2024 Ford Explorer

Volume trim (XLT/ST-Line) runs the 2.3L turbo I4 at 300 hp; the optional 3.0L twin-turbo V6 delivers 400 hp on ST, King Ranch, and Platinum.

Volume 2.3L I4 peaks at 310 lb-ft; the 3.0L EcoBoost V6 on higher trims reaches 415 lb-ft.

The base/volume I4 configuration is a mid-pack mid-size-SUV sprinter; the V6 ST is notably quicker but is a lower-volume performance trim.

The 2.3L EcoBoost I4 delivers adequate low-end torque with mild turbo lag off idle; smooth enough for daily driving but lacks the effortless punch of segment-leading turbo-hybrid rivals.

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

Max conventional towing tops out at 5,600 lbs on V6-equipped trims with the Class III Trailer Tow Package; I4 trims are rated slightly lower at 5,300 lbs.

RWD is standard with AWD available across the trim range and standard on Timberline; the system offers selectable drive modes but no low-range gearing.

The dedicated Timberline trim brings genuine hardware — all-terrain tires, limited-slip rear differential, underbody skid plates, tow hooks, 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) cover the range but there is no hybrid, PHEV, or EV variant, unlike several mid-size SUV rivals now offering electrified options.

EPA combined rating for the volume 2.3L EcoBoost AWD configuration for the 2024 model year, which dropped the prior generation's hybrid option and is offered only with the 2.3L I4 or 3.0L V6 EcoBoost engines.

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; higher trims with the larger 20.2-gal tank extend range further.

EPA-estimated annual fuel cost for the volume AWD configuration at standard 15,000 mi/yr assumptions, consistent with its 23 MPG combined rating.

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

NHTSA awarded the 2024 Ford Explorer its highest possible overall crash-test rating, with 5 stars in frontal and side impact and 4 stars for rollover resistance.

The 2024 Explorer earned IIHS Top Safety Pick+, one of only 22 vehicles to do so that year, with Good ratings in small overlap front, moderate overlap front, side, roof strength, and head restraint tests; headlight performance was the one softer spot (Acceptable on tested trims, not Good across the board).

Ford Co-Pilot360 is standard on every 2024 Explorer trim including the base Active, bundling forward-collision warning with AEB and pedestrian detection, automatic high beams, lane-departure warning/lane-keep assist, blind-spot monitoring (BLIS) with rear cross-traffic alert, and a rearview camera — a comprehensive standard suite, though adaptive cruise control remained an option on lower trims rather than standard.

Strong front crash prevention performance (vehicle-to-vehicle and pedestrian) was part of what earned the Explorer its 2024 IIHS Top Safety Pick+ award, which requires an Advanced-or-better rating in this test.

Blind Spot Information System with cross-traffic alert is standard fleet-wide for 2024, including the base Active trim, but coverage is alert-based rather than active-intervention across the board.

Lane-departure warning and lane-keeping assist are standard, but true lane-centering was bundled into the optional Co-Pilot360 Assist+ package rather than being standard or singled out for best-in-class smoothness in 2024 reviews.

Adaptive cruise control, including stop-and-go, was available but optional on the 2024 Explorer's lower trims (only standard from Assist+-equipped trims up), so capable ACC wasn't guaranteed across the range the way it became on the 2025 model year.

2024 was the first model year BlueCruise hands-free highway driving came to the Explorer, but availability was limited to upper trims/packages rather than the broad range it reached in the 2025 refresh (ST-Line, ST, Platinum).

IIHS testing of the 2024 Explorer's headlights showed mixed results — fair-to-inadequate low-beam performance on straightaways and left curves, better on right curves and high beams — consistent with an Acceptable rather than Good rating.

Reviewers describe generally good forward visibility from a low dash and low seating position, but thick rear pillars and head restraints noticeably impede the view out the back, partially offset by standard rear parking sensors and available surround camera.

The 2024 Explorer has four complete LATCH position sets across the second row with generously sized, easy-to-find lower anchors and roomy rear seats that ease installing multiple car seats, though tether anchors can be confused with other hardware and the third row is tight for installation.

