2022 Ford Explorer

The volume XLT/Limited trims run Ford's 2.3L turbo I4 at 300 hp; King Ranch (new for 2022) and Platinum use a detuned 365 hp version of the 3.0L twin-turbo V6, while the ST tune reaches 400 hp.

Volume 2.3L I4 peaks at 310 lb-ft; the V6 in Platinum/King Ranch trim reaches 380 lb-ft, and the ST-tuned V6 reaches 415 lb-ft.

Instrumented tests of the I4 AWD volume configuration land in the high-6-second range, mid-pack for the mid-size SUV class; the ST's V6 is notably quicker but is a low-volume performance trim.

The 2.3L EcoBoost I4 delivers usable low-end torque with mild turbo lag off idle; smooth for daily driving but lacks the effortless punch of segment-leading turbo/hybrid rivals. The V6 ST tune is markedly stronger and more immediate.

Ford's 10-speed automatic shifts smoothly in normal driving and responds well to throttle inputs; some owner and reviewer reports note occasional hesitation or hunting on grades, short of best-in-class crispness.

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

RWD is standard with Ford's Intelligent 4WD available across most of the trim range and standard on Tremor, Platinum, and King Ranch; the system offers selectable drive modes but no low-range gearing outside Tremor's off-road setup.

The Tremor trim (carried over from its 2021 debut) brings genuine hardware — all-terrain tires, a TORSEN limited-slip rear differential, underbody protection, unique suspension tuning, and 8.7-inch ground clearance — putting it a notch above typical crossover-based mid-size SUVs, though short of body-on-frame off-roaders.

Two gas EcoBoost engines (2.3L I4, 3.0L V6 in two tunes) cover the range but there is no hybrid, PHEV, or EV variant for 2022 — Ford dropped the Explorer Hybrid after the 2021 model year due to low demand.

EPA combined rating for the volume 2.3L EcoBoost I-4 AWD configuration, the most common Explorer build for MY2022.

EPA city rating for the volume 2.3L EcoBoost I-4 AWD configuration.

EPA highway rating for the volume 2.3L EcoBoost I-4 AWD configuration.

Derived from the EPA combined MPG and the 2.3L AWD model's 17.9-gallon fuel tank; not an EPA-published figure directly.

Computed from the EPA combined MPG (23) for the volume 2.3L AWD trim at standard EPA driving/fuel-price assumptions; exact sticker figure varies with fuel price inputs.

All 2022 Explorer trims, including the 2.3L I-4, 3.0L EcoBoost V6, and the hybrid, run on regular unleaded — no premium requirement or costly energy needs.

NHTSA's crash-test program for the sixth-generation Explorer (2020-on, unchanged through 2022) produced a 5-star overall rating, with the typical 4-star rollover result common to tall crossover-based SUVs.

The Explorer scored mostly Good across IIHS crashworthiness tests (moderate overlap, side, roof strength, head restraints), but inconsistent headlight performance and an Acceptable-range passenger-side small overlap result on some trims kept it off the Top Safety Pick list for MY2022.

Ford Co-Pilot360 is standard across the entire 2022 Explorer lineup, bundling automatic emergency braking with pedestrian detection, blind-spot monitoring with rear cross-traffic alert, lane-keeping system, and auto high-beams; adaptive cruise control requires the optional Co-Pilot360 Assist+ package on lower trims.

IIHS front crash prevention testing showed strong vehicle-to-vehicle avoidance performance, with adequate but less standout pedestrian detection results, consistent with a solid but not class-leading AEB system.

BLIS blind-spot monitoring with rear cross-traffic alert (including trailer-tow coverage) is standard across the range, though it is an alert-only system without active steering or braking intervention.

The standard Lane-Keeping System provides basic warning and steering correction; true lane-centering is bundled into the optional Co-Pilot360 Assist+ package and reviewers described its centering behavior as functional but unrefined compared to segment leaders.

Intelligent Adaptive Cruise Control with stop-and-go is available (standard on Platinum/King Ranch, optional elsewhere) and works competently in traffic, though reviewers noted less polished responses than top rivals.

Ford's BlueCruise hands-free highway system was limited to the Mustang Mach-E and F-150 for MY2022 and was not offered on the Explorer, leaving it with no hands-free driving option.

IIHS rated the standard halogen/reflector headlights on lower trims Marginal to Acceptable, while upper trims with LED and available adaptive headlights scored better, producing an inconsistent across-the-range result.

Front and side sightlines are good for the class, but thick D-pillars create a meaningful rear three-quarter blind zone; a standard backup camera and optional 360-degree camera system help offset it.

