2025 Ford Explorer

Volume trim (ST-Line) runs the 2.3L turbo I4 at 300 hp; the 3.0L twin-turbo V6 delivers a flat 400 hp on both the ST and the optional Platinum configuration for 2025.

Volume 2.3L I4 peaks at 310 lb-ft; the 3.0L V6 reaches 415 lb-ft on both the ST and V6-equipped Platinum for 2025.

Volume I4 configuration is a mid-pack mid-size-SUV sprinter based on aggregated estimates consistent with this generation's prior instrumented tests; the V6 ST is genuinely quick but a low-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. This is the pre-2026-refresh calibration, without the minor throttle/response updates applied for 2026.

Ford's 10-speed automatic shifts smoothly in normal driving; some owner/forum reports note occasional hunting on grades, short of best-in-class crispness, ahead of the minor 2026 calibration refinements.

For 2025, Ford standardized the Class III Trailer Tow Package across the entire trim lineup, resulting in a flat 5,000 lb max tow rating regardless of engine (2.3L I4 or 3.0L V6).

RWD is standard with Ford's Intelligent 4WD available across the I4 trim range and standard on the V6 ST; system offers selectable drive modes but no low-range gearing outside the Tremor's off-road setup.

The Tremor trim (new for 2025, replacing Timberline) brings genuine hardware — all-terrain tires, TORSEN limited-slip rear differential, terrain management modes, steel skid plates, and off-road auxiliary lights — 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 (Active/ST-Line/Platinum trims); the ST's 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, derived from the 23 MPG combined rating and 17.9-gallon fuel tank.

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 across the 2025 lineup.

NHTSA awarded the 2025 Ford Explorer its highest possible overall crash-test rating, with a 4-star rollover sub-score.

The 2025 Explorer earned Good ratings across small overlap front (Acceptable on the driver lower leg/foot sub-measure), moderate overlap front, side, roof strength, and head restraints. IIHS awarded Top Safety Pick+ to units built after June 2025 following a mid-year headlight update; earlier-production 2025 Active/ST-Line units carried Marginal headlights that would not clear the TSP+ bar on their own.

Ford Co-Pilot360 is standard on every 2025 Explorer trim including the base Active, bundling forward collision warning with AEB (vehicle + pedestrian), blind-spot monitoring with cross-traffic alert, lane-keeping assist, automatic high beams, adaptive cruise with stop-and-go, and evasive steering assist — an unusually comprehensive suite for a base trim in this segment.

IIHS rated the Explorer's front crash prevention Good for vehicle-to-vehicle and pedestrian scenarios, a requirement for its Top Safety Pick+ award; no independent nighttime pedestrian test result was found to confirm a top-tier Superior/Advanced designation.

Blind Spot Information System with cross-traffic alert is standard on every 2025 trim including base Active, though it is warning-based rather than active-braking intervention.

Standard lane-keeping assist and lane-departure warning across all trims perform adequately in reviews but aren't singled out for best-in-class centering smoothness versus rivals.

Stop-and-go adaptive cruise is standard on every 2025 trim including base Active, and integrates with BlueCruise hands-free highway assist on the ST-Line, Platinum, and ST trims.

BlueCruise hands-free highway driving, covering roughly 97% of eligible controlled-access highways in North America, is available on the ST-Line, Platinum, and ST trims (three of four trims), with a complimentary 90-day trial; it is not offered on the base Active.

Early-production 2025 Explorers (built before June 2025) carried Marginal-rated LED headlights on the volume Active and ST-Line trims; a mid-year running change improved headlights to Good, which drove the later Top Safety Pick+ award. Buyers of early-build 2025 units face a real Marginal-vs-Good split by production date.

Reviewers describe a bright, glassy cabin with good outward sightlines for the segment; a 360-degree camera system is available (not standard) to compensate for typical mid-size SUV blind spots.

IIHS rated the 2025 Explorer's LATCH ease-of-use Acceptable rather than Good — anchors are usable but involve some digging or space compromises relative to the segment's best.

The base Active trim offers a choice of 6- or 7-passenger seating with the bench as the more common family configuration; captain's chairs come standard only on the performance-oriented ST.

Front headroom is generous on the volume Active trim; ST and Platinum trade roughly 1.8 in for their standard glass roof and sport seats.

Front legroom is mid-pack for the mid-size three-row class and essentially flat across trims.

Second-row headroom is class-leading, well above the mid-size SUV norm.

Second-row legroom is a strength versus mid-size three-row rivals, with only a minor reduction on the sport-seat ST/Platinum trims.

