2019 Ford Explorer

Volume trim (XLT) carries the naturally aspirated 3.5L V6 at 290 hp, the carryover base engine for the fifth-generation (U502) Explorer's final model year.

Base/volume 3.5L V6 peaks at 255 lb-ft; the optional turbo four actually out-torques it at 310 lb-ft, and the 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 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 2019, with occasional indecisive kickdowns and hunting on grades.

Max conventional towing tops out at 5,000 lbs on V6 models with the factory tow package; the optional turbo-four is limited to 2,000 lbs 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 7.9-in ground clearance 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; FWD and EcoBoost variants vary around this figure.

EPA city rating for the volume 3.5L V6 AWD configuration.

EPA highway rating for the volume 3.5L V6 AWD configuration.

EPA-estimated total range on a full tank for the volume 3.5L V6 AWD configuration (18.6-gallon tank at 18 MPG combined).

EPA-estimated annual fuel cost for the volume 3.5L V6 AWD configuration at standard 15,000 mi/yr assumptions.

All 2019 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 full test battery on the 2019 Explorer (last year of the 5th generation) returned a 5-star overall rating, with 4 stars in the rollover sub-test pulling down an otherwise top result.

The outgoing 5th-gen Explorer earned Good ratings in moderate overlap front, side, roof strength and rear, but the small overlap front test exposed a real structural weakness: Marginal on the driver side and Poor on the passenger side, where the IIHS documented 15 inches of lower hinge-pillar intrusion. That passenger-side failure alone disqualified it from any IIHS award for 2019.

Ford's Safe and Smart Package — forward collision warning with AEB, adaptive cruise, blind-spot monitoring, and lane-keep assist — was standard only on the range-topping Platinum trim for 2019; it was an optional package on XLT, Limited and Sport, and unavailable on the base trim. Most buyers on the volume XLT trim had to pay extra for any of it.

The Pre-Collision Assist with AEB fitted to the 2019 Explorer used the same camera/radar hardware Ford was rolling out across the lineup that generation, generally competent in daytime vehicle-to-vehicle scenarios but with less-proven pedestrian/night performance than newer systems, and it wasn't standard equipment to begin with.

BLIS blind-spot monitoring with cross-traffic alert was alert-only (no braking intervention) and, like the rest of the driver-assist suite, bundled into the optional Safe and Smart package on all but the top trim.

The Explorer's Lane-Keeping System of this era was a warning-plus-nudge assist rather than true lane centering, and owner-forum discussion of the period system describes noticeable wander between corrective steering inputs.

Reviewers praised the optional adaptive cruise control's consistency, holding speed within about 1 mph and downshifting smoothly to maintain the gap, though it wasn't paired with a dedicated highway-assist mode and remained an upper-trim option.

No hands-free highway driving system existed on the 2019 Explorer or anywhere in Ford's 2019 lineup — BlueCruise didn't launch until the 2021 model year.

Headlight quality varied meaningfully by trim — reflector halogen units on lower trims lagged the projector/LED setups on upper trims — and headlight performance was cited alongside the small-overlap results as a factor keeping the 2019 Explorer out of IIHS award contention.

The boxy, upright 5th-gen Explorer greenhouse gives generally good forward and side sightlines for the class, with a standard backup camera compensating for the expected 3-row blind spots at the rear quarters.

Second-row LATCH anchors on the 3-row Explorer are workable with wide rear door openings typical of the segment, though the tight lower anchor pockets common to this generation require some digging, per typical mid-size SUV LATCH experiences.

XLT volume trim seats 7 with the standard three-across second-row bench; second-row captain's chairs are optional and drop capacity to six.

Manufacturer-published front headroom for the 5th-generation (2016-2019) Explorer, unchanged for 2019.

Manufacturer-published front legroom, consistent across 2019 trims.

Second-row headroom is class-leading for the segment, a strength of the boxy 5th-gen Explorer body.

Generous second-row legroom versus mid-size 3-row rivals, aided by the second row sliding fore/aft to free third-row space.

Third row (37.8 in headroom, 33.3 in legroom) fits kids or short-trip adults comfortably with the second row slid forward, but access and space still trail 3-row leaders like the Highlander/Pilot; reviewers recommend the optional sliding second-row buckets specifically to improve third-row access.