Second-row LATCH anchors are accessible with wide rear door openings, though anchor depth is typical Ford fare (some digging through seat bolstering); optional second-row captain's chairs reduce three-across capacity but ease individual car-seat installation.

The 7-passenger bench-seat layout is standard on the highest-volume trims (Base/XLT); captain's chairs are optional there and standard on the higher Limited/Platinum/King Ranch trims new/carried for 2022.

Front headroom is generous, near the top of the mid-size SUV band, unchanged across the 2020-2024 generation.

Front legroom is above the mid-size SUV midpoint, comfortable for taller drivers.

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

Second-row legroom is a strength, well above the mid-size SUV midpoint.

At 32.2 in legroom and 38.9 in headroom the third row is roomier than most three-row-SUV rivals for kids and short adult trips, but access and long-haul adult comfort remain limited by the low seating position typical of the segment.

Cargo volume with the third row folded is below the mid-size-SUV midpoint, a known trade-off of the Explorer's three-row packaging.

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

Console bins, door pockets, and available wireless charging cover everyday needs competitively, but nothing rises to standout storage innovation for the class.

Front seats are supportive and comfortable for most drivers with available heated/ventilated upgrades, while contemporary reviews note flatter cushioning versus segment leaders on longer trips.

The RWD-based platform delivers a composed, well-controlled ride on mainstream trims, though the sport-tuned ST is noticeably firmer and can transmit more road imperfections.

Highway cabin noise is average for the segment, with some tire roar and turbo engine noise under hard acceleration on EcoBoost trims.

Heated front seats and steering wheel are available starting on mid trims, with heated/ventilated front seats, heated 2nd row, and tri-zone climate reserved for Platinum and King Ranch — solid but not universal coverage.

Ford raised Explorer pricing multiple times during the 2022 model year; the entry Base RWD trim settled at roughly $33,245 plus a $1,245 destination charge.

XLT was the volume-selling Explorer trim for 2022; 4WD as typically equipped (the most common configuration outside warm climates) lists at just over $40,500.

Estimates vary widely by source — RepairPal's average annual repair cost (~$732/yr, ~$3,660 over 5 years) sits well below CarEdge's blended 5-year maintenance-and-repair projection (~$8,975); a midpoint reflects the Explorer's average-but-not-class-leading reliability record.

The Explorer depreciates slightly faster than the midsize-SUV segment average, trailing Highlander/Telluride/Pathfinder resale strength.

Standard mainstream-brand bumper-to-bumper coverage, at the low end of the segment band, unchanged for 2022.

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

New 2022 Explorer buyers received a FordPass Rewards welcome bonus of 22,000 points (roughly covering the first two scheduled maintenance visits) plus 24/7 app-based roadside assistance — useful but modest next to rivals offering true multi-year prepaid maintenance.

$40,570 volume-trim price minus its estimated resale value after 5 years (46% retained, or about $18,662) leaves about $21,908 in depreciation. Add the projected $6,300 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $28,208 in total.

Sources diverge sharply: Consumer Reports gave the 2022 Explorer a predicted reliability score of just 8/100 — the second-lowest of any vehicle CR has tested — while J.D. Power's predicted reliability sat at 83/100 ("Great"). Widespread owner complaints about transmission hesitation/jerking and engine shudder/stalling corroborate the CR reading more than JDP's, so the score weights toward the poor real-world track record.

Ford's multi-year brand dependability standing has been consistently mid-pack to below-average in both CR brand rankings and J.D. Power's Vehicle Dependability Study through the early 2020s, dragged down by infotainment and powertrain issues across several nameplates including the Explorer/Aviator/Bronco family.

The 2022 Explorer carries an unusually heavy recall load for a single model year, including a 238,364-vehicle rollaway-risk recall (rear axle/parking-brake), fuel filler tube detachment risk, improperly heat-treated engine rails on the 3.0L/2.3L engines, loose fuel lines on 2.3L models, low-pressure fuel pump failures that can cause stalling, and wiper motor failures — several of which are powertrain/fire/safety-system related rather than minor.

Ford's 10-speed automatic transmission (shared across 2.3L EcoBoost, 3.0L twin-turbo, and hybrid Explorer variants) has drawn persistent owner complaints for 2020-2022 model years — hesitation between Drive and Reverse, harsh/jerky shifting, slipping, and some complete failures — alongside engine shudder, stalling, and oil-leak reports, marking this as a known problem powertrain rather than a proven high-mileage design.

Reviewers were split: U.S. News and Autoweb criticized the heavy use of hard plastics and said the cabin looks/feels cheap for the price relative to rivals, while other outlets noted the interior feels well-built on upper trims (Platinum/King Ranch) with richer materials. Net assessment lands below competitive parity given the volume-trim focus.