Third row (32.2 in legroom, 38.9 in headroom) is cramped and low-set with tight access; reviewers consistently describe it as kid-friendly only, best for short trips.

Cargo volume with the third row folded is on the smaller side for the mid-size three-row class.

Max cargo with all rear seats folded is above the segment midpoint, a strength when rows aren't in use.

Front console, storage bin, overhead console, and available underfloor storage behind the third row cover the everyday needs, plus 12V outlets in row 1/2/cargo and an available household outlet, but nothing rises to segment-leading innovation.

Front seats are well-cushioned and supportive with a natural, easy-access seating position and good adjustability; second-row captain's chairs are comfortable but lack lateral support.

Non-ST trims (the volume Active) ride composed and comfortable with a soft, stable highway demeanor; the performance-tuned ST trades comfort for stiffer body control.

Wind noise is well controlled at highway speed, but rear suspension and road noise intrude over rough pavement.

Heated front seats and a heated steering wheel are standard, but ventilated front seats and heated second-row seats are reserved for the ST and Platinum trims, leaving the volume Active/ST-Line trims with a more basic comfort suite.

Entry Active trim starts around $39,755-39,625 depending on source; used the more recent figure plus Ford's destination charge.

ST-Line is the volume mid-trim, combining sporty styling with mainstream powertrain; Ford reported combined Active/ST-Line retail growth for the lineup.

KBB 5-year cost-to-own model estimates maintenance and repair costs on the higher end of the mid-size SUV segment, consistent with Explorer's mixed reliability track record.

KBB projects roughly $23,079 in depreciation against a ~$41,450 starting value, leaving weak residual value versus segment leaders like Honda/Toyota/Kia.

Standard Ford new-vehicle limited warranty, unchanged for 2025, at the low end of the mainstream-brand band.

Standard Ford powertrain limited warranty, at the low end of the mainstream-brand band.

Ford includes 5-year/60,000-mile roadside assistance but no complimentary scheduled maintenance or charging credits, placing Explorer at the low end of the segment for included perks.

$46,110 volume-trim price minus its estimated resale value after 5 years (44.3% retained, or about $20,427) leaves about $25,683 in depreciation. Add the projected $8,227 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $33,910 in total.

Consumer Reports rates the 2025 Explorer below average for predicted reliability, pulling its Recommended badge based on subscriber survey data spanning the current 2020-2025 unibody generation, with owner-reported trouble concentrated in powertrain, in-car electronics, and body hardware.

Ford's long-term dependability is mid-pack: J.D. Power's 2025 Vehicle Dependability Study (owners of 2022 model-year vehicles after 3 years) ranks Ford 13th of all brands at 208 problems per 100 vehicles, just below the 202 industry average, continuing a 10-spot year-over-year climb rather than a bottom-tier standing.

The 2025 Explorer carries an unusually heavy and safety-relevant recall load: a windshield air-bubble visibility recall (25C60), loose trailer-hitch bolts (25SA3), an image-processing-module software fault that can drop the rearview camera and disable pre-collision assist/lane-keeping/blind-spot monitoring (26S21), a second-row seat-belt-anchor-bolt recall (26C18), and a catastrophic engine-failure recall over a mis-installed camshaft roller finger follower requiring a full long-block replacement (26S35) — roughly 20 recalls total on this model year, spanning powertrain and active-safety systems.

The 2.3L EcoBoost turbo-four (standard) and 3.0L EcoBoost V6 (ST/Platinum) are otherwise proven, high-mileage engine families dating to 2015, but the 2026 recall covering 2025-2026 Explorer, Ranger, and Bronco units for a camshaft-roller-finger-follower assembly defect that can cause catastrophic engine failure is a serious, recent black mark specific to this production window.

The 2025 model year is a mid-cycle refresh that specifically targeted cabin quality: reviewers note a noticeably more premium-feeling cabin with soft-touch simulated-leather (ActiveX) surfaces added to the dash, door panels, and center console, and new interior color schemes, though materials still trail some class-leading rivals.

For the 2025 model year specifically, J.D. Power's 2025 Initial Quality Study ranked Ford 14th brand overall at 193 PP100, just below the 192 study average — solid but not standout, though Ford was the most-awarded brand for segment-topping initial quality (F-150, Super Duty, Mustang, Escape all won their segments) even without the Explorer itself among the winners.

Ford/Lincoln operate one of the largest dealer networks in the US at roughly 2,800 locations nationwide, giving Explorer owners exceptional service-access density in every region.

As a high-volume mainstream 3-row SUV, the Explorer benefits from wide parts availability and a large aftermarket, with repair costs typical for the mainstream mid-size SUV class rather than dealer-only or premium pricing.

