2021 Ford Explorer

Volume trim (XLT) runs the 2.3L turbo I4 at 300 hp; the optional 3.0L twin-turbo V6 ranges from 365 hp (Platinum) to 400 hp (ST), and a 3.3L hybrid V6 offers 318 hp combined on Limited Hybrid.

Volume 2.3L I4 peaks at 310 lb-ft; the V6 Platinum/ST variants reach 380-415 lb-ft, and the hybrid V6 delivers 322 lb-ft.

Volume I4 AWD configuration lands in the mid-pack for mid-size SUVs; instrumented/estimated tests for RWD trims run slightly quicker (~5.9s) than AWD (~6.2-6.5s). The low-volume ST V6 is notably quicker.

The 2.3L EcoBoost I4 delivers adequate low-end torque with mild turbo lag off idle; smooth enough for daily driving but unremarkable next to segment leaders, and reviewers noted the V6 as the more effortless option.

Ford's 10-speed automatic shifts smoothly in most conditions, but early production examples of the redesigned 2020-2021 Explorer drew owner and reviewer complaints of occasional hesitation and rough shifts, some of which prompted service bulletins.

Volume I4 trims (base/XLT/Limited) tow up to 5,300 lbs regardless of RWD or AWD when equipped with the Class III Trailer Tow Package; the V6 ST tops out at 5,600 lbs and the hybrid is rated lower at 5,000 lbs.

Standard RWD with available all-wheel drive across the entire trim range (including the hybrid), paired with a Terrain Management System offering selectable drive modes (Normal, Trail, Deep Snow/Sand, Slippery) — solid breadth and mode sophistication for a mainstream mid-size SUV, though without low-range gearing.

The 2021 lineup had no dedicated off-road trim — Ford's Timberline package arrived for 2022 and the Tremor much later — leaving the standard AWD Explorer with modest ~7.9-inch ground clearance and a Trail drive mode as its only off-road-oriented feature.

Three distinct powertrains — the 2.3L turbo I4, an available 3.0L twin-turbo V6 (in two states of tune for Platinum/ST), and a 3.3L hybrid V6 — give the 2021 Explorer a genuinely broad range including an electrified option, ahead of many segment rivals at the time.

EPA combined rating for the volume 2.3L EcoBoost AWD configuration, unchanged from the 2020 redesign; V6 and RWD variants vary slightly around this figure.

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

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

EPA-estimated total range on a full tank for the volume AWD configuration, calculated from the 17.9-gallon tank and 23 MPG combined rating.

EPA-estimated annual fuel cost for the volume AWD configuration at standard 15,000 mi/yr assumptions, using 2021 EPA gas-price assumptions.

Both the 2.3L I4 and 3.0L/3.3L V6 engines (including the Hybrid) run on regular unleaded gasoline; no premium requirement or specialized fuel/charging needs.

NHTSA awarded the 2021 Ford Explorer (redesigned 6th-generation, RWD-based platform) its highest possible overall crash-test rating.

IIHS named the 2021 Explorer a Top Safety Pick+, its highest honor, with Good ratings across all six crashworthiness tests (small overlap front driver and passenger, moderate overlap front, side, roof strength, head restraints) and Superior-rated front crash prevention.

Ford Co-Pilot360 is standard across all five 2021 trims (Explorer, XLT, Limited, ST, Platinum), bundling forward-collision warning with AEB and pedestrian detection, blind-spot monitoring with rear cross-traffic alert, lane-keeping assist, automatic high beams, and a rearview camera with washer — a comprehensive suite standard fleet-wide.

IIHS rated the Explorer's front crash prevention Superior for vehicle-to-vehicle scenarios, a key contributor to its Top Safety Pick+ award; pedestrian detection is included standard.

Blind Spot Information System (BLIS) with rear cross-traffic alert is standard on every 2021 trim including the base Explorer, notably broad coverage for the segment even if intervention is alert-only rather than active braking.

Standard lane-departure warning and lane-keeping assist function adequately but the 2021 Explorer does not offer true lane-centering — Co-Pilot360 Assist+ adds adaptive cruise and evasive steering but not a centering system, so keeping is corrective rather than continuous.

Adaptive cruise control (part of Co-Pilot360 Assist+) is optional on the base Explorer and XLT but standard from Limited up through Platinum; capable when equipped but not universally available on the volume trim, and there is no integrated highway-assist/centering layer.

