2017 Ford Explorer

Volume trim XLT ships with the naturally aspirated 3.5L V6 at 290 hp as standard equipment; the 2.3L EcoBoost I4 is a mid-pack option and the twin-turbo 3.5L V6 tops the range on Sport/Platinum.

Standard 3.5L V6 on the volume XLT trim peaks at 255 lb-ft; the optional turbo four actually out-torques it at 310 lb-ft, and the range-topping EcoBoost V6 reaches 350 lb-ft.

The standard V6 XLT is a mid-pack sprinter for the segment at this generation; independent estimates and period reviews put it around 7.7-8.0s to 60 mph in AWD trim, appreciably slower than the optional turbo engines.

The naturally aspirated 3.5L V6 delivers smooth, lag-free (if unhurried) power delivery typical of the era; adequate for daily driving but lacks the low-end punch reviewers praised in the optional EcoBoost engines.

The 6-speed SelectShift automatic shifts smoothly in most conditions but documented service bulletins and owner complaints note occasional cold-start shift hesitation and harsh downshift behavior on the 6F-series transmission used this generation.

Ford rates the 2017 Explorer at 5,000 lbs maximum conventional towing when properly equipped, consistent across the V6 and EcoBoost engine options for this generation.

Ford's Intelligent 4WD is available on XLT and above (not standard on Base) with selectable terrain modes but no low-range gearing or torque-vectoring sophistication.

Unibody crossover architecture with 8.3 in. ground clearance and no dedicated off-road trim, skid plates, or locking differential for 2017 — pavement-oriented despite available 4WD.

Three distinct gasoline engines (3.5L V6, 2.3L EcoBoost I4, 3.5L EcoBoost twin-turbo V6) span the range, but there is no hybrid, PHEV, or EV option this generation.

EPA combined rating for the base/volume 3.5L Ti-VCT V6, the standard engine on base and XLT trims; the optional 2.3L EcoBoost is slightly more efficient.

EPA city rating for the volume 3.5L V6 configuration.

EPA highway rating for the volume 3.5L V6 configuration.

Estimated from EPA combined MPG and the 18.6-gallon fuel tank; Ford did not publish a separate EPA range figure for the 2017 model year.

Calculated from EPA combined MPG (20) and the MY2017 EPA label fuel-price assumption (~$2.60-2.65/gal) at the standard 15,000 mi/yr; exact fueleconomy.gov dollar figure not independently confirmed.

The standard 3.5L V6 and optional 2.3L EcoBoost I4 both run on regular 87-octane unleaded gasoline; Ford recommends but does not require premium for the EcoBoost engine.

NHTSA awarded the 2017 Ford Explorer its top overall rating, with a slightly lower rollover score typical of a tall three-row SUV.

The 2017 Explorer earned Good ratings in moderate overlap front, original side impact, roof strength, and head restraints, but scored Marginal in the newer driver-side small overlap front test and was not tested on the passenger side, keeping it off the Top Safety Pick list.

Pre-Collision Assist, BLIS blind-spot monitoring, adaptive cruise, and lane-keeping were all optional extras bundled into pricier packages reserved for Limited, Sport, and Platinum trims — the volume XLT trim shipped with none of them standard.

Pre-Collision Assist with automatic braking was a costly options-package add-on rather than standard equipment, and IIHS did not publish a front crash prevention rating for the 2017 Explorer under this generation's test cycle.

BLIS blind-spot monitoring with cross-traffic alert was offered only as an option on Limited trim and above, alert-only with no active intervention, and unavailable on the volume XLT.

Lane-Keeping Alert (vibration warning) and Lane-Keeping Aid (steering torque) were optional and confined to upper-trim packages, not available on the volume trim, with reviewers noting a basic warn-and-nudge implementation rather than true centering.

Adaptive cruise control was a rare option even on the Sport trim and unavailable on the volume XLT, with owners reporting low take rates and no integrated highway-assist behavior.

No hands-free highway driving system existed on the Explorer in 2017; Ford's BlueCruise did not launch until the 2021 model year.

The 2017 Explorer was not among the short list of 2017 models IIHS rated Good for headlights; standard halogen units on lower trims scored Marginal-to-Poor, with brighter HID/LED units optional only on upper trims.

The upright greenhouse and command seating position give reasonably good forward and side sightlines for a three-row SUV of this era, though thick D-pillars hurt rear-quarter visibility; a standard rearview camera helps compensate.

Second-row LATCH anchors are accessible in the outboard seating positions and the wide rear doors ease car-seat installation, though the tighter middle-row bench limits a clean 3-across fit.

