According to Au7o's research across NHTSA recalls, manufacturer TSBs, and owner forum reports, the 1994 Ford Explorer has 5 documented known issues, with 4 rated critical. The most serious are 4.0L OHV cracked cylinder heads and blown head gaskets from overheating ($1,000-$2,800 repair), Automatic transmission overdrive failure (A4LD / 4R55E) ($25-$3,500 repair), Firestone tire tread separation and rollover safety crisis (NHTSA EA00-023) ($600-$1,000 repair) and Frame, rear subframe, and rocker/body-mount rust ($200-$3,000 repair). Across all issues with published estimates, repair costs range from $25 to $3,500. DIY maintenance guides at au7o.io.
On the 1991-1999 Ford Explorer 4.0L OHV V6, 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.
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 1991-1999 Ford Explorer, 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.
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.
On the 1991-1999 Ford Explorer, 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.
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.
On the 1991-1999 Ford Explorer, 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.
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.
On the 1991-1999 Ford Explorer, 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.
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.
DOPE, INC. IS RECALLING 42,540 COMBINATION CORNER AND BUMPER LAMP ASSEMBLIES OF VARIOUS PART NUMBERS SOLD FOR USE AS AFTERMARKET EQUIPMENT FOR VARIOUS PASSENGER VEHICLES. THESE HEADLAMPS FAIL TO CONFORM TO THE REQUIREMENTS OF FEDERAL MOTOR VEHICLE SAFETY STANDARD NO. 108, "LAMPS, REFLECTIVE DEVICES, AND ASSOCIATED EQUIPMENT." THESE LAMPS DO NOT CONTAIN THE REQUIRED AMBER SIDE REFLECTORS.
Campaign #09E02500011/05/2009
FUEL SYSTEM, GASOLINE
CERTAIN AFTERMARKET FUEL FILTERS SOLD UNDER THE PUROLATOR BRAND NAME, P/N F65277, SHIPPED FROM JANUARY 16 THROUGH JUNE 2, 2006, FOR USE ON THE ABOVE LISTED PASSENGER VEHICLES. DUE TO INCORRECT DESIGN, THE QUICK CONNECTORS MAY NOT FULLY SEAT WITH THE TUBE INTERFACE, EVEN THOUGH THE PERSON MAKING THE CONNECTION MAY BELIEVE THAT THE QUICK CONNECTOR IS FULLY ATTACHED.
Campaign #06E05600013/06/2006
VEHICLE SPEED CONTROL
FORD IS RECALLING MODEL YEARS 1995-2003 WINDSTAR, 2000-2003 EXCURSION DIESEL, 1993-1997 AND 1999-2003 F-250 SD THROUGH F-550 SD DIESEL, 1992-2003 E-150 THROUGH E-550, 1995-2002 EXPLORER, 1997 AND 2002 MERCURY MOUNTAINEER, 1995-1997 AND 2001-2003 RANGER, AND 1994 F53 VEHICLES EQUIPPED WITH THE TEXAS INSTRUMENTS SPEED CONTROL DEACTIVATION SWITCH (SCDS). THE SCDS MAY LEAK INTERNALLY AND THEN OVERHEAT, SMOKE, OR BURN.
Campaign #09V39900013/10/2009
EXTERIOR LIGHTING
SABERSPORT IS RECALLING 16,270 COMBINATION CORNER AND BUMPER LAMP ASSEMBLIES OF VARIOUS PART NUMBERS SOLD FOR USE AS AFTERMARKET EQUIPMENT FOR VARIOUS PASSENGER VEHICLES. THESE HEADLAMPS FAIL TO CONFORM TO THE REQUIREMENTS OF FEDERAL MOTOR VEHICLE SAFETY STANDARD NO. 108, "LAMPS, REFLECTIVE DEVICES, AND ASSOCIATED EQUIPMENT." THESE LAMPS DO NOT CONTAIN THE REQUIRED AMBER SIDE REFLECTORS.
Campaign #09E01200007/04/2009
VEHICLE SPEED CONTROL
ON CERTAIN PICKUP TRUCKS, PASSENGER VEHICLES, SPORT UTILITY VEHICLES, AND MOTOR HOMES CHASSIS, THE SPEED CONTROL DEACTIVATION SWITCH MAY, UNDER CERTAIN CONDITIONS, LEAK INTERNALLY AND THEN OVERHEAT, SMOKE, OR BURN.
According to Au7o's research across NHTSA recalls, manufacturer TSBs, and owner forum reports, the 1994 Ford Explorer has 5 documented issues. The most frequently reported are: 4.0L OHV cracked cylinder heads and blown head gaskets from overheating, Automatic transmission overdrive failure (A4LD / 4R55E), Firestone tire tread separation and rollover safety crisis (NHTSA EA00-023). Of these, 4 are rated critical and should be addressed promptly.
Is the Ford Explorer reliable?
The 1994 Ford Explorer has 5 known issues compiled from NHTSA recalls, manufacturer TSBs, and owner forum reports. 4 issues are rated critical: 4.0L OHV cracked cylinder heads and blown head gaskets from overheating and Automatic transmission overdrive failure (A4LD / 4R55E) and Firestone tire tread separation and rollover safety crisis (NHTSA EA00-023) and Frame, rear subframe, and rocker/body-mount rust. 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.
How much does it cost to fix common Ford Explorer problems?
Repair costs for known Ford Explorer issues range from $25 to $3,500, depending on the specific problem and whether you choose DIY or professional repair. The most critical issue, 4.0L OHV cracked cylinder heads and blown head gaskets from overheating, typically costs $1,000-$2,800 to repair. Au7o provides step-by-step DIY maintenance guides that can help reduce repair costs.
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 1991-1999 Ford Explorer Firestone tire tread separation and rollover safety crisis (NHTSA EA00-023)?
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… Repairs typically run $600-$1,000. Severity: high.
What is the 1991-1999 Ford Explorer Frame, rear subframe, and rocker/body-mount rust?
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… Repairs typically run $200-$3,000. Severity: high.
What is the 1991-1999 Ford Explorer Camshaft synchronizer / CMP sensor bushing failure?
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 ofte… Repairs typically run $150-$500. Severity: medium.
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.
