Ford Explorer

Sharing its engine with the Ranger and four-wheel drive Ford Aerostar, the Explorer was fitted with a German-produced 155 hp (116 kW) 4.0 L Cologne V6 as the sole engine offering, replacing the previous 2.9 L V6. A Mazda M5OD 5-speed manual was the standard transmission offering, with the option of the Ford 4-speed A4LD overdrive automatic transmission. For 1993, the engine output was increased to 160 hp (119 kW).

Along with the standard rear-wheel drive powertrain, at its launch, the Explorer was also offered with various configurations of part-time four-wheel drive, powered by a Borg Warner 13–54 transfer case. In addition to a manually shifted transfer case, Ford offered "Touch Drive" electronic push-button shifting; both were "shift-on-the-fly" designs that allowed the vehicle to be shifted from two-wheel drive to "four-high" at any speed and into "four-low" when the vehicle was stopped. All Explorers were equipped with the Ford 8.8 axle in either a limited slip differential, or open version with a variety of available gear ratios. Four-wheel-drive front axles were the TTB ("Twin Traction Beam") Dana 35 with some Dana 44-spec components.

At its launch, the Ford Explorer followed the Aerostar, Bronco, Econoline, F-Series, and Ranger in model trim. The XL was sold as the base trim, with XLT as the upper range, with the outdoors-themed Eddie Bauer trim as the top trim. The XL was distinguished by a black grille (chrome optional) with steel wheels, while the XLT offered a chrome grille and alloy wheels; the Eddie Bauer offered alloy wheels and two-tone paintwork.

The Ford Explorer Sport was offered solely on the two-door body style. Offering black lower bodywork and grille and alloy wheels, the Sport was intended as a replacement for the Bronco II. From 1990 to 1994,[6] Mazda marketed the two-door Ford Explorer as the Mazda Navajo; the model was awarded the 1991 Motor Trend Truck of the Year award. [7]

The Ford Explorer Limited was introduced for 1993 as a luxury-trim model slotted above the Eddie Bauer. Largely introduced as a competitor to the Oldsmobile Bravada, the Explorer Limited was offered only as a four-door with an automatic transmission. Distinguished by its color-matched grille, headlight trim, and model-specific bodywork and wheels, the Limited was offered with several model-specific features, including automatic headlights, an auto-dimming rearview mirror, foglamps, and center roof console (with compass and outside thermometer).

The second-generation Ford Explorer is based upon the Ford U1 platform shared with its predecessor, adopting the UN105/UN150 model codes. Alongside similar changes in development for the 1998 Ford Ranger, the long-running Twin I-Beam/Twin Traction Beam front suspension was retired in favor of a short/long-arm (SLA) wishbone front suspension configuration. Along with more compact packaging of front suspension components, the design allowed for improved on-road handling/feel.

The optional engine of the Ford Ranger and Ford Aerostar, the 160 hp 4.0 L OHV V6 was carried over from the first-generation Ford Explorer. To match the V8 engine of the similar-sized Jeep Grand Cherokee, for the 1996 model year, Ford introduced a 5.0 L V8 as an option. Initially available on rear-wheel drive XLT models, the availability of the 210 hp (157 kW) V8 was expanded to many versions of the five-door Explorer, and came standard with all-wheel-drive starting in 1997. For 1997, revised cylinder heads increased output of the 5.0 L V8 to 215 hp (160 kW). Following the January 1996 introduction of the 4.6 L SOHC V8 by the Ford F-Series and E-Series, the Explorer would be the last vehicle in North America by Ford Motor Company sold with the company's old-style gasoline pushrod V8 for over 20 years (a new pushrod V8 was introduced for MY 2020 in the Ford Super Duty trucks).

For 1997, the Ford Explorer gained a third engine, as Ford introduced an overhead-cam version of the 4.0 L Cologne V6. Using a common displacement with the pushrod 4.0 L V6, the 210 hp (157 kW) SOHC V6 rivaled the V8 in engine output. Offered as standard equipment on the top-trim Eddie Bauer and Limited trims, the engine became an option on all other versions of the Explorer and Explorer Sport. For 2001, the pushrod V6 was discontinued, with the SOHC becoming the standard engine in all versions of the Explorer (and the sole engine of the 3-door Explorer Sport).

For 2000, Ford added flex-fuel capability to the Explorer for the first time.

A Mazda-produced 5-speed manual was standard with OHV V6 engine. The SOHC did not receive the 5-speed until 2000, but it was a stronger unit than the one behind the OHV. All V8 examples were equipped with a 4-speed heavy-duty automatic (shared with the F-150, Mustang, and Crown Victoria).

