Ford EXPLORER Parts | 2020 - 2023 | EcoBoost #A0282675K
Ford Explorer 2020 is a huge improvement over the old one The constant babbling of the auto industry about vehicle platforms and architectures can sometimes sound like a lot of hair-splitting. The sixth Ford Explorer arrives in 2020. It may seem like a step forward in favor of its predecessor, but there are many things happening that make this transformation more significant than it seems. Its new unibody platform, with a longitudinally mounted engine and standard rear-wheel drive, mimics the layout found in numerous luxury SUVs, marking the third major change in the Explorers construction, after transitioning from a truck-based SUV for the first four generations to a transverse-engine crossover for the fifth. It was about time. The previous Ford Explorer aged less than gracefully over a lifespan stretching between 2011 and 2019, and its ancient Volvo-derived architecture - with origins dating back before the end of the century - was largely to blame. These bones, which are fossils by automotive standards, have finally given way to this new sixth-generation model, based on rear-wheel drive (all-wheel drive is optional), which brings a wide range of improvements. Much better to drive Chief among these is the way the new Explorer drives. Ford engineers say the rear-wheel-drive chassis brings a new sense of balance, thanks to its improved weight distribution, and they are right. Where the old model was dreadful and lifeless, the new one is composed and collected on a variety of terrains. The overloaded steering prevents it from feeling particularly agile, but proper damping keeps body movements minimal and the ride smooth and stable. While far from playful, the Explorer inspires confidence on a winding road and has gone from being one of the worst-driving three-row family SUVs to one of the best. Explorer ST with 400 HP V-6, but engine options for the rest of the lineup include a 300-HP turbocharged 2.3-liter four-cylinder, a 365 HP version of the STs twin-turbo 3.0-liter V-6, and a hybrid powertrain that uses a 3.3-liter V-6 with a single 44 HP electric motor. The Ford/GM co-developed 10-speed automatic is the only transmission choice for each engine, and they can tow between 5000 and 5600 pounds when equipped with an optional towing package. The 2.3-liter engine is perfectly adequate, with smart transmission mapping making the most of the available midrange torque. The hybrid offers a slightly higher output, at 318 combined horsepower, but its added weight compensations mean its acceleration feels roughly equal to the turbo-four from our seats perspective. However, the hybrids lack of refinement is a letdown; its harsh transition between electric and gas power and spongy brake pedal could be resolved with better tuning. And it should be, considering the $4150 premium over the four-cylinder. The hybrid Explorer introduces a new type of gas-drive traction setup to the Ford lineup that the company refers to as a modular hybrid transmission. Instead of the power-split settings seen on many smaller, more economical hybrids, the Explorer hybrid does not use a planetary set or dual electric motor generators. Instead, it places a single 44 HP electric motor between the V-6 gas engine and the 10-speed automatic transmission. Intended for larger vehicles meant for towing and hauling, this hybrid system relies less on the electric motor and focuses more on power and capability than sipping fuel. We suspect some similar electric motors will make their way to the promised hybrid versions of the next-generation F-150 pickup and the upcoming Bronco SUV. Meanwhile, the twin-turbo 3.0-liter engine available in Platinum packs a real punch. Despite being slightly detuned from the STs 400 HP version, the 365 HP tune in the Platinum moves the Explorer with authority and sounds good doing it. Space for carrying people and things Some of the static improvements of the Explorer are due less to its changed appearance than to its new platform, which is not a hack job like its predecessor. Because the old models platform had been dramatically stretched to create such a large SUV, its interior was oddly proportioned. Wide side sills and a high cowl created a bathtub-like feel in the front seats, and there wasnt as much useful cargo space inside as its large footprint suggested. The seating position of the new car is much more natural, and outward visibility is improved. Cargo space is effectively a wash compared to the old Explorer, as the new car has more cargo volume with all seats folded but fewer cubic feet behind the second and third rows when in use. Still, many of the Explorers front-wheel-drive competitors are better packaged, and Fords third-row seat is particularly disappointing. Although access is easier than before, thanks to a button that easily triggers the second-row seats (offered as either a three-seat bench or individual captains chairs), the rear rows bottom cushion is low and unsupportive. This issue, where passengers knees are forced into their chests, plagues many third-row seats, but rivals from Subaru, Volkswagen We found the first two rows to be more pleasant than before. Even at lower levels, the door panels and dashboard largely use soft-touch materials, and everything fits well enough. The dashboard is devoid of design flair, but were willing to give it a pass because its so functional and easy to use. The climate controls are logically arranged, the radio can be controlled via real tuning and volume knobs, and the central touchscreen display is clear and has well-organized menus. A 10.1-inch vertically oriented touchscreen is also an option. Wide price range The few driver-assistance systems that arent standard are offered as options at a reasonable price, and desirable features like a power liftgate and tri-zone automatic climate control are included on the board. Mainstream XLT and Limited models with the four-cylinder are competitively priced in the high $30,000 to $40,000 range, and for that kind of money, the Explorer is a compelling contender in the non-luxury three-row SUV segment. (A less expensive base model starting at $30,000 is coming soon.) Paying nearly $55,000 for the hybrid or even over $60K for a fully loaded Platinum model is a tougher sell. You can get the closely related and better-named Lincoln Aviator with the same turbocharged V-6 for similar money, not to mention some serious European SUVs for just a few thousand more. But the fact that we can even discuss the Explorer in this type of company with a straight face means this domestic SUV has entered a new environment, not least because of whats happening underneath it.
2026