2020 Ford Explorer

The redesigned sixth-generation 2020 Explorer's volume trims (XLT, Limited) use the 2.3L turbo I4 at 300 hp; the V6 and hybrid variants are stronger but lower-volume.

Volume 2.3L I4 peaks at 310 lb-ft; the V6 and hybrid variants offer more torque but are not the representative trim.

Instrumented testing of the volume 2.3L I4 AWD configuration lands mid-pack for the segment; the ST V6 is considerably quicker but is a low-volume performance trim.

The 2.3L EcoBoost I4 pulls smoothly once spooled but exhibits noticeable turbo lag off the line and under light throttle in stop-and-go driving, per contemporary reviews of the redesigned RWD-based platform.

The all-new 10-speed automatic paired with the redesigned platform had well-documented early shift-quality problems in the 2020 model year: harsh and delayed shifts, hunting during light throttle in city driving, and sticking valve-body issues that Ford addressed via TSB.

Max conventional towing tops out at 5,600 lbs with the V6 and Class III Trailer Tow Package; the I4 is rated slightly lower at 5,300 lbs and the Hybrid at 5,000 lbs.

RWD is standard on XLT/Limited with Intelligent 4WD offered as an option, and standard on Platinum and ST; the system includes seven selectable Terrain Management modes (Normal, Trail, Deep Snow/Sand, Slippery, Sport, Tow/Haul, Eco) but no low-range gearing.

The redesigned RWD-based platform improves the Explorer's underlying architecture, but the 2020 lineup has no dedicated off-road trim, skid plates, or locking differential — ground clearance and equipment remain crossover-typical, with capability leaning on the Terrain Management drive modes alone.

For its redesign year the Explorer offered three distinct powertrains — the 2.3L turbo I4, the 3.0L twin-turbo V6 (in two states of tune across Platinum and ST), and a 3.3L V6 hybrid — giving 2020 one of the broadest lineups of the nameplate's history, notably including an electrified option later pulled from the range.

EPA combined rating for the volume 2.3L EcoBoost AWD configuration, the best-selling non-hybrid drivetrain for the all-new 6th-generation 2020 Explorer.

EPA city rating for the volume 2.3L EcoBoost AWD configuration.

EPA highway rating for the volume 2.3L EcoBoost AWD configuration.

Estimated total range from EPA combined MPG and the 2020 Explorer's 17.9-gallon fuel tank for the volume AWD configuration.

EPA-estimated annual fuel cost at standard 15,000 mi/yr assumptions for the volume 2.3L EcoBoost AWD configuration.

The 2.3L I4, 3.0L V6 Platinum, and 3.3L Hybrid all run on regular unleaded (87 octane); only the ST's 3.0L twin-turbo V6 recommends premium for peak performance/towing though regular is still acceptable, a minor lineup-wide caveat rather than a hard requirement.

NHTSA awarded the all-new 6th-generation 2020 Ford Explorer its highest overall crash-test rating, with 5-star frontal and side scores and a 4-star rollover result.

The redesigned 2020 Explorer ultimately earned IIHS Top Safety Pick+ with Good ratings in all seven crashworthiness tests and Superior front crash prevention, but that designation only applies to vehicles built after May 2020 — earlier-production units scored Marginal on the driver-side small overlap test until Ford revised the front subframe, a notable rollout wrinkle unique to this launch year.

Ford Co-Pilot360 — forward collision warning with pedestrian-detecting AEB, blind-spot monitoring with rear cross-traffic alert, lane-departure warning with lane-keeping assist, automatic high beams, and a rearview camera — is standard across every 2020 Explorer trim from base through Platinum, a comprehensive suite for the segment at launch.

IIHS rated the standard front crash prevention system Superior for vehicle-to-vehicle scenarios, with pedestrian AEB included standard rather than as an upsell.

Blind Spot Information System with rear cross-traffic alert is standard on every 2020 trim including the base Explorer — broad fleet-wide coverage, though intervention is alert-only rather than active steering/braking.

