According to Au7o's analysis of 5,447+ owner reports, the 1991-2026 Ford Explorer has 72 documented known issues, with 36 rated critical. The most serious are Exhaust Fumes / Carbon Monoxide Cabin Intrusion (NHTSA Investigation Closed Without Recall) ($0-$500 repair), 3.5L Internal Water Pump Failure ($1,500-$8,000 repair), Rear Axle Mounting Bolt Fracture ($0-$2,500 repair), Electric Power Steering Failure ($1,700-$3,700 repair), Internal Radiator Transmission Cooler Rupture Causing Coolant/ATF Cross-Contamination ('Pink Milkshake') ($400-$3,500 repair), 2.3L EcoBoost Turbocharger Oil Supply Line O-Ring Leak and Under-Hood Fire Risk (Recall 23V597) ($0-$0 repair), Second-Row Outer Seat Belt Lower Anchor Bolts Improperly Secured ($0-$0 repair), Loose Trailer Hitch Assembly Bolts — Loss of Handling or Trailer Detachment While Towing ($0-$0 repair), . at .
, Rear Suspension Toe Link Ball Joint Corrosion and Fracture Causing Loss of Steering Control (Recall 21V537 / 19S17-21S32) ($0-$0 repair)
, Throttle Body Failure on 4.6L V8 Causing Wrench Light, Limp Mode, and Sudden Loss of Power ($350-$900 repair)
, Timing Chain Cassette and Guide Failure on 4.0L SOHC V6 ($1,800-$4,500 repair)
, EGR Valve Poppet Head Detachment Causing Unexpected Loss of Drive Power (Recall 26V122) ($0-$0 repair)
, Engine Failure Requiring Long Block Replacement (Recall 26V343 / Ford 26S35) ($0-$0 repair)
, Incorrectly Installed Piston Circlips — Piston Failure and Loss of Drive Power ($0-$0 repair)
and Powertrain Control Module Reset Damaging Park System, Causing Rollaway or Engine Stall (Recall 25V239 / 25S35) ($0-$0 repair)
The most commonly reported issue is Exhaust Fumes / Carbon Monoxide Cabin Intrusion (NHTSA Investigation Closed Without Recall) with 1,500 owner reports.
Across all issues with published estimates, repair costs range from $25 to $8,000.
Ford Motor Company (Ford) is recalling certain 2025-2026 Lincoln Corsair, Lincoln Aviator, and Explorer vehicles. The windshield glass may have visible air bubbles, which can obscure the driver's visibility. As such, these vehicles fail to comply with the requirements of Federal Motor Vehicle Safety Standard number 205, "Glazing Materials."
Campaign #25V73000024/10/2025
EXTERIOR LIGHTING:HEADLIGHTS
Ford Motor Company (Ford) is recalling certain 2025-2026 Explorer vehicles. The Dynamic Bending Light (DBL) system software may cause the passenger-side headlight to turn in the wrong direction when driving through curves in the road. As such, these vehicles fail to comply with the requirements of Federal Motor Vehicle Safety Standard number 108, " Lamps, Reflective Devices, and Associated Equipment."
Campaign #26V12100003/03/2026
TRAILER HITCHES
Ford Motor Company (Ford) is recalling certain 2024-2026 Explorer and 2024-2026 Lincoln Aviator vehicles. The trailer hitch assembly bolts may be loose.
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According to Au7o's analysis of 5,447+ owner reports, the 1991-2026 Ford Explorer has 72 documented issues. The most frequently reported are: Exhaust Fumes / Carbon Monoxide Cabin Intrusion (NHTSA Investigation Closed Without Recall), 3.5L Internal Water Pump Failure, Rear Axle Mounting Bolt Fracture. Of these, 36 are rated critical and should be addressed promptly.
Is the Ford Explorer reliable?
The 1991-2026 Ford Explorer has 72 known issues documented across 5,447+ owner reports. 36 issues are rated critical: Exhaust Fumes / Carbon Monoxide Cabin Intrusion (NHTSA Investigation Closed Without Recall) and 3.5L Internal Water Pump Failure and Rear Axle Mounting Bolt Fracture and Electric Power Steering Failure and Internal Radiator Transmission Cooler Rupture Causing Coolant/ATF Cross-Contamination ('Pink Milkshake') and 2.3L EcoBoost Turbocharger Oil Supply Line O-Ring Leak and Under-Hood Fire Risk (Recall 23V597) and Second-Row Outer Seat Belt Lower Anchor Bolts Improperly Secured and Loose Trailer Hitch Assembly Bolts — Loss of Handling or Trailer Detachment While Towing and Trailer Tail Lights Fail to Illuminate — Improperly Manufactured Body Control Module C and Easy-Entry Second-Row Seat Switch Binds — Seats Unlatch, Tip or Slide Unexpectedly and Automatic Transmission Park Pawl May Not Engage (NHTSA Recall 91V189000) — Rollaway Risk and 4.0L OHV cracked cylinder heads and blown head gaskets from overheating and Automatic transmission overdrive failure (A4LD / 4R55E) and Firestone/Wilderness AT Tire Tread Separation Causing Blowouts and Rollovers (Recall EA00-023) and 4.0L SOHC timing chain cassette, guide, and tensioner failure and 4.6L 2-Valve Triton V8 Spark Plug Ejection / Stripped Head Threads (TSB 07-21-2) and 5R55E Automatic Transmission Reverse Loss and Forward Clutch Slipping and 5R55W/5R55S Transmission Servo Bore Wear Causing Flare, Slip, and Delayed Reverse and Cruise Control Deactivation Switch Brake Fluid Leak and Underhood Fire Risk and Exhaust/carbon monoxide odor entering the cabin (NHTSA investigation PE16007) and Firestone tire tread separation and rollover safety crisis (NHTSA EA00-023) and Frame, rear subframe, and rocker/body-mount rust and Front Windshield Wiper Motor Failure (Recall 26V117 / 26S14) and Hard / Dropping Brake Pedal and Loss of Braking Reported on 2025 Explorer and Improperly Secured Seat Belt Anchor / Buckle Bolts May Not Restrain Occupants in a Crash (Recall 25V093) and Internal timing-chain-driven water pump failure leading to coolant-in-oil and possible engine destruction and Power Transfer Unit (PTU) overheating and bearing failure on AWD models and Rear Coil Spring Rust and Fracture Causing Sudden Ride-Height Drop and Tire Puncture Risk and Rear Driveshaft Weld-Seam Fracture (Recall 20V693000 / 20S65) and Rear Suspension Toe Link Ball Joint Corrosion and Fracture Causing Loss of Steering Control (Recall 21V537 / 19S17-21S32) and Throttle Body Failure on 4.6L V8 Causing Wrench Light, Limp Mode, and Sudden Loss of Power and Timing Chain Cassette and Guide Failure on 4.0L SOHC V6 and EGR Valve Poppet Head Detachment Causing Unexpected Loss of Drive Power (Recall 26V122) and Engine Failure Requiring Long Block Replacement (Recall 26V343 / Ford 26S35) and Incorrectly Installed Piston Circlips — Piston Failure and Loss of Drive Power and Powertrain Control Module Reset Damaging Park System, Causing Rollaway or Engine Stall (Recall 25V239 / 25S35). Prospective buyers should inspect for these issues and factor potential repair costs into their purchase decision. Regular maintenance following the manufacturer's schedule helps prevent many common problems.
Content on this page was compiled with AI assistance using NHTSA complaints, TSBs, owner reports, and public automotive data. While we strive for accuracy, this information may contain errors. Always verify repair procedures and specifications with your vehicle's service manual or a qualified mechanic.
Filter:
When Issues Typically Appear
Cruise Control Deactivation Switch Brake Fluid Leak and Underhood Fire Risk
0K-200K
PTU (Power Transfer Unit) Failure
24K-36K
Liftgate Applique Panel Cracking and Liftgate Glass Hinge Corrosion/Separation
40K-140K
Throttle Body Failure on 4.6L V8 Causing Wrench Light, Limp Mode, and Sudden Loss of Power
Timing Chain Cassette and Guide Failure on 4.0L SOHC V6
70K-180K
Rear Wheel Bearing and Hub Failure Causing Growling Noise and ABS Concerns
80K-170K
050K100K150K200K mi
Community reported
1,500 owners
NHTSA opened an investigation in July 2016 into 2011-2017 Ford Explorer carbon monoxide intrusion after 6,500+ complaints, 657 alleged injuries, and 3 deaths. After 6 years of testing, NHTSA closed the investigation in January 2023 WITHOUT a recall — agency findings concluded that CO levels in the cabin met current health standards in correctly-configured vehicles, and elevated levels traced to (a) aftermarket upfitter modifications on Police Interceptor variants and (b) rear-end collision damage compromising exhaust seals. Ford issued Field Service Action 17B25 (NOT a recall) for affected Police Interceptors, addressing sealing issues and adding HVAC reprogramming. Consumer Explorers were generally cleared. Owners experiencing odors should have the exhaust system inspected for collision damage or aftermarket leaks; sealing repairs and HVAC reprogramming are available.
Common Symptoms
Exhaust odor inside vehicle cabin
Headaches, dizziness, or nausea while driving
Symptoms worsen during highway driving or going uphill
Symptoms increase when A/C is on recirculation mode
Drowsiness while driving
How to Fix
Inspect and seal rear lift gate gaskets. Check and repair drain valves. Reprogram HVAC system to increase fresh air intake. Inspect and repair exhaust system leaks. Ford Customer Satisfaction Program 17B27 provides free repairs.
High Confidence1,500 owner reportsLast reported by owners Feb 2024Reviewed Feb 2026
Community reported
567 owners
An intermittent connection in the electric power steering gear can cause the electric power steering assist system to shut down unexpectedly while driving. This results in significantly increased steering effort required, which can be dangerous especially at low speeds during parking maneuvers or in emergency situations.
Common Symptoms
Power steering warning light illuminated
Grinding or rubbing noise from steering
Sudden loss of power steering assist
Steering becomes very heavy/difficult to turn
Intermittent power steering operation
How to Fix
Replace electric power steering gear assembly. Steering control module reprogramming. Check and repair wiring connections to steering gear.
High Confidence567 owner reportsLast reported by owners Feb 2024Reviewed Feb 2026
The seat belt anchor bolts at the second-row outer seating positions may not have been properly torqued during assembly, leaving the buckle or lower anchor loose. Ford recalled 2020-2026 Explorer and Aviator vehicles under NHTSA 26V159000 (Ford 26C18) in March 2026 — a repeat of the same defect Ford had addressed on an earlier population in early 2025. A loose lower anchor lets the belt pay out under crash load and will not properly restrain a second-row occupant. Owners can often detect it by pulling firmly on the buckle stalk and feeling movement at its base.
Common Symptoms
Second-row seat belt buckle stalk moves or wobbles at its base
Visible gap or loose bolt at the seat belt lower anchor
Rattle from the second-row seat belt anchor area
How to Fix
Check the VIN against NHTSA 26V159000. Dealers inspect the second-row outer seat belt lower anchor bolts and repair or replace them as necessary, free of charge; owner letters were mailed March 30, 2026 and VINs became searchable on NHTSA.gov March 19, 2026. Do not attempt to re-torque a seat belt anchor yourself — these are specified fasteners and the bolts are replaced, not simply tightened, when found loose.
