Hyundai Motor has intensified competition in the large SUV market with the launch of the second-generation Palisade after seven years. To further strengthen its position, Hyundai also introduced the Ioniq 9, an all-electric large SUV, at a price point similar to the Palisade.
Ford’s Facelifted Explorer and Pricing Strategy
With growing interest in competing models, Ford recently introduced a facelifted version of the sixth-generation Explorer. While previous models included V6 and V6-based hybrid options, Ford Sales & Service Korea has now limited imports to the 2.3L EcoBoost model. This decision enhances price competitiveness, with domestic pricing ranging from 62 million won (approximately $46,920) to 68 million won (approximately $51,500), putting it in direct competition with the Palisade’s 2.5L turbo model.
The ST-Line, priced at approximately $46,920, and the Platinum trim, at around $51,500, break away from conventional trim structures where lower prices mean fewer features. The ST-Line, designed with a sporty appeal, features 21-inch wheels and red brake calipers, whereas the Platinum trim has 20-inch wheels. However, the Platinum includes ventilated leather seats, while the ST-Line has partially fabricated seats that lack ventilation.
One of the most significant differences is in the second-row seating. While captain’s chairs are often considered premium, the Explorer offers them in the ST-Line, while the Platinum features a bench seat. This distinction could make the choice difficult for potential buyers.
Performance: Powertrain and Driving Experience
The Explorer’s 2.3L EcoBoost four-cylinder engine, paired with a 10-speed automatic transmission, powers it. Despite having a smaller displacement than the Palisade’s 2.5L turbo engine, it produces 304 horsepower (227 kW), about 20 horsepower more than its Hyundai rival. Both models share the same maximum torque of 43.0 kg.m (421 Nm).
The drivetrain configurations also differ. The Explorer is exclusively available with all-wheel drive, while the Palisade offers AWD as an option. The Explorer also uses a rear-wheel-drive-based AWD system, whereas the Palisade uses a front-wheel-drive-based AWD setup. Opening the Explorer’s hood reveals a longitudinally mounted four-cylinder engine, emphasizing its rear-wheel-drive orientation.
On the road, the differences become even clearer. The Palisade reaches peak torque at a low 1,700 RPM, whereas the Explorer requires 2,500 RPM to hit its maximum torque. As a result, the Explorer tends to operate at higher revs, often exceeding 3,000 RPM during acceleration. However, effective noise and vibration control ensures an engaging rather than unpleasant driving experience.
This tuning gives the Explorer a naturally aspirated feel at high RPMs. While its turbocharger provides sufficient low-end power, the driving experience is reminiscent of larger displacement engines. This setup likely reflects Ford’s strategy to cater to American consumers who traditionally prefer large naturally aspirated engines.
At higher speeds, the 10-speed transmission reduces RPMs for efficiency. At 100 km/h (62 mph), the engine runs at around 1,700–1,800 RPM. However, turbo lag and the multi-speed transmission can cause slight delays in acceleration at lower RPMs. Once in the higher rev range, the Explorer delivers surprisingly strong acceleration for a 2.1-ton (4,630 lbs.) vehicle with a 2.3L engine. While the transmission may lack some refinement, the overall driving experience offers excitement rarely found in large SUVs, particularly considering its four-cylinder powertrain.
Ride Comfort and Driving Stability
The Explorer delivers a stable ride. While the Palisade prioritizes comfort, the Explorer balances ride comfort with enhanced driving stability. Unlike the Palisade, which features electronically controlled suspension, the Explorer relies on traditional coil spring suspension, making its tuning even more critical.
An unexpected observation was that the rear suspension felt firmer than the front from the driver’s perspective. Given that it is a three-row SUV, one might expect a softer rear setup for passenger comfort, but the driving experience suggests otherwise. That said, the Explorer provides a comfortable ride without encountering speed bumps at high speeds.
Despite its 3,025 mm (119.1 inches) wheelbase, the Explorer has a relatively tight turning radius. It maneuvered through areas where the Tucson, a smaller compact SUV, required additional effort. However, its steering requires more than three turns lock-to-lock, making parking and U-turns more demanding.
Direct Comparison: Test Drive Recommendations
Coincidentally, the Explorer test drive took place on the same day as the Palisade’s test event, offering a unique opportunity to compare the two models directly. A test drive is strongly recommended for consumers considering both vehicles at similar price points. While both cars offer distinct driving experiences, the decision may be personal preference regarding performance, comfort, and specific features.