Ford BlueCruise launched in 2021 but only on the Mustang Mach-E and F-150; it did not reach the Explorer until the 2024 model year, so no hands-free driving option exists on the 2021 Explorer.

IIHS rated the 2021 Explorer's standard halogen/LED headlight setups Acceptable (not Good) across the trims tested — sufficient to keep Top Safety Pick+ status but short of best-in-class illumination.

Reviewers praised the low, shapely dash and larger glass area for good forward visibility, but the redesigned generation's thick, forward-raked C-pillars noticeably cut into the over-the-shoulder view.

IIHS rated LATCH ease of use Acceptable; the Explorer offers two complete LATCH sets in the second row and two in the third row with quick rigid-anchor installs in bench-seat configs, but captain's-chair models have leather pockets around the anchors that make connection harder, especially on inner anchors.

The redesigned 2021 Explorer's standard, volume XLT configuration seats 7 via the 2nd-row bench; captain's chairs (6 seats) are optional on most trims.

Front headroom is generous for the mid-size three-row class on the RWD-based 6th-generation platform introduced for 2020 and carried over for 2021.

Front legroom is comfortably mid-pack for the segment.

Second-row headroom is class-leading for a mid-size three-row SUV.

Second-row legroom is a genuine strength versus mid-size three-row rivals.

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; contemporary 2021 reviews describe it as workable for kids and short adult trips only.

Cargo volume with the third row folded is below the mid-size three-row segment average.

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.

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

The RWD-based platform rides smoothly most of the time and is improved over the prior generation, but small road imperfections are more noticeable than in some rivals and the tune leans stiff.

Highway refinement is inconsistent for 2021 — engine noise isn't fully masked and wind noise is audible at moderate highway speeds on mainstream trims, though upper trims with added sound insulation are quieter.

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/King Ranch — solid availability but not standard fleet-wide.

The redesigned fifth-generation Explorer's entry Base RWD trim starts at $34,170 including Ford's destination charge for the 2021 model year.

XLT is the volume-selling mid trim for the 2021 Explorer lineup, which spans Base at $34,170 up through Platinum and the Explorer ST performance model.

CarEdge pegs average maintenance at roughly $621/yr through the first 5 years (~$3,105 total), and Edmunds' class-level estimate for the Explorer runs in the $3,000–$4,000 five-year range, both well below the segment norm.

The Explorer depreciates faster than the mid-size SUV segment average (~50% retention), a byproduct of the rocky 2020 launch of this redesigned platform denting resale confidence.

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 factory-included prepaid maintenance in 2021; owners get the FordPass Rewards points program (redeemable toward service) and roadside assistance bundled with the 5-year/60,000-mile powertrain warranty — basic coverage without a true multi-year maintenance plan.

$37,075 volume-trim price minus its estimated resale value after 5 years (45% retained, or about $16,684) leaves about $20,391 in depreciation. Add the projected $3,300 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $23,691 in total.

Consumer Reports gave the 2021 Explorer its lowest predicted-reliability rating (1/5) and told shoppers to avoid the model, citing owner-reported problems concentrated in the powertrain, in-car electronics, and body hardware of the redesigned RWD platform's debut years.

Ford placed near the bottom of J.D. Power's 2021 Vehicle Dependability Study among mass-market brands even as the study-wide average hit an all-time high, reflecting a brand that lagged the pack on longer-term dependability during this period despite year-over-year gains.

The 2021 model year carries an unusually heavy recall load (17 NHTSA recalls) including safety-critical issues — a disconnected-driveshaft rollaway/loss-of-drive-power risk, loose right-side motor mount fasteners, a transmission park pawl that could engage while the vehicle is moving, plus a rearview-camera dropout recall — a pattern of systemic launch-year defects rather than isolated minor fixes.

The base 2.3L EcoBoost turbo-four itself is a mature, established engine family, but its pairing with the new-for-this-generation 10R60 10-speed automatic has drawn frequent owner complaints of harsh/jerky shifting, delayed engagement, slipping, and grinding noises as early as ~27,000 miles, and a later recall addressed a PCM reset on 2.3L/10R60 Explorers that could prevent the transmission from fully reaching Park.

Base and mid-trim cabins used hard, economy-grade plastics that reviewers found out of step with the Explorer's pricing, though Ford upgraded materials on the Limited, ST, and Platinum trims for 2021 in direct response to criticism of the all-new 2020 model's interior.