The switch that operates the easy-entry (tip-and-slide) second-row outer seats can bind or stick in the actuated position, causing the seat to unlatch, tip forward or slide without the occupant commanding it. Ford recalled 387,911 vehicles under NHTSA 26V451000 (Ford 26S52) in July 2026, covering 2020-2026 Explorer and 2020-2027 Aviator — which includes all 2024, 2025 and 2026 Explorers. A second-row seat that releases in a crash cannot restrain its occupant. Ford previously addressed the same mechanism on a narrower population under NHTSA 25V393000.
Common Symptoms
Second-row outer seat tips or slides forward on its own
Seat will not stay latched in the upright position
Easy-entry switch feels stuck, mushy or stays depressed
Seat releases while driving over bumps
How to Fix
Check the VIN against NHTSA 26V451000. Dealers will inspect and replace the bezel around the easy-entry switch as necessary, free of charge. Interim owner notifications went out July 27, 2026, with the actual parts remedy expected January 2027. Until the repair is available, if the second-row seat has ever released on its own, avoid carrying passengers in that position. Check the seat is fully latched (push and pull on the seatback) every time it is returned upright.
The 1995-2001 Explorer was factory-fitted with P235/75R15 Firestone Radial ATX, ATX II and Wilderness AT tires that suffered tread-belt separation, especially in hot climates and when underinflated to Ford's low placard pressure. A rear tread separation at highway speed frequently sent the tall, relatively narrow-track Explorer into a rollover. NHTSA linked the failures to hundreds of deaths and over 700 injuries, triggering the August 2000 recall of 6.5 million tires and the 2000 TREAD Act. Owners of surviving high-mileage examples still search this because any period-original or old-stock Firestone AT tire is suspect.
Common Symptoms
Vibration or thumping at highway speed
Visible tread bulge or lump in the sidewall/tread
Sudden loud blowout and pull to one side
Tread pieces separating from the tire
Loss of vehicle control / rollover tendency after a rear tire failure
How to Fix
Replace any remaining original-era Firestone ATX/ATX II/Wilderness AT tires immediately regardless of tread depth (age/dry-rot alone condemns them). Fit a modern LT/P-metric all-season from a current manufacturer and, critically, inflate to a safe modern pressure (~30-35 psi) rather than Ford's original low 26 psi placard figure, which contributed to heat build-up. Inspect for uneven wear indicating worn ball joints or alignment that accelerate belt separation.
Many Ford vehicles of this era, including the Explorer, were subject to recalls for the speed control deactivation switch mounted on the brake master cylinder. The switch can leak brake fluid internally, overheat, and in some cases cause an underhood fire even when the vehicle is parked and the ignition is off. This is a well-documented safety defect with multiple recalls and widespread owner awareness.
Common Symptoms
brake fluid leak at master cylinder switch
cruise control inoperative
burning smell from engine bay
smoke under hood
melted electrical connector
battery drain
How to Fix
Owners should verify recall completion by VIN and inspect the master cylinder area for signs of fluid seepage at the cruise control switch connector. The recall repair generally installs an updated fused jumper harness and/or replaces the switch. If there is any evidence of melting, smoke, or fluid contamination in the connector, the vehicle should not be parked indoors until repaired.
The defining safety issue of the 1990s Explorer: original-equipment and replacement Firestone ATX, ATX II, and Wilderness AT P235/75R15 tires (notably from the Decatur, IL plant) suffered tread/belt separation at highway speed. Combined with the Explorer's relatively high center of gravity and Ford's low recommended tire pressure (26 psi), separations frequently led to loss of control and rollover. NHTSA (investigation EA00-023) ultimately linked these failures to 184+ deaths and 700+ injuries, triggering the August 2000 recall of ~14.4 million tires and, later, Ford's own broader Wilderness AT replacement. NHTSA had begun logging related consumer complaints as far back as the early 1990s.
Common Symptoms
Sudden vibration or thumping before tire failure
Tread/belt separation at highway speed
Loss of vehicle control
Rollover during tire failure or evasive maneuver
Visible belt/tread lifting or bulging on tire
How to Fix
Any remaining recalled Firestone ATX/ATX II/Wilderness AT tires must not be used - replace them. For surviving 1990s Explorers, fit modern quality P235/75R15 (or period-correct size) tires, inflate to the door-jamb/Ford-updated pressure spec, and inspect tires for age, cracking, and belt separation given their advanced age. Maintain correct pressure and avoid overloading to reduce rollover risk in these tall, narrow-track SUVs.
Certain 2020-2021 Explorers (and Lincoln Aviators) may have improperly secured seat belt buckle anchor bolts at one or more seating positions, and/or an improperly secured seat belt retractor anchor bolt or anchor bolt at the second-row center seating position. A loose seat belt or buckle may not properly restrain an occupant during a crash, increasing the risk of injury. The campaign covers roughly 240,000 vehicles.
Common Symptoms
Loose or rattling seat belt buckle
Seat belt anchor feels loose when pulled
Visible play at the buckle base or retractor mounting
How to Fix
Under NHTSA recall 25V093000, dealers inspect the seat belt buckle anchor bolts at all seating positions (plus the second-row center retractor/anchor bolts if equipped) and replace affected components if loose bolts are found, free of charge. Interim letters were mailed April 10, 2025. Ford customer service: 1-866-436-7332.
On 2026-2027 Explorers, an unoccupied driver's seat can recline unintentionally during certain events such as a remote unlock or a remote start. Ford recalled 79,579 vehicles under NHTSA 26V470000 (Ford 26S53) in July 2026, covering 2026-2027 Explorer and Aviator. The hazard is the seatback traveling rearward into the second row and pinning a passenger, most plausibly a child left in a rear seat while the vehicle is remote-started. This is a memory-seat/power-seat module behavior, not a mechanical latch failure.
Common Symptoms
Driver's seat found reclined after a remote start or remote unlock
Driver's seat moves on its own with no one in it
Seat position does not match the stored memory profile
How to Fix
Check the VIN against NHTSA 26V470000. As of this writing the remedy is still under development and no owner notification schedule has been published — register the VIN for recall alerts at NHTSA.gov and with Ford customer service (1-866-436-7332). In the interim, do not remote-start or remote-unlock the vehicle while anyone is seated directly behind the driver, and check that the driver's seatback is upright before loading second-row passengers.
A small population of 2023 Explorers with the 2.3L EcoBoost engine may have a torn or cut turbocharger oil supply line O-ring. The damaged O-ring can let pressurized engine oil escape and contact a hot engine, increasing the risk of an under-hood fire; oil loss can also cause an engine stall and loss of motive power. Ford recalled the affected units (built at Chicago Assembly July 25-Aug 3, 2023; ~10 vehicles) in August 2023.
Common Symptoms
Oil-pressure warning light
Smoke from engine bay
Burning oil smell
Oil leak under engine
Engine stall / loss of power
How to Fix
Covered under NHTSA Recall 23V597: dealers replace the turbocharger oil supply line assembly free of charge. Owners are advised to stop and shut off the engine as soon as safe if an oil-pressure warning light illuminates or smoke is seen from the engine compartment, then arrange the recall repair.
The 4.0L SOHC V6 (introduced in the Explorer for 1997) uses a complex three-chain system: a crank-to-jackshaft chain at the front plus two cam chains at the rear of the engine, all riding on plastic guide 'cassettes' with hydraulic/spring tensioners. The plastic cassettes and the spring-loaded tensioners are a chronic weak point. Tensioners lose spring tension (often by ~75k-100k miles) and the plastic guides embrittle and shatter, dumping debris into the oil pan. This is one of the most-reported failures on the SOHC engine and is the single biggest reason to prefer the older OHV engine of the same displacement. The rear cassette job is extremely labor-intensive because it sits against the bell housing, requiring engine or transmission removal.
Common Symptoms
Rattle or clatter from front and/or rear of engine on cold start
'Bucket of bolts' noise that does not quiet down after 5 minutes of running
Rattle on deceleration or when warm
Rattle at mid-range 2500-3000 rpm
Check engine light / cam-crank correlation codes
Metal/plastic debris found in oil pan
How to Fix
For an early, front-only rattle, replacing the external tensioner(s) can buy time - but note that if the cassette guides are already damaged, new tensioners can add pressure to the failing guides. The accepted permanent fix is full replacement of all timing chains, guide cassettes, and tensioners (front and rear). Use only OEM/Cloyes-quality components and Motorcraft oil at correct viscosity; keep oil changes current since these chains are oil-pressure dependent. Do not ignore a persistent 'bucket of bolts' rattle that lasts more than a few seconds after start - a shattered cassette can jump timing and destroy the engine.
The optional 4.6L 2-valve modular V8 (shared with the Mercury Mountaineer) has aluminum heads that engage only a few spark-plug threads (~0.25 in). Under thermal cycling the plug can strip the threads and eject from the head, sometimes blowing out the coil boot with it. Ford acknowledged the stripped/missing-thread condition in TSB 07-21-2 for 1997-2008 4.6/5.4/6.8L 2V engines. Ejection causes a loud pop, sudden misfire and power loss, and a fuel-vapor fire risk.
Common Symptoms
Loud pop/bang followed by exhaust-like ticking
Sudden misfire and power loss
Ejected spark plug and/or coil boot in the engine bay
Check engine light with cylinder misfire code
Fuel/burning smell (fire risk)
How to Fix
Repair the stripped port with a heli-coil-style thread insert designed for the job — a Time-Sert or Ford's authorized LOCK-N-STITCH aluminum insert kit — rather than replacing the head where possible. Reinstall a new plug and coil boot to spec torque. Prevent recurrence by torquing plugs correctly and anti-seizing per updated practice; inspect all plugs when one lets go.
Later 4th-generation Explorers with the 4.6L 3-valve V8 commonly suffer electronic throttle body problems. Owners report the wrench light illuminating, the vehicle abruptly entering fail-safe mode, and the engine losing throttle response or dropping to idle while driving. This issue is well documented across Ford products using similar electronic throttle bodies and is frequently associated with internal motor or throttle position sensor faults.
Common Symptoms
wrench light on
sudden loss of throttle response
limp mode
reduced engine power
rough idle
stalling or near-stalling
How to Fix
Diagnosis includes scanning for throttle actuator and correlation codes, checking connector condition, and confirming commanded versus actual throttle angle. The usual fix is replacement of the throttle body assembly, followed by idle relearn and clearing codes. Cleaning may help if carbon buildup is minor, but many failed units require complete replacement.
The 4.0L SOHC Cologne V6 is notorious for timing chain guide and cassette failures, especially the rear cassette that is difficult to access with the engine installed. Plastic guide material breaks down over time, causing startup rattle, persistent chain noise, cam timing errors, and eventually severe engine damage if the chain jumps timing. This is one of the best-known Explorer engine problems of the era and is documented across owner forums, repair databases, and NHTSA complaints.
Common Symptoms
rattle at cold start
timing chain noise from front or rear of engine
check engine light
rough running
misfire
loss of power
no-start if timing jumps
How to Fix
Diagnosis includes listening for chain rattle at cold start and idle, checking cam/crank correlation codes, and inspecting timing components if noise is present. Proper repair requires replacing the affected timing cassettes, guides, tensioners, and often chains; because rear timing components are at the back of the engine, labor is extensive and many shops remove the engine. Replacing only external tensioners may reduce noise temporarily but does not fix broken guides.
