Latest news with #LexieAlford
Yahoo
2 days ago
- Yahoo
From warzones to tropical islands: Meet the 19-year-old solo traveller who has visited 118 nations
Solo travel has been on the rise for the last few years, boosted by Gen Z and millennials, leading to younger and younger travellers breaking world records. Arjun Malaviya, a 19-year-old from Westlake Village, California, has already been to 118 countries alone. 'I'm the youngest solo traveller in the world to reach 100 countries- and the youngest person to visit every nation in Oceania. My journey has taken me from escaping Russian airstrikes in Ukraine to spending time with the Taliban in Afghanistan, to exploring the least-visited country on Earth (Nauru),' Malaviya said. This is a step ahead of Lexie Alford, the current record-holder for the youngest person to visit all sovereign countries. While Alford had visited more than 70 countries by 18, Malaviya had ticked off his 100th country at 17 years and 228 days old. His list of destinations also includes a number of less well-visited countries such as Syria, Iraq, Iran, Myanmar, Venezuela, Tuvalu and Papua New Guinea, along with more popular ones such as Australia, Germany, Bolivia and Indonesia. Family trips and working multiple jobs Malaviya's love for travel started young, while accompanying his parents, Arpit Malaviya and Anita Venkataraman, the owners of ProDIGIQ, an aviation software company, on business and family trips. By age 16, he had already graduated from high school and finished a general education course at Moorpark College, which meant he could transfer to a four-year university. However, he thought being a 16-year-old on a college campus did not sound appealing. He had already been working multiple part-time jobs during high school to fund a long-held dream: to see the world alone, before turning 20. His gigs included coaching tennis to young local players trying to get on their high school tennis teams, as well as being an office administrative assistant. Related 'You realise there's nothing you can't do': Why solo travel is the ultimate act of self-care Why Thailand's new luxury Blue Jasmine train will be like a boutique hotel on wheels A lack of social interactions during the pandemic further fuelled his wanderlust, as did a lifelong love for geography, which made him want to visit the far-flung places he had only read about before in person one day. So in June 2023, at 17, Malaviya set out on his epic journey, armed with a plan, a backpack and no safety net- despite having never flown alone before. 'The main reason I wanted to travel the world is because I remembered the family trips we used to go on when I was little and it was always my favourite time of the year when we would go on them because I learned so much about different cultures,' Malaviya says. He adds: 'I've always been a curious person, so it was fascinating for me to explore other countries with different languages and people.' From Oceania's most remote islands to Myanmar's rural landscapes Kicking off with relatively easier Southeast Asian destinations like Japan and South Korea to build confidence, Malaviya soon moved on to more ambitious plans like Oceania, South America and Europe. Some of his favourite travel experiences include teaching English to language exchange students in Iraq, visiting the very remote Rock Islands of Palau, a small island nation in Oceania, and villages in Myanmar, along with time spent in and around Caracas in Venezuela. He's helped rice plantation workers in rural Indonesia and experienced rare religious festivals in Iran. He negotiated special access to Saddam Hussein's Babylon Palace in Iraq to explore it firsthand, despite it usually being closed to the public. Malaviya also spent time in villages across Papua New Guinea and Nauru, the least-visited country in the world, spending time with local children and learning about their culture. His travels took him from Brazil's favelas, to Bolivia's salt flats, giving him an opportunity to see the majestic Northern Lights in Norway, meet elephant families in Sri Lanka and explore iconic castles in Slovenia. Related Flying to Portugal in August? Airport strikes could derail your summer holiday plans Fewer flights, more immersion: What is 'tripchaining' and could it help you travel more sustainably? However, it also uncovered some deeper-rooted issues in remote parts of the world, like Oceania. 'I truly believe that some of the most beautiful, untouched nature in the world was in the remote island nations of Oceania. They are filled with some of the kindest people I met throughout my journey and I thoroughly enjoyed my time there. I took the lack of internet as a positive and used it as a way to unwind and connect with nature and the local people. 'However, I do feel quite sad that when I went to countries like Nauru and Tuvalu, it seemed to me as if a lot of the youth doesn't have that much of a future ahead of themselves due to the fact that they are on an isolated island nation and the cost of a flight to even get off the island is extremely high.' He found that the limited availability of fresh food in these regions and a high amount of food preservatives had also taken a toll on children's health. Malaviya met with Taliban members in Afghanistan, who treated him with surprising kindness and curiosity, wanting to know more about his life in the US, as well as religious leaders in Iran. By sticking to low-cost hostels and Airbnbs, and using his funds from part-time work and childhood savings, he managed to keep costs in check. Travel apps such as Rome2Rio also helped find the most cost-effective and time-efficient routes to destinations, further slashing his spending, as did eating a lot of cheap street food. Throughout his journey, he realised that people across the world are a lot more similar than they are different, despite the challenges and dangers in their own countries. Most people he met seemed to want the same things as everyone else - a job, a good life for their family, education and food. Related Solo travel: How to avoid paying a 'singles tax' and pick the perfect destination Leave me alone: Introverts recommend the best places for solo travel He also thinks that sometimes the perceptions of a country on the global stage may be heavily influenced by their current government, instead of the locals. His goal was never to sensationalise these places or show off his travel, but to always listen, understand and prove to other people that the world is a lot smaller and more interconnected than it seems. He also believes that a curious and respectful attitude can make all the difference. 'At the end of the day, if a local in another country sees a kid solo travelling and you need help, they are going to want to help. I noticed that the world is filled with so many kind people who did so much to help me, whether it was inviting me to their home for a meal or snack or driving me somewhere.' Some of the places he would especially love to return to include Iceland, Palau, the Philippines, Iran, Venezuela and Bolivia. Warzones, airstrikes and detainment It hasn't always been pristine beaches and stunning landscapes, though. Malaviya has had to keep a calm head and think on his feet to get himself out of some very harrowing situations along the way, including escaping unexpected Russian airstrikes in Odessa, Ukraine, in November 2023. 'I visited Odessa because I was in the capital city of Chisinau, Moldova and I noticed that it was only a three-hour bus ride to Odessa and thought it would be a nice day trip. I took the bus to Odessa in the morning, and when I got there, air strike sirens started going off immediately,' he said. 