The 7-passenger bench-seat layout is standard on the highest-volume trims (Active/ST-Line); 2nd-row captain's chairs are an option elsewhere and standard only on Platinum.

Front headroom is generous, near the top of the mid-size SUV band.

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 Active/ST-Line 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 — solid but not universal coverage.

Entry base trim starts at $36,860 plus Ford's $1,595 destination charge for the 2024 model year.

XLT is the volume-selling 2024 Explorer trim; 4WD MSRP with destination lands around $40,670, the most common configuration on dealer lots.

RepairPal pegs average annual repair+maintenance cost at about $732 (5yr ≈ $3,660), while Edmunds/CarEdge class estimates run higher including scheduled dealer service; a blended midpoint lands near $4,800 for the volume 4-cylinder AWD configuration.

Explorer depreciation estimates run well above the midsize-SUV segment norm, reflecting a weaker resale reputation versus Highlander/Telluride/Pathfinder rivals.

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 grants a welcome-bonus point balance worth roughly $150-$200 in service credit at signup, covering part of the first couple of scheduled maintenance visits, plus roadside assistance bundled through the powertrain warranty term and a FordPass Connect trial — solid but shorter than rivals with true multi-year prepaid maintenance plans.

$40,670 volume-trim price minus its estimated resale value after 5 years (43% retained, or about $17,488) leaves about $23,182 in depreciation. Add the projected $4,800 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $27,982 in total.

Consumer Reports rated the 2024 Explorer below the average new vehicle and less reliable than other 2024 model-year cars (it was excluded from CR's Recommended list that year, only regaining it with the following model year's improved data); J.D. Power's separate consumer-facing quality/reliability index scored it more favorably, but CR's owner-survey-based prediction is the more rigorous methodology for this metric.

In J.D. Power's 2024 U.S. Vehicle Dependability Study (covering 3-year-old vehicles, i.e. the same unibody Explorer platform), Ford ranked 23rd of all brands at 239 problems per 100 vehicles, below the industry average — continuing a multi-year slump in long-term dependability even as Ford's initial-quality numbers improved.

The MY2024 Explorer has drawn a notable cluster of recalls: a 2.3L/10R60-equipped park-system rollaway recall (26S39, part of the broader 740,000-vehicle F-150/Explorer/Expedition park-pawl campaign 26V402), an engine block heater that can crack and short-circuit, trailer hitch bolts that may loosen during towing (25SA3), a rearview-camera display software bug (26C11), and second-row seat belt anchor bolts shared across 2020-2026 models (26C18) — a heavier and more safety-relevant recall load than typical for the segment, even though no fires or injuries have been confirmed.

The 2.3L EcoBoost/10R60 combination is a mature, high-volume Ford powertrain with no history of catastrophic failure, but the 2024 model year surfaced a powertrain-control-module reset bug that can damage the transmission's park system while in motion and a block-heater coolant-leak defect — software/manufacturing-quality issues layered on an otherwise proven mechanical design rather than a fundamentally weak engine or transmission.

Reviewers describe the pre-refresh 2024 cabin as functional but drab on base and mid trims, criticizing visible hard plastics and inconsistent panel gaps, with real material upgrades (faux suede, leather, diamond stitching) reserved for the King Ranch, ST, and Platinum trims rather than the volume trim.

Ford's brand-wide initial quality improved meaningfully for the 2024 model year — 179 problems per 100 vehicles in J.D. Power's 2024 IQS, better than the 194 industry average — but this predates Ford's #1-ranked 2026 IQS result, and independent reviewers still flagged scattered interior panel-gap and trim-alignment complaints on the Explorer specifically.

Ford/Lincoln operate one of the largest dealer networks in the US, giving 2024 Explorer owners exceptional nationwide service access unchanged from the current generation's baseline.

As a high-volume mainstream 3-row SUV, the 2024 Explorer has wide parts availability and a large aftermarket, with repair costs typical for the mainstream mid-size SUV class.