Assembly is generally solid but reviewers flagged scattered rough-finish details — e.g. a roughly finished turn-signal stalk right where drivers regularly rest a finger — and some owners report interior fit-and-finish could be better, consistent with mid-pack initial quality rather than class-leading assembly.

Ford operates one of the largest and most geographically dense dealer networks in the US, giving Explorer owners strong nationwide service access even though owner-reported service satisfaction for the model itself has been middling given the vehicle's reliability issues.

Parts are widely available through Ford's extensive dealer and aftermarket network, but the Explorer's complex twin-turbo/hybrid powertrain options and above-average repair frequency documented by owner complaint sites push typical repair costs to the higher side of mainstream mid-size SUVs.

The 2022 Explorer carries over the fifth-generation split screen strategy: an 8-inch center touchscreen on the volume Base/XLT trims, stepping up to a 10.1-inch vertical unit on Limited and above.

SYNC 3 is generally praised for quick, lag-free response and sensible menu logic, plus retained physical volume/tuning knobs, but its tile-based layout and graphics look dated next to newer Android-based systems.

Ford added wireless Apple CarPlay and Android Auto as a running change for the 2022 model year, making it standard across the Explorer lineup rather than requiring a USB cable.

SYNC 3's voice recognition handles basic commands (climate, phone, radio) reliably but lacks natural-language conversational ability, and the available embedded nav is functional but frequently bypassed in favor of phone-projected maps.

A 14-speaker Bang & Olufsen premium audio system is available on Limited, ST, King Ranch, and Platinum, while base audio on lower trims is adequate but unremarkable.

A fully configurable 12.3-inch digital gauge cluster is limited to ST, Platinum, King Ranch, and Timberline, while the volume Base/XLT/Limited trims retain a smaller analog-hybrid cluster with a modest color display insert.

The SYNC 3 platform on the 2022 Explorer supports map and infotainment software updates over Wi-Fi/FordPass, but predates Ford's Power-Up whole-vehicle OTA rollout tied to SYNC 4, so meaningful feature-adding OTA updates are not part of this generation's capability.

FordPass Connect comes standard, giving remote start, lock/unlock, vehicle locate, and status at no extra cost for a trial period, with richer connectivity (Wi-Fi hotspot) gated behind a paid data plan after the trial.

The 2022 Explorer offers a mix of USB-A and USB-C ports across the first two rows, with an available wireless charging pad on mid-to-upper trims, but coverage is adequate rather than abundant.

Proximity keyless entry, push-button start, and remote start are standard on most trims, with a foot-activated hands-free liftgate available on higher trims, though phone-as-key was not offered on this generation.

A standard backup camera is fitted across the lineup, with front/rear parking sensors and a 360-degree split-view camera reserved for Limited and above, leaving Base/XLT buyers with rear camera only.

No head-up display is offered anywhere in the fifth-generation Explorer lineup, including 2022, unlike some segment rivals that make one available on upper trims.

Wide door openings and second-row captain's chairs (standard on Limited and up, bench on lower trims) make loading kids straightforward, and second/third rows fold flat for gear, but only upper trims get power-fold seats and LATCH access isn't class-leading.

The 2022 Explorer earned IIHS Top Safety Pick+ with top marks across all six crashworthiness tests, and Ford Co-Pilot360 (automatic emergency braking, blind-spot with cross-traffic alert, lane-keeping, rearview camera with lens cleaner) is standard on every trim including base — NHTSA did not test this model year.

39 in of second-row legroom and 32 in in the third row are adequate but not class-leading for multi-hour trips, and 18.2 cu ft behind the third row (47.9 cu ft behind the second) is only mid-pack luggage capacity with all seats occupied.

The base 2.3L EcoBoost has adequate low-end torque for effortless traffic driving, but the 10-speed automatic already carried a reputation for rough, hesitant, low-speed shifting in this model year, undercutting everyday smoothness.

The volume 2.3L EcoBoost returns 21 city/28 highway MPG — average for a mid-size 3-row gas SUV — while the Limited Hybrid's up-to-27 MPG combined is a notably more efficient option but not the volume powertrain.

A mid-size 3-row footprint is typical for the class, and a standard rearview camera with lens cleaner helps in tight spots, but there's no maneuverability advantage over rivals like the Highlander or Pilot.

With the available Class IV Trailer Tow Package, the 2.3L EcoBoost RWD/AWD tows up to 5,300 lbs and top V6 configurations reach 5,600 lbs — solid headroom for a crossover-based SUV, though there's no cargo bed for real work loads.

