According to Au7o's research across NHTSA recalls, manufacturer TSBs, and owner forum reports, the 2003 Ford Explorer has 16 documented known issues, with 6 rated critical. The most serious are Internal Radiator Transmission Cooler Rupture Causing Coolant/ATF Cross-Contamination ('Pink Milkshake') ($400-$3,500 repair), 4.6L 2-Valve Triton V8 Spark Plug Ejection / Stripped Head Threads (TSB 07-21-2) ($150-$1,500 repair), 5R55W/5R55S Transmission Servo Bore Wear Causing Flare, Slip, and Delayed Reverse ($900-$3,500 repair), Cruise Control Deactivation Switch Brake Fluid Leak and Underhood Fire Risk ($0-$250 repair), Rear Coil Spring Rust and Fracture Causing Sudden Ride-Height Drop and Tire Puncture Risk ($250-$750 repair) and Timing Chain Cassette and Guide Failure on 4.0L SOHC V6 ($1,800-$4,500 repair). Across all issues with published estimates, repair costs range from $40 to $4,500. DIY maintenance guides at au7o.io.
MARATHON IS RECALLING CERTAIN SEAT COVERS, BRAND SUPERHIDES WITH PART NUMBERS 593, 594, 578, 960, 228, 228-09, 267-08, 333, 625, AND 630, SOLD FOR USE AS AFTERMARKET EQUIPMENT FOR VARIOUS PASSENGER VEHICLES. THESE SEAT COVERS ARE MADE OF HEAVIER THREAD AND ARE NOT COMPATIBLE WITH SEATS CONTAINING SIDE AIRBAGS. THE HEAVIER SEAT COVER COULD INTERFERE WITH FULL DEPLOYMENT OF THE AIRBAG IN THE EVENT OF A CRASH.
Campaign #10E04300003/09/2010
SEATS:FRONT ASSEMBLY:RECLINER
FORD IS RECALLING CERTAIN MODEL YEAR 2010 FUSION, EXPLORER, EXPLORER SPORT TRAC, AND MERCURY MILAN AND MOUNTAINEER VEHICLES MANUFACTURED BETWEEN DECEMBER 15, 2009 THROUGH FEBRUARY 3, 2010 EQUIPPED WITH FRONT SEAT MANUAL RECLINERS. THESE VEHICLES FAIL TO COMPLY WITH THE REQUIREMENTS OF FEDERAL MOTOR VEHICLE SAFETY STANDARD NO. 202, "HEAD RESTRAINT." THE RECLINER GEAR PLATE TEETH MAY BE OUT OF DIMENSION SPECIFICATION WHICH COULD RESULT IN LIMITED PAWL TO GEAR PLATE TOOTH ENGAGEMENT.
Campaign #10V16100020/04/2010
VISIBILITY:GLASS, SIDE/REAR
CERTAIN CURVED TEMPERED REPLACEMENT GLASS MANUFACTURED BY HANGZHOU SAFETY GLASS LTD AND SUPPLIED TO SAFELITE BY AUTO TEMP INC., IDENTIFIED AS DOT-430, AND SOLD FOR USE ON CERTAIN DOMESTIC AND FOREIGN VEHICLES MAY NOT BREAK INTO SMALL PIECES AS EXPECTED OF TEMPERED GLASS AND FAILS TO CONFORM TO FEDERAL MOTOR VEHICLE SAFETY STANDARD NO. 205, "GLAZING MATERIALS."
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According to Au7o's research across NHTSA recalls, manufacturer TSBs, and owner forum reports, the 2003 Ford Explorer has 16 documented issues. The most frequently reported are: Internal Radiator Transmission Cooler Rupture Causing Coolant/ATF Cross-Contamination ('Pink Milkshake'), 4.6L 2-Valve Triton V8 Spark Plug Ejection / Stripped Head Threads (TSB 07-21-2), 5R55W/5R55S Transmission Servo Bore Wear Causing Flare, Slip, and Delayed Reverse. Of these, 6 are rated critical and should be addressed promptly.
Is the Ford Explorer reliable?
