2018 Ford Explorer

The volume XLT trim carries the naturally aspirated 3.5L V6 at 290 hp, unchanged for the fifth-generation Explorer's 2018 mid-cycle refresh year.

Volume-trim 3.5L V6 peaks at 255 lb-ft; the 2.3L EcoBoost four standardized on Limited for 2018 actually out-torques it at 310 lb-ft, and the 3.5L EcoBoost V6 tops the range at 350 lb-ft.

The carryover 3.5L V6/6-speed combination is a mid-pack sprinter for the segment; the twin-turbo EcoBoost V6 in Sport/Platinum is markedly quicker but is a lower-volume configuration.

The naturally aspirated 3.5L V6 delivers linear, predictable power with no turbo lag, but response is unremarkable and the pairing with a dated 6-speed automatic blunts responsiveness compared to newer segment rivals with turbo or hybrid powertrains.

The 6-speed automatic — carried over largely unchanged since the platform's 2011 debut — shifts competently but noticeably lags the 8-, 9-, and 10-speed units competitors had adopted by 2018, with occasional indecisive kickdowns and hunting on grades.

Max conventional towing tops out at 5,000 lbs on V6 (with factory Class III tow package) and EcoBoost V6 models; the 2.3L EcoBoost four is limited to 3,000 lbs with the Class II package due to cooling constraints.

AWD is optional (not standard) across every trim, paired on upper trims with a Terrain Management System offering selectable drive modes (Normal, Mud/Ruts, Sand, Snow), but there is no low-range gearing or torque vectoring.

A unibody crossover platform with modest ground clearance (roughly 7.9-8.3 in depending on trim/tires) and no dedicated off-road trim, skid plates, or locking differential; the Terrain Management System's drive modes offer light snow/mud/sand assistance only.

Three gasoline engine choices (NA 3.5L V6, turbo 2.3L I4, twin-turbo 3.5L EcoBoost V6) cover mainstream and performance needs, but there is no hybrid, PHEV, or EV variant — electrification didn't arrive until the 2020 redesign.

EPA combined rating for the volume 3.5L V6 AWD configuration, the standard engine across Base/XLT/Limited trims; the 2016-2019 facelift-generation Explorer carried unchanged powertrains and EPA ratings across those model years, so 2018 matches 2019.

EPA city rating for the volume 3.5L V6 AWD configuration; unchanged from the rest of the 2016-2019 generation.

EPA highway rating for the volume 3.5L V6 AWD configuration; unchanged from the rest of the 2016-2019 generation.

EPA-estimated total range on a full tank for the volume 3.5L V6 AWD configuration (18.6-gallon tank at 18 MPG combined); unchanged fuel tank and economy across the 2016-2019 generation.

EPA-estimated annual fuel cost for the volume 3.5L V6 AWD configuration at standard 15,000 mi/yr assumptions, consistent with the unchanged combined MPG rating carried across the 2016-2019 generation; live search grounding was unavailable this run (Gemini API quota exhausted) so the exact year-specific gas-price assumption used by EPA for the 2018 label was not independently re-confirmed.

All 2018 Explorer engines (3.5L V6, 2.3L EcoBoost, 3.5L EcoBoost twin-turbo) run on 87-octane regular unleaded; premium is recommended but not required for peak output on the turbocharged EcoBoost engines, mainly under towing/hot-weather loads.

NHTSA's overall 5-star rating for the 2018 Explorer is the top mark available, carried over unchanged from prior testing of this fifth-generation platform.

IIHS rated the fifth-generation Explorer (tested 2013–19, applicable to 2018) Good in moderate overlap front, side, roof strength, and head restraints, but Marginal in the driver-side small overlap and Poor in the passenger-side small overlap test — the lowest possible score in a key structural test. No Top Safety Pick award was earned, and IIHS/CBS News coverage flagged the Explorer alongside the Jeep Grand Cherokee as an aging design falling behind newer rivals.

No driver-assistance feature is standard on any 2018 Explorer trim. AEB/forward collision warning, adaptive cruise, lane-keeping assist, and blind-spot monitoring are bundled only in the optional $1,295 Safe and Smart Package, available starting at XLT — base Explorer buyers get none of it.

IIHS front crash prevention testing on this generation Explorer (2013–19) earned only a Basic rating — meeting forward collision warning requirements without the consistent automatic-braking speed reduction needed for Advanced or Superior tiers.

Blind-spot monitoring with rear cross-traffic alert is available from XLT up, but only as part of the optional Safe and Smart Package and in alert form with no active braking intervention.

The system is lane-departure warning with a steering-wheel vibration alert, not active lane centering or continuous steering correction — a generation behind rivals already offering true lane centering by 2018.