Widely reported build-quality problems dogged the platform's early production, including loose interior trim, roof-rail rattles, improperly trimmed carpet, and road/wind noise intrusion; press reports at the time also described significant rework rates at Ford's Chicago assembly plant during this generation's launch.

Ford/Lincoln operated one of the largest dealer networks in the US in 2021, roughly 3,000 locations nationwide, giving Explorer owners exceptional service-access density in nearly every market regardless of the model's reliability track record.

As a high-volume mainstream 3-row SUV, the Explorer benefits from wide parts availability and a large aftermarket, but the EcoBoost turbo system and 10-speed transmission carry above-average repair complexity and cost when issues surface, pulling this down from the segment-typical range.

The 2021 Explorer carries an 8-inch SYNC 3 touchscreen as standard equipment across the lineup, with an optional 10.1-inch portrait display available on higher trims.

SYNC 3 is a mature, competent system with reasonably quick response and logical menus, but reviewers considered it unremarkable by 2021 and the optional 10.1-inch portrait screen was criticized for cramping the CarPlay/Android Auto and camera display.

Apple CarPlay and Android Auto are standard across all 2021 Explorer trims, but SYNC 3 supports only wired connections — no wireless projection is offered on any trim this model year.

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

Base trims get a 6-speaker system, stepping up to a 12-speaker Bang & Olufsen setup on Limited and a 14-speaker B&O system on Platinum — a genuinely strong premium option for the segment.

A full 12.3-inch configurable digital cluster with 3D drive-mode graphics is limited to the ST and Platinum trims; base and mid trims use analog gauges with a smaller driver information display.

Ford's Power-Up OTA system can push SYNC 3 UI enhancements and new FordPass app features (e.g. Ford Assistant voice, horn-and-lights locate) wirelessly, but navigation map updates on this generation still require an SD card rather than true OTA delivery.

FordPass Connect provides remote start, lock/unlock, vehicle locate, and vehicle health/status at no added cost via an embedded modem, a solid but not class-leading feature set for the era.

Power points are plentiful (smart-charging USB ports in the console and second row, a 12V outlet, and a 110V household outlet) but the mix is mostly legacy USB-A with only limited USB-C, and wireless charging is optional rather than broadly standard.

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

A rearview camera is standard fleet-wide, and Ford Co-Pilot360 Assist+ (Limited and above) adds a 360-degree split-view camera with washer for tight maneuvering, though front/rear parking sensors and 360 view are gated to upper trims.

No head-up display is listed in Ford's official 2021 Explorer brochure or trim feature sheets, including on the range-topping Platinum; the feature appears absent from this generation entirely.

The redesigned RWD-platform Explorer offers wide door openings, second-row captain's chairs (bench available) that slide for LATCH access, and an available PowerFold third row, but it isn't a class leader for family logistics.

The 2021 Explorer earned IIHS Top Safety Pick+ and a 5-star NHTSA overall rating (5 front, 5 side, 4 rollover), with Ford Co-Pilot360 (automatic emergency braking, lane-keeping, rearview camera with washer) standard on every trim including the base model.

39.0 in of second-row legroom keeps middle-row occupants comfortable on long trips and 18.2 cu ft behind the third row covers moderate luggage, but third-row space and rear amenities are only average for the segment.

The 2.3L EcoBoost has enough low-end torque for relaxed traffic driving, but the 10-speed automatic in these early redesign-generation Explorers is widely documented for harsh, delayed, or jerky shifts that undercut everyday smoothness.

The volume 2.3L EcoBoost returns 20-21 mpg city / 27-28 mpg highway (roughly low-20s combined) — average for a mid-size 3-row gas SUV; the hybrid is meaningfully more efficient at 23-27 mpg city / 26-28 mpg highway but isn't the volume powertrain.

A roughly 39-foot turning circle and mid-size 3-row footprint are typical for the class, manageable with the standard rearview camera but offering no advantage over rivals.

The volume 2.3L I4 tows up to 5,300 lbs with the Class III Trailer Tow Package (5,600 lbs on the V6 ST) — solid for a crossover-based SUV but on par with, not ahead of, segment rivals, and there's no cargo bed for real work loads.

Consumer Reports rates the 2021 Explorer 2 out of 5 for reliability, citing poor build quality and a troublesome climate control system, and the redesign-generation 10-speed automatic carries widely reported harsh-shifting and slipping complaints — a weak foundation for sustained hard use despite a more favorable J.D. Power predicted-reliability figure.