Standard lane-departure warning and lane-keeping assist correct drift adequately, but true lane-centering only arrives with the optional/upper-trim Co-Pilot360 Assist+ package, so the volume configuration offers corrective keeping rather than continuous centering.

Intelligent adaptive cruise control with stop-and-go and evasive steering assist comes via the Co-Pilot360 Assist+ package, optional on base/XLT and standard from Limited up — capable when equipped but not universal on the volume trim, with no combined highway-centering layer.

Ford BlueCruise did not exist yet in 2020 (it launched in 2021 on the Mustang Mach-E and F-150, reaching the Explorer only for MY2024), so no hands-free driving option was available on the 2020 Explorer.

IIHS rated both headlight setups offered on the 2020 Explorer Acceptable rather than Good — sufficient to help clear the Top Safety Pick+ bar but short of best-in-class illumination.

Reviewers liked the lower, more visible hood and dash on the redesigned generation, but noted rearward sightlines are compromised by thick D-pillars and a small rear window; a 360-degree camera that meaningfully offsets this is limited to Limited trim and above rather than standard fleet-wide.

IIHS rated LATCH ease of use Acceptable; bench-seat second rows give quick access to two complete LATCH sets, but captain's-chair configurations bury anchors in tight upholstery pockets that make connection more difficult, especially for the inner anchors.

The all-new 6th-generation 2020 Explorer's volume XLT trim seats 7 via the standard 2nd-row bench; captain's chairs dropping capacity to 6 are optional on upper trims and standard on ST.

Front headroom is generous for the mid-size three-row class on the RWD-based 6th-generation platform introduced for 2020.

Front legroom is comfortably mid-pack for the segment.

Second-row headroom is class-leading for a mid-size three-row SUV, a direct result of the taller, more upright new-generation body.

Second-row legroom is a genuine strength versus mid-size three-row rivals, aided by the longer wheelbase of the new RWD-based platform.

At 32.2 in legroom and 38.9 in headroom the third row is roomy by tape measure but mounted low with flat, unsupportive cushioning; launch-year 2020 reviews described it as workable for kids and short adult trips only, similar to the Explorer's traditional weak point.

Cargo volume with the third row folded is below the mid-size three-row segment average, a known tradeoff of the new platform's rear-seat packaging.

Maximum cargo with all rear seats folded is a clear strength, above the segment midpoint.

Console and door-bin storage are competitive for everyday use but not a standout feature versus rivals with giga-consoles or in-cabin trunks; the redesigned interior added a shift-by-wire rotary dial that freed up some console space.

Front seats are nicely shaped and comfortable for most drivers in the launch-year redesign, but reviewers noted cushioning gets progressively thinner and less supportive moving to the 2nd and especially 3rd rows.

The new RWD-based platform rides smoothly most of the time and was seen as an improvement over the outgoing generation, but launch-year reviews flagged a firmer-than-expected tune, especially on ST/Platinum's larger wheels, with small road imperfections more noticeable than some rivals.

Highway refinement was inconsistent in the 2020 launch year — engine and wind noise were noticeable on mainstream trims, with some early owners and reviewers citing squeaks/rattles typical of a first-year redesign, though upper trims with added sound insulation fared better.

Heated front seats and a heated steering wheel are available from mid trims up, with heated/ventilated front seats, heated 2nd-row seats, and tri-zone automatic climate control reserved for Limited/Platinum — solid availability but not standard fleet-wide.

The all-new sixth-generation 2020 Explorer's entry Base RWD trim opened the redesigned lineup at a competitive price versus mid-size SUV rivals.

XLT was the highest-volume 2020 Explorer trim, adding SYNC 3, dual-zone climate, and additional safety tech over Base while still pricing well below Limited/Platinum/ST.

The all-new RWD-based platform's launch year brought a wave of quality complaints and recalls (wiring harness, rear axle bolts, powertrain software, engine noise), pushing projected repair costs above the mid-size SUV class average despite otherwise routine maintenance needs.

Launch-year reliability headlines and recalls for the redesigned platform weighed on used-market demand, leaving residuals below the mid-size SUV class norm despite strong nameplate recognition.