This pre-refresh 6th-generation Explorer carries an 8-inch SYNC 3 touchscreen on volume trims, with a larger 10.1-inch portrait display optional on Limited and above — well behind the segment's newer 12-13-inch systems.

SYNC 3 remains logical and reasonably quick for swipe/pinch gestures, but by 2024 its graphics and processing feel dated next to newer Android-based systems from rivals; reviewers call it usable but unremarkable.

Apple CarPlay and Android Auto are standard across the lineup, but only in wired form from the factory — wireless projection is not offered on any 2024 Explorer trim (available only via aftermarket SYNC 4 retrofit kits).

SYNC 3's voice recognition handles basic commands adequately, and embedded navigation is available on higher trims, but most owners default to CarPlay/Android Auto for voice and maps rather than the native system.

A 14-speaker Bang & Olufsen premium system is available on upper trims (Limited, King Ranch, Platinum) and is well regarded, while base trims get a standard 6-speaker setup that is merely adequate.

A configurable 12-inch digital instrument cluster is offered on higher trims (ST, Timberline, Platinum, King Ranch) with a 'My View' layout, but base/XLT trims make do with a smaller, less configurable 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 the core remote functions well even without a subscription, though it lacks a digital key.

Ports are a USB-A/USB-C mix (one of each in the front media hub plus USB-C in the console, with additional second-row ports), and a wireless charging pad is available but limited to 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.

A rear-view camera and rear parking sensors are standard via Ford Co-Pilot360, with a 360-degree split-view camera and front sensors available as an upgrade on Limited and above rather than broadly standard.

This generation of Explorer (2020-2024) does not offer a head-up display on any trim, including range-topping Platinum and ST — owners on Explorer-specific forums note the feature's absence even compared to other Ford models like the F-150.

Wide rear door openings and a standard second-row bench (seats 7) keep everyday loading easy, with four complete LATCH sets across the 2nd and 3rd row outboard positions; captain's chairs are optional rather than standard, a step behind segment leaders with 6-seat layouts as default.

The 2024 Explorer earned IIHS Top Safety Pick+ and a 5-star NHTSA overall rating (5 front, 5 side, 4 rollover), with Ford Co-Pilot360 driver-assist tech standard across the lineup — strong safety credentials at the price points families actually buy.

39 in of second-row legroom and 32.2 in in the third row are competitive for multi-hour trips, and 18.2 cu ft behind the third row (up to 87.8 cu ft with both rear rows folded) covers family gear, though third-row space is best suited to kids rather than adults.

The 2.3L EcoBoost has enough low-end torque for relaxed traffic driving, but the 10-speed automatic carries a well-documented reputation for harsh, jerky shifts, and Ford issued a 2024-2025 recall for a transmission valve body machining defect that can cause reverse-gear failure or unintended forward movement.

The volume 2.3L EcoBoost RWD returns 21/28/24 MPG city/highway/combined (20/27/23 AWD) — average for a mid-size 3-row gas SUV with no hybrid option available for 2024; the 3.0L V6 drops further to 18/26/21 (RWD) or 18/24/20 (AWD).

A roughly 39-foot turning circle and ~199-inch length are typical mid-size 3-row dimensions — manageable with the standard rearview camera and available 360-degree camera, but no advantage over class rivals like the Highlander or Pilot.

Unlike later model years, the 2024 Explorer's higher tow ratings aren't standard: base trims tow modestly until the Class III/IV Trailer Tow Package is added, which unlocks up to 5,300 lbs on the 2.3L and 5,600 lbs on the 3.0L V6 — solid once optioned, but an extra step versus segment rivals with standard 5,000 lb+ packages.

Consumer Reports rates the 2024 Explorer's reliability 73/100 ("good"), an improvement over earlier sixth-generation model years, but 6 recalls on file including a 2024-2025 transmission valve body defect (reverse-gear failure/unintended movement) temper confidence for sustained hard use.

Standard roof rack side rails compatible with crossbar carriers and an optional trailer tow package cover light-duty needs, but there's no meaningful upfit ecosystem, onboard power outlet, or washable cargo surfaces aimed at work use.