Cargo volume behind the second row with the third row folded flat; corroborated across multiple spec aggregators for the 2019 model year.

Maximum cargo volume with both rear rows folded flat, a competitive figure for the mid-size 3-row class.

Conventional but adequate storage — center console, door pockets, available second-row underseat bins on captain's-chair models — with no standout innovation; the redesigned console/storage improvements arrived with the 6th-gen 2020 Explorer.

Soft-touch materials and comfortable, adult-friendly seats across all three rows; reviewers single out the optional sliding second-row buckets as more comfortable and supportive than the base bench.

Composed and comfortable ride on standard suspension over most surfaces, but agility is limited and Sport-suspension/larger-wheel trims ride noticeably stiffer — not class-leading.

Noise suppression is a specifically cited weak point for the 2019 Explorer relative to price-point expectations, with wind/road noise more noticeable than segment leaders.

Heated front seats and heated steering wheel are available from mid trims up, with ventilated front seats and rear-seat climate controls reserved for Limited/Platinum; not standard on the volume XLT.

Entry Base FWD trim starts at $32,365 plus Ford's $1,095 destination charge for 2019.

XLT was the Explorer's best-selling trim for 2019; 4WD MSRP with destination runs $37,645, with typically-selected options (Equipment Group, roof rails, remote start) pushing the as-equipped price to roughly $38,900.

The 5th-generation Explorer (2011-2019) carries a below-average RepairPal reliability rating (3.5/5, 19th of 26 midsize SUVs) with a 26.6% chance of a major repair in the first 5 years, above the segment norm, pushing blended 5-year maintenance + repair costs toward the higher end of the class range.

The 5th-generation Explorer depreciates faster than the segment norm (iSeeCars: 52.9% 5-yr depreciation vs. 50.1% for midsize SUVs), compounded by the 2019-specific carbon-monoxide/exhaust-odor complaints and lawsuit publicity that weighed on used-market demand for these model years.

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.

FordPass Rewards launched for 2019 model buyers with a points bonus redeemable toward service (worth roughly a couple of scheduled visits) plus a complimentary 2-year trial of Sync Connect remote features and roadside assistance bundled with the powertrain warranty term, but there was no true prepaid multi-year maintenance plan.

$38,900 volume-trim price minus its estimated resale value after 5 years (40% retained, or about $15,560) leaves about $23,340 in depreciation. Add the projected $6,500 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $29,840 in total.

The 2019 Explorer sits in the last year of the long-running 2011-2019 generation, and predicted-reliability signals were mixed: Consumer Reports rated it around average with owner-reported gripes in the transmission and suspension categories, while J.D. Power's dependability data for the platform skewed above average.

Ford's brand-wide dependability standing in the 2018-2019 CR and J.D. Power studies was mid-pack to below average, not a top-tier finisher, consistent with the mixed model-level reliability signal.

NHTSA lists three recalls touching 2019 Explorers: a rear suspension toe-link fracture risk (2017-2019, steering-control concern), an engine block heater cord that could crack and short, and A-pillar trim clips that could detach (2011-2019) — a real but not systemic pattern, on top of the nameplate's earlier-generation exhaust-odor TSB history that had largely been addressed by this model year.

The 3.5L V6, 2.3L EcoBoost turbo-four, and 6-speed automatic had all been in Explorer/Ford-wide service since 2011-2015 by 2019, giving them a reasonably proven high-mileage track record with no systemic failure pattern, though EcoBoost owners report occasional turbo and carbon-buildup issues.

Base and XLT trims use plain cloth and hard plastics that reviewers called drab, while Limited and Platinum add convincing synthetic wood trim, dressier stitching, and quality leather that lift the perceived quality meaningfully by trim level.

Reviewers found trim pieces fit together well with generally tight assembly, noting only an occasional unpinpointed dash rattle; owner surveys separately flagged some paint and mechanical quality-control complaints.

Ford operates one of the largest dealer and service networks in the US, giving Explorer owners broad geographic access to service even though satisfaction scores for the brand are closer to average than class-leading.

As one of the best-selling three-row SUVs in the US for nearly a decade by 2019, the Explorer benefits from abundant parts supply and a large aftermarket, with repair costs typical for a mainstream mid-size SUV rather than luxury-priced.