The four-wheel drive system was redesigned for the 1995 Explorer. For the V6 models, in place of Touch Drive from the previous generation, ControlTrac was an electronically controlled full-time four-wheel drive system with a two-speed transfer case, with software controlling a multi-disc clutch (in place of a center differential). Along with traditional two-wheel drive and high and low-range four-wheel drive, "Auto" mode allowed software to maintain the amount of torque sent to the front wheels; if the front axle begins to spin slower, torque is shifted from the rear wheels to the front wheels until traction is achieved. Similar to TouchDrive, ControlTrac is dash-controlled, with a rotary selector for two-wheel drive (1995-1996, 2001-2003 Sports), auto (1997-2001), high range, and low range.

The V8 models came equipped with a different full-time AWD system, without the 4x4 High-Range/Low-Range feature. The system required no driver input and torque distribution was entirely managed by a viscous clutch with a 40/60 split.

Facelift Ford Explorer

While visibly similar to its predecessor, many exterior panels from the 1995 Ford Explorer were changed, with only the roofline and the side doors carrying over. As part of the changes related to the redesigned front suspension, the entire front fascia was redesigned, with the Explorer gaining model-distinct styling. In a styling theme that would be used in several other Ford small trucks, the 1995 Explorer was given an oval grille; the headlamps were changed from rectangular to oval as well, wrapping into the fenders. Depending on trim, the grille and bumpers were painted gray (XLT), body color (Limited/Sport), or chromed. In contrast to the front fascia, the rear fascia saw relatively few changes, with the rear bumper nearly unchanged. Along with slightly reshaped taillamps (with amber turn signals), the 1995 Ford Explorer marked the debut of a neon CHMSL (center brake light).[10]

Alongside the redesigned exterior, the interior of the second-generation Ford Explorer was given a redesign. Maintaining commonality with the Ranger, the Explorer was given a new dashboard (marking the debut of dual airbags in an American-produced SUV), a new instrument panel; to improve user ergonomics, the Ford Explorer introduced a double-DIN radio panel and rotary-style climate controls.

For 1997, a third-row seat was introduced as an option; expanding seating to seven passengers, the design was only offered in export markets.

For 1998, the exterior of the Ford Explorer was given a mid-cycle update. Distinguished by the addition of fender flares, the rear fascia was restyled, with larger taillamps; to better accommodate export, the license plate was shifted from the bumper to the liftgate; the neon CHMSL was replaced by an LED version. 16-inch wheels replaced 15-inch wheels (shared with the Ranger). For 1999, the front bumper was redesigned, allowing for larger lower grille and fog lights.

The interior was given redesigned front and rear seats, along with second-generation airbags; side airbags were introduced (as an option). Other options included load-leveling air suspension (on Eddie Bauer and Limited) and a reverse-sensing warning system.

At its launch, the second-generation Ford Explorer retained the use of the previous trim nomenclature; the standard trim was the XL, with the XLT serving as the primary model upgrade. Along with the two-tone Eddie Bauer trim, the highest trim Explorer was the monochromatic Ford Explorer Limited. For 2000, XLS replaced XL as the base trim (introduced as an appearance package for 1999).

In contrast to five-door Explorers, second-generation three-door Ford Explorers shifted to a separate trim nomenclature. While the XL remained the base model (largely for fleets), most examples were produced under a single Sport trim level. In 1995, the Expedition trim was introduced; roughly the 3-door equivalent of the Eddie Bauer, the trim was discontinued at the end of the model year as Ford reserved the name for the Ford Expedition full-size SUV (which entered production in mid-1996).

For 1998, the Explorer Sport became the sole version of the three-door; following the introduction of the third-generation Explorer, the Explorer Sport became a distinct model through the 2003 model year.

The third-generation is based on the body-on-frame Ford UN152 platform. No longer derived from the Ford Ranger, the UN152 chassis was designed specifically for the five-door Explorer and its Lincoln-Mercury counterparts. In a major shift from its predecessors, the third-generation Explorer adopted a four-wheel independent suspension configuration, never before used on a Ford truck (on American-produced SUVs, fully independent suspension was previously exclusive to the Hummer H1). Similar to the layout used on the Ford MN12-chassis cars (1989-1998 Thunderbird/Cougar and Lincoln Mark VIII), each rear wheel was connected to the rear-axle differential with two half-shafts.

While the third-generation Ford Explorer was in development during the late 1990s a controversy involving the Explorer and Firestone tires developed, thus the increased stability of the configuration was designed in part to reduce rollover risk.[13][14] In another change, Firestone tires (which had caused the rollovers and crashes of the Ford Explorers) were not made available on any version of the third-generation Explorer. Ford's AdvanceTrac RSC (Roll Stability Control) system became available as a standard feature on the Explorer for the 2005 model year.

Along with rear-wheel drive, the third-generation Explorer was offered with both four-wheel drive and permanent all-wheel drive.