'All the buses had been cancelled since the road was iced over, so I had to go to the bomb shelter and stay there for a few hours before exploring the city for a little bit, then finding a bus that was going to drive back very slowly so that it doesn't skid on the icy road.' He eventually made it back to Chisinau in Moldova but this was by far his scariest experience as yet. Related Europe's safest cities ranked: The top destination offers both historic charm and peace of mind Looking for a slow travel holiday this year? Head to these top destinations for a mindful break Another time, he was detained and prevented from leaving the country by Venezuelan airport authorities who thought he was running away from his parents, since he was a minor. 'I had to negotiate with them for nearly two hours and tell them to view the security camera footage of when I entered the country so they could see that I entered the country alone and was leaving the same way,' he said. 'They thought I had come with my parents and was trying to leave alone. I eventually convinced them and was allowed to pass through immigration and leave Venezuela right before the boarding ended for my flight to Bogota, Colombia.' 'Get comfortable being uncomfortable,' Malaviya says Throughout his extensive journeys, Malaviya held on to one key life motto: learning to be comfortable with being uncomfortable, no matter what, when or where. He firmly believes this is what helped him grow the most, even beyond travel, and gave him the courage to step beyond his nice Californian hometown. 'Many times, I was put in uncomfortable situations, but since I trained myself to be comfortable with whatever happened during my travels, my judgment was never impaired by anxiety or nervousness, and that helped me get through my travels,' he emphasised. 'For example, if I looked uncomfortable around the Taliban, they might have wondered if there was something I was up to or if I was hiding something, but since I looked so comfortable and calm, they had no reason to suspect I was doing anything.' His biggest piece of advice for young people like himself who want to take the plunge into travelling? 'Just go for it. Go out there and travel! Nowadays, with so much bias in the news on major issues, it is hard to know what is true and what isn't. However, if you go and see what's happening in a place for yourself, no one can take that away from you.' Malaviya is currently a computer engineering student at UC Santa Barbara and plans to continue travelling until he visits the rest of the 195 countries in the world.
Yahoo
3 days ago
- Automotive
- Yahoo
I spent 3000 miles in an Explorer – is it really a true Ford?
To mark the launch of the Ford Explorer, Lexie Alford became the first person to circumnavigate the globe in an EV. The 18,600-mile, 27-country journey traversed territory as diverse as the Australian outback, the mountains of Bhutan and the Atacama desert. Impressive stuff, but of more relevance to me – and you, I would expect – is how the Explorer will tackle slightly more real-world adventures, such as the traffic-clogged streets of Twickenham, the bumpy moorland roads of Somerset and the relentless roundabouts of Milton Keynes. Now, I doubt I'll get close to Alford's epic quest in terms of accumulated mileage over the coming months, but I will be tackling those more real-world environments – and with enough time behind the wheel hopefully to gain an understanding of what remains a very curious machine. A controversial one, too. This is, as you may recall, the Ford that isn't entirely a Ford: it's built on the Volkswagen Group's MEB electric car platform, as part of a broad deal between the two firms that has helped the Blue Oval expand its EV line-up beyond the larger Mustang Mach-E. That said, Ford says that while it has taken a VW Group platform, it has developed its own vehicle with its own character. It's also the Explorer that isn't really an Explorer: the name comes from a long-running US market SUV, although one that is both larger and very much not electrically powered. To British buyers not versed in Ford's US lineup, that's possibly more confusing than controversial: certainly Ford attracted less opprobrium for using the name than if they had, say, wheeled out an electric SUV-coupé and called it a Capri. Imagine! Perhaps most contentiously, of course, is that this Explorer is the car that killed the Ford Fiesta: Ford had to convert its Cologne plant, where the Fiesta was built, for EV production. That was a much-questioned decision when announced in 2023, never mind the recent challenges in the EV market. It's not really fair to judge the Explorer by what it is, isn't or represents, though: the role here is to leave all of that to one side and evaluate how good the Explorer is as a car. And the good news is that there's a lot of promise here. For starters, for a boxy SUV the Explorer is really quite well resolved, with some neat design touches. It has already attracted an admiring comment from one of my neighbours, a non-car person who thinks it looks 'really nice'. We're off to a good start, then. It's also deceptive: that boxy styling makes it look bigger in photos than it really is. Anyone who read about the MEB platform and expected the Explorer to be a VW ID 4 with a different badge – an ID Ford, perhaps? – may be surprised to learn it's quite a bit shorter. Inside, the Explorer is notably different from most VW Group models. A few parts will be familiar (we'll get to those in a future report), but the large, vertically mounted 14.6in touchscreen is pure Ford, and it runs Ford's own infotainment system. It can also be angled up and down depending on preference, in doing so giving access to a semi-secret storage cubby. The Explorer is offered with single- and dual-motor layouts, and with two battery sizes. Because I value range above pace, I've chosen the Extended Range Premium RWD, which features a single 282bhp motor and a 77kWh (usable capacity) battery. The official range is 354 miles, with efficiency rated at 3.4mpkWh. As with other MEB cars, it can charge at speeds of up to 135kW, which is decent enough, but plenty of rivals are now faster. If you want an Explorer that charges more quickly, you'll need the dual-motor AWD Extended Range version. Our Premium-spec car is really well equipped, as you would hope for £49,975: outside, there are stylised 20in wheels, matrix LED lights and a large panoramic roof; inside, there are niceties such as heated seats covered with Sensico trim (it's an alternative to leather), a wireless phone charger, a rear camera and a 10-speaker Bang & Olufsen sound system. We've plumped for a few extras such as Rapid Red paint, which costs £800 (white is the only no-cost option). After that we added the £1300 Driver Assistance pack for a head-up display and a 360deg reversing camera, plus the £1050 heat pump, because frankly this is 2025 and every EV should come with one. That brings the total to a not insignificant £53,125. A cheaper Explorer with a smaller battery is on the way, just so you know. When our road testers put an Explorer Premium RWD through the mill last year, they determined Ford had succeeded in injecting some personality into the handling but fallen short of producing a car that matches up to some of Ford's nest. Certainly, on first impressions, the Explorer is proving very pleasant to drive, but while it's not anodyne, like some electric SUVs, there's little I'd call especially memorable. But it's early days, so there's