The final year of the 5th-generation Explorer carries SYNC 3 on an 8-inch touchscreen across XLT and 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 system it superseded and was praised by contemporary reviewers for quick touch response, a clean tile-based menu structure, and retained physical climate/volume controls alongside the touchscreen.

SYNC 3 supports Apple CarPlay and Android Auto on XLT and above but only via wired USB connection; 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 an embedded SYNC 3 Navigation system was an available option on Limited and 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 2019 Explorer retains analog speedometer/tachometer gauges with only a small non-configurable 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.

FordPass Connect's embedded modem enables remote-access features and a Wi-Fi hotspot but predates Ford's whole-vehicle OTA software update capability, which arrived on later model years; SYNC 3 map/software updates were limited to USB or Wi-Fi downloads scoped to the infotainment module.

FordPass Connect, with its embedded 4G LTE modem, is standard across the entire 2019 Explorer lineup, enabling the free FordPass app for remote start with scheduling, lock/unlock, vehicle locate, and fuel-level checks at no extra hardware cost.

The 2019 Explorer offers a modest set of USB-A smart-charging ports across rows 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 2019 Explorer trim; the feature was not introduced to the Explorer lineup until the redesigned 2020 (6th-generation) model.

Tall door openings and a slide-forward second row make loading kids and gear straightforward, and the optional captain's chairs ease third-row car-seat access, but the tight lower LATCH anchor pockets typical of this generation add friction versus segment benchmarks.

NHTSA's 5-star overall rating looks strong on paper, but the IIHS small-overlap front test exposed a real structural weakness (Poor on the passenger side, 15 in of hinge-pillar intrusion) that cost the 2019 Explorer any safety award, and Ford's Safe and Smart driver-assist package — AEB, blind-spot, lane-keep — was standard only on the range-topping Platinum, an option on the family-volume XLT.

Class-leading second-row headroom (40.6 in) and generous legroom (39.5 in) make multi-hour rides comfortable for four-plus occupants, and 43.9 cu ft of cargo behind the second row swallows luggage with the third row in use, but cabin quietness was a specifically cited weak point and rear climate controls/heated-seat comfort features are reserved for Limited and above rather than standard on the volume trim.

The composed, comfortable ride and upright greenhouse make stop-and-go traffic manageable, but the dated 6-speed automatic exhibits indecisive kickdowns versus rivals' higher-gear-count transmissions, and reviewers flagged limited agility as a daily-driving compromise.

The volume 3.5L V6 returns EPA combined figures in the high-teens/low-20s for a mid-size SUV — unremarkable for the segment — and RepairPal data shows below-average 5-year maintenance/repair costs (26.6% chance of a major repair, above the segment norm), pushing real-world per-mile ownership costs above average.

A standard rearview camera and generally good outward sightlines from the boxy 5th-gen greenhouse ease city parking for its footprint, but a front/rear parking-sensor and 360-degree camera are option-package items rather than standard, and the Explorer's size still makes tight urban maneuvering more effortful than compact-SUV rivals.

Max conventional towing tops out at 5,000 lbs even on V6 models with the factory Trailer Tow Package — usable for small trailers and light toys but well short of body-on-frame and larger unibody mid-size rivals that clear 6,000-8,700 lbs, and the optional turbo-four is capped at just 2,000 lbs.

The 3.5L V6/6-speed automatic combination has been in Ford service since 2011 with no systemic failure pattern, giving it a reasonably proven track record, but Consumer Reports' average predicted-reliability rating and scattered suspension/transmission owner complaints keep it from a fleet-proven reputation for sustained hard-use duty.

As a crossover-based 3-row SUV with no bed, no factory onboard power outlet, and no dedicated upfit ecosystem, the Explorer offers only basic cargo tie-downs and optional roof rails/hitch — adequate for hauling gear inside the cabin but with few work-specific provisions.

A comfortable highway ride and an optional adaptive cruise control that reviewers praised as "ultra-consistent" support relaxed mile-eating, but road/wind noise intrusion was a specifically cited weak point and the ADAS suite that reduces driver fatigue is gated to upper trims.

Optional AWD with a Terrain Management System offers selectable Normal/Mud-Ruts/Sand/Snow modes for light gravel or foul-weather use, but just 7.9 in of ground clearance, no low-range gearing, and no skid plates or locking differential keep genuine off-pavement capability modest — the dedicated off-road Timberline trim didn't arrive until the following generation.