Carried over from the previous generation, the base engine for the third-generation Explorer was a 210 hp (157 kW) 4.0 L SOHC V6. Becoming the final V8-powered American Ford to adopt to the Modular V8, the third-generation Explorer offered a 239 hp (178 kW) 4.6 L SOHC V8 (shared with the Crown Victoria/Grand Marquis) as its optional engine. A five-speed manual transmission was offered for 2002 before its discontinuation; as of the 2020 model year, it is the final year a Ford Explorer was available with a manual transmission. As an option for both the 4.0L and 4.6L V8 engines, the Ford 5R55 transmission was offered, becoming standard from 2003 to 2005.

In contrast with the second-generation (a major revision of the 1991-1994 generation), the exterior and interior of the third-generation Ford Explorer were completely new designs. While sharing a number of design elements with the 1997 F-Series and Ford Expedition, the Ford Explorer also served as the introduction of a new design theme for several Ford vehicles; the 2003 Ford Expedition, the Ford Freestar, Ford Freestyle, and Ford Five Hundred would share various elements of the 2002 Ford Explorer design. Retaining nearly the same proportions as the first two generations, the third-generation Explorer was an inch shorter in length and two inches wider, gaining two inches in wheelbase.

With the addition of independent rear suspension, several functional changes were brought as part of the redesign. The cargo floor was lowered several inches, adding nearly 10 cubic feet of total cargo room. Coinciding with the lower cargo floor, on nearly all models, a folding third-row seat was either standard or an option, bringing seating capacity to seven. The rear liftgate was redesigned, with the upper hatch enlarged.

Ford produced the third generation Explorer in five trim levels: XLS, XLT, NBX, Eddie Bauer, and Limited. Slotted below the XLS were two major trim packages, Sport Value, Sport Choice, with Sport Premium between XLS and XLT. The outdoors-themed Eddie Bauer continued production with a two-tone exterior (with a tan lower body); the Limited wore a monochromatic body. The NBX trim was only made for 2003 and 2004, and was a loaded up XLT with Eddie Bauer-esque features. It was more like a bang-for-your-buck Eddie Bauer model rather than an actual trim level, as it didn't really set itself apart in any way like XLS did from XLT.

For 2007, The Explorer received a few minor updates including standard AUX input on all stereos and optional power running boards, heated windshield, Ironman Package, XLT Appearance Package, and heated leather seat package.

For 2008, Ford added side curtain airbags across the Explorer range. Also, the optional satellite navigation system was also upgraded with voice control.[16]

For 2009, the Explorer received a trailer sway control system as standard equipment, and the navigation system received traffic flow monitoring with updated gas prices from nearby stations.[17]

For the 2010 model year, Ford's MyKey became standard on all Explorers equipped with the Sync system, while V8s were restricted to 4-wheel-drive models.

The second generation Sport Trac came out in early 2006 for the 2007 model year. Unlike its predecessor sold through 2005, it featured the V-8 engine as an option and was based on this generation Explorer's platform. AdvanceTrac with Roll Stability Control was made standard on the Sport Trac.

2010 Sport Trac Adrenalin

For the 2007 model year, the Ford Special Vehicle Team built the Sport Trac Adrenalin concept with a supercharged version of the 4.6 L Modular V-8, with 390 hp (291 kW), and featuring 21-inch (533 mm) wheels. The model was planned by Ford SVT to be the successor to the F-150 Lightning sports pickup truck. However, the SVT version of the Adrenalin was cancelled in a cost-cutting move as part of The Way Forward.[18] The Adrenalin was subsequently sold as an appearance package from 2007-2010. It had blacked-out headlights, black grill, monochrome color interior, unique front and rear bumpers, front fender vents, and molded-in running boards. It also came standard with 20" polished aluminum wheels, and the fender flares that came on the Explorer and standard Sport Trac were deleted.

Ford Explorer America concept

Ford unveiled an Explorer America concept vehicle at the 2008 North American International Auto Show.[19][20][21] The Explorer America concept is built on a unibody platform to reduce weight and improve driveability, migrating from the body-on-frame platform of the fourth generation Explorer. It is designed for up to six passengers while improving fuel economy by 20 to 30 percent relative to the current V6 Explorer. The powertrain packages in the concept vehicle include a two-liter four-cylinder turbocharged direct injection EcoBoost gas engine with 275 hp (205 kW) and 280 ft⋅lbf (380 N⋅m) of torque, and a 3.5L V6 version EcoBoost with 340 hp (254 kW) and up to 340 ft⋅lbf (461 N⋅m) of torque.[22]

Available features on the fifth generation Explorer include intelligent access with push button start, remote engine start, power liftgate, power adjustable pedals with memory, premium leather trimmed seating, heated and cooled front seats, dual headrest DVD entertainment system, adaptive cruise control, active park assist, SIRIUS Travel Link, MyFord Touch, Ford SYNC by Microsoft, Sony audio system with HD radio and Apple iTunes tagging, in-dash advanced navigation system, SoundScreen laminated acoustic and solar tinted windshield with rain-sensing wipers, 20-inch polished V-spoke aluminium wheels, and High-intensity discharge headlamps (HID) and LED tail lamps.