Standard hitch wiring and factory roof rails compatible with crossbar carriers cover light-duty needs, but there's no meaningful upfit ecosystem or washable cargo surfaces aimed at work use.

Generous second-row space and a composed highway ride help on long hauls, and Co-Pilot360's standard driver-assist features reduce fatigue, but the 10-speed's shift harshness and mid-20s combined economy on the volume EcoBoost temper an otherwise capable mile-eater case.

The 2021 lineup predates Ford's off-road-oriented Timberline (2022) and Tremor trims, leaving standard AWD with a Terrain Management System (Normal, Trail, Deep Snow/Sand, Slippery modes) and modest ~7.9 in ground clearance as the only outdoor-oriented capability — fine for gravel roads and roof-rack gear but not a dedicated adventure enabler.

87.8 cu ft of max cargo with the rear seats folded, an available PowerFold third row, factory roof rails, and an available tow hitch give the Explorer strong gear-hauling flexibility for a 3-row SUV.

The all-new rear-drive-based CD6 platform introduced for the 2020/2021 Explorer gives the volume XLT/Limited (2.3L EcoBoost) trim quick, agile responses and well-controlled body motions that testers rated a clear improvement over the prior front-drive-based generation and better balanced than the Palisade/Telluride.

Steering is quick to respond and precise enough for confident cornering, but weighting is light and feedback is filtered — drivers used to more analog feel note it takes adjustment.

Instrumented tests of the 2.3L EcoBoost AWD volume trim recorded roughly 173 ft from 70 mph, an adequate but unremarkable result for the segment with a firm, predictable pedal; the sport-tuned ST 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 10-speed automatic shifts smoothly and delivers responsive daily-driving acceleration, though low-rpm turbo lag is occasionally noticeable versus the segment's V6 rivals.

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 2021-specific interior noise measurement was found.

Curb-to-curb turning diameter is 38.7 ft, consistent across trims for this generation of Explorer (unchanged wheelbase/architecture from 2020 through the mid-cycle years); 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; front seats are nicely shaped, though cabin materials feel plasticky for the price and second/third-row comfort tapers off.

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 400-hp twin-turbo V6 ST model, which is not the representative configuration being scored.

Base 2021 Explorer (~$33,205 MSRP) ships with an 8-inch SYNC 3 touchscreen, cloth seats, 17-inch wheels, and Ford Co-Pilot360 driver-assist as standard — solid safety-tech inclusion but otherwise fairly plain versus Telluride/Palisade base trims that bundle more standard convenience content.

The lineup spans a 300-hp turbo-4, a fuel-sipping Hybrid Limited (318 hp combined), and a 400-hp ST performance model, giving real content and capability spread for the money, but the 6th generation's rough 2020 launch — driveshaft, steering knuckle, and transmission park-pawl issues — was still fresh and weighed on perceived value in the 2021 model year.

Seven trims for 2021 — Base, XLT, ST-Line, Limited, the newly added King Ranch, Platinum, and performance ST, plus a Hybrid Limited powertrain — cover budget, luxury, and performance buyers across a wide price band (~$32,925-$54,600).

Explorer remained a top-selling mid-size 3-row SUV in 2021 and led its segment in Q1, but full-year volume slipped slightly year-over-year as the emerging semiconductor shortage constrained production in the back half of the year, leaving it a strong but not runaway leader behind the Highlander.

Ford is a well-established mainstream brand with strong SUV/truck credibility but no luxury halo, and 2021 sat directly in the shadow of widely reported 2020 launch problems (production-line issues at the new Chicago plant, steering knuckle and driveshaft recalls) that were still generating negative press and denting buyer confidence.

Early-to-mid 2021 still saw reasonably normal incentive levels, but the semiconductor shortage began squeezing dealer inventory and factory incentives in the second half of the year, leaving buyers with fewer deals than in a typical pre-shortage model year.

The 6th-generation Explorer (RWD-based CD6 platform shared with the Lincoln Aviator) had just launched for MY2020, so 2021 is only the second model year — a genuinely fresh, current-tech generation, tempered slightly by the fact that its debut year was marred by production and quality problems.

Reviewers liked the RWD platform's driving dynamics and the new ST's performance, and the 2021 Explorer earned an IIHS Top Safety Pick (not the higher Plus tier earned by Highlander, Telluride, and Palisade that year), but Consumer Reports rated the 2021 model year's reliability below average amid ongoing recalls, keeping it out of the top of comparison tests.