Consumer Reports gave the 2022 Explorer its lowest possible predicted-reliability score, driven by chronic 10-speed transmission complaints (hesitation, jerking, erratic shifting) and a recall for an unintended powertrain control module reset that could damage the park system while in motion — a poor foundation for sustained hard use.

Standard trailer wiring on tow-package trims and factory roof rails cover light-duty needs, but there's no dedicated upfit ecosystem or washable cargo surfaces aimed at work use.

Standard Co-Pilot360 driver-assist features and a composed highway ride reduce fatigue on long hauls, though mid-20s combined economy on the volume EcoBoost means more fuel stops than hybrid rivals.

The Timberline trim brings genuine off-road-oriented hardware for 2022 — 8.7 in of ground clearance (0.8 in higher than standard), a Torsen limited-slip rear differential, all-terrain tires, underbody skid plates, and improved approach/departure angles (23.5°/23.7°) — a real differentiator versus most family 3-row SUVs, with AWD available across the range.

Second and third rows fold to open up 87.8 cu ft of total cargo volume, and standard roof rails plus an available Class IV tow package broaden gear-hauling options, though the flat-fold mechanism isn't power-operated on lower trims.

The RWD-based CD6 platform gives the 2022 Explorer respectable agility and grip for a three-row mid-size SUV, feeling composed and eager through curves despite its size and mass.

Steering is light and easy to manage at low speed with reasonable precision, but reviewers note only mediocre feedback, keeping the non-ST volume trim from feeling sporty or communicative.

Instrumented 60-0 mph testing shows a solid 121 ft stopping distance for the standard Explorer, competitive with mid-size three-row rivals, plus IIHS-rated 'Superior' front crash prevention with standard AEB.

The 2.3L EcoBoost I4/10-speed automatic combination exhibits a built-in stiffness that produces rough, clunky shifts particularly at low speed, undercutting an otherwise energetic engine.

The turbocharged four-cylinder is notably vocal under load, a recurring Consumer Reports complaint alongside the clunky transmission and stiff-edged ride versus quieter V6/hybrid rivals.

Curb-to-curb turning diameter is 38.7 ft, unchanged across the unrefreshed 6th-generation Explorer's 2020-2022 model years, mid-pack within the mid-size SUV segment band (34-42 ft).

Front seats offer generous headroom, a wide adjustment range, and good outward visibility thanks to ample glass area and well-sized mirrors, though rear-row comfort and space fall short of class leaders.

The non-ST 2022 Explorer isn't outright sporty given its light-effort steering and comfort-tuned suspension, but the RWD-based chassis still delivers more driving verve and body control than typical for the three-row segment.

Base 2022 Explorer ($33,860 MSRP) ships with an 8-inch SYNC 3 touchscreen, cloth seats, 17-inch wheels, and Ford Co-Pilot360 driver-assist as standard — competent safety-tech inclusion but otherwise fairly spartan versus Telluride/Palisade base trims that pack more standard convenience content.

The lineup spans a capable 300-hp turbo-4, a fuel-sipping Hybrid Limited, and a 400-hp ST performance model, giving real content and capability spread for the money, but base-trim sparseness and mid-pack reliability keep it fair-value rather than a standout bargain.

Seven distinct trims for 2022 — Base, XLT, ST-Line, Limited, the newly added off-road Timberline, Platinum, and performance ST, plus a Hybrid Limited powertrain option — cover budget, off-road, luxury, and performance buyers across a wide price band ($33,860–~$54,880).

Explorer remained one of the best-selling 3-row SUVs in the US for 2022, but industry-wide semiconductor shortages and Chicago Assembly plant constraints held volumes below pre-redesign highs, making it a steady strong seller rather than a runaway leader that year.

Ford is a well-established mainstream brand with strong SUV/truck credibility but no luxury halo; lingering awareness of the 6th-gen Explorer's early-production recalls (steering knuckle, driveshaft) from 2020-2021 model years was a mild drag on perception into 2022.

2022 was deep in the pandemic-era inventory shortage — dealer lots were thin and many Explorers sold at or above MSRP with dealer markups, leaving buyers little negotiating room or factory incentive to lean on.

The 6th-generation Explorer (RWD-based platform shared with Lincoln Aviator) launched for MY2020, so 2022 is three model years into the cycle — current and augmented with the new Timberline off-road trim, but not a new architecture or major refresh.

Reviewers praised the RWD platform's driving dynamics and the ST's performance, and the Explorer earned an IIHS Top Safety Pick for 2022, but Consumer Reports continued to rate the generation's reliability below average, and it was rarely the outright pick over the Telluride/Palisade/Highlander in comparison tests.