Unlike the Explorer America concept vehicle which only seats five occupants, the production Explorer holds two rows of seating with available PowerFold fold flat third row seating (like the previous generation) and accommodates up to seven occupants.[39]

The Explorer is available in either front-wheel drive or full-time all-wheel drive. At first only one engine was available: the 290 hp (216 kW) (255 lb⋅ft (346 N⋅m) of torque) 3.5 liter TiVCT (Twin independent Variable Camshaft Timing) V-6 attached to either the 6-speed 6F automatic or 6-speed 6F SelectShift automatic.

Soon thereafter, Ford offered the economical 240 hp (179 kW) (270 lb⋅ft (366 N⋅m) of torque) 2 liter EcoBoost turbocharged, direct-injected I-4 mated to the 6-speed 6F automatic. The I-4 engine is not available with the optional 6-speed 6F SelectShift automatic, and will only be available in front-wheel drive.[40][41]

The Explorer is available with an automatic intelligent all-wheel drive system inspired by Land Rover, featuring a variable center multi-disc differential with computer controlled lock.[42] Conventional front and rear differentials are used with 3.39:1 gearing. The center multi-disc differential controls the front-to-rear torque split, biasing as much as 100 percent of torque to either the front or rear wheels.[43] Depending on the Terrain Management mode selected, the center multi-disc differential's intelligent lock will allow for a 50:50 torque split in off-road conditions.[43] The power take off (PTO) unit includes a heavy-duty dedicated cooling system to allow the four-wheel drive system to supply continuous non-stop torque delivery to all four wheels indefinitely, without overheating.[44] A "4WD" badge is advertised on the rear liftgate on the all-wheel drive models.[45][46] Explorer's overall off-road crawl ratio is 15.19:1 with high range – no low range – gearing only.

Off-road electronics include Hill Descent Control (HDC), Hill Ascent Assist (HAA), four-wheel electronic traction control and Terrain Management.

Four-wheel electronic traction control (ABS braking) is employed to simulate front and rear differential locks via aggressively "brake locking" the front or rear differentials, transferring up to 100 percent of torque from side-to-side.[42][44][47] In the right conditions, the Explorer can keep moving even if only one wheel has traction, regardless of which wheel it is.

Terrain Management includes four selectable modes. Each mode is selected via a rotary control dial on the center console, aft of the transmission shifter.

Depending on the mode selected, Terrain Management will control, adjust, and fine tune the engine, transmission, center multi-disc differential lock, throttle response, four-wheel electronic traction control and electronic stability control (ESC) to adapt the SUV for optimal performance on the corresponding terrain.

Off-road geometry figures for approach, departure and ramp breakover angles are 21°, 21° and 16° respectively.[30] Minimum running ground clearance is 7.6 inches (193 mm).[30] Standard running ground clearance is 8.2 inches (208 mm).[49] Low hanging running boards are no longer offered from the factory to help increase side obstacle clearance.

Moving to a monocoque body usually has a negative impact on towing capacity. The new Explorer will be available with an optional trailer tow package. The package includes a Class III trailer hitch, engine oil cooler, trailer electrics connector, trailer sway control (TSC), wiring harness and a rear-view camera with trailer alignment assistance to help in backing up to a trailer. If equipped with the trailer tow package the new 2011 Explorer will be able to tow up to 5,000 lb (2,268 kg) of braked trailer. That is 1,500 lb (680 kg) greater than the towing capacity stated for the Explorer America concept and 2,115 lb (959 kg) less than the outgoing Explorer's towing capacity, although that was only available with the 4.6 L V8 engine.[50][51]

Safety features include: Dual front adaptive SRS air bags, dual front seat side impact air bags, dual rear safety belt air bags (available first quarter, 2011) and side curtain head, torso and rollover protection air bags. Other optional safety features include BLIS blind spot information system with rear cross traffic alert, forward collision warning with brake support precrash system, Auto high-beam, Roll Stability Control (RSC), Electronic stability control (ESC) and Curve Control.

The fifth-generation Explorer was the first-ever vehicle to be equipped with dual rear inflatable safety belts. Air bags are sewn into the inside of the seat belts, and inflate with cold air to prevent burns. Ford claims it will be released as an option and to introduce inflatable seat belts on other Ford models eventually.[52]

On June 12, 2019, Ford announced a global recall of 1.2 million Explorers produced from 2011 to 2017 citing suspension issues. Ford stated if the car was subjected to frequent rides over rough terrain that the toe link on the rear suspension could fracture which would affect steering and lead to greater risks of traffic accidents.[53]

NHTSA Ford Explorer:[54]

Overall (2013–present)
Overall (2012)
Frontal Driver
Frontal Passenger (2013–present)
Frontal Passenger (2012)
Side Driver
Side Passenger
Side Pole Driver
Rollover FWD	/ 16.9%
Rollover AWD	/ 17.4%