Standard Ford coverage — the floor of the mainstream segment band.

Standard Ford powertrain term, at the floor of the segment band versus Hyundai/Kia's longer coverage.

Ford bundled 5-year/60,000-mile roadside assistance with the powertrain warranty and offered FordPass Rewards points redeemable toward service, but there was no complimentary scheduled-maintenance program standard on the 2020 Explorer.

$35,940 volume-trim price minus its estimated resale value after 5 years (40% retained, or about $14,376) leaves about $21,564 in depreciation. Add the projected $7,000 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $28,564 in total.

The 2020 Explorer is the launch year of Ford's all-new RWD-based sixth-generation platform, and Consumer Reports gave it the lowest possible overall reliability rating (1/5) shortly after launch, with the powertrain — engine, transmission, drive axles/differentials — flagged as the central trouble spot; CR's retrospective owner-data score for this model year has remained around 30/100.

Ford improved by roughly 20 PP100 in J.D. Power's 2020 Vehicle Dependability Study versus the prior year, but the brand still sat outside the top tier of mainstream dependability rankings, consistent with a mid-pack-to-below standing rather than a top-5 brand.

The 2020 model year carries an unusually heavy recall load for a launch year — sources cite 24-33 recalls including a serious rear-axle/driveshaft-disconnect rollaway defect (later re-recalled in 2022 after an incomplete first fix) and an engine-fire risk on Police Interceptor-based variants — squarely in the major/repeated safety-recall territory.

The 2.3L EcoBoost turbo-four and new-to-Explorer 10-speed automatic were unproven in this application at launch, and multiple owners reported transmission failures at very low mileage (one documented case at 331 miles) alongside the driveshaft-disconnect recall — real red flags rather than a settled track record, even though the EcoBoost engine family itself was not new to Ford.

Reviews were mixed but leaned positive on materials for the price: Car and Driver praised mostly soft-touch door and dash surfaces, and The Car Connection scored the cabin highly for detail-oriented fit and finish, though Consumer Reports' first-drive review and some owners flagged inconsistent panel coloring and too much visible plastic.

As the first model year of a fully redesigned platform built on a new architecture, the 2020 Explorer suffered well-documented launch-quality problems reported almost immediately after vehicles left the factory — loose wiring harnesses, faulty seats, and nonfunctional displays — well below the assembly consistency expected of a mature nameplate.

Ford/Lincoln operated one of the largest dealer networks in the US in 2020 (roughly 2,900+ locations), giving Explorer owners strong nationwide service access even amid the launch-year quality issues that drove above-average warranty visits.

As a high-volume mainstream 3-row SUV, parts are broadly available and repair costs are typical for the segment, though the all-new platform and drivetrain meant the aftermarket and independent-shop familiarity were less mature than for the outgoing generation in this first model year.

The all-new sixth-generation 2020 Explorer launches with an 8-inch SYNC 3 touchscreen standard on base/XLT, with a tablet-style 10.1-inch portrait touchscreen offered as an option on Limited and standard-ish on ST and Platinum.

SYNC 3 is mature and reasonably responsive with logical menus for its era, but the new 10.1-inch portrait screen drew criticism at launch for oddly proportioned CarPlay/Android Auto and camera display within its tall, narrow layout.

Apple CarPlay and Android Auto are standard across all 2020 Explorer trims, but the launch-year SYNC 3 system supports wired connection only — wireless projection was not offered on any 2020 trim (it arrived later with SYNC 4 on subsequent model years).

SYNC 3 voice control handles basic commands adequately, and voice-activated embedded navigation is available on Limited and above, but most owners are expected to lean on CarPlay/Android Auto maps instead of the native system.

Base/XLT trims get a standard 6-speaker system, stepping up to a 12-speaker Bang & Olufsen setup on Limited, and a range-topping 980-watt, 14-speaker B&O system on the Premium Technology Package for ST/Platinum — a strong premium option for the segment.

A new-for-2020 12.3-inch fully configurable digital cluster (with a "Mindful Mode" that strips the display to just speed, fuel, and temperature) is limited to ST and Platinum trims; base, XLT, and Limited retain analog gauges with a smaller driver information display.