Ford recalled 1,536 vehicles — 2025-2026 Explorer, Ranger and Bronco — under NHTSA 26V343000 (Ford 26S35) because the engine may fail outright, resulting in a sudden loss of drive power. NHTSA classifies the defect under engine hard parts, internal/mechanical, and the remedy is a complete engine long block replacement rather than a component repair, which indicates a rotating-assembly or block-level manufacturing defect. Ford sent an interim notification June 5, 2026 with the actual remedy not available until November 2026, meaning affected owners are driving on a known-defective engine for months.
Common Symptoms
Sudden loss of drive power / engine shuts off while driving
Knocking or abnormal mechanical noise from the engine
Low oil pressure warning
Engine will not restart after a failure event
How to Fix
Check the VIN against NHTSA 26V343000. Dealers will replace the engine long block free of charge; the interim owner letter was mailed June 5, 2026 and the remedy is scheduled for availability in November 2026. Until then, treat any new knocking, oil pressure warning, or power loss as a stop-driving event and have the vehicle towed. Keep every service record and any dealer diagnosis, since long-block availability is the limiting factor and documented failures get scheduled first.
A batch of 2026 Explorer engines (the same campaign also covers the 2026 Mustang) were built with engine piston circlips incorrectly installed. A displaced circlip lets the wrist pin walk and score or hole the cylinder wall, producing piston failure, severe engine damage and a loss of drive power. Ford recalled 278 vehicles under NHTSA 26V205000 in March 2026. The population is small and VIN-specific, but the failure is catastrophic and typically arrives with little warning beyond a sharp metallic rattle from one cylinder.
Common Symptoms
Sharp metallic rattle or ticking from one cylinder
Misfire or rough running
Sudden loss of power / engine stall
Metal debris in the oil
How to Fix
Check the VIN against NHTSA 26V205000. Dealers inspect the engine for missing or mis-installed circlips and replace the engine as necessary, free of charge; owner notification letters were mailed April 10, 2026. A sharp ticking or rattling that is loudest at light load and does not change with oil level warrants immediate inspection — continuing to drive turns a covered inspection into a destroyed block.
Explorers (especially the Sport and Platinum) with the twin-turbocharged 3.5L EcoBoost are widely reported to develop cylinder misfires, a flashing check-engine light, rough idle and a loss of power that owners frequently chase by replacing ignition coils and spark plugs. The turbocharged, high-heat environment is hard on plugs; the factory Motorcraft SP-534 plug wears its ground strap prematurely and pre-2018 engines (which lacked port injection) suffered intake-valve carbon buildup that aggravates misfires. A recurring root cause traced on the forums is broken/seized exhaust manifold studs that create a vacuum-style exhaust leak right at the cylinder head, which repeatedly destroys coils and triggers misfire codes until the bolts are addressed. Ford never issued a recall for the manifold studs.
Common Symptoms
Flashing or steady check-engine light
Cylinder misfire / rough idle
Loss of power or hesitation under boost
Ticking/exhaust-leak noise on cold start
Repeated coil failures after replacement
How to Fix
Replace all six spark plugs with the updated Motorcraft SP-580 (supersedes SP-534, pre-gapped to ~0.032 in) and renew failed coil-on-plug units; do plugs as a set on or before the 60,000-100,000 mi interval (severe-duty/towing service much sooner). If misfires recur after coil/plug replacement, inspect for broken exhaust manifold studs/bolts and an exhaust leak at the head and replace the studs. Adding a catch can and the updated SP-580 plug reduces fouling on pre-2018 (DI-only) engines.
What you need to fix it
Only diagnosis- and fitment-reviewed repair parts are linked here.
Ignition Coil
Cross-refGN10237
Fitment confirmed against the ShowMeTheParts catalog for this vehicle's year and engine.
The 4.0L V6 uses a camshaft synchronizer (a gear-driven cylindrical housing that also drives the oil pump intermediate shaft) with the camshaft position sensor mounted on top. The plastic vane/'flag' on the synchronizer and the sensor's internal magnet wear or come apart, mangling each other. This sets a P0340 (and often P0344) cam sensor code, produces a hard misfire, rough running, and stalling. Owners report the sensor magnet falling out and destroying the vane. Because the synchronizer shaft also drives the oil pump, a badly worn/seized unit is more than an electrical nuisance.
Common Symptoms
Check engine light with P0340 / P0344
Rough idle and misfire under load
Stalling or hard start
Ticking/rattle from the synchronizer area
Occasional no-start
How to Fix
Replace the camshaft synchronizer AND the camshaft position sensor as a set (do not reuse an old synchronizer with a new sensor). The synchronizer must be installed with a special alignment/synchronizer positioning tool (Ford 303-589 / equivalent) so the sensor vane is clocked correctly, or the engine will run poorly or throw the code again. Verify oil pump drive engagement and confirm no plastic debris fell into the timing area.
What you need to fix it
Only diagnosis- and fitment-reviewed repair parts are linked here.
Engine Camshaft Position Sensor
Cross-ref235-1027
Fitment confirmed against the ShowMeTheParts catalog for this vehicle's year and engine.
3.5L EcoBoost-equipped Explorers (Sport, Platinum, and Police Interceptor Utility) commonly develop a rattling/knocking noise for 1-3 seconds on cold start-up caused by worn variable camshaft timing (VCT) phasers. The phaser lock pins fail to hold the cam sprockets in position after shutdown, so the phasers rattle against the timing chain until oil pressure builds. Over time the phasers and primary chain wear further, the rattle lengthens, and severe cases can throw cam/crank correlation codes or cause internal timing damage. Ford issued a TSB and released redesigned phasers with improved locking pins.
Common Symptoms
Metallic rattle or knock for 1-3 seconds on cold start
Rattle at idle after warm restart in severe cases
Ticking that grows longer over time
Check-engine light with cam timing codes in advanced cases
Rough idle or hesitation if timing has slipped
How to Fix
Confirm the noise is phaser-related (not the timing-chain-driven water pump). The permanent repair is replacement of all four updated VCT phasers plus the primary timing chain, guides, and tensioner; use 5W-30 full-synthetic and maintain strict oil-change intervals to slow wear. A longer initial crank or priming oil pressure before start can temporarily reduce the noise but is not a fix.
The 4.0L (both OHV and SOHC) drives the camshaft position sensor off a gear-driven 'synchronizer' assembly in place of a conventional distributor. The synchronizer's shaft/bushing wears or gums up with varnish, developing play and producing a distinctive squeak/chirp that is often mistaken for a belt or bearing noise, and eventually causing erratic CMP signals - rough idle, misfires, hesitation, and intermittent stalling or no-start. The chirp is typically worst when warm and persists with the serpentine belt removed, which is the standard field test to isolate it.
Common Symptoms
Loud chirp/squeak from engine, worse when warm
Noise persists with serpentine belt removed
Rough or unstable idle
Intermittent stalling
Misfire or hesitation
Occasional no-start
How to Fix
Replace the camshaft synchronizer and CMP sensor together. Critically, the new synchronizer must be installed with the correct clocking using the special alignment/hold-down tool - mis-timed installation causes driveability faults. Owners report that cheap aftermarket synchronizers are poorly machined and can bind in the aluminum bore or fail quickly, so a quality/Motorcraft unit is strongly preferred.
The 4.0L SOHC V6 is notorious for lean-bank codes P0171 and P0174 caused by unmetered air leaks rather than a dirty MAF. The plastic upper intake manifold and its rubber O-ring gaskets, plus the heat-degraded PCV elbow/hose near the throttle body, crack and collapse under vacuum, letting in unmetered air. The result is both banks reading lean, rough/erratic idle and hesitation — one of the most searched CEL complaints on the SOHC Explorer.
Common Symptoms
Check engine light with P0171 and P0174
Rough or erratic idle
Hesitation/stumble on acceleration
Occasional stall at idle
Whistle or hiss from the intake area
How to Fix
Smoke-test the intake for leaks. Replace the brittle PCV elbow/hose and the upper intake manifold gaskets/O-rings; inspect the intake plenum for cracks. Clean the MAF and check for a leaking gasket at the throttle body. Address the DPFE/EGR at the same time if EGR codes are also present, then clear the adaptive fuel trims.
First-generation gasoline direct-injection (GTDI) EcoBoost engines in the Explorer spray fuel directly into the cylinder, so no fuel washes the backs of the intake valves. Oil vapor and debris from the PCV system bake onto the valves over time, forming carbon deposits that restrict airflow. Owners typically notice rough idle, hesitation, reduced power, and occasional misfires after roughly 60,000-80,000 miles. Ford's later dual-injection EcoBoost (port + direct) mitigates this on newer engines.
Common Symptoms
Rough or unstable idle
Hesitation and reduced power
Misfires, especially cold
Reduced fuel economy
Symptoms building gradually after 60k+ miles
How to Fix
Confirm carbon buildup via borescope of the intake valves. The most effective repair is walnut-shell blasting the valves (intake manifold removal required); chemical GDI intake-valve cleaners used periodically help slow accumulation. Maintain oil-change intervals and consider an oil catch can to reduce PCV oil carryover.
NHTSA safety recall 91V189000 covers automatic-transmission-equipped 1991 Ford Explorers in which the park pawl does not always abut or engage the park gear when the shift lever is moved into Park. Because the lever still moves into the Park detent, an Explorer owner can shut the truck off believing it is securely parked when the transmission is not truly holding. NHTSA states this can result in the vehicle jumping out of gear unintentionally, rolling away when parked on a slope, and moving inadvertently when the engine is started. The recall campaign as a whole covers approximately 792,000 vehicles across all models included in it — that figure is campaign-wide and is not a count of Explorers.
Common Symptoms
Vehicle jumps or slips out of gear after being shifted into Park
Vehicle rolls away after being parked, particularly on a sloped surface
Unexpected vehicle movement when the engine is started
Shift lever feels like it is in Park but the vehicle is not held
How to Fix
The remedy is a free dealer repair: a Ford dealer repairs the transmission with a new park pawl so it properly engages the park gear. There is no charge to the owner for a safety recall. Enter your Explorer's VIN at nhtsa.gov/recalls to confirm whether recall 91V189000 is still open on your specific truck, then schedule the repair with any Ford dealer. Until the repair is done, set the parking brake firmly and avoid relying on Park alone, especially on an incline.
The 4-speed automatics behind the 4.0L - the early A4LD and the later electronically controlled 4R44E/4R55E - are a known weak point, commonly failing in the 120k-mile range, most often losing 4th gear (overdrive). The overdrive planetary is fragile (early units used a weaker pinion design, later updated to a 6-pinion gear), and a failing vacuum modulator on the A4LD can quietly cook the overdrive section. When the overdrive sprag or drum lets go, debris circulates and a full rebuild is required. A closely related driveline failure is the powdered-metal spacer between the crankshaft and flexplate: Ford's sintered spacer is brittle and cracks, causing a rattle, vibration, and eventually hard-start/no-start or driveline separation.
Common Symptoms
No 4th gear / no overdrive engagement
Slipping or flaring shifts
Delayed or harsh engagement
Rattle at idle in gear (cracked flexplate spacer)
Burnt-smelling transmission fluid
Vibration or hard-start/no-start (spacer failure)
How to Fix
Service the fluid and filter on a strict interval and add an auxiliary cooler if towing. Replace a suspect A4LD vacuum modulator early (inexpensive ~$25 external part). Lost overdrive or slipping generally requires a rebuild or replacement transmission with updated overdrive components. When the transmission or flexplate is out, replace the brittle OEM powdered-metal crank-to-flexplate spacer with a billet-steel upgrade (e.g., Sonnax) to prevent recurrence.