plenty of time to find roads on which I can try to discover some dynamism. Still, I'm looking forward to doing that, and to finding out how well the Explorer fulfils the role of a daily companion. Enough to inspire me to circumnavigate the globe in one? I'm not so sure about that, but let's see. Even if my upcoming adventures aren't as ambitious or spectacular as Alford's, getting to know this Explorer promises to be an interesting quest. Second report It's the key fob that threw me, simply because it was so incongruous. The Ford Explorer has a very pleasant, stylish key fob, but it's a Volkswagen Group key fob. That makes sense on one level: it's no secret that the Explorer is built on the German giant's MEB platform, so there will be many shared parts. But I was still surprised that it extended as far as the casing for the remote locking system. So I decided to see how many VW parts I could find in my Ford. The first few are pretty obvious: the stubby drive mode selector behind the steering wheel, the digital instrument cluster and the head-up display. They even run the same so ware. The indicator stalks are VW parts too, as are the light-switch panel and the window and locking controls on the driver's door. Also, while the steering wheel has a Blue Oval in the middle, the controls on it are the much-moaned-about haptic 'buttons' from early MEB cars (which the VW Group is in the process of phasing out). You get the idea. But before you think this is a rant about platform sharing, here's my point: I don't think it matters. Certainly, I reckon that many car buyers won't notice or care. And here's why: the VW Group's key fob, indicator stalks, drive mode selector and digital instrument cluster are all perfectly good. Why would Ford spend money on engineering its own casings just so they look different? Instead, Ford has clearly focused its investment on areas where it feels it can add value and buyers will appreciate it: the massive touchscreen is a Ford unit and runs Ford so ware. And Ford engineers spent time working on the Explorer's suspension and ride, which does feel sharper than most other MEB-based cars. Frankly, I would rather Ford's engineers spend their time making a car ride and handle better than ensuring it has an on-brand key fob. And that does seem to have been the case so far. I suspect relatively few people would realise the key fob is a VW Group design. And it is a perfectly good key fob, probably sleeker and shinier than recent Ford ones. Even if it will keep on confusing me when I pick it up. Third report Car designers are very clever people, and as cars have swelled in recent years, they've become increasingly adept at hiding their dimensions. The best example of recent years is probably the Hyundai Ioniq 5, which in pictures looks like a Lancia Delta-esque hatchback but is actually a pretty hefty SUV. The Renault 5 is another car that has surprised me with its footprint when I've seen it in the metal: it's still a relatively small car, but those sharp lines and retro creases have you thinking compact hot hatch. And the new Ford Explorer is yet another that can trick you into misjudging its size based on images – although, unusually, in this case it's because it's actually smaller than it looks. The Explorer's distinctively boxy SUV styling gives it real presence, making it feel like it's a bigger, chunkier car. It was only when I opened the boot and was mildly surprised at how relatively small it was (445 litres) that I realised how compact the car really is. It's not just me: when chatting about the Explorer to my colleague Steve Cropley before he borrowed it for a tour of Ford UK sites (Autocar, 30 April), he said: 'It's a slightly big beast, isn't it?' He was quite surprised (as I had been) when he learned that, at 4468mm, the Explorer is about the same length as the Ford Focus. Now, clearly the Explorer is an SUV, so it's a bigger, chunkier car than the Focus, but it's significantly shorter than the Kuga, which is Ford's Focus-equivalent SUV. I really got a sense of its size on a recent trip to a garden centre, when I spied an opportunity to squeeze the Explorer into a parking spot between a Fiesta and an older Focus. This unlikely family gathering was quite telling, highlighting that if you look beyond that bluff, beefy front end, the Explorer is actually relatively compact. Which, for someone who much prefers smaller cars, is a very good thing. Among the reasons why people buy big SUVs seem to be perceptions of safety and security and a love of a commanding, high-riding seating position. Well, the Explorer feels securely stout and has a nice high-set driving seat, yet it's also well-sized for Britain's narrow roads. As Cropley found on his recent tour, there's actually a pleasing dynamism to the Explorer's ride and handling, and while it's not as well resolved as a Fiesta or Focus, there is some real engagement to it. And because it isn't an oversized SUV, you can actually enjoy that without fear of kerbing a wheel or threatening oncoming traffic. In my experience, it isn't that compromised inside, either. I mentioned that I was surprised by how small the boot was, but I should stress that this is all relative – and probably not helped that my previous car was a Skoda Superb Estate, a car with a boot so large it probably has its own microclimate. I've rarely struggled to get everything I needed into the back of the Explorer, and because it's quite a deep boot, it's easy to stack items if needed. In fact, my only gripe with the boot – and this is true of a lot of EVs – is that the compartment for storing the charging cable neatly is under the floor. Which is fine unless you're trying to plug in your car when you've got a bootful of stuff. The Explorer's rear seats don't seem that compromised either, and there's plenty of space up front. Clearly, some families will need a bigger vehicle, but the Explorer seems to offer plenty of car for most. And while it's not exactly a conventional hatchback, it does that within a comparatively compact footprint while giving the impression that it's more 'SUV' than it really is. That seems like a good combination to me. Fourth report The Ford's touchscreen is a talking point, and one that's been commented on by all my friends and family who have had the privilege of being offered a ride. And that's no surprise: the 14.6in vertical screen dominates the dash. It's got a neat party trick, too: you can slide it up, both to set it at an angle of your choosing and to access a sort of secret storage cubby. I tend to have it down: it makes the screen easier to reach and means I can better see the B&O soundbar. My ears aren't attuned enough to know if having the soundbar blocked by a bit of the touchscreen affects the audio quality, but that's my excuse and I'm sticking to it. Touchscreens in cars remain a contentious issue, but there are now too many controls and functions not to use them, so the focus is on ensuring they're implemented as well as possible. That includes placement: should a screen be portrait or landscape? (We're excluding Mini's round screens, those crazy oddballs.) Initially, I was part of Team Landscape, because they look better and more natural on horizontally aligned car dashboards – and it matches the way my TV sits. But the more I experience vertically mounted screens the more I'm convinced. Last year I ran a Honda e:Ny1 that had a supersize portrait screen, and I really warmed to it (the screen, that is; the rest of the car was 'meh'). The Explorer confirms my feelings. They may sit oddly on the dash, but vertical screens just work