Finally, there's Ford 2000: a company reorganization intended to empower product planners and engineers to press on with projects without having to go through five vice-presidents for approval. Second, the adoption of the "Romeo" overhead-cam engine by the Mustang freed up production of the pushrod 4.9-liter V-8 at Ford's Cleveland engine plant. First, the Explorer got a new control-arm front suspension with its facelift for '94, which made space for a huskier powerplant. The reasons a V-8 is now possible for the Explorer are, according to Ford officials, threefold. Pick of the litter: 2000 XLS, SOHC V-6, 100,000 km wholesale $11,275, retail $13,875ġ.Ford Explorer History from the 1990s to Today
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97 FORD EXPLORER LIMITED EDITION MANUAL
Pricing, low end: 1995 two-door, XL, manual transmission, no air, 180,000 km wholesale $1,450, retail $2,975 Trouble spots: Air conditioner - water may drip on floor when AC is operated (1995-96) Hard starting - idle air-control valve may stick (1996) Radiator - may leak in cold weather (1995-96) Noise - chattering felt coming from the rear during tight turns after highway driving (1991-96), radius-arm bushings separate internally, causing noise and degraded steering control (all), loose frame rivets (1991-96)Ĭompetitors: Jeep Cherokee, Chevrolet Blazer/GMC Jimmy NHTSA frontal-impact rating, out of five stars: Driver, four passenger, four
97 FORD EXPLORER LIMITED EDITION DRIVER
Safety: Driver and front passenger air bags, antilock brakes This advertisement has not loaded yet, but your article continues below.