^{*vehicle structure rated "Poor"}

The fifth generation Ford Explorer earned the 2011 North American Truck of the Year award.[56] The rear inflatable seat belts won the 2011 Best New Technology Award from the Automobile Journalists Association of Canada.[57]

2013 Ford Explorer Sport

2016 Ford Explorer Sport

The Ford Explorer Sport was announced March 28, 2012 as an option for the 2013 model year and went on sale in June 2012. The "Sport" trim level comprises blackened exterior treatments, stiffened chassis and suspension, larger brakes and the installation of the EcoBoost 3.5L Twin Turbo V6 rated at 365 hp (272 kW) and 350 lb⋅ft (470 N⋅m) of torque. It is the only version to feature a combined 4WD/EcoBoost option (a FWD version is not being offered for the Sport trim), allowing its MPG to average between 16/city and 22/highway.[58] This version will be slotted above the Limited trim and is expected to compete in this segment against Jeep Grand Cherokee's SRT trim and Dodge Durango's R/T trims[59] and a newly updated 2013 Chevrolet Traverse, the latter of which unveiled their new look on the same day as the Explorer Sport as their response to Ford's news.[60]

2016 facelift

The refreshed 2016 model year Ford Explorer debuted at the 2014 Los Angeles Auto Show, with a redesigned front fascia, hood and lower bumper, standard LED low-beam headlights, and fog lamps that were inspired by the thirteenth generation Ford F-150. The rear of the Explorer was also refreshed with restyled LED tail lamps and dual exhaust outlets. The 2016 refresh bumped the I4 engine to a 2.3 Liter EcoBoost four-cylinder engine from the 2015 Ford Mustang. A newly introduced Platinum trim now tops out the range, slotting above the Sport and Limited trims. Similar to the Platinum editions of the F150 and Ford Super Duty trucks, the Platinum trim features front and rear cameras, enhanced active park assist with perpendicular park assist, park-out assist and semi-automatic parallel parking, hands-free liftgate from the Ford Escape, an exclusive 500-watt Sony surround sound system, and a heated steering-wheel. The Platinum trim is paired with a 3.5 Liter EcoBoost Twin-turbo V6 with 365 bhp (272 kW) which was previously only available with the Sport trim. The 2016 Explorer went on sale at dealerships in the Summer of 2015. Other than the addition of the top-of-the-line Platinum trim, as well as standard eighteen-inch alloy wheels on the base Explorer trim, the changes are mainly in styling, exterior and interior color combinations, technology, and power.

2018 facelift

The Ford Explorer received a second facelift which include a refreshed front end with revised LED headlights and redesigned LED fog lights plus new exterior colors, new interior colors, and new wheel designs.[61]

The Ford Explorer received two new packages for the 2019 model year. XLT Desert Copper and Limited Luxury package. This was the last model year of this generation explorer right before the 2020 Explorer entered production.

The 2020 Explorer gets the IIHS's TOP SAFETY PICK+ award. (Only applies to vehicles built after May 2020)

Small overlap front: driver-side - Good (vehicle structure rated "Good").

Small overlap front: passenger-side - Not tested.

Moderate overlap front - Good.

Side - Good.

Roof strength - Good.

Head restraints and seats - Good.

Front crash prevention system: vehicle-to-vehicle (optional and standard) - Superior.

Headlights (all trims built after June 2019) - Acceptable.

Child seat anchors LATCH ease of use - Acceptable.[69]

For the 2021 model year, every Ford Explorer comes with these advanced safety features:[70]

• Frontal collision mitigation (warns you of an impending collision and applies the brakes in certain scenarios)
• Blind-spot monitor with rear cross-traffic alert (warns you if a vehicle is in your blind spot during a lane change or while reversing)
• Lane keeping assist (steers the vehicle back into its lane if it begins to drift over the lane marker)
• Trailer sway control (adjusts vehicle brakes to help control trailer movement if a trailer begins to sway)

• 
  Explorer XLT (rear)
• 
  Explorer Hybrid Limited
• 
  Explorer Plug-in Hybrid (rear)
• 
  Explorer ST
• 
  Explorer ST (rear)

As the direct successor of the Bronco II, Ford developed a three-door version of the Explorer for the 1991 model year; while 10 inches shorter than its five-door counterpart, the three-door was still nearly 13 inches longer than the Bronco II. For the first generation, the three-door was available in any trim (except Limited), with Sport offered as a trim exclusive to the three-door. Distinguished by black-colored wheel wells and rocker panels, Sport was slotted between XL and XLT. For 1995, Expedition was offered as an trim package for the three-door Explorer; replacing the Eddie Bauer trim, the nameplate was retired after 1995 in preparation for the 1997 full-size four-door SUV.

During the second generation, the XL and XLT trims were retired for the 1998 model year, with all three-door Explorers becoming Explorer Sports. For 2001, the Explorer Sport was split from the four-door Explorer, retaining the second-generation body and chassis and adopting the front fascia of the Explorer Sport Trac.