better in a car. The top is near your eyeline, and it's much easier to glance down at a vertical screen than one that's landscape. Easier to reach, too: I have had to reach across big horizontal screens to access functions in the far corner, which isn't ideal when driving. The Explorer's Sync infotainment system divides the screen into a number of sections, including some fixed elements that remain in place. They're still not as easy to locate as physical buttons, but you do develop the muscle memory that makes it easier to reach them. The top includes key driving and car control functions, including the drive mode selector – which is useful, because I always need to access it when I get in so I can select Eco. The HVAC controls are all at the bottom of the screen and well placed to access at a glance. That leaves the middle for key functions such as the sat-nav, entertainment and other bits. It's also where Apple CarPlay appears – although somewhat to the chagrin of my phone, because the Explorer's wireless charger refuses to fill my iPhone's battery as fast as wireless CarPlay drains it. Both Google Maps and Ford's own sat-nav work well in portrait mode, giving a better view of what's ahead than a landscape screen. It's much easier to scroll through a list of podcasts or songs, too. Ford clearly thinks the landscape screen is a selling point: it's one aspect of the VW-platformed Explorer that was kept in-house. I'm minded to agree. I'm fast becoming a member of the Portrait Society. Final report The estimable Steve Cropley has already explained things better than I ever could. When I took delivery of this Ford Explorer, the question set for me to answer concerned whether an EV with Volkswagen underpinnings could really be a true Ford. I had several months to consider. Then Steve borrowed the Explorer for a Ford-themed UK road trip (30 April) and pretty much nailed my brief in two days. As he put it, Ford took a VW platform, built a sensible, honest family car and added just enough handling pep to evoke the brand's turn-of-the-century glory days and make the Explorer feel distinct from its German cousins and worthy of bearing the Blue Oval. Well, I agree with Steve on all counts. Early in my days with the Explorer, I found myself counting the VW parts – which include plenty of the switchgear and even the key fob. But beyond those bits, it looks and feels like a Ford. And you know what? VW switchgear is pretty good, generally (particularly since Ford hasn't ported over the controversial infotainment sliders). Some of the switchgear in Rachel Burgess's opulent Bentley Bentayga long-termer is recognisable from elsewhere in the VW Group, and if it's good enough for Bentley, then it's fine for Ford. And, really, why change stuff just for the sake of it? And while the Explorer doesn't quite have the pep of a Fiesta or a Focus, it certainly holds its own with any of Ford's petrol SUVs. So, basically, Steve was right. Case closed, then. Actually, hang on, because there's still a separate yet related question to answer: what's the Explorer like to live with? After all, even if it looks like a Ford, feels like a Ford and, er, quacks like a Ford, that doesn't matter if it can't deliver on the brief of an electric family crossover. Well, generally, I liked it. It's the sort of car that takes a bit of time to warm to but reveals plenty of strengths over an extended period. The styling featured plenty of SUV cues but had enough edge that it looks better in the metal than in photos. It's well sized too: despite that boxy exterior, it was pleasingly compact and proved very easy to place on the road. It had strong all-round visibility as well. Typically for a Ford, the interior was pleasant and comfortable enough but definitely majored on practicality rather than premium sheen. Nothing wrong with that, though. One bit of VW switchgear that did annoy was the window control panel on the driver's door, which featured tactile 'buttons' and made me press a toggle to operate the front or rear windows. As previously reported, the big, portrait-oriented touchscreen is a bit in your face at first but generally works quite well, and once I had learned where the key controls were, I didn't rue the relative lack of physical buttons. My Explorer was in my ideal electric SUV spec: a single motor paired with the biggest (77kWh) battery possible. I struggle to see why you would need the extra performance of the dual-motor version, because this car had more than enough accelerative juice to keep pace in traffic and cruised happily at motorway speeds. Much of my running was spent either pootling around town or on trips up and down the motorway, which is always a good test of range. Officially, it's 354 miles, but when I filled the battery, the most I ever saw on the range indicator was 302 miles – and I managed to cover only 270 miles before I needed to plug in again. Still, that's not a disgraceful range for an electric SUV, and while I generally was achieving around 3.5mpkWh, on his outing Steve returned just above 4mpkWh. He isn't just annoyingly efficient when it comes to turns of phrase, then. The caveat to the range is that it was definitely very temperature-dependent. When the Explorer arrived in far colder weather, the indicated range when the battery was full was closer to 250 miles. That's a disappointing variance, especially because the heat pump fitted to my test car was a £1050 option. Still, it was relative: last year I ran a pumpless Honda e:Ny1 and its range suffered so much from colder conditions that I was deterred from putting the heater on. The other four-figure option fitted to my Explorer was the £1300 Driver Assistance Pack, which added a head-up display, lane change assistance, parking assistance and a 360deg parking camera. Even if the Explorer is quite easy to place, due to its compact size, it's probably worth the outlay for that camera, which was generally excellent and made reversing a cinch. But adding options adds cost, and that's where my Explorer gives pause for thought. With a price of £53,125 as tested, it's quite pricey compared with rivals. In fact, it costs more than the Volkswagen ID 4, which has essentially the same running gear but is bigger. You can understand why, since VW is clearly making profit from selling its hardware and Ford then needs its own markup to compensate. That makes the Explorer slightly harder to recommend. It might come down to what deals you can nd. But there's enough character and Ford-infused charm here to make up for that extra outlay if you really want an EV bearing a Blue Oval. A proper Ford, then, and a good family crossover. Ford Explorer specification Prices: List price new £49,975 List price now £49,975 Price as tested £52,125 Options: Driver Assistance Pack £1300, heat pump £1050, Rapid Red paint £800 Fuel consumption and range: Claimed range 354 miles Battery size 82/77kWh (total/usable) Test average 3.4mpkWh Test best 4.2mpkWh Test worst 2.8mpkWh Real-world range 262 miles Tech highlights: 0-62mph 6.4sec Top speed 112mph Engine Permanent magent synchronous motor Max power 282bhp Max torque 254lb ft Transmission 1-spd reduction gear, RWD Boot capacity 470 litres Wheels 8.0Jx20in (f), 9.0x20in (r) Tyres 235/50 R20 H XL (f), 235/45 R20 H XL (r), Continental EcoContact 6 Kerb weight 2102kg Service and running costs: Contract hire rate £420 CO2 0g/km Service costs None Other costs None Fuel costs £277.20 Running costs inc fuel £277.20 Cost per mile 9 pence Faults None]]>
Auto Car
5 days ago
- Automotive
- Auto Car
I spent 3000 miles in an Explorer – is it really a true Ford?