Optional adaptive cruise control modulates speed effectively in reviewer testing, but there is no combined highway-assist mode and no stop-and-go capability, and it isn't paired with automatic emergency braking as tightly as class leaders.

No hands-free highway driving system was offered on any 2018 Explorer trim; Ford's BlueCruise did not arrive until the 2021 model year on other nameplates.

IIHS rated the Explorer's headlights Poor, citing inadequate visibility on a gradual left curve and excessive low-beam glare, with no trim offering a Good-rated headlight.

The fifth-generation Explorer's tall greenhouse and relatively thin front pillars give average-to-decent forward sightlines for the segment, though a rear/360 camera is not standard across the range and thick rear roof pillars limit the over-the-shoulder view — no dedicated instrumented visibility test was located for this model year.

IIHS rated the Explorer's LATCH ease-of-use Acceptable, the second-highest tier, indicating workable but not class-leading anchor access.

The volume Base/XLT trims ship with a standard 2nd-row bench for 7-passenger seating; captain's chairs are an option that drops capacity to 6.

Front headroom is generous for the mid-size three-row class on the fifth-generation platform.

Front legroom is mid-pack for the segment.

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

Second-row legroom is a strength, well above the segment midpoint.

Third row (33.3 in legroom, 37.8 in headroom) is power-folding and among the better cargo trade-offs in class, but reviewers consistently describe it as adequate for kids/short adult trips only, with a hard upper seatback and awkward outer armrests.

Cargo volume with the third row folded is on the smaller side for the mid-size three-row class, though space behind the third row itself is a class strength.

Max cargo with all rear seats folded is around the segment midpoint.

Numerous cubbies, a media hub with USB charging, and dome/map lights for all three rows cover everyday needs, but the console and storage layout are conventional for the era with no standout innovation.

Front seats are wide, flat, cushy, and well supported, and optional 2nd-row buckets are excellent, but the standard 2nd-row bench is thin and short in the cushion and the 3rd-row upper seatback is hard with awkward armrests.

The standard-suspension Explorer rides smoothly and comfortably; only the sport-tuned Sport trim (not the volume configuration) trades ride comfort for firmer handling.

Wind noise is well controlled and tires run quiet, but road noise is a known weak point that grows more noticeable above 70 mph on the aging fifth-generation platform.

Rear auxiliary climate controls are standard fleet-wide, but the volume Base/XLT lacks dual-zone climate and heated seats (heated front seats are only a $650 option); dual-zone climate, heated/ventilated front seats, and a heated steering wheel arrive starting at Limited, with massage seats added on Platinum.

Entry Base FWD trim carried over pricing from the 2017 model year at $32,365 plus Ford's $995 destination charge for 2018, ahead of the larger jump to $1,095 destination for 2019.

XLT was the Explorer's best-selling 2018 trim; 4WD MSRP with destination runs roughly $35,850 + $995, with commonly-selected options (Equipment Group, roof rails, remote start) pushing the as-equipped price to around $38,000.

The 5th-generation Explorer (2011-2019) carries a below-average RepairPal reliability rating with an elevated probability of a major repair in the first 5 years, pushing blended 5-year maintenance + repair costs toward the higher end of the midsize-SUV class range.

The 5th-generation Explorer depreciates faster than the segment norm across its production run, and the 2018 model year sits within the window later flagged for carbon-monoxide/exhaust-odor complaints that weighed on used-market demand.

Standard mainstream-brand bumper-to-bumper coverage, at the low end of the segment band.

Standard Ford powertrain coverage, at the low end of the segment band versus Hyundai/Kia's longer terms.

No complimentary scheduled-maintenance program for the 2018 Explorer — owners pay from the first service interval. Roadside assistance is bundled with the 5-year/60,000-mile powertrain warranty, and FordPass Connect/Rewards had not yet launched its points-based service-credit program (that arrived with the 2019 model year), leaving the perks package thin.

$38,000 volume-trim price minus its estimated resale value after 5 years (41% retained, or about $15,580) leaves about $22,420 in depreciation. Add the projected $6,300 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $28,720 in total.

Consumer Reports gave the 2018 Explorer a middling 3/5 overall reliability rating that placed it 21st of 27 2018 SUVs, while J.D. Power's predicted reliability score sat at a below-average 2.5/5; reviewers note 2018 is nonetheless considered the strongest reliability year of this 2011-2019 generation.

Ford's long-term dependability standing through the late 2010s was mid-to-bottom pack in J.D. Power's Vehicle Dependability Study rather than top-tier, a period during which the brand was repeatedly cited among the weaker mainstream nameplates for 3-year-old-vehicle problem rates.