Ford discontinued the Ford Explorer Sport following the 2003 model year, with the final vehicle produced in July 2003.

• 
  1991-1994 Ford Explorer XL
• 
  1991-1994 Ford Explorer Sport
• 
  1995-2000 Ford Explorer Sport
• 
  2001-2003 Ford Explorer Sport

Introduced in 2000 as a 2001 model, the Explorer Sport Trac is a mid-size pickup truck derived from the second-generation Explorer, becoming the first mid-size Ford pickup. In contrast to the Ranger, the Sport Trac was marketed primarily as a personal-use vehicle rather than for work use.

Offered solely as a four-door crew cab, the design of the Sport Trac shared commonality with multiple vehicles. Sharing the frame and wheelbase of the Ranger SuperCab, the Sport Trac combined the front fascia of the Explorer Sport with a crew cab derived from the four-door Explorer; the pickup bed (designed for the model line) shared its tailgate with the F-150 SuperCrew.

The 2001-2005 Sport Trac was the final version of the Explorer derived from the Ranger. After skipping the 2006 model year, a second-generation Sport Trac was produced from 2007 to 2010 (derived from the fourth-generation Explorer).

• 
  2000-2005 Ford Explorer Sport Trac
• 
  2002 Ford Explorer Sport Trac, rear
• 
  2007-2010 Ford Explorer Sport Trac

Calgary Police Service Ford Police Interceptor Utility

Ford Police Interceptor Utility operated by the San Diego Harbor Police Department.

Following the end of production of the Ford Crown Victoria Police Interceptor in 2011, Ford began development of a police-service variant of the Ford Explorer. For the 2013 model year, Ford introduced the Police Interceptor Utility; as with the related Police Interceptor Sedan variant of the Ford Taurus, the Utility is referred to as a Ford Police Interceptor[71] in lieu of being a Ford Explorer.

As with the Police Interceptor Sedan and the Ford Expedition SSV, the Utility is not sold for retail sale and is specifically designed for use by law enforcement or use by other emergency service agencies. Along with fleet-specific options such as steel wheels and provisions for user-specific paint schemes (such as contrasting doors), the Utility comes with provisions for fitting emergency equipment such as radios, lightbars and sirens. To free up interior space on the center console for equipment, the transmission is fitted with a column-mounted shifter.

The Police Interceptor Utility comes with an all-wheel drive powertrain standard. Over a standard Explorer, the Utility is fitted with larger brake rotors, more advanced ABS and traction control systems, a more efficient cooling system and other standard police equipment.

At its launch, the initial engine fitted was a 305 hp (227 kW) 3.7 L version of the Ti-VCT V6, shared with the Ford Mustang and F-150. For 2014, Ford added the 365 hp (272 kW) 3.5 L EcoBoost V6 (shared with the Police Interceptor Sedan and Ford Taurus SHO).

The California Highway Patrol now uses the Police Interceptor Utility because the current Ford Taurus, Chevrolet Caprice and Dodge Charger patrol cars did not meet the payload the CHP requires for a universal patrol car.[28] In May 2014, statisticians R.L. Polk declared the PI Utility the most popular police vehicle, based on 2013 U.S. sales figures.[72]

2020 Police Interceptor Utility being used by Vigilante Fire Department as a medic response unit.

For the 2020 model year, Ford has created a second-generation Police Interceptor Utility, derived from the sixth-generation Explorer.[73] Offered exclusively in an all-wheel drive configuration, the Utility is offered with a twin-turbocharged 3.0L V6 and as a hybrid, with a 3.3L V6 and an electric motor. A naturally aspirated version of the 3.3L V6 engine is also offered to departments, which is unavailable on civilian models. [73]

Following the shift from the D4 to the CD6 architecture, the Police Interceptor Utility gains cargo space (even with hybrid batteries onboard) over its predecessor.[73] In total, the hybrid system increased the combined fuel economy of the Utility from 19 MPG to 24 MPG,[73] a 26% increase.

Mazda Navajo

The first-generation Ford Explorer was sold by Mazda from 1991 to 1994 as the Mazda Navajo. Offered solely in a three-door configuration, only minor design details differed the Navajo from its Ford counterpart.

Along with a revised front fascia, the Navajo received new taillamps and wheels; the bumpers were painted dark gray (resulting in the deletion of all chrome trim).[74] The interior was largely shared between the two model lines, with the Navajo receiving its own lettering for the instrument panel (in line with other Mazda vehicles); Mazda lettering was added to the Ford steering wheel hub.

In place of the three trims offered on the three-door Ford Explorer, Mazda offered the Navajo in base DX and top-tier LX trim[74] (roughly the equivalent of the Explorer Sport and three-door Explorer XLT). Offered only with four-wheel drive at its launch, a rear-wheel drive version of the Navajo was introduced for 1992. As with the first-generation Explorer, all Navajos were fitted with a 4.0L V6; a five-speed manual was standard, with a four-speed automatic offered as an option (on both the DX and LX[74]).