To mark the launch of the Ford Explorer, Lexie Alford became the first person to circumnavigate the globe in an EV. The 18,600-mile, 27-country journey traversed territory as diverse as the Australian outback, the mountains of Bhutan and the Atacama desert. Impressive stuff, but of more relevance to me – and you, I would expect – is how the Explorer will tackle slightly more real-world adventures, such as the traffic-clogged streets of Twickenham, the bumpy moorland roads of Somerset and the relentless roundabouts of Milton Keynes. Now, I doubt I'll get close to Alford's epic quest in terms of accumulated mileage over the coming months, but I will be tackling those more real-world environments – and with enough time behind the wheel hopefully to gain an understanding of what remains a very curious machine. A controversial one, too. This is, as you may recall, the Ford that isn't entirely a Ford: it's built on the Volkswagen Group's MEB electric car platform, as part of a broad deal between the two firms that has helped the Blue Oval expand its EV line-up beyond the larger Mustang Mach-E. That said, Ford says that while it has taken a VW Group platform, it has developed its own vehicle with its own character. It's also the Explorer that isn't really an Explorer: the name comes from a long-running US market SUV, although one that is both larger and very much not electrically powered. To British buyers not versed in Ford's US lineup, that's possibly more confusing than controversial: certainly Ford attracted less opprobrium for using the name than if they had, say, wheeled out an electric SUV-coupé and called it a Capri. Imagine!
Auto Car
6 days ago
- Automotive
- Auto Car
I spent 3000 miles in a Ford Explorer – is it really more than a VW in cowboy boots?
Close To mark the launch of the Ford Explorer, Lexie Alford became the first person to circumnavigate the globe in an EV. The 18,600-mile, 27-country journey traversed territory as diverse as the Australian outback, the mountains of Bhutan and the Atacama desert. Impressive stuff, but of more relevance to me – and you, I would expect – is how the Explorer will tackle slightly more real-world adventures, such as the traffic-clogged streets of Twickenham, the bumpy moorland roads of Somerset and the relentless roundabouts of Milton Keynes. Now, I doubt I'll get close to Alford's epic quest in terms of accumulated mileage over the coming months, but I will be tackling those more real-world environments – and with enough time behind the wheel hopefully to gain an understanding of what remains a very curious machine. A controversial one, too. This is, as you may recall, the Ford that isn't entirely a Ford: it's built on the Volkswagen Group's MEB electric car platform, as part of a broad deal between the two firms that has helped the Blue Oval expand its EV line-up beyond the larger Mustang Mach-E. That said, Ford says that while it has taken a VW Group platform, it has developed its own vehicle, with its own character. It's also the Explorer that isn't really an Explorer: the name comes from a long-running US market SUV, although one that is both larger and very much not electrically powered. To British buyers not versed in Ford's US lineup, that's possibly more confusing than controversial: certainly Ford attracted less opprobrium for using the name than if they had, say, wheeled out an electric SUV-coupé and called it a Capri. Imagine! Perhaps most contentiously, of course, is that this Explorer is the car that killed the Ford Fiesta: Ford had to convert its Cologne plant, where the Fiesta was built, for EV production. That was a much-questioned decision when announced in 2023, never mind the recent challenges in the EV market. It's not really fair to judge the Explorer by what it is, isn't or represents, though: the role here is to leave all of that to one side and evaluate how good the Explorer is as a car. And the good news is that there's a lot of promise here. For starters, for a boxy SUV the Explorer is really quite well resolved, with some neat design touches. It has already attracted an admiring comment from one of my neighbours, a non-car person who thinks it looks 'really nice'. We're off to a good start, then. It's also deceptive: that boxy styling makes it look bigger in photos than it really is. Anyone who read about the MEB platform and expected the Explorer to be a VW ID 4 with a different badge – an ID Ford, perhaps? – may be surprised to learn it's quite a bit shorter. Inside, the Explorer is notably different from most VW Group models. A few parts will be familiar (we'll get to those in a future report), but the large, vertically mounted 14.6in touchscreen is pure Ford, and it runs Ford's own infotainment system. It can also be angled up and down depending on preference, in doing so giving access to a semi-secret storage cubby. The Explorer is offered with single- and dual-motor layouts, and with two battery sizes. Because I value range above pace, I've chosen the Extended Range Premium RWD, which features a single 282bhp motor and a 77kWh (usable capacity) battery. The official range is 354 miles, with efficiency rated at 3.4mpkWh. As with other MEB cars, it can charge at speeds of up to 135kW, which is decent enough, but plenty of rivals are now faster. If you want an Explorer that charges more quickly, you'll need the dual-motor AWD Extended Range version. Our Premium-spec car is really well equipped, as you would hope for £49,975: outside, there are stylised 20in wheels, matrix LED lights and a large panoramic roof; inside, there are niceties such as heated seats covered with Sensico trim (it's an alternative to leather), a wireless phone charger, a rear camera and a 10-speaker Bang & Olufsen sound system. We've plumped for a few extras such as Rapid Red paint, which costs £800 (white is the only no-cost option). A er that we added the £1300 Driver Assistance pack for a head-up display and a 360deg reversing camera, plus the £1050 heat pump, because frankly this is 2025 and every EV should come with one. That brings the total to a not insignificant £53,125. A cheaper Explorer with a smaller battery is on the way, just so you know. When our road testers put an Explorer Premium RWD through the mill last year (Autocar, 23 October), they determined Ford had succeeded in injecting some personality into the handling but fallen short of producing a car that matches up to some of Ford's nest. Certainly, on first impressions, the