The 5R55E five-speed automatic (behind the 4.0L before the 5R55W/S arrived for 2002) commonly loses reverse and/or slips in Drive/1st as the low/reverse sprag, reverse clutch pack, and forward clutch wear. A broken tab on the pressure-regulating (EPC) solenoid in the valve body drops line pressure, so reverse — which needs the most pressure — engages late or not at all, and the engine flares on deceleration. High-mileage owners search this heavily as the truck 'won't back up.'
Common Symptoms
No reverse or delayed/harsh reverse engagement
Slipping or no movement in Drive/1st
Engine flare/rev on deceleration
Delayed forward engagement when cold
Burnt-smelling or dark transmission fluid
How to Fix
Diagnose with a line-pressure test and pan inspection before condemning the unit. Common repairs are the low/reverse sprag, reverse/forward clutch packs, and valve-body/EPC solenoid rebuild; worn units warrant a full rebuild. Service fluid and filter regularly; low/burnt fluid accelerates clutch slip. Address any radiator internal-cooler contamination first, as coolant intrusion is a frequent root cause.
A very common failure on third- and fourth-generation Explorers with the 5R55W/5R55S automatic is wear in the overdrive and intermediate servo bores inside the transmission case. As the bores wear, hydraulic pressure leaks past the servo pistons, leading to 2-3 flare, 3-5 flare, slipping, harsh engagement, and delayed or missing reverse. This issue is widely documented in owner complaints, transmission repair communities, and Ford service literature addressing shift flare and servo-related repairs.
Common Symptoms
2-3 shift flare
3-5 shift flare
delayed reverse engagement
slipping during acceleration
harsh shifting
transmission warning light
loss of reverse
How to Fix
Diagnosis usually includes confirming flare or slip during the 2-3 or 3-5 shift, checking line pressure, scanning for ratio/performance codes, and inspecting servo operation. A lasting repair typically requires installing oversized servo bore sleeves or a remanufactured valve body/case repair kit; fluid changes alone rarely fix worn bores once symptoms are established. If clutch damage has already occurred, a full rebuild may be necessary.
On certain 2025 Explorers built December 6, 2023 through September 6, 2024 with the 2.3L EcoBoost, the powertrain control module (PCM) can unexpectedly reset while the vehicle is operating. The reset can damage the transmission's park system or cause the engine to stall. A damaged park system can let the vehicle roll away when shifted to Park without the parking brake applied, and an engine stall produces a sudden loss of drive power. Approximately 24,655 vehicles are covered. Multiple owner reports of vehicles rolling away from Park and crashing prompted the action.
Common Symptoms
Vehicle rolls away after being shifted to Park
Sudden loss of drive power / engine stall while driving
Warning lights or messages on the dashboard
Transmission not holding in Park
How to Fix
Visit a Ford dealer for the free recall remedy under campaign 25S35 (NHTSA 25V239000): dealers reprogram/update the powertrain control module software. Until repaired, always set the parking brake when parking. Owner notification letters were mailed May 26, 2025. Ford customer service: 1-866-436-7332.
The Power Transfer Unit (PTU) on AWD-equipped Explorers is prone to premature failure due to its proximity to the exhaust pipe and catalytic converter, causing overheating. Fluid leaks from disconnected vent hoses are common, and if fluid level drops too low, the PTU can fail completely, disabling the AWD system.
Common Symptoms
Fluid leak underneath vehicle near front of transmission
Whining or grinding noise from front of drivetrain
AWD system malfunction warning
Shuddering during acceleration
Burning smell from drivetrain area
Complete loss of AWD functionality
How to Fix
Check and reconnect PTU vent hose if disconnected. Replace PTU seals if leaking. Complete PTU replacement if internal damage has occurred. Install aftermarket PTU cooler to prevent overheating. Regular PTU fluid changes every 30,000 miles.
High Confidence789 owner reportsLast reported by owners Feb 2024Reviewed Feb 2026
Community reported
567 owners
The 10R60 10-speed automatic transmission exhibits harsh shifting, delayed gear engagement, slipping between gears, and erratic behavior. Ford identified that actuators in the transmission are sometimes too tight, causing abnormal shifts. The transmission adaptive learning can also cause issues when it incorrectly learns driving patterns.
Common Symptoms
Harsh 1-2 and 3-4 gear shifts
Harsh 7-6 downshift
Delayed engagement into Reverse or Drive
Gear slipping during acceleration
Herky-jerky shifting during normal driving
Gear whine from transmission
How to Fix
Transmission control module software update (TSB 21-2046). Adaptive learning reset procedure. Transmission fluid change with Mercon ULV. Valve body replacement in severe cases. Complete transmission replacement if internal damage has occurred.
High Confidence567 owner reportsLast reported by owners Feb 2024Reviewed Feb 2026
The 2011+ transverse Explorer switched to the 6F50/6F55 six-speed automatic, which is widely reported for a sluggish 0-5 mph roll-out followed by a harsh 'bump' or clunk, plus torque-converter shudder and occasional shift flare. Ford addressed the low-speed bump with TSB 11-12-10 and the sluggish-acceleration-then-harsh-bump pattern with TSB 13-3-18, both calling for a PCM/TCM reflash; check-ball and separator-plate revisions were also used. Higher-mileage units can develop internal clutch/drum wear and lose 3rd/5th or reverse.
Common Symptoms
Harsh bump/clunk from a rolling stop (0-5 mph)
Sluggish or delayed acceleration then sudden engagement
Torque-converter shudder/vibration at light throttle
Shift flare or harsh/jerky 1-2 shifts
High-mileage loss of 3rd, 5th or reverse
How to Fix
Have the dealer apply the latest PCM/TCM calibration per TSB 13-3-18 / 11-12-10 to fix the harsh-bump and sluggish-roll-out behavior. Service the fluid with the correct Mercon LV (do not mix fluids); for shudder, a proper fluid exchange or torque-converter service helps. Persistent slipping/loss of gears at high mileage indicates an internal rebuild.
The 3.5L V6 engine (both naturally aspirated and EcoBoost versions) features an internal water pump located under the engine front cover. When this pump fails, it can leak coolant internally into the engine crankcase, contaminating the oil and potentially causing catastrophic engine damage if not caught immediately.
Common Symptoms
Coolant level dropping with no visible external leak
Engine overheating
Milky or frothy engine oil on dipstick
Sweet smell from engine compartment
Coolant weeping from front of engine
White smoke from exhaust
How to Fix
Replace internal water pump (requires removing timing cover). If coolant contaminated oil: complete engine oil flush and new oil/filter. If engine damage occurred: engine rebuild or replacement. Monitor coolant levels regularly as preventive measure.
High Confidence890 owner reportsLast reported by owners Feb 2024Reviewed Feb 2026
The factory radiator integrates the automatic transmission fluid cooler in an internal tank inside one end of the radiator. Over time the barrier between the coolant side and the ATF side cracks or the internal fittings leak, letting the two fluids mix. Coolant pushed into the transmission emulsifies the ATF into a pink/tan 'strawberry milkshake' that destroys clutch packs and the valve body; ATF in the coolant fouls the cooling system. It is one of the most feared silent killers on the 3rd-gen Explorer because coolant intrusion quickly ruins the 5R55W/5R55S transmission.
Common Symptoms
Pink/tan foamy 'milkshake' in the coolant reservoir
Oily film or ATF smell in the coolant
Overheating or low coolant
Transmission slipping, harsh or delayed engagement
Milky/contaminated transmission fluid on the dipstick
How to Fix
Replace the radiator with a new unit (and inspect/replace the cooler lines). If coolant reached the transmission, flush the cooling system AND service the transmission immediately — drop the pan, replace fluid and filter, and flush the cooler circuit; heavy contamination requires a rebuild. Many owners bypass the internal cooler and install an external transmission cooler to prevent recurrence.
What you need to fix it
Only diagnosis- and fitment-reviewed repair parts are linked here.
Radiator
Cross-ref221-9025
Fitment confirmed against the ShowMeTheParts catalog for this vehicle's year and engine.
The pushrod 4.0L OHV V6 (Cologne) is otherwise regarded as a durable 'tank,' but the cast heads are intolerant of overheating and are prone to cracking and gasket failure, typically appearing around 100k miles or after any single serious overheat event. The root cause is usually a neglected cooling system - worn thermostat stuck closed, tired fan clutch, marginal water pump, or old coolant - that lets the engine spike, warping and cracking the heads. Mechanics who initially diagnose a blown gasket frequently find a cracked head once the head is removed; there is no way to tell them apart until disassembly. Owners note this engine's sensitivity to cooling-system condition and that running too-heavy an oil in cold climates contributes to noisy, prematurely worn rocker arms as a related wear item.
Common Symptoms
Engine overheating
White sweet-smelling smoke from tailpipe
Milky tan oil (coolant intrusion)
Coolant loss with no visible external leak
Bubbling/pressurized coolant reservoir
Rocker/valvetrain clatter at cold idle (related wear)
How to Fix
Preventively flush the cooling system, replace the thermostat every ~2 years, and inspect the fan clutch, water pump, radiator, hoses, and belt. Use 5W-30 in colder climates to protect the rockers. Once a head is cracked or a gasket is blown, the fix is head removal, machine-shop crack inspection/resurfacing or replacement, and new head gaskets. Diagnose early with a combustion-gas (block) test on the coolant before catastrophic failure.
On the 2011-2019 transverse Explorer, Ford located the water pump INSIDE the engine, behind the timing cover, driven off the primary timing chain. When the pump's internal shaft seal fails, coolant first weeps from a passage on the passenger side of the block, but if ignored (or if the bearing fails) coolant is dumped directly into the crankcase, contaminating the oil ('milky' oil) and risking bearing/engine destruction. Because the pump is buried behind the timing cover, replacement is a 10-12+ hour teardown. This generated a class-action lawsuit (no recall was issued). Typical onset is roughly 100k-200k miles but failures as early as ~60k miles are documented in NHTSA complaints.
Common Symptoms
Coolant leak/weep from passenger side of engine
Slowly dropping coolant reservoir with no obvious external leak
Milky/tan oil on dipstick or under oil fill cap
Engine overheating / temperature warning light
Cold-start timing chain rattle as coolant thins the oil
How to Fix
At the first sign of a passenger-side coolant weep or low coolant, have the internal water pump replaced before coolant reaches the oil. Best practice is to replace the timing chain, guides and tensioners while the front of the engine is open. If oil is already milky, stop driving and tow it in, then flush the oil after repair. Some owners preemptively replace the pump around 100k miles.
The rear axle horizontal mounting bolt may fracture, causing the rear axle housing to move out of position. This can result in the driveshaft or half-shafts becoming disconnected, leading to loss of forward power and loss of transmission torque to the rear wheels, significantly increasing crash risk.
Common Symptoms
Severe noise and vibration from rear of vehicle
Clunking sounds when accelerating or decelerating
Vehicle pulls to one side
Loss of forward power while driving
Visible movement or misalignment of rear axle
How to Fix
Replace rear axle bolt with updated part. Replace subframe bushing. Inspect rear axle cover for damage and replace if necessary. Replace rear subframe, differential cover, and mounting bolts if bolt has already fractured.