The redesigned 2020 Explorer is among the first Ford models built on the Power-Up OTA architecture, letting SYNC 3 and FordPass app features update wirelessly, though navigation map updates on this generation still require an SD card rather than true OTA delivery.

FordPass Connect is standard for 2020, providing remote start, lock/unlock, vehicle locate, and vehicle health/status through an embedded modem at no added subscription cost — solid but not class-leading for the era.

Power points are plentiful across rows (console and second-row USB, a 12V outlet, and a 110V household outlet on upper trims), but the mix is mostly legacy USB-A, and wireless charging is optional rather than broadly standard.

Proximity keyless entry, push-button start, and a power liftgate are available from XLT upward via FordPass Connect and SecuriCode keypad entry, though base trims are more sparsely equipped and there is no phone-as-key feature this launch year.

A rearview camera is standard fleet-wide, and Ford Co-Pilot360 Assist+ brings a 360-degree camera with split-view and washer standard on Limited, ST, and Platinum for tight maneuvering, though front/rear parking sensors and the surround view are gated to those upper trims.

No head-up display is offered on any 2020 Explorer trim, including the range-topping Platinum — owner forums confirm the feature has never been available on this generation of Explorer, unlike some rival mid-size SUVs.

The all-new sixth-generation platform brought wider door openings and optional second-row captain's chairs (bench standard) that ease loading kids and gear, but early-production fit-and-finish complaints (loose trim, seat upholstery issues) took some shine off daily practicality.

Ford Co-Pilot360 (AEB, lane-keeping, BLIS blind-spot with cross-traffic alert) is standard across every 2020 trim and NHTSA awarded a 5-star overall rating, but IIHS withheld Top Safety Pick because the redesigned Explorer only earned an Acceptable rating on the driver-side small overlap front test.

39 in of second-row legroom and 18.2 cu ft of cargo behind the third row (best-in-class for the launch year) support multi-hour family trips, but reported tailgate and third-row water leaks and electrical glitches from the rushed launch are a real comfort/reliability tax on road-trip confidence.

The 2.3L EcoBoost has adequate low-end torque for traffic, but 2020 was the Explorer's infamously rushed launch year — 30 recalls in year one plus widely reported rough/jerky 10-speed shifting, flickering backup cameras, and AWD control failures made the everyday driving experience unreliable for many early owners.

The volume 2.3L EcoBoost AWD trim returns an EPA-rated 21/28/23 mpg city/highway/combined — average for a mid-size 3-row gas SUV; the Limited Hybrid is markedly more efficient but isn't the volume powertrain in 2020.

A roughly 39-foot turning circle and mid-size 3-row footprint are typical for the class — manageable with the standard rearview camera, though some early units suffered flickering or blank camera feeds that undercut the assist.

Max tow ratings of 5,300 lbs (2.3L EcoBoost), 5,600 lbs (3.0L V6 on ST/Platinum), and 5,000 lbs (Hybrid) are solid for a crossover-based mid-size SUV, but the Class III Trailer Tow Package is only standard on ST and Platinum — it's an option on the volume XLT trim.

2020 was the Explorer's launch year for an all-new platform and it shows: Consumer Reports gave it its lowest reliability score (1/5), the model racked up roughly 30 recalls in its first year alone, and owners reported transmission failures at under 500 miles plus a since-issued rollaway recall covering 2020-2022 models — a poor foundation for sustained hard use.

Standard roof rack side rails and an optional Class III hitch with 7-wire harness cover light-duty needs, but there's no meaningful work-focused upfit ecosystem, and the tow package isn't standard on the volume trim.

Standard Co-Pilot360 driver assists and a roomy second row support long hauls, but 23 mpg combined on the volume 2.3L means more fuel stops than hybrid rivals, and first-year electrical glitches (camera flicker, warning-light faults) are a real fatigue and confidence tax on road trips.