Explorer is proving very pleasant to drive, but while it's not anodyne, like some electric SUVs, there's little I'd call especially memorable. But it's early days, so there's plenty of time to find roads on which I can try to discover some dynamism. Still, I'm looking forward to doing that, and to finding out how well the Explorer fulfils the role of a daily companion. Enough to inspire me to circumnavigate the globe in one? I'm not so sure about that, but let's see. Even if my upcoming adventures aren't as ambitious or spectacular as Alford's, getting to know this Explorer promises to be an interesting quest. Second report It's the key fob that threw me, simply because it was so incongruous. The Ford Explorer has a very pleasant, stylish key fob, but it's a Volkswagen Group key fob. That makes sense on one level: it's no secret that the Explorer is built on the German giant's MEB platform, so there will be many shared parts. But I was still surprised that extended as far as the casing for the remote locking system. So I decided to see how many VW parts I could find in my Ford. The first few are pretty obvious: the stubby drive mode selector behind the steering wheel, the digital instrument cluster and the head-up display. They even run the same so ware. The indicator stalks are VW parts too, as are the light-switch panel and the window and locking controls on the driver's door. Also, while the steering wheel has a Blue Oval in the middle, the controls on it are the much-moaned-about haptic 'buttons' from early MEB cars (which the VW Group is in the process of phasing out). You get the idea. But before you think this is a rant about platform sharing, here's my point: I don't think it matters. Certainly I reckon that many car buyers won't notice or care. And here's why: the VW Group's key fob, indicator stalks, drive mode selector and digital instrument cluster are all perfectly good. Why would Ford spend money on engineering its own casings just so they look different? Instead, Ford has clearly focused its investment on areas where it feels it can add value and buyers will appreciate it: the massive touchscreen is a Ford unit and runs Ford so ware. And Ford engineers spent time working on the Explorer's suspension and ride, which does feel sharper than most other MEB-based cars'. Frankly, I would rather Ford's engineers spend their time making a car ride and handle better than ensuring it has an on-brand key fob. And that does seem to have been the case so far. I suspect relatively few people would realise the key fob is a VW Group design. And it is a perfectly good key fob, probably sleeker and shinier than recent Ford ones. Even if it will keep on confusing me when I pick it up. Third report Car designers are very clever people, and as cars have swelled in recent years, they've become increasingly adept at hiding their dimensions. The best example of recent years is probably the Hyundai Ioniq 5, which in pictures looks like a Lancia Delta-esque hatchback but is actually a pretty hefty SUV. The Renault 5 is another car that has surprised me with its footprint when I've seen it in the metal: it's still a relatively small car, but those sharp lines and retro creases have you thinking compact hot hatch. And the new Ford Explorer is yet another that can trick you into misjudging its size based on images – although, unusually, in this case it's because it's actually smaller than it looks. The Explorer's distinctively boxy SUV styling gives it real presence, making it feel like it's a bigger, chunkier car. It was only when I opened the boot and was mildly surprised at how relatively small it was (445 litres) that I realised how compact the car really is. It's not just me: when chatting about the Explorer to my colleague Steve Cropley before he borrowed it for a tour of Ford UK sites (Autocar, 30 April), he said: 'It's a slightly big beast, isn't it?' He was quite surprised (as I had been) when he learned that, at 4468mm, the Explorer is about the same length as the Ford Focus. Now clearly the Explorer is an SUV, so it's a bigger, chunkier car than the Focus, but it's significantly shorter than the Kuga, which is Ford's Focus-equivalent SUV. I really got a sense of its size on a recent trip to a garden centre, when I spied an opportunity to squeeze the Explorer into a parking spot between a Fiesta and an older Focus. This unlikely family gathering was quite telling, highlighting that if you look beyond that bluff, beefy front end, the Explorer is actually relatively compact. Which, for someone who much prefers smaller cars, is a very good thing. Among the reasons why people buy big SUVs seem to be perceptions of safety and security and a love of a commanding, high-riding seating position. Well, the Explorer feels securely stout and has a nice high-set driving seat, yet it's also well-sized for Britain's narrow roads. As Cropley found on his recent tour, there's actually a pleasing dynamism to the Explorer's ride and handling, and while it's not as well resolved as a Fiesta or Focus, there is some real engagement to it. And because it isn't an oversized SUV, you can actually enjoy that without fear of kerbing a wheel or threatening oncoming traffic. In my experience, it isn't that compromised inside, either. I mentioned that I was surprised by how small the boot was, but I should stress that this is all relative – and probably not helped that my previous car was a Skoda Superb Estate, a car with a boot so large it probably has its own microclimate. I've rarely struggled to get everything I needed into the back of the Explorer, and because it's quite a deep boot, it's easy to stack items if needed. In fact, my only gripe with the boot – and this is true of a lot of EVs – is that the compartment for storing the charging cable neatly is under the floor. Which is fine unless you're trying to plug in your car when you've got a bootful of stuff. The Explorer's rear seats don't seem that compromised either, and there's plenty of space up front. Clearly, some families will need a bigger vehicle, but the Explorer seems to offer plenty of car for most. And while it's not exactly a conventional hatchback, it does that within a comparatively compact footprint while giving the impression that it's more 'SUV' than it really is. That seems like a good combination to me. The Ford's touchscreen is a talking point, and one that's been commented on by all my friends and family who have had the privilege of being