2023 Ford Explorer

Volume trim (XLT) runs the 2.3L turbo I4 at 300 hp; 2023 is the last model year offering three distinct powertrains before the hybrid was dropped for 2024.

Volume 2.3L I4 peaks at 310 lb-ft; the V6 ST variant reaches 415 lb-ft and the outgoing hybrid delivers 322 lb-ft combined.

The volume I4 configuration is a mid-pack mid-size-SUV sprinter; instrumented tests and estimates cluster around 6.0-6.2s, with the ST V6 notably quicker but a low-volume performance trim.

The 2.3L EcoBoost I4 delivers adequate low-end torque with mild turbo lag off idle; competent but unremarkable next to segment leaders, per contemporary reviews.

The 10-speed automatic shifts seamlessly at highway speed but reviewers note abrupt low-speed shifts and indecisive behavior in city traffic during light throttle inputs.

Max conventional towing tops out at 5,600 lbs with the V6 and Class III Trailer Tow Package (standard on V6, optional on I4 and hybrid); the volume I4 trim is rated at 5,300 lbs.

RWD is standard across most trims with Intelligent 4WD available as an option; Timberline is the sole trim with AWD standard. System offers selectable drive modes but no low-range gearing outside Timberline's terrain modes.

The dedicated Timberline trim brings genuine hardware — 8.66-in ground clearance, standard AWD, a 3.58 Torsen limited-slip rear axle, steel skid plates, all-terrain tires, and a 7-mode Terrain Management System — putting it a notch above typical crossover-based mid-size SUVs.

2023 is the final model year offering three distinct powertrains — 2.3L I4, 3.0L twin-turbo V6, and a 3.3L Hybrid V6 — before Ford discontinued the Explorer Hybrid for 2024 to redirect hybrid production capacity to police fleet vehicles.

EPA combined rating for the volume 2.3L EcoBoost AWD configuration; RWD is slightly better, V6 trims lower, and the outgoing Hybrid noticeably higher.

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 combined MPG and the 17.9-gallon tank shared across the CD6-platform Explorer lineup.

EPA-estimated annual fuel cost derived from the combined MPG rating for the volume AWD configuration at standard 15,000 mi/yr assumptions.

All 2023 Explorer engines — including the 3.0L twin-turbo V6 in the ST — are designed to run on regular 87-octane gasoline; premium is optional and only unlocks the ST's full 400 hp, not required for normal operation.

NHTSA gave the 2023 Explorer a 5-star overall rating, with 5 stars in front and side crash tests and 4 stars for rollover resistance, consistent with the segment's top performers.

The 2023 Explorer earned Good ratings in all seven IIHS crashworthiness tests (both small-overlap front tests, moderate-overlap front, the updated side test, roof strength, head restraints) and was named a 2023 IIHS Top Safety Pick, though Acceptable-rated headlights across trims kept it just short of TSP+.

Ford Co-Pilot360 is standard on every 2023 Explorer trim and bundles AEB with pedestrian detection, blind-spot monitoring with rear cross-traffic alert, lane-keeping system, and auto high-beams, but adaptive cruise control and lane centering are locked behind the optional Co-Pilot360 Assist+ package starting at XLT.

IIHS rated the Explorer's front crash prevention Superior for vehicle-to-vehicle scenarios, but nighttime pedestrian detection was only rated Basic, the weak point of an otherwise strong system.

Blind Spot Information System with Cross-Traffic Alert is standard across the entire 2023 Explorer lineup, though it is alert-only without active steering intervention.

The standard Lane-Keeping System offers warning and gentle steering nudges to stay in-lane, but true lane-centering assistance is reserved for the optional Co-Pilot360 Assist+ package, and reviewers describe the base system as functional but unrefined.

Adaptive cruise control with stop-and-go and evasive steering assist is only available as part of the optional Co-Pilot360 Assist+ package (standard from XLT up as an add-on), not standard on the base trim, limiting its segment competitiveness.

Ford BlueCruise was not offered on the Explorer until the 2025 model year (ST-Line, ST, Platinum); the 2023 Explorer has no hands-free highway driving option.

IIHS rated headlights Acceptable across all 2023 Explorer configurations (Platinum's LED projector setup and the non-curve-adaptive LED reflector units on XLT/Limited/ST) — no trim achieved a Good rating.

A raised driving position gives a commanding view forward, but thick rear pillars and tall head restraints hamper the rear view; standard blind-spot monitoring helps offset the resulting blind zones.

