2025 Ford Explorer

Inside, thankfully, the 2025 Explorer looks much different than last year’s model. Ford has revamped materials, surfaces, and touch points throughout this SUV’s cabin, essentially redesigning it, even though most of the dimensions also remain the same and the center console remains disconcertingly wide. The emphasis shifts away from the drab surfaces and matte-metallic bezels of its predecessor, and over to soft touchpoints nearly everywhere, with fabric-like materials for the upper dash and more padded areas along the doors and dash.

Ford has also resculpted the Explorer’s instrument panel and made functionality improvements to the center console. While an infotainment system previously topped the dash in portrait mode, it now goes landscape, while staying up high and just in the line of sight. A zone in the middle holds two phones, with the left of the two allowing wireless charging.

Rear-wheel drive is standard on all four trim levels of the Explorer, but you can opt for all-wheel drive on any of them. It’s Ford’s so-called Intelligent 4WD system, an all-wheel-drive system that relies on a hydraulic clutch pack to send more torque to the front wheels when demanded by slip. Last year’s AWD-only Timberline version is gone for now, and ground clearance for the Explorer lineup doesn’t exceed Subaru territory. Although all versions of the Explorer include Normal, Tow/Haul, Sport, Eco, Slipper, Deep Snow/Sand, and Trail drive modes that affect the behavior of the transmission and AWD system.

How fast is the Ford Explorer?

The Explorer is quick and relatively refined with its base engine and transmission combination, with 0-60 mph times under seven seconds—although it can pause momentarily before passing zip arrives.

The sporty ST is the way to go for those who prioritize performance. With a 3.0-liter turbocharged V-6 making 400 hp and 415 lb-ft of torque, it can get to 60 mph in about 5.5 seconds and is impressively quick in highway-speed passes—and well beyond, as Ford enables a top speed of 143 mph for this model. To accompany the extra power, the Explorer ST gets a sport-tuned suspension, performance-upgraded front and rear brake calipers, and 21-inch wheels.

Across the Explorer lineup, ride and handling are Explorer strengths. While the Explorer rides as soft as families will want for comfort, it also handles with surprising athleticism versus other SUVs this size; filter out the idea of how high you’re riding, and it can feel tuned like a sedan.

The V-6 is also available on the Platinum, but there it uses a taller drive ratio that blunts its sharpness a bit; it would likely be the most easygoing pick of the lineup for towing, though.

All Explorer models now include the former Trailer Tow package and are good for towing 5,000 pounds.

Overall, we like the Explorer’s front seating comfort, spacious second row, and versatile cargo area. Fit and finish are impressive, too, amounting to a rating of 9 here.

The third-row seat is an exception to that, though. Don’t ask taller adults to sit in the back seat for anything more than a quick trip across town. Even if you do, they’d better be limber as getting back there is difficult with the rather low roofline and a second row that doesn’t get completely out of the way. The six-passenger layout does allow somewhat easier access to the third row, although both second-row seat choices are proportioned for adults and very comfortable.

Ford has redesigned the dashboard, seat upholsteries, door panels, and all the surrounding trim for 2025. Front-seat accommodations in the Explorer are plush, although top leather-upholstered versions still don’t feel quite as luxurious as materials used in some rivals. We’re a fan of the grippy ActiveX synthetic upholstery used in base Active models, though.

Despite the redesign, the interior still has one noteworthy spatial shortcoming: Its center console, built over a drive tunnel, feels far wider than it should be to optimize space. Although Ford has added some new padding, it’s still something taller drivers will notice and it makes the footwells feel more confining than those of most rivals.

For the most part, the Explorer is smooth-riding, quiet, and refined, and it gives the impression of a luxury vehicle even though it bears a mainstream badge. One exception: Ford uses a so-called engine sound enhancement system in the Explorer, to play more of what it considers to be desirable engine sounds, over the cabin speakers. It varies by drive mode, and Ford dials it up a bit in the ST, but for the most part it feels like a non-sequitur most Explorer families will want to do without.

