2020 Ford Explorer ST Drivers' Notes Review | A new age of ST

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Ford may have started the transition of its ST sub brand with the Edge ST, but the 2020 Ford Explorer ST completes that transition from spunky hot hatches to performance crossovers. The 2019 model year was the last for the Fiesta ST, so we bid adieu to the little cars, and say hello to our considerably quicker SUV overlords. Ford’s history of ST-branded cars isn’t eons long, so while we lament the loss of the small performance cars that started it, attaching the badge to an SUV isn’t sacrilege.

For the Explorer ST, Ford dropped in a 3.0-liter twin-turbo V6 that produces 400 horsepower and 415 pound-feet of torque. Ford claims a 0-60 mph time of 5.5 seconds and a top speed of 143 mph. That’s quick, but it’s still no monster like the Durango SRT is. Specially-tuned firmer dampers and springs are fitted to the ST, and since our tester was equipped with the $995 ST Street Pack, we also got performance brakes and 21-inch aluminum wheels. Much of the ST’s appeal comes in its modified appearance, too. We noticed the red ST badges right away, one on the unique black mesh grille and the other on the liftgate — those are the same locations as STs before it. You get quad exhaust tips, different side molding and more black trim throughout to give the Explorer a sportier curbside character. On the inside, all STs are generously equipped with a ton of standard features, but you also get a special ST steering wheel, leather sport buckets and contrast stitching on various interior parts.

Buying an Explorer ST isn’t cheap. Ours had a base price of $55,835, but after $4,080 worth of options, the sticker read $59,915. The panoramic sunroof made the biggest dent at $1,695. Then the ST Street Pack and Premium Technology packages both went for $995 — the tech package added multicontour massaging seats, the 10.1-inch infotainment screen and the premium Bang & Olufsen audio system.

Senior Editor, Green, John Beltz Snyder: It’s quick, sure, but it doesn’t feel nearly as raucous as the Durango SRT, which is understandable given the Hemi’s 75-horsepower advantage. Still, the Explorer isn't quite as pulse-raising as I expected. Temper your expectations, though, and there’s a lot to love, particularly in the handling department. It has a confident stance that you can feel underneath you as you head down the road. It turns into corners with relative gusto and well-controlled body roll. By comparison, it makes my memory of the SRT under cornering loads seem a bit doughy — granted, while I’ve tested the Durango at the track, I don’t have the same experience with the Explorer for a proper comparison. Put that on my to-do list.

If you’re worried that the stiffer suspension and big wheels will make for a punishing ride, fear not. Yes, there’s a bit more chatter that makes its way through the chassis, but it’s more modest than I expected. It was still a comfortable ride on our perennially corroding roads, and I wouldn’t hesitate to accept the ST’s road manners in a daily driver. One last thing I took notice of is the ST’s twitchiness on the highway. Even with the lane centering on, it takes a bit of a heavy hand to keep it tracking true at 70 miles per hour.

Associate Editor Byron Hurd: I love this thing. Full stop. John's right: It's not as in-your-face as a 6.4-liter Durango or Jeep Grand Cherokee, but it's plenty quick, and despite FCA's commendable efforts to keep its old SUVs current, the Explorer just feels leaps and bounds ahead in the tech department.

From the "ST" puddle lamps in the side mirrors, to the start-up and shut-down animations in the digital cluster, the Explorer ST is awash in little "Hey, neat!" features that you can show off to friends and family.