The volume-trim (XLT) Explorer seats 7 with the standard three-row bench layout; captain's chairs drop capacity to 6 on higher trims.

Front headroom is near the top of the mid-size SUV band, consistent across the trim lineup.

Front legroom is mid-pack for the segment.

Second-row headroom is class-leading for the mid-size SUV segment.

Second-row legroom is a strength relative to segment norms.

The third row (37.8 in headroom, 33.3 in legroom) is usable for short trips but the upper seatback is hard, outer armrests are awkward, and legroom shrinks to near-nothing when the standard 2nd-row bench is slid back — reviewers consistently call it kid-friendly at best.

Cargo volume with the third row folded trails several mid-size three-row rivals.

Maximum cargo capacity with all rear seats folded is above the segment midpoint.

Console bins, door pockets, and a covered center console cubby cover the basics but nothing distinguishes storage versus segment rivals of the era.

Front seats are wide, flat, and cushy with good support and padded armrests; optional 2nd-row buckets are excellent, but the third row is hard and cramped, pulling down the overall grade.

Standard and Limited models ride comfortably compliant for the segment; the Sport/Platinum's firmer tune trades a little plushness for tauter handling without becoming harsh.

Wind noise is well controlled and road noise is average to good for the class, with the V6/turbo powertrains staying subdued at highway cruise.

Heated/ventilated front seats, a heated steering wheel, and tri-zone automatic climate control are available, but standard on Platinum only — lower and mid trims have sparse comfort equipment.

Entry Base trim (3.5L V6, FWD) started at roughly $31,370 plus Ford's ~$995 destination charge for the 2017 model year.

XLT was the volume-selling trim for the 2017 Explorer lineup; a 4WD XLT with the popular equipment group priced in the high-$30Ks.

Class estimates for the fifth-generation Explorer run above the midsize-SUV norm, reflecting reported EcoBoost water-pump and exhaust-odor complaints during this generation's early-to-mid production run.

Historical depreciation studies for this Explorer generation showed retention in the low-40% range five years after purchase, weaker than segment leaders due to reliability concerns and heavy fleet/rental placement diluting resale demand.

Standard Ford bumper-to-bumper coverage for the era, unchanged from later model years and at the low end of the segment band.

Standard Ford powertrain coverage, unchanged from later model years and at the low end of the segment band versus Hyundai/Kia's longer terms.

Ford had no complimentary scheduled-maintenance program bundled with new Explorer purchases in 2017; owners got only standard roadside assistance running with the 5-yr/60,000-mi powertrain warranty, with no prepaid service plan or charging/connected-service credits since FordPass Rewards' points-for-service model postdates this model year.

$38,500 volume-trim price minus its estimated resale value after 5 years (42% retained, or about $16,170) leaves about $22,330 in depreciation. Add the projected $6,200 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $28,530 in total.

Consumer Reports rated this generation of Explorer below-average for predicted reliability through the mid-2010s, citing recurring complaints in the power equipment, in-car electronics, and drivetrain areas; J.D. Power's owner-reported dependability for the model landed at roughly 3/5 (average), pulled down by the well-documented internal water pump and AWD power-take-off unit failures affecting 2011-2017 cars.

Ford tied for 26th (of ~29 brands, near the bottom) in J.D. Power's 2017 U.S. Vehicle Dependability Study, despite a 21 PP100 year-over-year improvement, reflecting a brand that was mid-decade near the back of the dependability pack even as the industry average rose that year.

NHTSA ran a six-year probe (closed 2018 without a formal recall) into carbon-monoxide/exhaust-fume intrusion on 2011-2017 Explorers after 6,500+ complaints, 657 reported injuries and 3 deaths, prompting Ford to issue free repairs (exhaust tips, liftgate seals, A/C reprogramming) to over 1.3 million vehicles; the 2017 model year (15 total recalls per US News) is also covered by later B-pillar/A-pillar exterior trim detachment recalls (NHTSA 25V347, 24V031).

The 3.5L Duratec V6 (in Explorer since 2011) and 2.3L EcoBoost turbo-four (shared with Fusion/Mustang) have no epidemic failure pattern, but this generation is dogged by a well-known and costly internal water pump failure (coolant enters the oil system, risking engine damage) affecting both engines, plus power-take-off unit (PTU) failures on AWD models whose "lifetime" fluid cooks from exhaust heat.

Reviewers praised the mid-cycle-refresh cabin's soft-touch dash and door panels, leather-wrapped steering wheel, and generally attractive, tightly fitted trim pieces, with Platinum trim adding real wood and matte aluminum accents — competitive for a mainstream 3-row SUV.