81.7 cu ft of max cargo volume with both rear rows folded flat is competitive for the mid-size 3-row class, and available roof rails plus the factory Class II/III hitch extend capacity for roof boxes, bikes, or small trailers, though there is no underfloor storage bonus beyond the segment norm.

The 2019 Explorer rides on the final year of the fifth-generation D4 unibody (front-drive-based, Volvo-derived platform), with a softer, comfort-tuned suspension that produces noticeable body roll and secure but unremarkable cornering compared to segment leaders like the Honda Pilot or Mazda CX-9.

Electric power steering on the 2019 Explorer is light at low speeds for easy maneuvering but is widely characterized as numb and lacking on-center feedback, a common criticism of this generation across trims.

Stopping power is adequate for the segment but pedal feel is soft and progressive rather than confidence-inspiring; no standout instrumented stopping-distance results were noted for the volume 2.3L EcoBoost/AWD configuration.

The volume 2.3L EcoBoost turbo-four (280 hp/310 lb-ft) paired with a 6-speed automatic is generally smooth around town, though it exhibits some turbo lag off the line and the 6-speed gearbox feels dated next to segment rivals that had already moved to 8-, 9-, or 10-speed units by 2019.

The 2.3L EcoBoost four is reasonably quiet at cruising speed but becomes noticeably coarser and more vocal under hard acceleration than the optional 3.5L V6 or the 3.5L EcoBoost V6 in the Platinum/Sport trims.

Curb-to-curb turning diameter for the fifth-generation Explorer is approximately 38.7 ft, mid-pack within the mid-size SUV normalization band (34-42 ft); figure carried from manufacturer spec sheets for this generation, not independently re-verified via live search this run.

Reviewers consistently praise the Explorer's tall, commanding seating position and strong outward visibility, along with comfortable, well-bolstered front seats and a logically arranged dashboard with the SYNC 3 touchscreen (8-in on most trims) positioned within easy reach.

The 2019 Explorer is a composed, comfort-oriented family hauler rather than an engaging drive; it lacks the sharper chassis tune and driver-focused character that Ford would later introduce with the 2020+ RWD-based redesign and ST performance variant.

Base and volume XLT trims carry cloth seats, an 8-way power driver's seat, a rearview camera, and a basic 4.2-inch SYNC display rather than SYNC 3 or a larger touchscreen; most Ford Co-Pilot360 driver-assist content is bundled into optional packages rather than standard, leaving base spec sparse for the class.

Roomy third row and best-in-class-for-its-era cargo capacity with all seats folded give real space per dollar, and the Sport's twin-turbo 3.5L EcoBoost V6 adds genuine performance content, but a dated small-screen infotainment system and interior tech that trails newer rivals hold overall value to merely fair.

Five well-spaced trims — Base, XLT, Limited, Sport, and Platinum — run from $32,365 to $54,165, with FWD or AWD on Base/XLT/Limited and AWD-only Sport and Platinum, giving a real spread from budget-family to performance and near-luxury buyers.

The Explorer remained a high-volume nameplate at 187,061 US units for calendar-year 2019, but that was down roughly 18% year-over-year as Ford wound down current-generation production ahead of the all-new 2020 model's launch, making it a steady but declining seller in its final year.

Ford carries solid, established mainstream-SUV credibility and the Explorer name has long nameplate recognition, but neither the brand nor this outgoing generation carries an aspirational halo versus segment leaders.

With an all-new 2020 model already revealed, Ford ran repeated clearance-style incentives on 2019 stock through mid-2019 — $2,500 customer cash plus $500 select-inventory cash ($3,000 total) alongside 0% APR for 60 months — giving buyers real negotiating room without the pricing looking desperate.

2019 is the ninth and final model year of the fifth-generation Explorer (2011-2019) on an aging front-wheel-drive-based platform, with an all-new, completely redesigned sixth-generation model already revealed for 2020 — about as stale and replacement-imminent as a model gets.

Reviewers liked the Sport's twin-turbo V6 power and sharper suspension tuning, but the broader lineup was consistently knocked for ungainly handling and dated cabin tech that trailed more modern three-row rivals, keeping it out of comparison-test wins or major awards in its final year.