IIHS rated LATCH ease-of-use Acceptable — anchors are usable but require some digging compared to the segment's best, consistent with a workable but not class-leading setup.

The 2023 Explorer's standard, volume configuration seats 7 via the 2nd-row bench; captain's chairs (6 seats) are an option on most trims.

Front headroom is generous for the mid-size three-row class, unchanged from the 6th-generation Explorer's baseline dimensions.

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.

Third row (32.2 in legroom, 38.9 in headroom) is cramped with flat, unsupportive seating — reviewers describe it as kid-only, and only for short trips.

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 comfortable, well-bolstered, and offer good outward visibility and adjustment range, but comfort progressively drops off in the 2nd and especially 3rd rows.

Ride is smooth and absorbs city bumps and highway imperfections well, though the more powerful V6 variants introduce noticeable extra noise/harshness.

Cabin is acceptably quiet at highway speed in base form, but Edmunds testing noted creaks and groans that detract from the perceived refinement.

Tri-zone automatic climate with rear auxiliary controls, heated/ventilated front seats, heated rear seats, Active Motion massaging front seats, and a heated steering wheel are all available, but concentrated on mid-to-upper trims rather than standard fleet-wide.

Entry Base RWD trim starts at $36,760 before destination; adding Ford's 2023-model-year $1,595 destination charge yields the effective starting price.

XLT is the volume-selling 2023 Explorer trim; MSRP with destination and popular options lands just over $40,000.

CarEdge and RepairPal class estimates for the Explorer cluster near $3,100-$3,700 over 5 years, near the low end of the midsize-SUV band.

Explorer depreciation runs steeper than the midsize-SUV segment norm (~50% retention), consistent across independent resale trackers.

Standard mainstream-brand bumper-to-bumper coverage, at the low end of the segment band, unchanged for 2023.

Standard Ford powertrain coverage, at the low end of the segment band versus Hyundai/Kia's longer terms, unchanged for 2023.

FordPass Rewards (active since 2019) offered new-owner welcome bonus points redeemable for roughly the first couple of scheduled service visits, plus standard roadside assistance bundled through the powertrain warranty term — solid but shorter than rivals with true multi-year prepaid maintenance plans.

$40,165 volume-trim price minus its estimated resale value after 5 years (45% retained, or about $18,074) leaves about $22,091 in depreciation. Add the projected $3,400 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $25,491 in total.

Consumer Reports gave the 2023 Explorer its lowest predicted-reliability rating (1 out of 5) along with a 2-out-of-5 owner satisfaction score, explicitly telling shoppers to avoid the current-generation Explorer — one of the worst predicted-reliability calls CR issued that model year.

Ford dropped 61 points year-over-year in J.D. Power's February 2023 U.S. Vehicle Dependability Study (based on 2020 MY owners at 3 years), landing at 249 problems per 100 vehicles — the lowest-ranked mass-market brand in the study, finishing just ahead of Audi at 252.

The 2023 model year carried a notable fire-risk recall (23V-597, cracked turbocharger oil supply line on 2.3L GTDI engines causing oil leaks/possible engine stall or fire), was swept into the multi-model-year engine block heater fire recall (2016-2023 Explorer), and later a rearview-camera image-inversion recall — a heavier pattern than a typical mainstream SUV, though none required a stop-sale.

The 2.3L EcoBoost/10-speed combination on the 2020-2023 Explorer generation shows a recurring pattern of owner and TSB complaints — CDF drum bushing wear and gear-hunting at low speed, a 'rumble strip' vibration around 35-50 mph, and the turbo oil-supply-line fire-risk defect — signaling more than isolated issues for this powertrain generation before later running changes.

Reviewers consistently criticized the 2023 Explorer's cabin materials as 'awfully low rent' and dominated by hard plastics for its price point, calling it below-average for the segment and well behind class benchmarks like the Kia Telluride and Hyundai Palisade — the soft-touch upgrades came only with the 2025 redesign.

Ford placed a mid-pack #15 among mainstream brands in J.D. Power's 2023 U.S. Initial Quality Study — a middling but not alarming out-of-the-gate defect showing, well short of the #1 mainstream finish Ford would reach a few years later.

Ford/Lincoln operated one of the largest dealer networks in the US in 2023, at roughly 3,000 locations nationwide, giving Explorer owners strong service-access density in virtually every market.

As a high-volume mainstream 3-row SUV, the 2023 Explorer benefits from wide parts availability and a large aftermarket, with typical mainstream mid-size SUV repair costs rather than dealer-only or premium pricing — though the 10-speed's sensitivity to correct Mercon ULV fluid can turn a neglected service into an expensive rebuild.

