Ford Explorer Buying Guide: Cost, Reliability, and the Best Years to Buy (2024)

The Ford Explorer has been the Blue Oval’s midsize sport-utility mainstay since 1991. Over the years, it’s ebbed and flowed in size and scope, growing larger over time and adding a third row, but discarding its early two-door versions and the 2000s-era Explorer Sport Trac pickup. The Explorer also started life as a typical body-on-frame design derived from a pickup truck chassis, only to become a crossover sharing a platform shared with the Ford Taurus and finally a model-specific platform sharing components only with the Lincoln Aviator.

In its early days the Explorer was powered by a V6 engine, an optional V8, but these days it uses turbocharged four-cylinders and V6s. Most Explorers over time have been either four-wheel drive (4WD) or all-wheel drive (AWD), but the Explorer has also always been offered in a two-wheel drive form—usually rear-wheel drive as it is today, but one earlier generation was front-wheel drive.

It’s been a popular machine in every generation, though the 2000 and newer versions have never quite equaled the huge sales of the 1990s original. At that time the Explorer was the single most popular SUV in North America, but changing tastes, more efficient competitors, and a scandal involving the early Explorer’s Firestone tires saw the model fade in the early 2000s. It was in response to sales declines and new rivals like the Toyota Highlander that Ford eventually redesigned the Explorer into a more car-like crossover.

Today, the Explorer occupies a much larger and more premium space than it did in the 1990s, and it competes against a broad field of vehicles from almost every mass-market manufacturer. Rivals range from the Highlander, Honda Pilot, Kia Telluride, and Volkswagen Atlas to more premium vehicles like the Acura MDX and the explorer’s own upmarket sibling, the Lincoln Aviator.

Here, we’ve outlined some of the basics about each Ford Explorer generation, and we’ve mixed in a little advice about what to look for in each one.

Ford Explorer: Cost, Reliability, and the Best Years to Buy

Frequently Asked Questions
Ford Explorer Pros and Cons
Ford Explorer Generations
Sixth Generation (2020-Present)
Fifth Generation (2011-2019)
Fourth Generation (2006-2010)
Third Generation (2002-2005)
Second Generation (1995-2001)
First Generation (1991-1995)

Frequently Asked Questions

Which Ford Explorer years are the best?

The Explorer generally isn’t the most reliable vehicle in this segment, but the newest models and a smattering of old ones seem to fare the best. Pre-1996 Explorers are very hard-wearing but very old now. 2021 and newer models have average repair records and don’t generate many complaints, but they’re also still under warranty. Among the recent fifth-generation models, 2017 and 2018 draw the fewest complaints.

What are the worst Ford Explorer years?

Most generations of Explorer have a mixed repair record, but the third-generation models from the early 2000s fare the worst, followed closely by the Taurus-based fifth-generation models from the mid-2010s. 2000s-era Explorers suffer from weak transmissions, rust, and other body and paint issues, and 2002 and 2004 models draw the most ire. From 2011 to 2019, Explorers drew complaints about electrical system issues. Consumer Reports is particularly harsh about those later Explorers, and the 2016 model ranks much worse than average in reliability. 2020 models, the first year of the current design, don’t rate well either.

Is a used Ford Explorer a good deal?

Maybe. The current Explorer is a good SUV, but it doesn’t feel as premium inside as its price suggests, and some competitors perform better off-road, get better gas mileage, or have more interior or cargo room, though rarely all three in one package. The mid-2010s fifth-generation model is very competitive with its contemporaries but not as reliable as alternatives from Honda or Toyota. Older body-on-frame Explorers promise toughness but aren’t as good off-road as alternatives like the Toyota 4Runner while using more gas than crossover SUVs like the Highlander. The Explorer isn’t bad, but it’s not always the best choice.

Ford Explorer Pros and Cons

Pros:

Surprising performance from the 2.3L EcoBoost four-cylinder
Hybrid engine in the last two generations
Top Safety Pick+ in the latest generation

Cons:

Early safety concerns, largely due to the design
Rear suspension fractures in fifth generation, subject to recall
Poor fuel economy and reliability in earlier generations

Ford Explorer Generations

Sixth Generation (2020-Present)

The sixth generation of the Explorer rides on the CD6 platform, which is shared only with the fancy Lincoln Aviator. The platform shifted to a rear-wheel drive bias from the previous generation, meaning that Explorers without the optional “Intelligent 4WD” are driven by the rear wheels rather than the fronts. That yields better handling than any previous Explorer, including the old rear-drive models from the 1990s, without any tradeoff in smoothness or refinement.