High Confidence678 owner reportsLast reported by owners Feb 2024Reviewed Feb 2026
On the 2002-2005 independent-rear-suspension Explorer/Mountaineer the rear coil springs corrode and snap into pieces, sometimes with almost no off-road use, pointing to a manufacturing/coating defect. A broken spring drops that corner with a loud bang, and the fractured end can migrate outward and puncture the adjacent rear tire — a serious safety concern that generated dozens of CarComplaints reports. Especially prevalent in road-salt regions.
Common Symptoms
Loud bang followed by a corner sitting low
Clunking from the rear suspension
Visible broken/rusted spring coil
Cut or gouged inner rear tire sidewall
Uneven rear ride height
How to Fix
Replace the broken (and typically the opposite) rear coil spring in pairs, ideally with a complete strut/coil quick-strut assembly that has a rust-resistant coating and upgraded spring. Inspect the spring perches for corrosion damage and the rear tire sidewall for spring-contact cuts. Consider corrosion-protective coating in salt-belt climates.
On 2017-2019 Explorers (including Police Interceptor Utility), prolonged exposure to road salt can corrode and seize the cross-axis ball joint in the rear suspension toe link, causing the outboard section of the toe link to fracture. A fractured rear toe link can produce a sudden loss of rear-wheel alignment and loss of steering control, increasing crash risk. NHTSA later received owner reports and identified multiple toe-link fractures on these vehicles, and the recall covers roughly 413,000 vehicles. Owners in salt-belt/Rust Belt states are most at risk.
Common Symptoms
Clunking or knocking from the rear suspension
Sudden loss of steering/rear control
Rear-end wandering or vague handling
Uneven rear tire wear
How to Fix
Under NHTSA recall 21V537000 (Ford 19S17, expanded as 21S32), dealers replace the rear suspension toe links with an improved-design part at no cost. Owners should have both rear toe links inspected/replaced and watch for clunking or loose handling at the rear. Ford customer service: 1-866-436-7332.
The independent front suspension on the 2002-2010 Explorer/Mountaineer uses upper control arms with pressed-in ball joints that wear out relatively early. Worn upper (and lower) ball joints produce a clunk over bumps, vague/loose steering, and cupped or inner-edge tire wear. On these stamped-steel upper arms the ball joint is a press fit, and owners frequently report it will not stay seated once worn, so the practical fix is often the complete control arm.
Common Symptoms
Clunk or knock over bumps from the front end
Loose or wandering steering
Cupped or inner-edge tire wear
Vibration or looseness felt in the wheel
Play when the wheel is rocked top-to-bottom
How to Fix
Inspect upper and lower ball joints for play. Press in a new upper ball joint using a ball-joint press, or (more reliably on high-mileage arms) replace the complete upper control arm assembly with pre-installed joint. Replace in pairs, then perform a four-wheel alignment. Inspect tie rods and sway-bar links at the same time.
The fourth-generation (U251) Explorer commonly develops front lower ball joint and control-arm-bushing wear, producing a clunk or pop over bumps and during low-speed (parking-lot) maneuvers, along with vague steering and uneven tire wear. The ball joint is integrated into the lower control arm on these models, so wear often means replacing the arm assembly. Worn factory sway-bar end links contribute additional clunking. A severely worn ball joint can let the control arm separate from the steering knuckle, so it should not be ignored.
Common Symptoms
Clunk/pop over bumps
Knocking at low speed / parking-lot maneuvers
Loose or wandering steering
Uneven/inner-edge tire wear
Vibration through steering
How to Fix
Inspect ball joints for vertical play (lift hub up/down) and check control-arm bushings and sway-bar links. Replace the affected lower control arm/ball joint assembly (e.g., Moog RK-series control-arm/ball-joint assembly such as RK620625 for this generation) and sway-bar end links as needed, then perform a front alignment. Parts run roughly $80-$200 per side for end links/ball joints and $150-$300 per control-arm assembly, plus alignment.
On 213,121 2025 Explorers and Aviators, an improperly manufactured Body Control Module C fails to drive the trailer lighting circuit, so a connected trailer's tail lights do not illuminate. Ford recalled these vehicles under NHTSA 25V543000 (Ford 25C42) in August 2025. The trailer is effectively invisible from behind at night, and because the vehicle's own lights still work, owners often do not discover the fault until someone points it out. This sits squarely in the 2026 trailer-lighting/electrical recall wave.
Common Symptoms
Trailer tail lights do not illuminate while vehicle tail lights work normally
Trailer running lamps dead but brake/turn signals present (or vice versa)
Intermittent trailer lighting
No trailer lighting fault message on the dash despite dead lamps
How to Fix
Check the VIN against NHTSA 25V543000. Remedy is tiered by mileage: vehicles under 9,000 miles get Body Control Module C replaced outright; vehicles over 9,000 miles get a functional check first and the module replaced only if it fails. Both are free of charge; owner letters were mailed October and November 2025. Before every tow, physically walk behind the trailer and confirm tail, brake and turn lamps — do not assume the dash trailer-connected message means the lamps are lit.
The front windshield wiper motor can fail because the motor cover terminal is not properly aligned with the brush-card terminal, creating a poor internal electrical connection. This causes intermittent wiper operation or complete failure of the wipers, reducing visibility in rain/snow and increasing crash risk. In March 2026 Ford recalled 604,533 vehicles (2020-2022 Explorer and Escape, plus their Lincoln Aviator and Corsair siblings) built June 6, 2020-Dec 15, 2021; Ford counted 1,374 related warranty claims, roughly a 1% defect rate.
Common Symptoms
Wipers stop mid-sweep or won't run
Intermittent/erratic wiper operation
Wipers park in wrong position
No wipers in rain or snow
How to Fix
Covered under NHTSA Recall 26V117 (Ford 26S14): dealers inspect and replace the front wiper motor free of charge. Remedy notices went out May 11-15, 2026. If out of recall scope, the front wiper motor assembly is Motorcraft LB5Z-17508-B (superseded by LB5Z-17508-D); replacement typically runs ~$250-$500 parts and labor.
A software failure in the 360-degree camera system's image processing module can cause the rearview camera to display a blank/black image when the vehicle is placed in reverse, or the image may remain frozen on the display after the backing event has ended. This affects driver visibility and increases the risk of backing collisions.
Common Symptoms
Rearview camera shows blank/black screen when in reverse
Camera image frozen or not updating
Camera image remains on screen after shifting out of reverse
Camera is no longer operational error message
Intermittent camera flickering
How to Fix
Image processing module software update at dealership (free under recall). Camera module replacement if hardware failure. Check camera lens for dirt, debris, or condensation.
High Confidence456 owner reportsLast reported by owners Feb 2024Reviewed Feb 2026
The door latch assembly contains the ajar sensor and lock actuator; when the latch/actuator fails, the vehicle thinks a closed door is open. This produces a 'Door Ajar' message that won't clear, interior lights that stay on (parasitic battery drain and dead batteries), an alarm that won't set, locks that buzz/grind or work intermittently, and on some cars the door won't latch reliably. Ford issued Customer Satisfaction Program 19N09 extending the driver's-door-latch warranty on some 2011-2014 Explorers tied to the door-ajar concern, but many owners pay for latch replacement.
Common Symptoms
Persistent 'Door Ajar' message
Interior lights won't shut off
Repeated dead/drained battery
Buzzing/grinding power locks
Door won't latch or alarm won't arm
How to Fix
Diagnose which door is reporting ajar (cycle each latch / check via FORScan or the message center), then replace the failed door latch assembly (which integrates the ajar switch and lock actuator). Check eligibility for CSP 19N09 on 2011-2014 cars first. Latch assemblies run roughly $80-$200 each plus labor; address promptly to prevent repeated dead batteries from the dome lights staying on.
Certain 2025-2026 Explorers were built with incorrect Headlight Control Module (HCM) software. The Dynamic Bending Light system can swivel the passenger-side headlight in the wrong direction when the vehicle drives through a curve, aiming the beam toward oncoming traffic. The misaimed headlight increases glare for other road users and raises crash risk. About 35,772 vehicles are affected, with Ford estimating up to 100% of the population may have the defect.
Common Symptoms
Passenger-side headlight swivels the wrong direction in curves
Headlight beam points toward oncoming traffic
Other drivers flashing/complaining about glare
Adaptive headlight behaving erratically at night
How to Fix
Dealers update the Headlight Control Module software free of charge under NHTSA recall 26V121000 (Ford 26C12); the remedy may also be delivered via OTA update. Owner notification letters were mailed around March 30, 2026. Ford customer service: 1-866-436-7332.
On 2025 Explorers (and related Lincoln models), the Image Processing Module A (IPMA) can become overloaded when tracking a high volume of moving objects — such as in dense urban traffic — and unexpectedly reset. The reset causes loss of the rearview camera image and disables advanced driver-assistance features including pre-collision assist (AEB), lane-keeping assist, and blind-spot monitoring. About 254,640 Ford/Lincoln vehicles are covered. This is distinct from the earlier 2020-2023 360-camera blue/blank-screen recall: it is a newer software-overload failure on the 2025+ vehicles.
Common Symptoms
Rearview/backup camera image disappears or goes blank
Dealers update the Image Processing Module A software free of charge under NHTSA recall 26V165000; the fix may also be delivered as an over-the-air (OTA) update. Owner notification letters were mailed around March 30, 2026. Ford customer service: 1-866-436-7332.
The 2002-2005 Explorer/Mountaineer instrument panel cluster (IPC) suffers internal failures that cause fluttering, sticking or dead gauges — speedometer, tachometer, fuel and temperature — plus dim/dead odometer segments. Ford issued a Special Service Message noting some 2002-2003 clusters lock up from an internal fault. Corroded cluster connector pins and cold-solder joints on the circuit board are typical culprits, making it a frequent 'gauges dead' search.
Common Symptoms
Speedometer/tach needles flutter, stick or drop to zero
Multiple gauges dead simultaneously
Dim or missing odometer/display segments
Intermittent gauge operation with bumps
Incorrect fuel or temperature readings
How to Fix
Re-seat and clean the cluster connectors first. If gauges remain erratic, rebuild the cluster (re-solder the board / replace stepper motors) via a specialist or install a repaired/exchange cluster — these rebuilt units are plug-and-play with the original odometer mileage retained, so no PCM/dealer programming is needed. Rule out the vehicle speed sensor for a pure speedometer complaint.
Owners report repeated dead batteries from a parasitic draw that exceeds Ford's ~50 mA key-off spec; affected Explorers have measured ~200 mA, killing a battery in about three days of sitting. Culprits traced on the forums include the in-vehicle WiFi hotspot/modem module, the APIM (SYNC) module not sleeping, an always-hot USB/media port back-feeding through plugged-in cables, and stuck door/dome circuits. Ford's factory battery is also widely criticized as short-lived (2-3 years), which masks the underlying draw until the battery gives out.
Common Symptoms
Battery dead after sitting a few days
Repeated no-start / needs jump
Battery replaced but drain returns
Interior electronics not sleeping
Short battery life (2-3 yrs)
How to Fix
Perform a key-off parasitic-draw test and pull fuses to isolate the offending module; common fixes are an APIM/SYNC software update, disabling/repairing the WiFi/modem module, and not leaving cables in always-hot ports. Replace a weak battery with a quality AGM and verify draw returns to spec (<50 mA). Address any door-latch/ajar fault (see door-latch issue) that keeps interior lights on.
Early sixth-generation Explorers with SYNC 3 experience the center touchscreen freezing unresponsive or going fully black — frequently when Apple CarPlay/Android Auto connects — losing audio, climate, and backup-camera display until a reset. Ford traced many cases to outdated APIM (Accessory Protocol Interface Module) software rather than failed hardware, and notes some warranty-replaced APIMs were themselves shipped with old software, so replacement alone did not fix it.