AWD is available across most trims with 8.2 in of ground clearance, adequate for gravel roads and light trail use, but 2020 predates any dedicated off-road-tuned Explorer variant, leaving it a competent but unremarkable adventure companion versus segment leaders with dedicated off-road trims.

47.9 cu ft behind the second row and 87.8 cu ft with both rear rows folded give the redesigned Explorer strong gear-hauling range for the segment, aided by standard roof rails and an optional hitch, though reported tailgate seal issues are a minor practicality knock.

2020 introduced the all-new rear-drive-based CD6 platform, replacing the prior front-drive-based Explorer; the volume XLT/Limited (2.3L EcoBoost) trim shows quick, agile responses and well-controlled body motions that testers rated a clear improvement over the outgoing generation.

Steering responds quickly and precisely enough for confident cornering on the new platform, but weighting is light and feedback is filtered — a step up in immediacy from the old Explorer, though still numb versus feel-oriented rivals.

Instrumented tests of the 2020 2.3L EcoBoost AWD volume trim recorded roughly 173-176 ft from 70 mph, an adequate but unremarkable result for the segment with a firm, predictable pedal; the 400-hp ST (new for 2020) adds larger brakes and 21-in wheels but is not the volume configuration.

The standard 2.3L EcoBoost turbo-four (300 hp/310 lb-ft) paired with the new 10-speed automatic shifts smoothly with responsive daily-driving acceleration, though low-rpm turbo lag is occasionally noticeable; as a launch-year vehicle, some early-build 2020 units were reported with software calibration glitches (infotainment/drivetrain electronics) that Ford addressed via updates and a since-resolved production slowdown at the retooled Chicago plant.

The turbocharged four-cylinder is unobtrusive at highway cruise but becomes noticeably coarser under hard acceleration than the six-cylinder engines offered by some three-row competitors; no dedicated 2020-specific interior noise measurement was found.

Curb-to-curb turning diameter is 38.7 ft for the launch-year CD6-platform Explorer, consistent across trims; mid-pack for the mid-size SUV segment band (34-42 ft).

Reviewers describe an adjustable, comfortable driving position with abundant front-seat space and good sightlines on the redesigned interior; front seats are nicely shaped, though cabin materials feel plasticky for the price and the new rotary shifter/console layout drew some early adjustment complaints.

The volume 2.3L EcoBoost trim is composed and pleasant but leans toward appliance-like family-hauler duty; genuine driving enjoyment is reserved for the all-new 400-hp twin-turbo V6 ST model introduced in 2020, which is not the representative configuration being scored.

Retail-volume XLT ($36,675) adds a power liftgate and Ford Co-Pilot360 driver-assist suite standard, but an 8-inch touchscreen without standard wireless CarPlay/Android Auto and cloth seats leave base equipment competitive rather than generous versus rivals.

The redesigned RWD platform and available 400-hp ST powertrain offer real capability per dollar, but a chaotic launch with loose wiring, faulty seats, and infotainment glitches undercut the perceived value of that content.

Five well-spaced trims — Base (fleet), XLT, Limited, performance ST, and range-topping Platinum — span $32,765 to $58,250, covering budget fleet buyers through performance and luxury shoppers, plus a Limited Hybrid option.

The Explorer held a segment-leading ~21% share in Q1 2020 and outsold all mid-size SUV rivals through Q2, though production disruption from launch quality problems let the Highlander edge ahead in Q3 — still a strong, high-volume seller overall.

Ford carries solid mainstream SUV/truck credibility but no aspirational halo, and the widely publicized 2020 launch fiasco (30 recalls in year one) was a real drag on brand perception for this specific model.

Ford ran meaningful factory incentives throughout 2020 — cash back, subsidized APR, and loyalty/lease bonuses — giving buyers real negotiating room without indicating desperation pricing.

2020 is the launch year of an all-new sixth-generation Explorer on a completely new rear-wheel-drive-based platform, the biggest architectural change for the nameplate in over a decade.

Reviewers praised the new platform's driving dynamics and the ST's performance, but reception overall was dragged down by widely reported build-quality and reliability problems stemming from the rushed launch, keeping it out of top comparison-test finishes.