Generous second-row space and a standard Co-Pilot360 driver-assist suite reduce fatigue on long hauls, but with no hybrid available for 2024 and combined economy in the low-to-mid 20s, fuel stops come more often than on efficiency-focused rivals.

The Timberline trim brings genuine off-road capability for 2024 — 8.7 in ground clearance, off-road-tuned suspension with gas-pressurized shocks, standard steel skid plates, all-terrain tires, a limited-slip differential, and Hill Descent Control — a real differentiator versus most family 3-row SUVs.

Standard roof rails, an available power-folding third row (up to 47.9 cu ft with it stowed), and up to 87.8 cu ft with both rear rows folded give strong gear-hauling flexibility, plus an optional tow package for trailers and toy haulers.

The 6th-gen Explorer rides on Ford's RWD-biased CD6 unibody (shared with Aviator/Lincoln), giving it more balanced, secure cornering behavior than FWD-based rivals like Highlander/Pilot, though body control gets soft over mid-corner bumps and it never feels eager.

Steering is accurate enough for daily driving but numb and overly light, lacking meaningful road feel — a common criticism across test drives of the 2.3L XLT/Limited volume trim.

Pedal feel is firm and predictable with consistent stopping performance in instrumented tests; not class-leading but no complaints of fade or grabbiness on the volume 2.3L trim.

The 2.3L EcoBoost turbo-four paired with the 10-speed automatic is well-calibrated around town with minimal turbo lag and smooth shifts, though it loses composure and gets busy searching for gears under hard acceleration.

The turbo-four is quiet and unobtrusive at cruising speeds but becomes noticeably coarse and vocal when worked hard, a common complaint versus the smoother V6 units in rival mid-size SUVs.

Curb-to-curb turning diameter for the volume XLT/Limited configuration; on the wider end for the mid-size SUV segment band given the Explorer's long wheelbase.

Commanding, SUV-typical seating position with good outward visibility, wide adjustment range, and straightforward control layout; easy ingress/egress for a 3-row vehicle.

Pleasant and easy to live with day-to-day but ultimately forgettable to drive; the RWD-based chassis hints at more engagement than it delivers on the volume 2.3L trim (reserved for the ST variant, which is not the volume trim scored here).

Base Explorer ($36,860 MSRP) and XLT ($38,670) come standard with Ford Co-Pilot360 2.0 driver-assist, a 10.1-inch touchscreen, and wireless Apple CarPlay/Android Auto, competitive but not class-leading for the money versus rivals like Telluride/Palisade at similar price points.

Broad capability across the range (towing, Timberline off-road gear, ST performance) is undercut by widely reported reliability and transmission complaints, keeping overall value perception fair rather than a segment standout.

Eight distinct trims — Base ($36,860), XLT ($38,670), ST-Line ($46,455), Limited ($47,520), Timberline ($49,430), ST ($50,105), King Ranch (~$54,625), and Platinum ($54,770) — span work-a-day family use, off-road (Timberline), performance (ST), and luxury (King Ranch/Platinum) niches.

The Explorer was America's best-selling 3-row SUV in 2024, with sales up roughly 4% year-over-year and segment-leading quarterly results throughout the year.

Ford carries solid mainstream SUV/truck credibility but no aspirational halo for a 3-row crossover, and persistent reliability headlines around this generation of Explorer temper the brand's image here specifically.

Modest, regionally variable incentives (low-interest financing, bonus cash, occasional lease specials) were available through 2024 but not steep discounting, consistent with a model selling near the top of its segment.

The 6th-generation Explorer platform launched for MY2020; by 2024 the model was four years into its cycle with no major styling or tech refresh yet (that came with the later mid-cycle update), making it current but not cutting-edge.

The 2024 Explorer earned an IIHS Top Safety Pick+ (the only Ford model to do so that year) and ranked 2nd among mid-size SUVs in J.D. Power's Initial Quality Study, but Consumer Reports flagged below-average predicted reliability and owners report transmission/electrical complaints, making reception mixed rather than a clear comparison-test winner.