2014 Ford Explorer Problems: 13 Known Issues

On the 2011-2017 Ford Explorer, 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.

On the 2011-2017 Ford Explorer, 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 PE16-008 (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.

On the 2011-2019 Ford Explorer, 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.

On the 2011-2019 Ford Explorer, 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 13-9-16 (2013 AWD Explorer/Taurus/MKS built on or before January 25, 2013) also covers PTU fluid leaks from a missing/disconnected vent hose.

On the 2011-2019 Ford Explorer All engines, 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.

On the 2011-2019 Ford Explorer, 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. Ford attributes the failure to a poor electrical connection at the blower motor speed control, which overheats and melts its electrical connector. If a new resistor is installed into a burnt connector, it will quickly fail again.

On the 2011-2019 Ford Explorer All engines, 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.

On the 2011-2019 Ford Explorer, 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.

On the 2011-2020 Ford Explorer All engines, 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.

On the 2013-2019 Ford Explorer 3.5L EcoBoost V6 (twin-turbo), 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 the Explorer's 3.5L EcoBoost is direct-injection only (no port injection), so intake-valve carbon buildup 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.

On the 2011-2019 Ford Explorer, 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 sluggish-acceleration-then-harsh-bump pattern on early-build 2011 Explorers with TSB 11-5-6, which calls for a new PCM/TCM calibration plus transmission valve body changes (separator-plate and check-ball revisions). Higher-mileage units can develop internal clutch/drum wear and lose 3rd/5th or reverse.

On the 2011-2019 Ford Explorer All engines, 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 to 7 years/84,000 miles on certain 2013-2014 Explorers (Chicago-built August 1, 2012 through July 31, 2013) for the door-ajar concern, but that coverage ended July 31, 2020, so many owners pay for latch replacement.

On the 2011-2020 Ford Explorer, 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.