Edmunds and other period reviews describe the interior as well-trimmed and tightly assembled with outstanding cabin quietness, though an occasional unpinpointed dash rattle was noted — solid but not flawless assembly consistency.

Ford ran one of the largest dealer networks in the US in 2017 — on the order of 3,100+ Ford/Lincoln dealerships nationwide — giving Explorer owners dense, easy access to service in virtually every market.

RepairPal rates the Explorer's reliability 3.5/5 (19th of 26 midsize SUVs) with average annual repair costs around $650-$732 and low frequency of severe repairs — typical parts pricing and wide availability for a high-volume mainstream nameplate with a large aftermarket, rather than premium or dealer-only sourcing.

The volume XLT trim carries the 8-inch SYNC 3 touchscreen introduced in the 2016 mid-cycle refresh; the base trim keeps a smaller 4.2-inch non-touch display with a simpler radio head unit.

SYNC 3 replaced the widely criticized MyFord Touch for the 2016.5 refresh and was praised by reviewers for much snappier response, a flatter menu structure, and retained physical volume/tune knobs alongside the touchscreen.

SYNC 3 gained Apple CarPlay and Android Auto support for the 2017 model year via a software update, but only through a wired USB connection on trims equipped with the touchscreen (XLT and up); base trim's non-touch display has no phone projection.

SYNC 3's voice recognition was a step up from MyFord Touch and handled basic commands reliably, but optional SYNC 3 Navigation (Limited/Platinum) used a dated map/route system that most owners would bypass in favor of phone-based navigation.

A 12-speaker Sony premium audio system was available on Limited and Platinum trims, a genuine step up from the standard 6-speaker setup, though not regarded as best-in-class for the era.

The gauge cluster remained primarily analog with a small reconfigurable productivity LCD screen (larger on Limited/Platinum); no full digital cluster was offered on any 2017 Explorer trim.

SYNC 3 software and map updates in 2017 required a USB drive download or dealer visit; there was no over-the-air update mechanism for infotainment or vehicle software.

Ford's FordPass app existed by 2017 but the embedded-modem FordPass Connect remote-start/lock/locate hardware was not yet standard on Explorer; remote functions generally required an aftermarket remote-start accessory rather than a built-in connected-car system.

The 2017 Explorer offers a couple of standard USB ports plus an optional 110V household outlet on higher trims; USB-C and wireless phone charging were not yet available on this generation.

Proximity keyless entry with push-button start and a power liftgate were standard on Limited/Platinum and optional on XLT, but the volume XLT trim does not get these features standard, and there was no phone-as-key capability at this time.

A rearview camera was standard across the 2017 Explorer lineup well ahead of the 2018 federal mandate, with front and rear parking sensors optional on Limited/Platinum; no 360-degree surround-view system was offered this generation.

Ford did not offer a head-up display on the Explorer for the 2017 model year on any trim.

Standard 7-seat layout with wide rear door openings makes loading kids and gear straightforward, and second-row LATCH anchors are easy to reach in the outboard positions, but the tight center position and unimpressive third-row access keep it from segment-best.

A 5-star NHTSA overall rating is undercut by a Marginal IIHS small-overlap front result and a driver-assist suite (Pre-Collision Assist, blind-spot, lane-keeping, adaptive cruise) that was bundled into pricey option packages rather than offered on the volume XLT trim families actually buy.

Generous second-row space (39.5 in legroom) and 43.9 cu ft of cargo behind the folded third row cover most family road trips comfortably, but rear-seat entertainment and power outlets were costly upper-trim options rather than standard fare, and the third row itself is tight for adults.

The standard 3.5L V6 delivers smooth, unhurried power for traffic driving and the 6-speed SelectShift automatic shifts cleanly in most conditions, with only documented cold-start harshness in some units keeping it from a higher mark.

20 MPG combined on the volume 3.5L V6 and roughly $1,950/yr in fuel costs are squarely average for a gas-only mid-size 3-row SUV of this era, with no hybrid option to undercut per-mile running costs the way some 2017 rivals offered.

A roughly 38.7-39 ft turning circle and mid-size 3-row footprint are typical for the class, with a standard rearview camera easing tight parking, but there's no advantage over similarly sized 2017 rivals and no surround-view camera on lower trims.

5,000 lbs of tow rating with the optional Class III Trailer Tow Package is usable for light trailers and small boats, but the capability requires an add-on package rather than standard equipment, and there's no cargo bed or heavy-duty running gear for real work loads.

Consumer Reports rated this generation below-average for predicted reliability and J.D. Power placed Ford near the bottom of its 2017 Vehicle Dependability Study, compounded by a six-year NHTSA investigation into exhaust/carbon-monoxide intrusion complaints — a weak foundation for sustained hard use.