The 2003 Ford Explorer has 16 known issues compiled from NHTSA recalls, manufacturer TSBs, and owner forum reports. 6 issues are rated critical: Internal Radiator Transmission Cooler Rupture Causing Coolant/ATF Cross-Contamination ('Pink Milkshake') and 4.6L 2-Valve Triton V8 Spark Plug Ejection / Stripped Head Threads (TSB 07-21-2) 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 Rear Coil Spring Rust and Fracture Causing Sudden Ride-Height Drop and Tire Puncture Risk and Timing Chain Cassette and Guide Failure on 4.0L SOHC V6. 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 $0 to $4,500, depending on the specific problem and whether you choose DIY or professional repair. The most critical issue, Internal Radiator Transmission Cooler Rupture Causing Coolant/ATF Cross-Contamination ('Pink Milkshake'), typically costs $400-$3,500 to repair. Au7o provides step-by-step DIY maintenance guides that can help reduce repair costs.
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.
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.
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When Issues Typically Appear
Cruise Control Deactivation Switch Brake Fluid Leak and Underhood Fire Risk
0K-200K
Liftgate Applique Panel Cracking and Liftgate Glass Hinge Corrosion/Separation
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
On the 2002-2005 Ford Explorer 4.6L V8, 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.
On the 2000-2010 Ford Explorer 4.0L SOHC V6, 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.
On the 1997-2005 Ford Explorer, 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.
On the 1997-2003 Ford Explorer 4.0L SOHC V6, 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.
On the 2002-2005 Ford Explorer, 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 the 2002-2010 Ford Explorer, 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.
On the 2002-2006 Ford Explorer, 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.
On the 2002-2010 Ford Explorer, 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 the 2000-2010 Ford Explorer, 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.
On the 2002-2005 Ford Explorer, 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.
On the 1995-2010 Ford Explorer, 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.
On the 2002-2010 Ford Explorer, 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.
On the 1997-2004 Ford Explorer, on 4.0L Explorers (both the OHV Cologne and the later SOHC V6) P1506 is a common high-idle complaint on higher-mileage trucks. The idle air control valve sits on the throttle body and meters bypass air around the closed throttle plate. Crankcase vapour routed through the PCV system, plus normal intake carbon, gradually coats the IAC pintle and its seat. The pintle stops seating fully, so even when the PCM commands the valve to its minimum duty cycle, more air keeps bleeding past than the strategy allows. The PCM compares commanded position against actual RPM, sees idle running above the target, and stores P1506.
The second pattern on this platform, and the one that catches people who have already thrown an IAC at the truck, is an EVAP canister purge valve stuck partly open. The purge valve is plumbed into intake vacuum downstream of the throttle plate, so a leaking purge solenoid is functionally an uncommanded vacuum leak the IAC cannot compensate for. Ford's diagnostic material for P1506 lists the EVAP purge system among the causes, and Explorer owners repeatedly report replacing the IAC, clearing the code, and having it return until the purge valve is addressed. Owners describe a cold-start flare that will not come down until the transmission is put in gear, a hanging idle on deceleration, an idle that stays elevated when warm, and a slight lurch when shifting into drive. Fuel economy drops and the truck can creep against the brakes at a stop.
Common Symptoms
High idle at 1,100-1,300 RPM when warm
Cold-start idle flare to 1,800-2,000 RPM that will not come down
Idle only drops after shifting into gear
Hanging idle on deceleration
Check engine light on
Reduced fuel economy
Vehicle creeps against the brakes at a stop
How to Fix
Diagnose in order rather than parts-swapping. First, unplug the IAC connector with the engine warm and idling. A healthy system drops to roughly 500-600 RPM or stalls; if idle stays high with the IAC electrically disconnected, the extra air is entering somewhere else and the IAC is innocent. Second, pinch off the PCV hose and the EVAP purge line one at a time and watch for the idle to fall; a drop when the purge line is clamped condemns the purge solenoid. Third, smoke-test the intake tract from the MAF to the manifold, paying attention to the accordion inlet tube, the PCV grommet, and the intake gasket.
If the IAC itself is at fault, replace it with a Motorcraft unit rather than a cheap aftermarket valve. Avoid soaking the valve in carburetor cleaner, since solvent attacks the internal seals and bearing; light cleaning of the throttle bore and IAC passage is fine, but a valve that already sets P1506 is usually worn as well as dirty. Clean the throttle body and verify the throttle plate closes fully and that nobody has cracked the throttle-stop screw open. After the repair, disconnect the battery or clear KAM, then let the engine idle-relearn: run it for about five minutes with the headlights and A/C on, then drive a normal mixed cycle. If a stuck purge valve was found, replace the solenoid and inspect the canister lines, then repeat the relearn. Skipping the relearn is why some owners think the repair failed.