offered a ride. And that's no surprise: the 14.6in vertical screen dominates the dash. It's got a neat party trick, too: you can slide it up, both to set it at an angle of your choosing and to access a sort-of-secret storage cubby. I tend to have it down: it makes the screen easier to reach and means I can better see the B&O soundbar. My ears aren't attuned enough to know if having the soundbar blocked by a bit of the touchscreen affects the audio quality, but that's my excuse and I'm sticking to it. Touchscreens in cars remain a contentious issue, but there are now too many controls and functions not to use them, so the focus is on ensuring they're implemented as well as possible. That includes placement: should a screen be portrait or landscape? (We're excluding Mini's round screens, those crazy oddballs.) Initially I was part of Team Landscape, because they look better and more natural on horizontally aligned car dashboards – and it matches the way my TV sits. But the more I experience vertically mounted screens the more I'm convinced. Last year I ran a Honda e:Ny1 that had a supersize portrait screen, and I really warmed to it (the screen, that is; the rest of the car was 'meh'). The Explorer confirms my feelings. They may sit oddly on the dash, but vertical screens just work better in a car. The top is near your eyeline, and it's much easier to glance down at a vertical screen than one that's landscape. Easier to reach, too: I have had to reach across big horizontal screens to access functions in the far corner, which isn't ideal when driving. The Explorer's Sync infotainment system divides the screen into a number of sections, including some fixed elements that remain in place. They're still not as easy to locate as physical buttons, but you do develop the muscle memory that makes it easier to reach them. The top includes key driving and car control functions, including the drive mode selector – which is useful, because I always need to access it when I get in so I can select Eco. The HVAC controls are all at the bottom of the screen and well placed to access at a glance. That leaves the middle for key functions such as the sat-nav, entertainment and other bits. It's also where Apple CarPlay appears – although somewhat to the chagrin of my phone, because the Explorer's wireless charger refuses to fill my iPhone's battery as fast as wireless CarPlay drains it. Both Google Maps and Ford's own sat-nav work well in portrait mode, giving a better view of what's ahead than a landscape screen. It's much easier to scroll through a list of podcasts or songs, too. Ford clearly thinks the landscape screen is a selling point: it's one aspect of the VW-platformed Explorer that was kept in-house. I'm minded to agree. I'm fast becoming a member of the Portrait Society. Final report The estimable Steve Cropley has already explained things better than I ever could. When I took delivery of this Ford Explorer, the question set for me to answer concerned whether an EV with Volkswagen underpinnings could really be a true Ford. I had several months to consider. Then Steve borrowed the Explorer for a Ford-themed UK road trip (30 April) and pretty much nailed my brief in two days. As he put it, Ford took a VW platform, built a sensible, honest family car and added just enough handling pep to evoke the brand's turn-of-the-century glory days and make the Explorer feel distinct from its German cousins and worthy of bearing the Blue Oval. Well, I agree with Steve on all counts. Early in my days with the Explorer, I found myself counting the VW parts – which include plenty of the switchgear and even the key fob. But beyond those bits, it looks and feels like a Ford. And you know what? VW switchgear is pretty good, generally (particularly since Ford hasn't ported over the controversial infotainment sliders). Some of the switchgear in Rachel Burgess's opulent Bentley Bentayga long-termer is recognisable from elsewhere in the VW Group, and if it's good enough for Bentley, then it's fine for Ford. And, really, why change stuff just for the sake of it? And while the Explorer doesn't quite have the pep of a Fiesta or a Focus, it certainly holds its own with any of Ford's petrol SUVs. So, basically, Steve was right. Case closed, then. Actually, hang on, because there's still a separate yet related question to answer: what's the Explorer like to live with? After all, even if it looks like a Ford, feels like a Ford and, er, quacks like a Ford, that doesn't matter if it can't deliver on the brief of an electric family crossover. Well, generally, I liked it. It's the sort of car that takes a bit of time to warm to but reveals plenty of strengths over an extended period. The styling featured plenty of SUV cues but had enough edge that it looks better in the metal than in photos. It's well sized too: despite that boxy exterior, it was pleasingly compact and proved very easy to place on the road. It had strong all-round visibility as well. Typically for a Ford, the interior was pleasant and comfortable enough but definitely majored on practicality rather than premium sheen. Nothing wrong with that, though. One bit of VW switchgear that did annoy was the window control panel on the driver's door, which featured tactile 'buttons' and made me press a toggle to operate the front or rear windows. As previously reported, the big, portrait-oriented touchscreen is a bit in your face at first but generally works quite well, and once I had learned where the key controls were, I didn't rue the relative lack of physical buttons. My Explorer was in my ideal electric SUV spec: a single motor paired with the biggest (77kWh) battery possible. I struggle to see why you would need the extra performance of the dual-motor version, because this car had more than enough accelerative juice to keep pace in traffic and cruised happily at motorway speeds. Much of my running was spent either pootling around town or on trips up and down the motorway, which is always a good test of range. Officially, it's 354 miles, but when I filled the battery, the most I ever saw on the range indicator was 302 miles – and I managed to cover only 270 miles before I needed to plug in again. Still, that's not a disgraceful range for an electric SUV, and while I generally was achieving around 3.5mpkWh, on his outing Steve returned just above 4mpkWh. He isn't just annoyingly e cient when it comes to turns of phrase, then. The caveat to the range is that it was definitely very