A 300-horsepower 2.3-liter EcoBoost four-cylinder engine powers entry-level Explorers. It’s shockingly adept, especially with the 10-speed automatic transmission constantly keeping the engine in the correct rev range. The optional 3.0L EcoBoost V6 with twin turbochargers develops 365 horsepower and 380 lb-ft of torque. The ST trim level increases horsepower to 400 and torque to 415 lb-ft. This Explorer is genuinely fun to drive.

Fifth Generation (2011-2019)

The fifth-generation Explorer was based on Ford’s D4 platform, which wasn’t really an SUV chassis at all. It underpinned vehicles like the Ford Taurus, Ford Freestyle, Mercury Montego, Lincoln MKS, and Ford Flex. It made them essentially act as front-wheel drive sedans in most cases, with all-wheel drive available as a side benefit. It turned the Explorer from a traditional midsize SUV to a Toyota Highlander-style crossover, at least for these years.

In 2011, just one powertrain was available: the 290 horsepower 3.5-liter V6 engine paired with a six-speed automatic transmission. EPA-estimated fuel economy proved to be grim, with only the front-wheel drive Explorer managing to crack 20 mpg combined and ratings of around 16 mpg city. Within a year, Ford began offering the Explorer with a 2.0-liter EcoBoost turbocharged four-cylinder, which helped increase combined mpg to 23 but was only available on front-wheel drive Explorers.

Later fifth-generation Explorers had a 3.5-liter Duratec V6, and finally, a 3.5-liter EcoBoost V6 twin-turbo became available, on all-wheel drive Explorers only. You’ll also find a few used Police Interceptors around with the “Coyote” 3.7-liter V6 and all-wheel drive. The Explorer may be very familiar to some road users as a police machine, as it largely took over from Ford’s Crown Victoria in the mid-2010s. Used police versions have heavy-duty equipment, but they’re ultra-basic inside and have often been used very hard.

Safety equipment included dual front airbags, dual front-seat side-impact airbags, dual rear safety belt airbags (beginning in 2011), and side curtain head, torso, and rollover protection airbags. Optional safety equipment included BLIS blind spot information system with rear cross traffic alert, forward-collision warning with emergency braking, automatic high beams, Roll Stability Control (RSC), electronic stability control (ESC), adaptive cruise control, active parking assist, and rain-sensing wipers.

Though not as much of an off-road machine as previous Explorers, AWD versions of this generation included features like hill descent control, hill descent assist, and a terrain mode system with four different settings. This was also the first Explorer to get modern infotainment systems, specifically Ford’s SYNC system, and buyers could add things like heated and ventilated front seats, a rear-seat DVD entertainment system, and other luxuries. Ford refreshed the Explorer’s styling and in-car tech in 2014 and again in 2017.

While a competitive machine, the fifth-generation Explorer rarely ranked at the top of its class in any one area. The Honda Pilot and Toyota Highlander were more efficient and much more reliable, the Buick Enclave and GMC Acadia were more spacious and luxurious, the Mazda CX-9 was sportier, and the Ford Flex was cooler-looking and roomier still. It also just doesn’t have the greatest reliability record, with every outlet that tracks reliability giving it average or below-average scores. 2011 through 2013 models fare especially poorly.

This is reflected in their relatively low resale value. If you’re interested in this generation, the later years are the best ones to seek out, as they have the fewest problems and the most modern features. Even 2019 Platinum models can be found in good condition with fewer than 90,000 miles for under $20,000, and even the very best fifth-gens shouldn’t cost more than $32,000. Earlier and lower-spec models go for much less, with 2019 XLTs coming under $15,000 and decade-old mint condition examples even lower.

Fourth Generation (2006-2010)

Introduced for model year 2006, the fourth-generation Explorer was the last to be built on a traditional body-on-frame architecture, and it used an entirely new frame that was reportedly much stiffer and stronger than any preceding it. It also came standard with stability control and active rollover protection, a response to the earlier scandal involving roll-prone 1990s Explorers.

While the Explorer only came as a four-door wagon in these years, the fancier Mercury Mountaineer and pickup Explorer Spot Trac models were still offered. The Mountaineer isn’t much different, but does have a slightly frillier look and a few more features. The Sport Trac is one of the few midsize pickup trucks offered in this era, but we consider it a separate model despite sharing its new frame with the SUV version. As before, the engine powered either the rear wheels or, optionally, all four wheels through a traditional four-wheel drive system.

Throughout its entire run, the fourth generation Explorer was powered by one of two engines: The 4.0-liter “Cologne” single-overhead cam V6, and engine known for timing chain tensioner issues, or the 4.6-liter “Modular” V8 from earlier years. Fuel economy was atrocious, at 16 mpg combined for the V6 in RWD form or 15 MPG combined in the V8 with four-wheel drive. Nevertheless, the Explorer was named North American Truck of the Year in 2006.