MY2023 is unchanged from this 6th-generation Explorer's original 2020 tech layout: an 8-inch SYNC 3 touchscreen on volume trims with a larger 10.1-inch portrait unit optional higher up — well behind the segment's newer 12-13-inch systems that would arrive with the 2025 redesign.

SYNC 3 is logical and swipe/pinch responsive but by MY2023 its graphics and processing are dated versus newer Android-based rivals; owners on Explorer forums describe the center screen and SYNC 3 as underwhelming next to competitors.

Apple CarPlay and Android Auto are standard across the 2023 lineup but only in wired form from the factory; forum owners confirm no built-in wireless projection on 2023 Explorers, with wireless only achievable via aftermarket adapters or a SYNC 4 head-unit retrofit.

SYNC 3 voice recognition handles basic commands adequately and embedded navigation is available on higher trims (standard on ST-Line and up per Ford's 2023 feature notes), but most owners default to CarPlay/Android Auto for voice and maps instead of the native stack.

A Bang & Olufsen premium system (12-speaker on ST-Line, stepping up to 14-speaker on Limited/King Ranch/Platinum) is well regarded, while base/XLT trims carry a standard 6-speaker setup that is merely adequate.

A configurable 12-inch digital instrument cluster is offered on higher trims (ST-Line, ST, Timberline, King Ranch, Platinum), but Base/XLT trims retain a smaller, less configurable gauge display.

The Explorer receives Ford's Power-Up OTA updates, but on this SYNC 3-era generation the scope leans toward infotainment/maps and bug-fix updates rather than the broad whole-vehicle feature pushes seen on newer SYNC 4-based Ford models.

FordPass Connect provides free remote start, lock/unlock, vehicle locate, and status/health alerts, covering core remote functions well even without a subscription, though it lacks a digital key.

Ports are a USB-A/USB-C mix across the front media hub and console with additional second-row ports, and wireless charging is included on ST-Line and available on higher trims rather than standard fleet-wide.

Proximity keyless entry with push-button start and FordPass remote start are widely available, and a hands-free foot-activated liftgate is offered on upper trims, matching typical mainstream mid-size SUV convenience for MY2023.

A rear-view camera and rear parking sensors are standard via Ford Co-Pilot360, and a 360-degree surround-view camera is included on ST-Line and standard/available on trims above it, giving broader-than-typical parking-aid coverage for the segment.

This generation of Explorer (2020-2024) does not offer a head-up display on any trim, including range-topping Platinum and ST — a notable absence compared to other Ford models and rivals with HUD availability.

Wide door openings and a spacious, flat second row (40.5 in headroom/39.0 in legroom) make daily kid-and-gear loading easy, with the standard bench or optional captain's chairs both accommodating child seats without a squeeze; the cramped third row is fine for occasional kid-only use but not a genuine third seating tier.

A 5-star NHTSA rating and IIHS Top Safety Pick award plus standard Co-Pilot360 (AEB, blind-spot monitoring with cross-traffic alert, lane-keeping) give every 2023 Explorer trim a strong safety floor, but adaptive cruise, lane-centering, and true hands-free driving are locked behind the optional Co-Pilot360 Assist+ package and headlights rate only Acceptable.

Class-leading second-row space and a generous 87.8 cu ft max cargo hold (with rows folded) support multi-hour family trips, but cargo behind the second row is only 47.9 cu ft, the third row is flat and unsupportive for adults, and reviewers flag the cabin's hard-plastic-heavy materials as below segment norms for a long-haul family cruiser.

The 2.3L EcoBoost I4/10-speed combination is smooth at speed with a commanding, raised driving position, but reviewers consistently note abrupt, indecisive low-speed shifts in stop-and-go traffic and thick rear pillars that complicate low-speed maneuvers despite standard blind-spot monitoring.

EPA-combined 23 MPG for the volume AWD I4 configuration sits below the mid-size three-row segment norm, translating to a relatively high ~$2,600/yr estimated fuel cost, though the requirement for only regular 87-octane gas and below-average maintenance/repair estimates soften the blow somewhat.

At roughly 199 in long, the Explorer carries typical mid-size three-row bulk that demands care in tight urban parking, but a standard rearview camera and available front/rear parking sensors and camera systems on upper trims help offset the footprint for city use.

Max towing reaches 5,600 lbs with the 3.0L V6 and Class III Trailer Tow Package (5,300 lbs on the volume 2.3L I4), enough for light trailers, small boats, or a pair of ATVs, but well short of body-on-frame or dedicated tow-vehicle capability and with modest payload for genuine job-site loads.