The 50/50-split third row folds flat into the floor, allowing 16.3 cubic feet behind it—just enough for a row of grocery bags. With the rear row folded, the Explorer can haul 46.0 cubic feet, and both rows fold for a maximum of 85.8 cubic feet.

That said, the Explorer builds on a very strong safety reputation. The 2024 model was an IIHS Top Safety Pick+, and the NHTSA has awarded the most recent model years a five-star overall rating.

The 2025 Explorer includes loads of standard active-safety systems, such as automatic emergency braking with pedestrian detection, blind-spot monitors (with trailer coverage), rear cross-traffic braking, and active lane control. Front parking sensors, an advanced intersection-assist system, and a surround-view camera system are optional.

That leads to the one safety shortcoming we see in the Explorer: old-fashioned, eyes-to-the-road outward visibility. The combination of a relatively low (for an SUV) seating position, a high beltline, and rather long hoodline, with rounded corners and those Explorer-iconic thick rear side pillars, altogether leaves a lot of guesswork for maneuvering in tight spaces if you don’t have that surround-view camera system.

Beware, adding some options to the Explorer may have a series of prerequisites. For instance, adding the twin-panel sunroof to the base Active model means also adding 4WD and a wheel upgrade—to the tune of $8,450 in all.

Ford includes a 3-year/36,000-mile basic warranty plus 5-year/60,000-mile coverage on powertrain items. That’s pretty much standard for the market and gets no bonus points or demerits.

Infotainment: A Google shift, without shunning iPhone users

The big news is that Ford has replaced the Explorer’s previous underwhelming infotainment systems with a bright, clear 13.2-inch touchscreen system, mounted in landscape orientation and edging up above the rest of the dashboard. Built on Android Automotive OS, it can tap directly into apps on the Google ecosystem—like Google Maps, or various audio streaming apps—but it’s also compatible with wireless Apple CarPlay and Android Auto. All models also get a complementary 12.3-inch digital gauge cluster that can directly display Apple Maps navigation.

To help keep those apps running and enable over-the-air updates, the Explorer includes a 5G cellular connection. Ford hasn’t yet at the time of writing determined pricing beyond an introductory year, and it says much or all of that functionality could be accessed with a phone’s hotspot shared to the system.
Another tech-feature decision Explorer drivers will need to make is whether or not to add/enable Ford’s BlueCruise 1.2 with improved lane placement and semi-automated lane changes. You can add a 1-year subscription to BlueCruise as a $700 factory option. Otherwise, Explorer buyers will get a 90-day free trial, then the feature set will cost $800 per year or piecemeal $80 per month.

Which Ford Explorer should I buy?

We’d go with the base 2025 Ford Explorer ST-Line, costing $46,110. For another $2,995, it gets AWD plus a so-called Street Package with 21-inch painted wheels, performance brakes, and red brake calipers—essentially echoing the look of the performance ST version but keeping the price tag under $50,000.

How much is a fully loaded Ford Explorer?

The performance-oriented ST, with its turbocharged V-6, adding all-wheel drive, a power-folding third row, the black-painted roof option ($4,895), entry keypad, premium paint, and performance graphics, altogether runs nearly $67,000.

You can also add the V-6 to the Platinum, but it requires the Ultimate Package and its quilted leather upholstery and 21-inch polished alloy wheels. That combination tops $60,000 and approaches the price of the ST.

Ford expects turbo-4 models to be the best-sellers, with more of those featuring all-wheel drive; in that popular combination it’s EPA-rated at 20 mpg city, 27 highway, 23 combined—enough for a 2 on our scale.

Rear-wheel-drive turbo-4 models get 20/29/24 mpg. With the turbo V-6, the Explorer ST or Platinum models are slated to get 18 mpg city, 25 highway, 21 combined, whether with rear- or all-wheel drive.

Ford previously offered the Explorer with an available Hybrid powertrain, but that model’s high sticker price, marginally better EPA ratings, and lackluster drivability added up to a hard sell.