The 2018 Explorer carries roughly 6 NHTSA recalls including a rear suspension toe-link fracture risk (2017-2019 MY) and a roof-rail retention-pin detachment issue (2016-2019 MY), plus a small-population fuel system campaign; none rose to the fire/rollaway severity seen on the later 6th-gen Explorer, but the toe-link fracture recall is a genuine safety concern, and the model was also swept up in NHTSA's multi-year exhaust/carbon-monoxide complaint investigation (ultimately closed without a recall).

The base 3.5L Cyclone V6 and 6-speed automatic were a mature, well-proven pairing by 2018 with no systemic failure pattern, and the optional 2.3L/3.5L EcoBoost turbo engines were similarly established, though owners and forums report recurring carbon-buildup, turbo wastegate, and scattered transmission hesitation/shift-quality complaints at higher mileage.

The 2016 mid-cycle refresh carried over into 2018 brought modest soft-touch and trim upgrades, but reviewers still criticized lower-trim Explorers for hard plastics and a cabin that felt dated relative to newer mid-size SUV rivals.

Assembly quality was generally solid with scattered owner complaints about rattles and interior trim squeaks rather than widespread defects; Ford's initial-quality standing in this era was mid-pack, not a standout.

Ford ran one of the largest dealer networks in the US in 2018, roughly 3,000 Ford/Lincoln dealerships nationwide, giving Explorer owners exceptional service-access density in virtually every market.

As a long-running, high-volume mainstream 3-row SUV, the 2018 Explorer has abundant parts availability and a large aftermarket, though EcoBoost turbo components add somewhat higher repair costs than the base V6 for out-of-warranty owners.

The 2018 Explorer, midway through the 5th generation's mid-cycle refresh, carries SYNC 3 on an 8-inch touchscreen from XLT up, while the base trim retains a smaller 4.2-inch non-touch display — a generation behind rivals moving to larger standard screens.

SYNC 3 replaced the widely criticized MyFord Touch and was praised by contemporary reviewers for quick touch response and a clean tile-based menu, with physical climate/volume controls retained alongside the touchscreen.

SYNC 3 supports Apple CarPlay and Android Auto on XLT and above but only via wired USB; no wireless projection option exists for this generation, and the base trim's non-touch display omits smartphone projection entirely.

SYNC 3 voice recognition handles basic commands (climate, phone, media) reasonably well, and embedded SYNC 3 Navigation was an available option on Limited/Platinum rather than standard equipment, with most owners of this era defaulting to phone-projected maps instead.

Base audio is adequate for the segment while Limited and Platinum trims offer a 12-speaker Sony premium audio system that was well regarded for the class at the time.

The 2018 Explorer retains analog speedometer/tachometer gauges with only a small non-configurable 4.2-in LCD message-center screen between them rather than a full reconfigurable digital cluster, a known weak point versus newer rivals already offering full digital displays.

2018 was the Explorer's first model year offering the FordPass Connect embedded 4G LTE modem, but as an available option rather than fleet-wide standard equipment, and it enabled remote-access/Wi-Fi hotspot features rather than whole-vehicle OTA software updates; SYNC 3 map/software updates remained scoped to USB or Wi-Fi downloads on the infotainment module only.

2018 introduced the FordPass Connect modem to the Explorer lineup as an available (not confirmed universally standard) feature, enabling the free FordPass/Sync Connect app for remote lock/unlock, vehicle locate, and fuel-level checks; full standardization across the range followed in the 2019 model year.

The 2018 Explorer offers two smart-charging USB-A ports plus multiple 12-volt outlets, adequate for the era but dated by USB-A-only ports and no wireless charging pad on this generation.

Proximity keyless entry with push-button start and standard remote start are available from XLT upward, with a hands-free power liftgate added on Limited and Platinum; no phone-as-key feature existed on this generation.

A rear backup camera is standard across the lineup, with front parking sensors and a front-view camera added on Limited and above, but this generation never offered a full 360-degree surround-view camera system.

No head-up display was offered on any 2018 Explorer trim; the feature was not introduced to the Explorer lineup until the redesigned 2020 (6th-generation) model.

Standard 60/40 second-row bench offers three LATCH tether anchors and two full sets of lower anchors (middle position borrows from its neighbors), with optional second-row captain's chairs trading a seat for easier access; wide door openings and up to 81.7 cu ft of cargo room help with stroller and gear loading.

The 2018 Explorer scored a rare 'Poor' IIHS passenger-side small overlap rating (up to 15 in of structural intrusion), and forward-collision warning/AEB plus blind-spot monitoring were standard only on the range-topping Platinum trim, available elsewhere solely via the optional Safe and Smart package starting at XLT — leaving the family-volume trims without standard modern ADAS.