The poor fuel economy meant Explorer sales were hit very hard by the 2008 oil price spikes and subsequent Great Recession, and sales fell by almost 70% from 2006 to 2009. As a result, only minor changes occurred over the years, including options like heated seats beginning in 2007. In 2008, side curtain airbags became standard, and the Explorer became the first Ford vehicle with the now-ubiquitous capless fuel filler system. In 2009, the trailer sway control system became standard.

By far the poorest-selling Explorer generation, relatively few fourth-gen Explorers are on the road today. The fourth-gen model has one of the better reliability records among generations of this SUV, and J.D. Power gave it a “Great” rating in several years, though Consumer Reports and other outlets don’t rate it as highly. They’re hard to find today but cheap. Even the nicest fourth-gen Explorer shouldn’t cost more than $12,000, and our research revealed a few decent ones for less than $7,000.

Third Generation (2002-2005)

The third-generation Explorer had an even shorter run than the fourth-generation, and it also received an all-new chassis for the first time since the Explorer’s introduction. After the public relations disaster of the second-generation Explorer, this generation ended its reliance upon the Ranger pickup chassis, and Ford developed a frame specific to the Explorer (and its fancier cousins, the Mercury Mountaineer and the Lincoln Aviator). Aesthetically, it was an evolution of the earlier designs mixed with Ford’s then-new styling themes, but big differences lurked below.

The major change was the elimination of the traditional leaf-sprung live axle in the rear, replaced with a fully independent rear suspension with coil springs and half-shafts for significantly improved handling and ride quality. The standard engine was a carryover from the second generation: the 4.0-liter “Cologne” V6 with a single overhead cam offering 210 horsepower. The third-generation Explorer was the first to offer the optional 4.6-liter “Modular” V8, as seen in the F-150 pickup and Crown Victoria sedan, with 239 horsepower.

As before, the Explorer was rear-wheel drive by default. Most Explorers were V6-powered, part-time-four-wheel-drive examples, while V8s used a slightly different AWD system. Early on, V6 buyers could still get a manual transmission as in the first two generations, but that option lasted only one year, and all other third-gen Explorers got five-speed automatic transmissions. The two-door Explorer was eliminated in this generation, but Ford also began offering the Explorer Sport Trac, a small pickup, based on the SUV.

Safety was a key concern with the suspension redesign. After the rollover controversy on the second-generation Explorer, the tread width, or “track,” got wider for better stability. AdvanceTrac stability control became optional at first, and then for 2005 was revamped to AdvanceTrac RSC (Roll Stability Control). AdvanceTrac RSC became a standard feature and worked with the standard anti-lock braking system (ABS), traction control, stability control, and yaw control systems to reduce the risk of rollover.

These changes wooed back many Explorer customers, but the market around the Explorer had begun to change with the arrival of midsize crossovers like the Toyota Highlander and Honda Pilot, which were more efficient and more car-like to drive. The Explorer still had plenty of room and towing power, but it was no longer as dominant a market force as it had been, and it also had a worse reliability record than its new-school rivals.

The third-generation Explorer has a poor reliability record and 2002 and 2003 models generate more complaints than any other years. The mechanical pieces aren’t bad, but powertrain, climate control, and electrical issues are common. The powertrain problems may stem from the overhead-cam V6, known for weak timing chain tensioners. Many of those tensioners have been replaced over the years, but it’s a potentially expensive repair.

If you don’t need to tow, the rival Highlander and Pilot models make better and more reliable companions overall, and newer vehicles don’t cost much more, including the nicer, more reliable fourth-gen Explorer. Third-gen Explorers are really cheap now, and even really nice ones sell for under $8,000, a bargain in today’s world. Note that the Explorer Sport, a two-door version offered in these years, is a lightly revised carry-over from the previous second-generation Explorer.

Second Generation (1995-2001)

For the 1995 model year, the Explorer was “redesigned,” but most of the changes were purely cosmetic. Given the blockbuster sales of the original, Ford felt evolution was better than revolution, and everything from engines to drivelines to the chassis carried over from the previous generation. Despite its market-dominating popularity at the time, this decision was ultimately the Explorer’s downfall.

The standard engine was a 160-horsepower version of the 4.0-liter V6, first with overhead valves and later with a single overhead cam. In 1996, Ford responded to the V8 available in the Jeep Grand Cherokee with a V8 of its own, the old-school small block 5.0-liter that had once powered everything from the Mustang GT to the F-150. The engine was initially only available with rear-wheel drive, but Ford soon developed an all-wheel drive system that was required with the V8, along with an automatic transmission.