Common Symptoms
Touchscreen frozen and unresponsive to taps
Black/blank center screen, often when connecting CarPlay/Android Auto
Backup camera image missing on the display
Screen recovers temporarily after a reset, then recurs
How to Fix
Per TSB MC-10179121, update the APIM to the latest software level (dealer flash or USB OTA) before replacing any hardware. A soft reset (hold power + seek for ~10s) restarts the APIM without wiping data and clears most lockups temporarily. If freezing persists after the latest software, the APIM/touchscreen digitizer is replaced under the extended SYNC warranty.
The cable-drive window regulators on the Explorer/Mountaineer/Sport Trac fail as their plastic cable guides crack and the steel lift cable frays or jumps off the drum. The window then binds, drops crooked, or falls down inside the door — the motor often still runs. The front door regulators are the most common, and the original glass/regulator is riveted, complicating the repair. A very high-frequency 'window fell down' search across the whole 1994-2010 range.
Common Symptoms
Window drops into the door and won't raise
Grinding/clunk from inside the door while the motor spins
Window rises crooked or binds partway
Popping noise then a stuck window
Glass off its track/loose
How to Fix
Replace the window regulator (motor is usually reusable, but many buy the regulator-plus-motor assembly). Drill out the factory rivets and secure the new regulator with bolts; tape or suction-cup the glass in the up position before unbolting so it can't drop and shatter. Lubricate the run channels to reduce load on the new regulator.
Sixth-generation Explorers commonly have the Auto Start-Stop feature stop functioning, showing 'Auto Start-Stop Not Ready.' The most common causes are a weak or degraded battery, a failed auxiliary/AGM battery that supports the restart function, or an inaccurate battery current (monitoring) sensor feeding bad state-of-charge data to the module. Software calibration errors are also a factor. Because the system requires a healthy battery and accurate sensor data to safely re-crank, any of these will disable it.
Common Symptoms
'Auto Start-Stop Not Ready' message
Engine no longer shuts off at stops
Intermittent start-stop operation
Slow cranking or weak battery symptoms
Multiple dash warnings after a weak-battery event
How to Fix
Test the primary and auxiliary battery state of health and replace as needed; inspect and, if faulty, replace the battery monitoring/current sensor on the negative cable. Perform a battery reset/BMS relearn and apply any available Ford software updates. Confirm charging-system output and clean grounds.
AWD Explorers use a compact Power Transfer Unit bolted to the transaxle that sends drive to the rear wheels. It holds only ~300-400ml of 'lifetime fill' fluid and sits next to the exhaust, so heat cooks the fluid and it degrades well before 100k miles. Once the fluid breaks down, the internal bearings and gears fail, producing whine/grind, a burnt/propane-like odor, vibration, and AWD warning lights; the case-mounted bearing often destroys the housing, making rebuild impossible. Ford TSB (2013-2014 AWD Explorer/Taurus/MKS) also covers PTU fluid leaks from a missing/disconnected vent hose.
Common Symptoms
Whine or grind from front of vehicle that changes with speed
Burnt/propane or natural-gas odor
Drivetrain vibration or shudder on takeoff
AWD warning light
Fluid leak near the transaxle/PTU
How to Fix
Treat the PTU fluid as a service item, not lifetime: drain and refill every 30,000-60,000 miles with the correct synthetic fluid before it breaks down. If there is whine, grinding, burnt odor or fluid leaking from the vent, the PTU is failing and must be replaced (it cannot be rebuilt once the case bearing is gone). Verify the vent hose is connected per Ford TSB.
Certain 2020 AWD Explorers (and the Lincoln Aviator) left the Chicago Assembly Plant with an inadequately welded rear driveshaft. The weld seam can fracture, allowing the driveshaft to deform and separate from the driveline; this severs the mechanical connection between the transfer case and rear axle (loss of motive power / rollaway if parked without the brake) and the separated shaft can contact the fuel tank, raising the risk of a fuel leak and fire. About 10,905 U.S. vehicles built Aug 24-Sep 30, 2019 were recalled in December 2020.
Common Symptoms
Loud bang/clunk then loss of drive
Driveline vibration
Vehicle won't move (AWD disconnect)
Unintended movement when parked
Underbody noise/scraping
How to Fix
Covered under NHTSA Recall 20V693000 (Ford 20S65): dealers inspect the driveshaft build label and replace the driveshaft as necessary, free of charge. Owners should verify completion by VIN at NHTSA or Ford; do not ignore driveline clunks or vibration on affected build dates.
Rear wheel bearing and hub assemblies are a frequent wear/failure item on independent rear suspension Explorers from this period. Owners commonly report a humming or growling noise that increases with road speed and can be mistaken for tire noise or differential problems. In some cases, excessive play also affects wheel speed sensor readings and can trigger ABS or traction control warnings.
Common Symptoms
rear humming noise
growling that gets louder with speed
wheel play
ABS light
noise changes when turning
vibration from rear
How to Fix
Diagnosis involves road testing for speed-related growl, checking for wheel play, and isolating the noisy corner with chassis ears or by loading the vehicle in turns. Repair is replacement of the affected hub/bearing assembly, and many owners replace both rear sides if mileage is high. Alignment and inspection of tires and rear suspension components are recommended afterward to rule out other noise sources.
What you need to fix it
Only diagnosis- and fitment-reviewed repair parts are linked here.
Wheel Bearing and Hub Assembly Repair Kit
Cross-refBR930259K
Fitment confirmed against the ShowMeTheParts catalog for this vehicle's year and engine.
In salt-belt climates, 1991-1999 Explorers rot in predictable structural areas: the inner rocker panels, the tops of the front leaf-spring hangers (dirt packs between the hanger and inner rocker, which the factory welded only at the bottom), rear spring hangers/shackles, and the body-to-frame mount areas. Owners have documented rear subframes 'literally falling apart,' with detached sway-bar mounts and shock mounts losing support. Rocker/cosmetic rust is common; the safety-critical concern is corrosion at spring hangers and body mounts, which compromises suspension attachment and crash structure.
Common Symptoms
Perforated/flaking inner and outer rocker panels
Rust and scale on front spring hangers and rear shackles
Loose or detached sway-bar / shock mounts
Sagging or shifting body relative to frame
Clunks from rear suspension over bumps
How to Fix
Inspect the full frame front-to-rear with emphasis on spring hangers, shackles, subframe, and body-mount points; probe suspect areas. Surface rocker rust is cosmetic and can be patched with reproduction repair panels. Structural rot requires cutting out and welding in new steel at spring hangers/body mounts or, in severe cases, condemns the vehicle. Preventively wash out packed debris and undercoat before rust takes hold.
Ford recalled approximately 1.9 million 2011-2019 Explorers because the exterior A-pillar trim applique (the molding flanking the windshield) may not be properly secured—the retention clips can be unengaged due to improper assembly or prior repair—allowing the trim to detach during driving. A piece coming off at highway speed creates a road hazard for following traffic and increases crash risk. NHTSA campaign 24V031; Ford recall number 24S02.
Common Symptoms
A-pillar trim molding lifting, loose or rattling
Wind noise from the windshield pillar
Missing trim piece after highway driving
How to Fix
Take the vehicle to a Ford dealer for the free recall (24S02): they inspect and, if needed, replace/re-secure the A-pillar trim with properly engaged clips/adhesive. If the trim is visibly loose or lifting, avoid highway speeds until repaired.
Third-generation Explorers are well known for cracking in the rear liftgate applique panel beneath the glass, often around the Ford emblem area, and for corrosion at the liftgate glass hinges. Owners report visible cracks, rattles, water intrusion, and in more serious cases separation of the rear glass hinge area. Ford issued coverage and service communications on liftgate panel cracking, and owner complaints frequently mention the cosmetic damage progressing into functional liftgate issues.
Common Symptoms
cracked rear liftgate panel
rattle from rear hatch
water leak at liftgate
rear glass sits unevenly
visible rust at glass hinges
difficulty opening rear glass
How to Fix
Inspect the liftgate panel for cracks, loose mounting points, and signs of water entry, and inspect the upper glass hinges for rust or metal fatigue. Repair may involve replacing the applique panel, hinge components, and related hardware; if corrosion is advanced, body repair may be needed. Sealing the replacement panel and keeping drain paths clear can help reduce repeat problems.
Explorers equipped with the dual-panel/panoramic moonroof are widely reported to leak water into the cabin and, less often, to have the tempered roof glass spontaneously shatter ('exploding sunroof'). Leaks typically present as water dripping from the overhead console / map-light area or pooling in the cup holders and headliner, usually from clogged, kinked, folded or factory-misrouted sunroof drain tubes or a failed glass seal. NHTSA reviewed Ford exploding-sunroof complaints (closing the review in 2021 without finding a defect), and Ford has described a 'wet seal' design as a 'controlled' leak, frustrating owners.
Common Symptoms
Water dripping from overhead console
Wet headliner or cup holders
Musty smell / damp carpet
Loud bang and shattered roof glass
Whistling/wind noise from seal
How to Fix
For leaks, clear/reroute the four sunroof drain tubes (compressed air or trimmer line), correct any folded/misrouted tube at the A/B-pillar, and renew the glass/perimeter seal if degraded; verify with a controlled water test. For shattered glass, the laminated/tempered roof panel must be replaced (often $500-$1,500+ if not goodwill-covered). Keep drains clear as preventive maintenance to avoid headliner/electronics water damage.
Sixth-generation Explorers exhibit water intrusion into the rear of the vehicle, pooling in the spare-tire well and cargo floor. Ford addressed it with TSBs (e.g., 20-2425 / 23-2181) that trace leaks to missing or poorly seated seals behind the tail lamps, unsealed liftgate/body seams and grommets, and the BLIS sensor area under the rear bumper. Standing water can damage the cargo floor panel from below, soak the spare and stored items, promote mold/mildew, and in some cases reach rear electronic modules.
Common Symptoms
Water pooling in spare-tire well
Wet or warped rear cargo floor panel
Musty/mildew smell from rear of cabin
Damp carpet near third row
Corrosion on rear electrical modules in severe cases
How to Fix
Perform a water-leak diagnosis per the TSB: reseal or install the missing tail-lamp seals, seal the identified body seams/grommets in the liftgate area, and verify the rear bumper/BLIS sensor sealing. Dry the spare well and inspect for module or wiring corrosion. Verify the liftgate weatherstrip and drains are intact after repair.
The aluminum hood (and to a lesser extent other aluminum panels) develops paint bubbling, blistering and flaking, most often along the leading edge of the hood. The defect is attributed to iron particle contamination of the aluminum panel before paint, which corrodes from within and pushes the paint up. Ford issued four TSBs covering 2000-2017 Explorers but never a recall; multiple class-action lawsuits (filed 2018 and 2019, also naming Expedition/Mustang aluminum panels) followed. Class certification was denied and a 2021 case was dismissed after a settlement with the named plaintiffs, so most owners are left repairing it out of pocket or under goodwill.
Common Symptoms
Paint bubbling/blistering along hood edge
Flaking or peeling clearcoat
White/chalky corrosion under paint
Spreading bubbles over time
How to Fix
Cosmetic, not a safety issue. Repair requires stripping the affected panel to bare aluminum, treating/etching the corrosion and repainting, or replacing the hood; budget roughly $500-$1,500 at a body shop. Some owners obtained goodwill assistance from Ford within the corrosion warranty period or via TSB; document early and pursue dealer/Ford Customer Relationship Center before the perforation/corrosion warranty expires.