temperature-dependent. When the Explorer arrived in far colder weather, the indicated range when the battery was full was closer to 250 miles. That's a disappointing variance, especially because the heat pump fitted to my test car was a £1050 option. Still, it was relative: last year I ran a pumpless Honda e:Ny1 and its range suffered so much from colder conditions that I was deterred from putting the heater on. The other four-figure option fitted to my Explorer was the £1300 Driver Assistance Pack, which added a head-up display, lane change assistance, parking assistance and a 360deg parking camera. Even if the Explorer is quite easy to place, due to its compact size, it's probably worth the outlay for that camera, which was generally excellent and made reversing a cinch. But adding options adds cost, and that's where my Explorer does give pause for thought. With a price of £53,125 as tested, it's quite pricey compared with rivals. In fact, it costs more than the Volkswagen ID 4, which has essentially the same running gear but is bigger. You can understand why, since VW is clearly making profit from selling its hardware and Ford then needs its own mark-up to compensate. That makes the Explorer slightly harder to recommend. It might come down to what deals you can nd. But there's enough character and Ford-infused charm here to make up for that extra outlay if you really want an EV bearing a Blue Oval. A proper Ford, then, and a good family crossover. Ford Explorer specification Prices: List price new £49,975 List price now £49,975 Price as tested £52,125 Options: Driver Assistance Pack £1300, heat pump £1050, Rapid Red paint £800 Fuel consumption and range: Claimed range 354 miles Battery size 82/77kWh (total/usable) Test average 3.4mpkWh Test best 4.2mpkWh Test worst 2.8mpkWh Real-world range 262 miles Tech highlights: 0-62mph 6.4sec Top speed 112mph Engine Permanent magent synchronous motor Max power 282bhp Max torque 254lb ft Transmission 1-spd reduction gear, RWD Boot capacity 470 litres Wheels 8.0Jx20in (f), 9.0x20in (r) Tyres 235/50 R20 H XL (f), 235/45 R20 H XL (r), Continental EcoContact 6 Kerb weight 2102kg Service and running costs: Contract hire rate £420 CO2 0g/km Service costs None Other costs None Fuel costs £277.20 Running costs inc fuel £277.20 Cost per mile 9 pence Faults None Back to the top
Daily Mirror
01-05-2025
- Daily Mirror
'I've visited every country in the world - you'll never have heard of my favourite'
Lexie Alford, who became the youngest person to visit every country in the world at the age of 21, has revealed her favourite place on Earth - and it's a rather surprising choice A globetrotting YouTube sensation who has visited every country on Earth has shared her favourite spot – and it's one many Brits have never heard of. By 21, Lexie Alford had set a record as the youngest person to traverse all 196 countries. In the process, she amassed an impressive fanbase of over half a million subscribers on YouTube, where she shares her tales. On her LexieLimitless YouTube channel, Lexie unveiled the destination that stole her heart. "I've traveled to every country in the world, and there's one question that nearly every single person I've ever met has asked me," she said, setting the stage for her big reveal. And the winner is... the secluded mountain realm of Bhutan. Nestled between India and China, Bhutan is often dubbed the "world's happiest country" due to its government prioritising citizen happiness over mere economic metrics. Comparable in size to Belgium but with fewer than 800,000 inhabitants, Bhutan boasts a landscape that is 85% forested. Lexie praised the nation for having "the freshest air she's ever breathed" during a recent visit. Although her first journey to Bhutan was back in 2018, Lexie couldn't resist a return trip this year to explore the mythical Paro Taktsang or "Tiger's Nest" monastery. Perched around 3,000 metres above sea level in the Paro valley, this sacred site dates back to 1692. The monastery suffered a devastating fire in the late 1990s but was meticulously restored to mirror its original splendour. Bhutan's allure extends beyond its breathtaking landscapes and pristine natural beauty, according to traveller Lexie, who believes the nation's unique culture propels it into a league of its own. She highlighted a compelling reason for Bhutan's distinctiveness: "The most significant thing that makes Bhutan so different from every other country is that it's ranked the happiest country in the world." Lexie hailed Bhutan as "one of the world's best-kept secrets." sharing her awe with her avid followers. She went on: "The most significant thing that makes Bhutan so different from every other country is that it's ranked the happiest country in the world." She notes that the country's governance and spiritual practices have fostered incredibly hospitable people, some of the kindest she's ever encountered. In addition to its welcoming citizens, Bhutan boasts singular culinary experiences, offering intensely spicy dishes that Lexie describes as being "filled to the brim" with fiery chillies. Lexie also experienced a traditional Bhutanese bath, in which red-hot stones are immersed in water, creating steam to heat the bath. She explained: "The stones start sizzling and vibrating and creating all this steam and it heats up the water that way." Tourism significantly contributes to Bhutan's prosperity. The nation witnessed one of the world's most rapid economic expansions in 2007. However, the travel sector suffered a severe setback from the coronavirus pandemic, with tourist numbers still struggling to recover to pre-pandemic figures. Yet, it's Bhutan's unique emphasis on measuring national well-being through its "National Happiness Index" that provides the country with a novel appeal. Reflecting on its significance, Lexie shares her sentiment: "I think that the world has so much to learn from this tiny country." The index springs from a detailed survey of nearly 300 questions, taking a good three-hour stretch to finish. But there's a sweetener: everyone who hands in a completed survey gets paid a full day's salary. This isn't where the government's kindness ends; citizens often receive a gift of five acres of land and "all the basic necessities to settle down in that new place". Such generosity has stirred deep fondness for King Jigme Khesar Namgyel Wangchuck, and his Queen Jetsun Pema, who is endearingly dubbed the " Kate Middleton of the Himalayas".