In the early 1990s, SUVs transitioned into alternatives to station wagons, leading to a decline in demand for two-door SUVs. After the 1994 model year, Mazda withdrew the Navajo, returning in 2000 with the four-door Tribute (a counterpart of the Ford Escape).

The Ford Explorer was sold by the Mercury division as the Mercury Mountaineer from 1997 to 2010. Developed as a competitor for the Oldsmobile Bravada, the Mountaineer was a four-door premium SUV slotted above the Explorer Limited. Marking the reintroduction of the waterfall grille to the Mercury brand, the model line was distinguished by two-tone (and later monochromatic) styling different from the Explorer.

Coinciding with the 2010 closure of the Mercury brand, the Mountaineer was withdrawn after the 2010 model year; three generations were produced, with the Mountaineer serving as the largest Mercury SUV (above the Mariner).

• 
  1998-2001 Mercury Mountaineer
• 
  2002-2005 Mercury Mountaineer
• 
  2006-2010 Mercury Mountaineer

2003 Lincoln Aviator

2020-present Lincoln Aviator

The Ford Explorer has been sold twice by the Lincoln division as the Lincoln Aviator. From 2003 to 2005, the Lincoln Aviator was marketed as a counterpart of the third-generation Explorer. The first mid-size SUV sold by Lincoln, the model line was slotted between the Mercury Mountaineer and the Lincoln Navigator. Following the introduction of the fourth-generation Explorer, the model line was repackaged as a CUV based on the Ford Edge and renamed the Lincoln MKX (today the Lincoln Nautilus).

For 2020, the Lincoln Aviator was revived (after a 14-year hiatus) as a mid-size SUV; as before, the model line is a Lincoln counterpart of the Ford Explorer (now the sixth generation) and the Lincoln Navigator. The second-generation Aviator is the first Lincoln vehicle offered as with plug-in hybrid capability as an option; its 494 hp combined output is the highest-ever for a Lincoln vehicle.

In the UK, the Ford Explorer was initially available as just one model, with the 4.0-litre engine and with a high specification – the only dealer options being leather interior. Second and third-generation Explorers for the UK and other RHD markets utilised a center console-mounted shifter and hand parking brake instead of the steering column-mounted shifter and parking brake pedal used in the North American models. In 1998, a facelifted Explorer was available with minor cosmetic interior changes and a revised rear tail lift which centered the rear number plate. In 1999 the model range was revamped slightly, the base model becoming the XLT and a special edition North Face version marketed with a tie in to North Face outdoor clothing. The North Face version was available in a dark green or a silver, with body-colored bumpers, heated leather seats and a CD multichanger as standard. In 2000, the North Face was also available in black.

In the Middle East, Taiwan, and China, the 2012 Ford Explorer is currently available in several trims, all of which have a 3.5-liter V6 engine and an automatic gearbox. Some GCC markets offer the front-wheel-drive version as a base model, while most of the trims have standard all-wheel-drive.[75] The latest generation Explorer was made available in Japan the Fall of 2015.[76]

As of 2009, the Explorer is also sold in Bolivia, Chile, Canada, Mexico, Panama, Dominican Republic, People's Republic of China, Japan, South Korea, Israel, Republic of China (Taiwan), The Philippines, Turkey, Russia, Iceland, Germany, the Middle East, and certain countries in South America and Africa.

As of 2014, the Explorer is also available in Ukraine and Belarus. As of 2018, American-made Explorers are also exported to Vietnam.[77]

Gothic black Ford Explorer vehicles are also used by federal agencies, such as the United States Secret Service.

240 deaths and 3,000 catastrophic injuries resulted from the combination of early generation Explorers and Firestone tires.[14] The tire tread separated and the vehicle had an unusually high rate of rollover crash as a result. Both companies' reputations were tarnished.[78] This event led to a disruption in the 90-year-old Ford/Firestone partnership.

Rollover risk is inherently higher in truck-based vehicles, like the Explorer, than in ordinary passenger cars, as modification for bulky 4-wheel-drive hardware requires increases in height to avoid compromising ground clearance (raising the center of gravity), while a short wheelbase further reduces stability.[14] The previous Bronco II had already been cited by Consumer Reports for rollover tendencies in turns.[14]

The Explorer was cleared by the NHTSA as no more dangerous than any other truck when driven unsafely. It used the same tires as the Ford Ranger with a relatively low rating for high temperatures. Lowering tire pressure recommendations softened the ride further and improved emergency stability through increased traction, but increased the chances of overheating tires.[79] A 1995 redesign with a new suspension slightly raised the Explorer's center of gravity, but it was called inconsequential by a Ford spokesman. Memos by Ford engineers suggested lowering the engine height, but it would have increased the cost of the new design.