The redesigned 2025 Explorer standardizes a single 13.2-inch center touchscreen across every trim (Active, ST-Line, ST, Platinum), a major jump over the outgoing 2024 model's base 8-inch/optional 10-inch dual-screen setup.

The all-new Android-based Ford Digital Experience replaces SYNC 4 with smartphone-like swipe gestures, pinch-to-zoom maps, and split-screen layouts; strong in early reviews but as a debut-year software launch it carries slightly more rollout risk than a mature system.

Wireless Apple CarPlay and Android Auto are standard equipment on every 2025 Explorer trim, with Apple Maps and supported third-party nav apps also mirrorable to the new digital cluster.

The Ford Digital Experience embeds Google built-in — Google Assistant for voice control and Google Maps as the default native navigation with real-time traffic — standard on the 13.2-inch display, a major upgrade over the prior SYNC voice/nav stack.

A 10-speaker Bang & Olufsen system with subwoofer is standard on ST-Line and ST (also offered via the Sun and Sound package on ST), stepping up to a 14-speaker B&O system standard on Platinum — solid, segment-competitive premium audio.

A 12.3-inch configurable digital instrument cluster is newly standard across the entire 2025 Explorer lineup, replacing the previous analog/partial-digital setup.

Explorer runs Ford's Power-Up over-the-air platform, which pushes whole-vehicle software updates (not just maps/infotainment) with advance notice to owners via the FordPass app.

FordPass Connect covers remote start, lock/unlock, vehicle locate/status, and a built-in Wi-Fi hotspot, but the hotspot and richer connected services typically require an active data plan/subscription after an initial trial rather than being free indefinitely.

The cabin offers 8 total USB ports (a mix of USB-A and USB-C across the Media Hub and center console) plus newly available dual wireless charging pads in the center stack tray — a strong device-power setup for the segment.

Proximity keyless entry, push-button start, and FordPass app remote start/lock are available across the lineup, giving broad but not class-leading keyless convenience on the volume trims.

A 360-degree camera system is included on the redesigned 2025 Explorer alongside standard rear camera and parking sensors, giving strong parking-aid coverage even if full surround view is trim-gated.

A head-up display projecting speed, navigation, and driver-assist alerts is available, but it's limited to the top Platinum trim rather than spread across the lineup.

Wide door openings and a roomy 39 in second row make loading kids and car seats easy, with PowerFold third-row seating available on upper trims for stroller-friendly cargo access; LATCH access is competitive but not class-leading.

NHTSA awards a 5-star overall rating (5-star front/side, 4-star rollover) and Ford Co-Pilot360 driver-assist tech is standard across all trims, but IIHS only rated Active/ST-Line headlights "Marginal" on early-build 2025 units — a mid-2025 headlight fix restored Top Safety Pick+ eligibility for vehicles built after June 2025, so families buying early-production units faced a real, if temporary, gap.

A 39 in second row and standard wireless charging pad (dual pads available), 8 USB ports, and a 110V/150W outlet keep multi-hour trips comfortable, though the 32.2 in third row remains kid-only and 16.3 cu ft behind the third row is only mid-pack for cargo with all rows occupied.

The 300-hp 2.3L EcoBoost has ample low-end torque for effortless traffic driving, but a 2025-specific recall for an incorrectly machined transmission valve body — which could cause reverse-gear failure or unexpected forward creep in Reverse/Neutral — is a real daily-driving concern layered on the 10-speed automatic's long-running reputation for occasionally harsh or delayed shifts.

The volume 2.3L EcoBoost returns 20/29 MPG city/highway RWD or 20/27 AWD — average for a mid-size 3-row gas SUV; unlike some rivals, no hybrid Explorer is offered for 2025 (reserved for the Police Interceptor Utility), so there's no efficient alternative within the lineup.

At 198.8 in long and 78.9 in wide on a 119.1 in wheelbase, the Explorer is a typical-footprint mid-size 3-row — manageable in most parking situations with the standard rearview camera and available 360-degree camera, but no smaller or easier to maneuver than segment peers.

For 2025 the Class III Trailer Tow Package (5,000 lb max tow, 2-inch receiver) became standard on every trim rather than an optional extra as in prior years — a genuine capability upgrade for this model year — though it remains on par with, not ahead of, 3-row rivals and there's no cargo bed for real work loads.

Consumer Reports data on the 2025 Explorer fluctuated through the model year — an early-year uptick to average reliability reversed by December 2025 when CR dropped its recommendation amid a broader reliability decline — compounded by 17 recall campaigns including a transmission valve-body defect causing unintended movement, a poor foundation for sustained hard use.