Factory roof rails on most trims support aftermarket crossbar carriers and the optional tow package brings a 7-wire harness, but there's no standard onboard AC power outlet in 2017 and essentially no dedicated work/upfit ecosystem or washable cargo surfaces.

Well-controlled wind noise and a compliant highway ride make for a comfortable tourer, but adaptive cruise and other fatigue-reducing driver aids were rare, costly options rather than available across the range, and the V6's ~372-mile range means more fuel stops than efficiency-focused rivals.

The unibody crossover platform's 8.3 in ground clearance, lack of low-range gearing, and absence of any dedicated off-road trim (Ford's Timberline and Tremor packages didn't arrive until years later) limit the 2017 Explorer to light gravel-road duty; available Intelligent 4WD with terrain modes helps but doesn't change the fundamentally pavement-oriented character.

43.9 cu ft behind the folded third row and 81.7 cu ft with both rear rows down handle normal luggage and moderate gear well, and available roof rails plus the optional tow hitch extend capacity further, though there's no underfloor storage or particularly clever fold-flat mechanism to stand out.

The volume XLT rides on the CD4 unibody platform (dating to the 2011 Explorer), tuned for comfort with a soft suspension and noticeable body roll in corners; secure and predictable but never engaging, trailing newer three-row rivals on composure.

Electric power steering is light and easy for parking/low-speed maneuvers but numb on-center and at speed, a recurring criticism of the fifth-generation Explorer through this mid-cycle year, unchanged from 2016.

Instrumented 70-0 mph stops for V6 Explorer models of this generation landed in the mid-170s to 180-ft range, average for a 4,300+ lb three-row crossover, with a pedal that is easy to modulate but not confidence-inspiring under repeated hard use.

The 3.5L Ti-VCT V6 delivers smooth, linear power with no turbo lag, but the carryover 6-speed automatic (already dated by 2017, with rivals moving to 8-, 9-, and 10-speed units) occasionally hesitates on kickdown and hunts for gears on grades.

The naturally aspirated V6 is quiet and unobtrusive at cruise with good cabin sound insulation, one of the Explorer's better-regarded traits this generation, though it becomes more vocal and less refined under hard acceleration.

Curb-to-curb turning diameter of 38.7 ft is Ford's published figure for the fifth-generation Explorer across its production run, mid-pack for the mid-size SUV segment band (34-42 ft).

A high, commanding seating position and good outward visibility are Explorer strengths; the SYNC 3 infotainment (8-in touchscreen, standard on XLT for 2017) is an intuitive improvement over the outgoing MyFord Touch, though the dash layout is bulkier than newer rivals and third-row ingress/egress remains a stretch.

The volume XLT V6 is a competent, appliance-like family hauler with little driver engagement; enthusiast enjoyment on this generation was reserved for the low-volume Sport/Platinum EcoBoost V6 models, not the mainstream configuration scored here.

Base FWD trim ($31,660) shipped with cloth seats, manual driver's seat, and no touchscreen upgrade or power liftgate; rivals like the Honda Pilot and Toyota Highlander offered more standard convenience tech at comparable prices.

Strong content spread (twin-turbo Sport, loaded Platinum) gives decent capability per dollar, but Consumer Reports flagged reliability concerns (trim/paint quality, transmission complaints) and 14 recalls that undercut perceived value.

Five well-spaced trims — Base ($31,660 FWD), XLT ($33,775 FWD), Limited ($41,675 FWD), Sport ($45,355 4WD-only, twin-turbo V6), and Platinum ($53,235 4WD-only) — cover budget, family, performance, and luxury buyers with FWD/4WD choice on lower trims.

The Explorer sold 238,056 units in the US in 2017, up 10.1% year-over-year, cementing its position as one of the best-selling 3-row/mid-size SUVs in the country.

Ford was a well-established mainstream brand with solid SUV/truck credibility in 2017 but no aspirational halo, and ongoing quality/recall headlines were a mild drag on perception.

As a strong-selling nameplate, Ford did not need to discount the Explorer as aggressively as slower-moving rivals, though modest cash-back and financing offers were typically available through dealers during the 2017 model year.

The 5th-generation Explorer platform dates to 2011; a 2016 mid-cycle refresh brought new front/rear styling, the 2.3L EcoBoost engine, and the Platinum trim, so 2017 is the second year of that refresh — current but on an aging 6-year-old architecture with no near-term full redesign yet announced.

Reviewers praised the roomy, practical interior, usable third row, and compliant ride, but reliability and quality-control complaints (paint, trim, infotainment) kept it from being a consistent comparison-test winner against the Highlander and Pilot.