Explorer rollover rates, at the time of the controversy, were higher than any of its competitors. While Firestone turned out millions of sub-standard and potentially defective tires, and was the initial cause of loss of control on many Ford Explorer Firestone tire tread separation rollovers, the blame shifted towards Ford for a defectively designed and unstable vehicle .[80]

In May 2000, the US National Highway Traffic Safety Administration (NHTSA) contacted Ford and Firestone about a higher than normal incidence of tire failures on Ford Explorers, Mercury Mountaineers, and Mazda Navajos fitted with Firestone tires (later including Ford Ranger and Mazda B-Series pickup trucks). The failures all involved tread separation, in which the outer tread carcass would delaminate and cause a rapid loss of tire pressure. Ford investigated and found that several models of 15 in (381 mm) Firestone tires (ATX, ATX II, and Wilderness AT) had higher failure rates, especially those made at Firestone's Decatur, Illinois plant.

Ford recommended a tire inflation of only 26 pounds per square inch (179 kPa) likely contributing to the tread separation problem by causing the tires to operate at higher than normal temperatures.[14]

Ford argued that Firestone was at fault, noting that the tires made by Firestone were very defective. Nevertheless, Ford subsequently recommended that front and rear tires should be inflated to 30 pounds per square inch (207 kPa) on all Explorer models and mailed a replacement tire pressure door sticker indicating the same to all registered owners.

Some have argued that poor driver reaction to tire blowout was a contributing factor.[81] When a tire blew, the vehicle would experience a sudden sharp jerk, and many drivers reacted by counter-steering in an attempt to regain control. This action would cause a shift of the vehicle's weight, resulting in a rollover especially at higher speeds (many reports of rollovers were of vehicles being driven at speeds of 70 mph (113 km/h) and above). In a test simulating dozens of tire blowouts, Larry Webster, a test-driver for Car & Driver magazine, was repeatedly able to bring a 1994 Explorer to a stop without incident from speeds of 70 mph (113 km/h).[81][82] According to Forbes magazine, car experts and NHTSA claim that the vast majority of crash accidents and deaths were caused not by the vehicle, but by the driver, by road conditions or some combination of the two.[83] Many vehicle injury attorneys dissent from this view.[84][85]

In response to Firestone's allegations of the Explorer's design defects, NHTSA undertook a preliminary investigation and reported that further action was not required. Its conclusion was that the Explorer was no more prone to rollover than other SUVs given their high center of gravity.[86] The subsequent introduction and proliferation of electronic stability control systems have essentially addressed and mitigated this shortcoming.

In May 2001, Ford announced it would replace 13 million Firestone tires fitted to Explorer vehicles.[14]

On December 22, 2003, U-Haul, the largest American equipment rental company, announced it would prohibit its outlets from renting trailers to persons planning to tow behind Ford Explorers due to liability concerns, with no published data to substantiate the claim.[87] Unofficial reports from employees indicated that it was due to the rear bumper separating from the vehicle, including the tow hook assembly. U-Haul did not alter its policies regarding the renting of trailers to persons planning to tow behind the Mercury Mountaineer, Mazda Navajo or earlier versions of the Lincoln Aviator, which are all mechanically identical to the Ford Explorer.[87] In mid-2013, U-Haul began allowing Ford Explorers of model year 2011 and newer to tow their trailers. All other Ford Motor Company vehicles are allowed to tow U-Haul trailers.[88]

The 4.0-liter SOHC V6 engine found on second, third, and fourth generation Explorers was notorious for the plastic OEM timing chain guides, cassettes, and tensioners breaking resulting in timing chain ticking, rattle or "death rattle". This problem can occur as early as 45,000 mi (72,000 km) in some vehicles. When the engine is running for an extended period of time with this issue, the engine can jump timing or cease from running, damaging the heads and valves.

Timing chain rattle was mitigated in later years of the SOHC (in most vehicles, after 2002) with updated cassettes and tensioners.[89]

The 5R55 series transmissions found on second through fourth generation Explorers was also notorious for premature failures. Common issues with this transmission include but are not limited to servo pin bore wear, premature transmission case wear, and excessive valve body wear.[90]

Water pumps on 2011 to 2019 Ford Explorer and 2013 to 2019 Ford Police Interceptor Utility equipped with the 3.5L V6, 3.5L EcoBoost V6, and 3.7L V6 have a tendency to fail and potentially ruin the engine when they do. The water pumps on these engines are internally mounted and driven by the timing chain. As a result, when they fail, antifreeze is dumped directly into the crankcase; mixing with engine oil and potentially damaging the head gaskets and connecting rod bearings. Many of these water pump failures occur without warning and repairs often cost thousands of dollars as the engine needs to be disassembled or removed from the vehicle to access the water pump. In some cases, the engine will need to be replaced outright. A class action lawsuit was started against Ford as a result of this issue.[91]