Standard 7-wire trailer wiring, factory roof rails, and a 110V/150W onboard outlet cover light-duty needs, but there is no dedicated work-oriented upfit ecosystem or washable cargo surfaces.

Generous second-row space, standard Co-Pilot360 driver-assist features, and a composed highway ride reduce fatigue on long hauls, but with no hybrid offered for 2025 the EcoBoost-only lineup tops out around 27-29 MPG highway, meaning more fuel stops than efficiency-focused rivals.

AWD, roof rails, and 8.2 in of ground clearance handle gravel roads and light trails competently, but the off-road-tuned Tremor trim (underbody protection, Torsen limited-slip rear axle) doesn't arrive until the 2026 model year, leaving 2025 without a dedicated adventure-focused variant.

85.8 cu ft of max cargo space with the rear seats folded, PowerFold third-row seating on upper trims, factory roof rails, and a now-standard tow hitch give the Explorer strong gear-hauling flexibility for a 3-row SUV.

The volume ST-Line trim shares the Explorer's independent rear suspension and composed chassis tuning; it feels secure and reasonably agile for a mid-size three-row but is tuned for comfort rather than outright engagement compared with the sportier ST.

Steering is accurately weighted with controlled body lean but offers limited genuine road feedback on non-ST trims, typical of the segment.

Brakes deliver strong, consistent stopping power with a reassuring pedal and no fade under repeated hard use, though this was most directly tested on the higher-performance ST which shares the same basic brake architecture with lesser trims.

The standard 2.3L EcoBoost I4 and 10-speed automatic deliver adequate, smooth-enough power for daily driving, but the auto stop-start system is slow to restart at stoplights and the engine can feel buzzy when worked hard.

The turbo four is audible and drones under part-throttle cruising as the 10-speed hunts for a higher gear to save fuel, becoming coarser and buzzier at higher revs, though not intrusive at a steady cruise.

Ford's published 2025 Explorer technical specifications list a 38.7-foot curb-to-curb turning diameter for the volume configuration, mid-pack for a mid-size three-row SUV.

The 2025 redesign brought a revised dashboard and center console, an 8/10-way power driver's seat, and 43 in of front legroom, giving a comfortable, well-adjustable driving position, though taller drivers note the high dash and thick pillars slightly limit forward sightlines.

Outside the sportier ST, the Explorer's standard trims are competent and relaxed rather than genuinely engaging — pleasant to drive daily but not a vehicle enthusiasts seek out.

Base Active (~$41,350) gets a standard 13.2-inch touchscreen and fully digital gauge cluster after the 2025 refresh, but items like BlueCruise hands-free driving, B&O 14-speaker audio, and massaging seats are reserved for Platinum/ST — competitive but not loaded-at-base like segment value leaders Telluride/Palisade.

Fair but unremarkable value: Consumer Reports owner feedback cites styling and comfort as strengths but flags value as the Explorer's weakest attribute versus segment rivals.

Four trims (Active $39,755 - ST-Line $44,515 - Platinum $51,655 - ST $55,505) span value-focused FWD/AWD family trims through a performance ST and luxury-leaning Platinum, with 2.3L I4 or 3.0L twin-turbo V6 choices — a reasonable spread with a mid-range gap between ST-Line and Platinum.

Explorer led the mid-size 3-row SUV segment throughout 2025, with full-year US sales up roughly 26% year-over-year to over 222,000 units and the top market share every quarter, outselling Highlander/Grand Highlander and Telluride/Palisade combined in several quarters.

Ford is a mainstream volume brand with broad recognition and a long-running Explorer nameplate, but no aspirational halo versus Korean or Japanese segment leaders — neutral-to-positive perception rather than beloved.

Ford offers routine financing incentives (low-APR terms, deferred payments) and loyalty/affinity cash (UAW, first responder, Red Carpet Lease), but as the segment sales leader Explorer isn't discounted aggressively — deals are modest rather than desperation pricing.

Current sixth-generation Explorer dates to model year 2020, but 2025 brought a meaningful mid-cycle refresh — revised styling, upgraded interior fit and finish, a larger 13.2-in touchscreen, fully digital gauge cluster, and newly available BlueCruise — keeping the platform current without being an all-new design.

Reviews are solidly positive on styling, comfort, and updated tech, and owner recommendation rates are decent (~60%), but the Explorer isn't a recurring comparison-test winner or major awards recipient (no 10Best/Top Pick/NACTOY) in its class the way Telluride or Palisade have been.