On the 2002-2005 Ford Explorer, 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.
On the 1997-2005 Ford Explorer, 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.
On the 2002-2010 Ford Explorer, 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.
POWER TRAIN:AUTOMATIC TRANSMISSION:COOLING UNIT AND LINES
ON CERTAIN SPORT UTILITY VEHICLES EQUIPPED WITH THE 4.6L ENGINE AND 6R TRANSMISSION, THE BOLT SECURING THE TRANSMISSION OIL COOLER LINE FITTINGS AT THE TRANSMISSION MAY NOT HAVE BEEN SUFFICIENTLY TORQUED DURING VEHICLE ASSEMBLY. AS A RESULT, THE BOLT MAY LOOSEN AND THE TRANSMISSION OIL COOLER LINES MAY DISENGAGE FROM THE TRANSMISSION, CAUSING A TRANSMISSION FLUID LEAK.
Campaign #07V45300026/09/2007
STEERING
ON CERTAIN SPORT UTILITY VEHICLES, THE TWO BOLTS THAT ATTACH THE STEERING GEAR ASSEMBLY TO THE FRAME MAY HAVE BEEN OVER-TIGHTENED. THIS CONDITION COULD RESULT IN ONE OR BOTH OF THE BOLTS FRACTURING, CAUSING THE STEERING GEAR TO BECOME LOOSE.
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 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 2002-2005 Ford Explorer Rear Coil Spring Rust and Fracture Causing Sudden Ride-Height Drop and Tire Puncture Risk?
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 m… Repairs typically run $250-$750. Severity: high.
What is the 2000-2010 Ford Explorer Timing Chain Cassette and Guide Failure on 4.0L SOHC V6?
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,… Repairs typically run $1,800-$4,500. Severity: high.
What is the 1997-2005 Ford Explorer 4.0L SOHC Camshaft Position Sensor and Synchronizer Failure Causing P0340 Misfire and Stalling?
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, manglin… Repairs typically run $150-$500. Severity: medium.
What is the 2002-2010 Ford Explorer Rear Wheel Bearing and Hub Failure Causing Growling Noise and ABS Concerns?
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… Repairs typically run $250-$700. Severity: medium.
What is the 1997-2004 Ford Explorer Carbon-Clogged Idle Air Control Valve and Stuck EVAP Purge Valve Cause High Idle?
On 4.0L Explorers (both the OHV Cologne and the later SOHC V6) P1506 is a common high-idle complaint on higher-mileage trucks. The idle air control valve sits on the throttle body and meters bypass air around the closed throttle plate. Crankcase vapour routed through the PCV syst… Repairs typically run $120-$420. Severity: medium.
What is the 2002-2010 Ford Explorer Front Upper Ball Joint Wear Causing Clunk, Steering Wander and Uneven Tire Wear?
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 t… Repairs typically run $250-$750. Severity: medium.
What is the 2002-2005 Ford Explorer Instrument Cluster / Gauge Failure Causing Erratic or Dead Speedometer and Gauges?
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 2002-200… Repairs typically run $150-$600. Severity: medium.
What is the 1997-2003 Ford Explorer Intake Manifold / PCV Vacuum Leak on 4.0L SOHC Causing P0171/P0174 Lean Codes and Rough Idle?
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,… Repairs typically run $120-$600. Severity: medium.
What is the 2002-2005 Ford Explorer Liftgate Applique Panel Cracking and Liftgate Glass Hinge Corrosion/Separation?
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 separ… Repairs typically run $300-$1,200. Severity: medium.
What is the 1997-2005 Ford Explorer DPFE Sensor / EGR Failure Setting P0401 and Companion P0171/P0174 Lean Codes?
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… Repairs typically run $80-$350. Severity: low.
What is the 2002-2010 Ford Explorer Interior and Exterior Door Handle Breakage Causing Doors That Won't Open?
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… Repairs typically run $40-$300. Severity: low.
What is the 1995-2010 Ford Explorer Power Window Regulator Cable/Clip Failure Causing Window to Fall Into the Door?
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… Repairs typically run $120-$400. Severity: low.