A generous 21 cu ft of dedicated cargo space remains even with all seven seats occupied — ahead of many mid-size 3-row rivals of the era — and second/third-row space is competitive, though rear amenities like device outlets and climate zones were largely trim-gated extras rather than broad standard fitment.

The base 3.5L V6 and 2.3L EcoBoost four both pair with a conventional 6-speed automatic (not the troubled 10-speed of later Explorer generations), giving smooth, predictable low-speed manners typical of a FWD-based crossover, though some owners reported rough low-speed shifts and hesitation.

The efficient 2.3L EcoBoost returns 22 MPG combined (19/27 city/hwy), roughly average for a 2018 mid-size 3-row crossover, while the standard 3.5L V6 (20 combined) and optional 3.5L EcoBoost V6 (18 combined) trail the class-efficiency leaders of the time.

A typical mid-size 3-row footprint with a standard rearview camera makes the Explorer manageable in daily parking, though a 360-degree camera and active park assist were reserved for upper trims rather than standard fitment.

A 5,000 lb maximum tow rating (with the available tow package) is in line with class norms for a crossover-based mid-size SUV, adequate for small boats or campers but with no bed and no advantage over segment rivals of the period.

Consumer Reports rated the 2018 Explorer's reliability below average, with owners logging hundreds of complaints led by transmission and interior-accessory issues, plus lingering exhaust-odor/carbon-monoxide complaints carried over from the prior-generation investigation — a shaky foundation for sustained hard use.

Roof rails and an optional Class II/III trailer tow package cover light-duty needs, but the Explorer lacks a bed, onboard power outlet, or any meaningful work-oriented upfit ecosystem for this model year.

Adaptive cruise control and lane-keeping were bundled only in the optional Safe and Smart package on XLT and above (standard on Platinum), so most volume-trim buyers road-trip without modern driver-assist fatigue reduction, and the 'Poor' IIHS small-overlap result tempers highway confidence versus class leaders.

Intelligent all-wheel drive with a Terrain Management System (selectable Normal/Mud-Rut/Sand/Grass-Gravel-Snow modes) and 6.5-8.3 in of ground clearance depending on trim give the Explorer solid light-duty gravel and foul-weather capability, though there's no dedicated off-road trim like later generations would add.

Up to 81.7 cu ft of cargo space with the second and third rows folded flat, plus 21 cu ft behind the third row with all seats in use, gives the Explorer strong gear-hauling flexibility for its class, aided by standard roof rails and an available tow hitch.

The volume XLT rides on the aging CD4 unibody platform (shared with the 2011 Explorer), tuned for comfort over agility, with noticeable body roll in corners and a soft suspension that trails newer three-row rivals; secure and predictable, but never engaging.

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 its final years before the 2020 redesign.

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 (dated even in 2018, with newer rivals on 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, with the 2018 refresh's SYNC 3 infotainment (8-in touchscreen) an intuitive improvement over the prior MyFord Touch; 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 2018 Explorer included a rearview camera, 18-in wheels, and SYNC (basic) as standard, but SYNC 3, satellite radio, and key comfort/tech features were reserved for XLT and above, so the true value shows up a step up the range rather than at base price.

Mid-pack value: the volume XLT/Limited trims are reasonably equipped for the price, but the range climbs to nearly $54K on Platinum, pushing into near-luxury territory without a corresponding leap in materials or tech versus fresher rivals like the Honda Pilot or Toyota Highlander.

Five well-spaced trims (Base, XLT, Limited, Sport, Platinum) spanning $32K-$54K with FWD/AWD choice on the lower three and AWD-only performance (Sport) and luxury (Platinum) variants gives buyers a wide, genuinely differentiated lineup.

The Explorer remained one of the best-selling three-row midsize crossovers in the US in 2018, consistently trading places with the Grand Cherokee and Highlander near the top of the segment despite its aging platform.

Ford carries broad mainstream trust and name recognition but no particular aspirational halo in the midsize SUV space by 2018; brand perception is neutral-to-positive rather than a draw in itself.

Late in a long model cycle with an all-new 2020 redesign already known to be coming, dealers commonly offered rebates and finance incentives on 2018 Explorers to keep it moving against fresher competitors.

The fifth-generation Explorer dates to the 2011 model year; 2018 brought only minor styling tweaks, a 4G LTE hotspot, and revised feature packaging, with a fully redesigned (RWD-based) generation already confirmed for 2020 — this is a clearly aging platform.

Reviewers found the 2018 Explorer competent and praised the Sport trim's turbo V6 and composed ride, plus the improved Sync 3 interface, but it was rarely the outright pick over rivals like the Highlander or Grand Cherokee in comparison tests, and it collected no major industry awards this year.