On certain 2025 Explorers (and other Ford/Lincoln models), the exhaust gas recirculation (EGR) valve can fail because the valve's poppet head can detach due to an inconsistent weld during manufacturing. A failed EGR valve can cause an unexpected loss of drive power while driving. The campaign covers roughly 48,000 vehicles across the affected lineup. At the time of the recall the final remedy was still under development, anticipated around September 2026.
Common Symptoms
Sudden loss of drive power / vehicle won't accelerate
Engine running rough or stalling
Check engine light
Reduced power / limp mode
How to Fix
Affected owners should monitor for NHTSA recall 26V122000 and the dealer remedy once available; the fix is expected to involve EGR valve inspection/replacement at no charge. Interim and final notification letters are issued by Ford. Ford customer service: 1-866-436-7332.
The Differential Pressure Feedback EGR (DPFE) sensor on the 4.0L/4.6L Explorer has a very high failure rate past ~60k miles. Internal corrosion makes it under-report EGR flow, so the PCM sets P0401 (insufficient EGR flow) and can hold the EGR valve open too long, producing a lean condition and companion P0171/P0174 codes. Clogged EGR passages and a stuck EGR valve compound the problem. It is a top check-engine-light search for these trucks because the codes are alarming but the fix is usually cheap.
Common Symptoms
Check engine light with P0401
Companion P0171 and/or P0174 lean codes
Rough idle or light hesitation
Occasional pinging under load
Failed emissions test
How to Fix
Test/replace the DPFE sensor (an inexpensive Motorcraft/aftermarket part), clean or replace the EGR valve, and clear the carbon-clogged EGR tube/ports. Confirm the two rubber DPFE hoses are intact. If lean codes persist, inspect for the intake/PCV vacuum leaks common to this engine.
A very common check-engine cause on the Explorer is an EVAP small-leak code, most often from a stuck or leaking canister purge valve, but also from the capless fuel filler seal, vent valve, or a loose/faulty gas cap. The purge valve controls fuel-vapor flow from the charcoal canister to the intake; when it sticks open or leaks it sets a small/medium EVAP leak code. It rarely affects drivability but will fail emissions testing and, if stuck open, can cause rough idle or hard hot-starts.
Common Symptoms
Check-engine light with EVAP small-leak code
Occasional fuel smell
Rough idle or stumble if purge valve stuck open
Hard hot restart
Emissions test failure
How to Fix
Start with the cheapest checks: inspect/replace the gas cap and check the capless filler seal. Perform an EVAP smoke test to pinpoint the leak; replace the canister purge valve (or vent valve/canister) as indicated, then clear codes and run the EVAP monitor to confirm.
The trailer hitch assembly bolts on certain 2024-2026 Explorers and Aviators were left loose during assembly. Ford recalled 1,412 vehicles under NHTSA 25V687000 (Ford 25SA3) in October 2025. Under towing loads the loose hitch can shift, degrading vehicle handling and control, or in the worst case allowing the hitch — and the trailer with it — to separate from the vehicle. Safety chains would be the only thing retaining the trailer at that point.
Common Symptoms
Clunk or bang from the rear when starting or stopping with a trailer attached
Visible movement of the hitch relative to the frame
Trailer sway or degraded handling while towing
Rust streaks or witness marks around hitch mounting bolts
How to Fix
Check the VIN against NHTSA 25V687000. Dealers inspect and tighten the trailer hitch bolts, or replace them as necessary, free of charge; owner notification letters were mailed October 29, 2025. Before towing, get under the rear and confirm all hitch-to-frame bolts are present and tight; any rocking of the hitch by hand, rust streaks running from a bolt head, or a clunk from the rear under acceleration and braking with a trailer attached means stop towing and get it inspected.
Owners across the fifth-generation Explorer reported exhaust fumes and carbon monoxide odor entering the cabin, particularly under hard acceleration with the climate system in recirculate. NHTSA opened investigation PE16-007 (later EA17-002), reviewed more than 6,500 complaints, and recorded reports of three deaths and 657 injuries allegedly linked to fumes. Root causes traced to body sealing gaps at the rear of the vehicle and cracked/leaking exhaust manifolds; police-fleet units were worst due to aftermarket holes drilled for lights/sirens. NHTSA closed the investigation in January 2023 concluding measured CO was not high enough to require a recall, but Ford had already offered a free Customer Satisfaction Program repair.
Common Symptoms
Exhaust/rotten-egg odor in cabin under acceleration
Odor strongest with A/C on recirculate
Headaches, nausea, drowsiness reported by occupants
Worse in heavily-modified police/fleet units
How to Fix
Take the vehicle to a Ford dealer for the free Customer Satisfaction Program: seal the rear liftgate/body openings, recalibrate the HVAC to bring in more fresh air during heavy acceleration, and replace any cracked exhaust manifolds. Avoid driving with the rear hatch/windows open with HVAC on recirculate. Police/upfit vehicles should have any aftermarket body penetrations properly resealed.
Owners of the 2025 Explorer have filed NHTSA complaints describing brake and braking-assist anomalies. Reports include a hard brake pedal where the vehicle keeps moving and strikes another vehicle, a complete loss of the ability to slow the vehicle accompanied by multiple dashboard alerts, and the brake pedal dropping a notch when shifting into Drive with a foot on the brake. As of mid-2026 these are owner-reported complaints rather than an Explorer-specific NHTSA recall (Ford has issued electronic brake booster recalls on other 2025 models such as the Super Duty, F-150, Bronco, Expedition, Ranger, and Navigator), so confidence is lower and owners should report incidents to NHTSA.
Common Symptoms
Hard brake pedal / vehicle won't slow as expected
Brake pedal drops a notch when shifting into Drive
Multiple dashboard warning alarms with loss of braking
Vehicle continues moving despite pressing the brake
How to Fix
Owners experiencing a hard, low, or non-responsive brake pedal should stop driving and have the vehicle inspected by a Ford dealer, and file a complaint at NHTSA.gov so the agency can track a potential defect trend. Check NHTSA for any future Explorer-specific brake/electronic brake booster recall. Ford customer service: 1-866-436-7332.
On a small build of 2026 Explorers and Aviators, the HVAC system can fail, taking the windshield defrosting and defogging function with it — a violation of FMVSS 103 and a direct visibility hazard in cold or humid conditions. Ford traced the cause to instrument panel joints that were not properly secured, and recalled 55 vehicles under NHTSA 26V202000 (Ford 26S22) in March 2026. The population is very small, but the symptom (dead blower or no airflow to the defrost vents on a brand-new SUV) is one owners frequently misdiagnose as a blend door or blower motor problem.
Common Symptoms
No airflow from the windshield defrost vents
Defroster does not clear fog or ice
HVAC blower inoperative or airflow does not respond to mode selection
Windshield fogs and stays fogged
How to Fix
Check the VIN against NHTSA 26V202000; VINs became searchable on NHTSA.gov April 3, 2026. Dealers inspect and secure the instrument panel joints as necessary, free of charge, and owner letters were mailed April 10, 2026. If your 2026 Explorer has no airflow to the windshield vents, have the dealer check this campaign before authorizing any paid HVAC diagnosis or blower motor replacement.
Explorer owners frequently report the A/C compressor failing internally, leaving the system unable to produce cold air. A failing compressor can seize or shed metal debris, sometimes accompanied by a whining noise and a burning smell. When the compressor comes apart it can contaminate the entire A/C system with debris, requiring flushing and replacement of additional components. Refrigerant leaks and electrical clutch/climate-control faults are related contributors reported by RepairPal and owner forums.
Common Symptoms
A/C blows warm despite max setting
Whining or grinding from compressor
Burning smell with A/C on
Compressor clutch not engaging
Repeated loss of refrigerant charge
How to Fix
Diagnose with manifold gauges: confirm compressor clutch engagement, system pressures and refrigerant charge. If the compressor is failed or contaminating the system, replace the compressor, receiver/drier (accumulator), and orifice tube/expansion valve, flush the lines and condenser, and recharge to spec. Address any refrigerant leak found first.
The aluminum A/C lines running to the rear evaporator corrode and crack, leaking out the refrigerant. Ford's design uses a loose slip-over thermal wrap that traps sand, grit and moisture against the aluminum tubing, accelerating corrosion and rock-strike damage—especially at the 90-degree bends where the lines turn up into the rear evaporator. Owners lose A/C cooling (front and rear, since the whole system loses charge), and the lines are tucked under the body, making repair labor-intensive. Road-salt regions are hit hardest.
Common Symptoms
No cold air front and/or rear
A/C blows warm after recharge
Refrigerant leak / low charge
Oily residue on underbody A/C lines
Corroded aluminum A/C tubing at bends
How to Fix
Recover the system, replace the corroded rear A/C line(s)/manifold (not just recharge—the leak will return), evacuate and recharge with the correct R-134a charge (~41 oz) and PAG oil. Full repair commonly runs $1,000-$2,200 at a shop; some owners cap/delete the rear A/C circuit (~$1,000) to keep front A/C if the line is unobtainable. Inspect the wrapped rear lines proactively in rust-belt vehicles.
The temperature/blend door actuator is a very common failure on the Explorer (shared with Taurus, Flex and Lincoln MKS/MKT). The actuator's internal plastic gears strip, producing a repeated clicking or knocking sound behind the dash and leaving the cabin stuck on hot or cold, or blowing the wrong temperature on one side. On older (2002-2010) Explorers the same symptom appears on the floor/mode and blend actuators. It is an inexpensive part but the noise and inability to control cabin temperature are constant annoyances.
Common Symptoms
Repeated clicking/knocking behind dash
No heat or no cold air
Different temperature left vs right
Air won't change temperature with knob
How to Fix
Replace the failed blend door actuator. For 2011-2019 Explorer the OEM unit is Motorcraft YH-1779 (Ford AA5Z-19E616-C; aftermarket Dorman 604-234), about $25-$35; labor is short for the accessible actuator (~0.5 hr) but can be much higher if it is a deep-dash unit. Confirm the blend door itself isn't broken (door drive can shear) before/after replacement if clicking persists.
The Explorer's HVAC blower motor resistor commonly fails, leaving the fan working only on the highest speed (which bypasses the resistor) or operating intermittently. The typical root cause is an aging blower motor drawing excessive current, which overheats the resistor and melts its electrical connector. If a new resistor is installed into a burnt connector, it will quickly fail again.
Common Symptoms
Fan only blows on highest setting
No airflow on one or more lower speeds
Fan speed inconsistent or cuts out
Intermittent blower operation
Burning smell or melted connector at resistor
How to Fix
Replace the blower motor resistor, and always inspect the wiring connector - if it shows melting or corrosion, replace the connector/pigtail too. If the blower motor is drawing high current (the underlying cause), replace the blower motor as well to prevent repeat resistor failure.
The 2002-2010 Explorer/Mountaineer/Sport Trac door handles use brittle plastic pivot pieces in the latch/handle mechanism. The exterior handle typically cracks first and jams the linkage, then the interior handle snaps when forced. Owners are eventually left with doors that won't open from inside or outside. It is an extremely common wear complaint with no recall — treated by Ford as normal wear-and-tear.