As in the first generation model, and the frame and vehicle structure remained closely based on the Ranger pickup. The front suspension got an upgrade, from the old Twin I-Beam setup to a short-/long-arm front suspension, but the solid-axle and leaf spring rear suspension didn’t change at all. This setup was fine for the Ranger’s pickup truck mission and lower center of gravity, but it wasn’t ideal for a family SUV.

To make the Explorer more stable at speed, minimize rollover risk, and smooth out the ride, ford recommended very low tire pressures on the Explorer. This worked, but it led to premature tire wear and higher tire temperatures, both potential risk factors for blowouts or tread separation.

This became the subject of a congressional investigation when the Explorer’s Firestone Wilderness A/T tires experienced tread separation, usually due to under-inflation. When this occurred, the Explorer seemed to have a propensity to roll over, causing a reported 200 deaths and over 700 injuries. The tires were found to have manufacturing defects, but the practice of underinflation was also to blame. The result was a major recall and safety campaign in which Ford paid to replace 13 million tires. In the process, the Explorer’s image was badly tarnished.

Ultimately, as a result of this incident, tire-pressure monitoring systems and stability control were integrated as required safety equipment for all vehicles under a 10,000-pound gross vehicle weight rating (GVWR) by the late 2000s. Explorer safety equipment was limited in the second generation: It included dual airbags, three-point seat belts, and not much else, but that was normal for the time.

Note that while Ford sold mostly four-door Explorers, it did also sell a two-door version called the Explorer Sport. These were available in the second generation (and also in the third, although the underpinnings were exactly the same as the second generation). Explorer Sports from 2002 to 2005 did not get most of the revisions that third-generation models did. These two doors are rare now, but the best of these machines to take off-road thanks to their shorter wheelbase and optional manual transmissions.

Second-generation Explorers aren’t worth very much and they were crushed en masse during Cash for Clunkers as many owners wanted to get rid of them after the tire scandal, but you can find decent examples for $5,000 to $8,000. They’re reliable and much cheaper than an equivalent Toyota 4Runner, but not particularly luxurious or fun to drive.

First Generation (1991-1995)

Created in response to the huge success of the 1980s Jeep Cherokee, the first-generation Ford Explorer was a blockbuster seller from the day it began rolling off the line in late 1990. This—more than any other vehicle in automotive history—was responsible for putting a midsize SUV in half the driveways in America. The second generation actually sold even better, but no midsize SUV at the time had ever sold 300,000 units a year the way that the original Explorer did.

The packaging was right for Americans. Explorers were relatively compact but offered decent passenger room, plus good cargo volume. Better yet, they looked cool at the time, doing about 75 percent of what a minivan could do but in a much more “active lifestyle” aesthetic. From the first generation all the way to the present, the Explorer has never really been an “off-road” SUV, despite being a body-on-frame design like Ford’s earlier Broncos. You can do it, but there have always been better choices.

It could tow, it had optional four-wheel drive, and it seemed brawny, but it rarely ventured beyond the mall. It was also cheap to make and buy, because Ford had reused much of the Ranger pickup truck chassis underneath. This formula had worked well for the two-door Bronco II in the 1980s, and Ford was correct in figuring that a four-door family version would be a big seller. The Bronco II idea remained as the two-door Explorer, also briefly marketed as the Mazda Navajo (Ford owned Mazda at the time).

Ford quickly set about making it more luxurious than rivals like the Cherokee, Nissan Pathfinder, Isuzu Trooper, and Mitsubishi Montero. The Eddie Bauer trim level first generation Explorers with leather seating became the well-heeled suburban budget alternative to the pricier Jeep Grand Cherokee.

All first-generation Explorers used the same engine, a 4.0-liter overhead valve V6. The engine was available either with a five-speed manual transmission or a four-speed automatic. You could buy an Explorer with rear-wheel drive, but few did. The go-to driveline was a part-time “Touch Drive” electric shift transfer case, allowing drivers to touch a button and shift into the high range of four-wheel drive at any speed.

Safety equipment at the time was limited to front and rear shoulder belts. The rear brakes were initially a rudimentary anti-lock system, but in 1994, the Explorer finally got proper four-channel ABS.

Nostalgia for the 1990s means some rarer versions of the original Explorer, the Eddie Bauer and five-speed two-door models, are starting to appeal to collectors, but generally they’re very cheap to buy if you can find one, and they shouldn’t cost more than about $7,000. They’re hard-wearing and durable, with few obvious mechanical or electronic maladies, but they are 30 years old now, so age is a factor in dependability.