Consumer Reports gave the 2023 Explorer its lowest predicted-reliability score (1/5) and explicitly recommended avoiding it, Ford finished last among mass-market brands in J.D. Power's 2023 Dependability Study, and the model year carries a fire-risk turbo oil-line recall plus a documented pattern of 10-speed transmission complaints — a poor foundation for sustained hard-use duty.

The Explorer offers only basic cargo tie-downs and a standard cargo area with no dedicated bed, onboard 110V power, or aftermarket upfit ecosystem comparable to a truck, limiting it to light-duty hauling rather than genuine job-site use.

A roughly 410-430 mile EPA-derived range and a comfortable, spacious front and second row support long highway stints, but adaptive cruise control is gated behind an optional package rather than standard, and the low-rent cabin materials wear on multi-hour comfort perceptions versus segment leaders.

AWD is optional across most trims and standard on the dedicated Timberline, which brings 8.66 in of ground clearance, a Torsen limited-slip rear axle, steel skid plates, all-terrain tires, and 7 drive/terrain modes — genuine light off-road capability within the lineup — while the volume XLT trim itself handles gravel roads and bike racks comfortably rather than serious trails.

Fold-flat second and third rows unlock a strong 87.8 cu ft maximum cargo volume, and roof rails plus an available Class III hitch (standard on V6 trims) support racks, cargo boxes, and small trailers, though the 47.9 cu ft behind the second row is comparatively tight for everyday gear with all seats in use.

The RWD-based CD6 platform gives the 2023 Explorer agile, balanced handling with strong grip for a three-row mid-size SUV, feeling light and eager through corners despite its size.

Steering has a natural, well-weighted feel but limited feedback and response, keeping the non-ST volume trim from feeling sporty despite confident handling.

No instrumented 60-0 mph stopping distance was found for the 2023 XLT volume trim; general reviews describe adequate, unremarkable brake performance consistent with the segment.

The 2.3L EcoBoost I4/10-speed automatic combination was cited for rough, clunky shifts particularly at low speed, dragging down an otherwise energetic engine.

The turbocharged four-cylinder is notably vocal and raspy under load, a recurring complaint versus quieter V6/hybrid competitors in the segment.

Curb-to-curb turning diameter is 38.7 ft across 2023 Explorer trims, mid-pack within the mid-size SUV segment band (34-42 ft).

The Explorer offers a comfortable, well-judged driving position with a smooth ride that absorbs city bumps and highway imperfections reasonably well, though smaller road imperfections are slightly more noticeable than in some rivals.

The non-ST 2023 Explorer isn't outright sporty due to springy suspension and uncommunicative steering, but its RWD-based chassis still delivers a bit more driving verve and connection than typical for the three-row segment.

Base 2023 Explorer (~$36,760 MSRP) included cloth seats, an 8-inch SYNC 3 touchscreen, and Ford Co-Pilot360 driver-assist as standard, which is reasonably competitive but trails segment leaders like Telluride/Palisade that bundle more standard convenience and safety tech at similar price points.

Content and capability (available hybrid, ST performance variant, Timberline off-road trim) are broad for the price, but persistent reliability concerns and a dated interior compared to newer rivals keep overall value perception middling rather than a standout bargain.

2023 lineup spans Base, XLT, ST-Line (new for 2023), Timberline (off-road), Limited, King Ranch, ST (performance), and Platinum — one of the widest trim ladders in the segment, covering value, off-road, luxury, and performance buyers.

Explorer remained a strong mid-size 3-row seller in 2023 (roughly 185,000-190,000 US units), a steady performer but trailing the Toyota Highlander for the segment's top spot that year.

Ford carries solid mainstream brand equity from its truck/SUV lineup but no aspirational halo for Explorer specifically, and lingering reliability headlines from the 6th-gen's early years were a mild drag on perception in 2023.

2023 was still a tight-inventory year industry-wide as chip-shortage effects eased, so incentives on Explorer were modest rather than aggressive, offering buyers occasional but not deep discounts.

The 6th-generation Explorer launched for MY2020, so by 2023 it was three years into its cycle — current and recently expanded with new trims (ST-Line, Timberline) but not freshly redesigned or cutting-edge.

The 2023 Explorer drew mixed reviews — praised for ST performance and Timberline off-road capability, but Consumer Reports continued to withhold recommended status over below-average predicted reliability, and it was rarely the outright winner in 3-row SUV comparison tests.