Common Symptoms
Loose, wobbly or sloppy door handle
Handle moves but door won't open
Interior handle snaps off
Door only opens from one side
Handle sits proud/won't return flush
How to Fix
Replace the failed exterior and/or interior door handle with an upgraded (often metal-reinforced aftermarket) handle. Because a jammed exterior handle can bind the rods and break the inside handle, replace both and free the linkage. Metal or reinforced replacement handles greatly outlast the original plastic parts.
Explorers with the power-folding third-row seat frequently have the seat get stuck up or refuse to fold/unfold. Reported causes include failed seat drive motors, broken linkages, blown fuses (under-dash fuse 1 and under-hood fuse 78), and latch-to-anchor or load-floor misalignment that prevents the seat from latching/unlatching. Dealers have acknowledged a control-module/software component to the problem on some vehicles.
Common Symptoms
Third-row seat stuck upright or folded
No motor sound when button pressed
Seat will not latch or unlatch
Motor runs but seat does not move
Intermittent operation resolved by fuse reset
How to Fix
Check the relevant fuses first, then cycle the PowerFold button to reset. Scan the seat modules for stored faults. Repair misaligned latch/anchor or load-floor brackets, and replace the failed seat drive motor or broken linkage as required. Apply any Ford software update if the module is implicated.
Ford Motor Company (Ford) is recalling certain 2026 Explorer, Mustang, Lincoln Corsair, and 2025 Maverick vehicles. The cylinder head may have been improperly manufactured, which can cause the ball plugs to fail, resulting in an oil leak.
Campaign #25V82800001/12/2025
VISIBILITY:WINDSHIELD
Ford Motor Company (Ford) is recalling certain 2026 Explorer vehicles. During manufacturing, the windshield may not have been properly bonded to the vehicle, allowing it to detach in a crash. As such, these vehicles fail to comply with the requirements of Federal Motor Vehicle Safety Standard (FMVSS) number 212, "Windshield Mounting."
How much does it cost to fix common Ford Explorer problems?
Repair costs for known Ford Explorer issues range from $0 to $8,000, depending on the specific problem and whether you choose DIY or professional repair. The most critical issue, Exhaust Fumes / Carbon Monoxide Cabin Intrusion (NHTSA Investigation Closed Without Recall), typically costs $0-$500 to repair. Au7o provides step-by-step DIY maintenance guides that can help reduce repair costs.
What year Ford Explorer is the most reliable?
Reliability varies across model years of the Ford Explorer. Based on documented issues, problems are most commonly reported in earlier model years. Au7o recommends checking the specific known issues for your target year before purchasing, and having a pre-purchase inspection performed by a qualified mechanic. Our known issues database covers the 1991-2026 Ford Explorer with 72 documented issues documented across 5,447+ owner reports.
What is the 2011-2017 Ford Explorer Exhaust Fumes / Carbon Monoxide Cabin Intrusion (NHTSA Investigation Closed Without Recall)?
NHTSA opened an investigation in July 2016 into 2011-2017 Ford Explorer carbon monoxide intrusion after 6,500+ complaints, 657 alleged injuries, and 3 deaths. After 6 years of testing, NHTSA closed the investigation in January 2023 WITHOUT a recall — agency findings concluded tha… Repairs typically run $0-$500. Severity: high.
What is the 2011-2019 Ford Explorer 3.5L Internal Water Pump Failure?
The 3.5L V6 engine (both naturally aspirated and EcoBoost versions) features an internal water pump located under the engine front cover. When this pump fails, it can leak coolant internally into the engine crankcase, contaminating the oil and potentially causing catastrophic eng… Repairs typically run $1,500-$8,000. Severity: high.
What is the 2020-2022 Ford Explorer Rear Axle Mounting Bolt Fracture?
The rear axle horizontal mounting bolt may fracture, causing the rear axle housing to move out of position. This can result in the driveshaft or half-shafts becoming disconnected, leading to loss of forward power and loss of transmission torque to the rear wheels, significantly i… Repairs typically run $0-$2,500. Severity: high.
What is the 2011-2013 Ford Explorer Electric Power Steering Failure?
An intermittent connection in the electric power steering gear can cause the electric power steering assist system to shut down unexpectedly while driving. This results in significantly increased steering effort required, which can be dangerous especially at low speeds during par… Repairs typically run $1,700-$3,700. Severity: high.
What is the 2002-2006 Ford Explorer Internal Radiator Transmission Cooler Rupture Causing Coolant/ATF Cross-Contamination ('Pink Milkshake')?
The factory radiator integrates the automatic transmission fluid cooler in an internal tank inside one end of the radiator. Over time the barrier between the coolant side and the ATF side cracks or the internal fittings leak, letting the two fluids mix. Coolant pushed into the tr… Repairs typically run $400-$3,500. Severity: high.
What is the 2023 Ford Explorer 2.3L EcoBoost Turbocharger Oil Supply Line O-Ring Leak and Under-Hood Fire Risk (Recall 23V597)?
A small population of 2023 Explorers with the 2.3L EcoBoost engine may have a torn or cut turbocharger oil supply line O-ring. The damaged O-ring can let pressurized engine oil escape and contact a hot engine, increasing the risk of an under-hood fire; oil loss can also cause an… Repairs typically run $0-$0. Severity: high.
What is the 2024-2026 Ford Explorer Second-Row Outer Seat Belt Lower Anchor Bolts Improperly Secured?
The seat belt anchor bolts at the second-row outer seating positions may not have been properly torqued during assembly, leaving the buckle or lower anchor loose. Ford recalled 2020-2026 Explorer and Aviator vehicles under NHTSA 26V159000 (Ford 26C18) in March 2026 — a repeat of… Repairs typically run $0-$0. Severity: high.
What is the 2024-2026 Ford Explorer Loose Trailer Hitch Assembly Bolts — Loss of Handling or Trailer Detachment While Towing?
The trailer hitch assembly bolts on certain 2024-2026 Explorers and Aviators were left loose during assembly. Ford recalled 1,412 vehicles under NHTSA 25V687000 (Ford 25SA3) in October 2025. Under towing loads the loose hitch can shift, degrading vehicle handling and control, or… Repairs typically run $0-$0. Severity: high.
What is the 2025 Ford Explorer Trailer Tail Lights Fail to Illuminate — Improperly Manufactured Body Control Module C?
On 213,121 2025 Explorers and Aviators, an improperly manufactured Body Control Module C fails to drive the trailer lighting circuit, so a connected trailer's tail lights do not illuminate. Ford recalled these vehicles under NHTSA 25V543000 (Ford 25C42) in August 2025. The traile… Repairs typically run $0-$0. Severity: high.
What is the 2024-2026 Ford Explorer Easy-Entry Second-Row Seat Switch Binds — Seats Unlatch, Tip or Slide Unexpectedly?
The switch that operates the easy-entry (tip-and-slide) second-row outer seats can bind or stick in the actuated position, causing the seat to unlatch, tip forward or slide without the occupant commanding it. Ford recalled 387,911 vehicles under NHTSA 26V451000 (Ford 26S52) in Ju… Repairs typically run $0-$0. Severity: high.
What is the 1991 Ford Explorer Automatic Transmission Park Pawl May Not Engage (NHTSA Recall 91V189000) — Rollaway Risk?
NHTSA safety recall 91V189000 covers automatic-transmission-equipped 1991 Ford Explorers in which the park pawl does not always abut or engage the park gear when the shift lever is moved into Park. Because the lever still moves into the Park detent, an Explorer owner can shut the… Severity: high.
What is the 1991-1999 Ford Explorer 4.0L OHV cracked cylinder heads and blown head gaskets from overheating?
The pushrod 4.0L OHV V6 (Cologne) is otherwise regarded as a durable 'tank,' but the cast heads are intolerant of overheating and are prone to cracking and gasket failure, typically appearing around 100k miles or after any single serious overheat event. The root cause is usually… Repairs typically run $1,000-$2,800. Severity: high.
What is the 1991-1999 Ford Explorer Automatic transmission overdrive failure (A4LD / 4R55E)?
The 4-speed automatics behind the 4.0L - the early A4LD and the later electronically controlled 4R44E/4R55E - are a known weak point, commonly failing in the 120k-mile range, most often losing 4th gear (overdrive). The overdrive planetary is fragile (early units used a weaker pin… Repairs typically run $25-$3,500. Severity: high.
What is the 1995-2001 Ford Explorer Firestone/Wilderness AT Tire Tread Separation Causing Blowouts and Rollovers (Recall EA00-023)?
The 1995-2001 Explorer was factory-fitted with P235/75R15 Firestone Radial ATX, ATX II and Wilderness AT tires that suffered tread-belt separation, especially in hot climates and when underinflated to Ford's low placard pressure. A rear tread separation at highway speed frequentl… Repairs typically run $0-$900. Severity: high.
What is the 1997-1999 Ford Explorer 4.0L SOHC timing chain cassette, guide, and tensioner failure?
The 4.0L SOHC V6 (introduced in the Explorer for 1997) uses a complex three-chain system: a crank-to-jackshaft chain at the front plus two cam chains at the rear of the engine, all riding on plastic guide 'cassettes' with hydraulic/spring tensioners. The plastic cassettes and the… Repairs typically run $400-$3,000. Severity: high.
What is the 2002-2005 Ford Explorer 4.6L 2-Valve Triton V8 Spark Plug Ejection / Stripped Head Threads (TSB 07-21-2)?
The optional 4.6L 2-valve modular V8 (shared with the Mercury Mountaineer) has aluminum heads that engage only a few spark-plug threads (~0.25 in). Under thermal cycling the plug can strip the threads and eject from the head, sometimes blowing out the coil boot with it. Ford ackn… Repairs typically run $150-$1,500. Severity: high.
What is the 1997-2001 Ford Explorer 5R55E Automatic Transmission Reverse Loss and Forward Clutch Slipping?
The 5R55E five-speed automatic (behind the 4.0L before the 5R55W/S arrived for 2002) commonly loses reverse and/or slips in Drive/1st as the low/reverse sprag, reverse clutch pack, and forward clutch wear. A broken tab on the pressure-regulating (EPC) solenoid in the valve body d… Repairs typically run $900-$3,000. Severity: high.
What is the 2002-2010 Ford Explorer 5R55W/5R55S Transmission Servo Bore Wear Causing Flare, Slip, and Delayed Reverse?
A very common failure on third- and fourth-generation Explorers with the 5R55W/5R55S automatic is wear in the overdrive and intermediate servo bores inside the transmission case. As the bores wear, hydraulic pressure leaks past the servo pistons, leading to 2-3 flare, 3-5 flare,… Repairs typically run $900-$3,500. Severity: high.
What is the 2000-2010 Ford Explorer Cruise Control Deactivation Switch Brake Fluid Leak and Underhood Fire Risk?
Many Ford vehicles of this era, including the Explorer, were subject to recalls for the speed control deactivation switch mounted on the brake master cylinder. The switch can leak brake fluid internally, overheat, and in some cases cause an underhood fire even when the vehicle is… Repairs typically run $0-$250. Severity: high.
What is the 2011-2017 Ford Explorer Exhaust/carbon monoxide odor entering the cabin (NHTSA investigation PE16007)?
Owners across the fifth-generation Explorer reported exhaust fumes and carbon monoxide odor entering the cabin, particularly under hard acceleration with the climate system in recirculate. NHTSA opened investigation PE16-007 (later EA17-002), reviewed more than 6,500 complaints,… Repairs typically run $0-$1,200. Severity: high.
