As Ford sought to balance off-road capability with family use of the vehicle,[10] the Explorer underwent extensive design changes from its predecessor, though still retaining commonality with the Ranger pickup truck.

Growing from the compact Bronco II (similar in size to its 1960s namesake), the Explorer was a mid-size SUV, competing directly against the Jeep Cherokee and Chevrolet S-10 Blazer.

160 hp (120 kW) (1993–1994) 4-speed automatic (Ford A4LD) Optional: 2-speed manual transfer case Shifting into the midsize SUV size class,[2] the first-generation Explorer is far larger than the Bronco II.

Distinguished by its monochromatic exterior (including a color-matched grille, headlamp trim, and bumpers), the Limited was also fitted with model-specific alloy wheels and lower bodywork.

For 1996, largely to match the V8 engine offerings of the Jeep Grand Cherokee and Land Rover Discovery, a 210 hp (157 kW) 4.9 L (302 cu in) V8 (marketed as 5.0 L) was introduced as an option for rear-wheel drive XLT five-doors.

[citation needed] While again directly sharing its dashboard with the Ranger, the interior of the Explorer underwent a complete redesign (allowing for the fitment of dual airbags).

[24] Undergoing development during the late 1990s, the third-generation Explorer adopted safety features in response to the tread separation controversy that affected the previous-generation model line.

Bearing large similarities to the outgoing model, the fourth generation Explorer was marketed as all-new by Ford despite sharing its roof line, overall body, glass, base drive-train, and several other major components with its predecessor.

Additionally, the leather-wrapped steering wheel, power driver seat, and dual illuminated vanity mirrors were deleted as standard equipment on the XLT trim.

In a reversal from the 2007 model year, a leather-wrapped steering wheel with audio controls, a power driver seat, and dual illuminated vanity mirrors were once again standard on the XLT.

The interior featured unique heated ten-way power-adjustable two-tone black and stone leather seats, as well as silver trim around the radio and climate controls.

For the 2007 model year, the Ford Special Vehicle Team built the Sport Trac Adrenalin concept with a supercharged version of the 4.6 L Modular V8, with 390 hp (291 kW), and featuring 21-inch (533 mm) wheels.

Available features on the fifth generation Explorer included intelligent access with push button start, remote engine start, power liftgate, power adjustable pedals with memory, premium leather trimmed seating, heated and cooled front seats, dual headrest DVD entertainment system, adaptive cruise control, active park assist, SIRIUS Travel Link, MyFord Touch, Ford SYNC by Microsoft, Sony audio system with HD radio and Apple iTunes tagging, in-dash advanced navigation system, SoundScreen laminated acoustic and solar tinted windshield with rain-sensing wipers, 20-inch polished V-spoke aluminium wheels, and High-intensity discharge headlamps (HID) and LED tail lamps.

[52][53] The Explorer was available with an automatic intelligent all-wheel drive system inspired by Land Rover, featuring a variable center multi-disc differential with computer controlled lock.

The "Sport" trim level comprises blackened exterior treatments, stiffened chassis and suspension, larger brakes and the installation of the EcoBoost 3.5L twin turbo V6 rated at 365 hp (272 kW) and 350 lb⋅ft (475 N⋅m) of torque.

[73][80] Thousands of initial Explorer and Aviator vehicles were shipped to Ford's Flat Rock Assembly Plant for repairs due to quality control problems.

Ford discontinued the Explorer Sport following the 2003 model year with no direct replacement due to the declining popularity of three-door SUVs, with the final vehicle produced in July 2003.

For the 2014 model year, a 3.5 L twin-turbocharged EcoBoost V6, shared with the Explorer Sport, Taurus SHO, and FPIS was added to the lineup making 365 hp (272 kW; 370 PS) and 350 lb⋅ft (470 N⋅m) of torque.

Many standard features that were fitted to the FPIU were not available on the standard Ford Explorer, including 75 mph (121 km/h) rear impact protection; a police calibrated ECM for high performance driving & long idling times; a heavy duty cooling system that included a larger radiator, an engine oil cooler, transmission cooler, power transfer unit (PTU) cooler, and police-calibrated radiator fan settings; a 220-amp alternator; heavy duty 13-inch brake rotors with special ventilation & 18-inch five spoke steel wheels; true dual exhaust; a police-tuned suspension with heavy duty components; raised ride height; steel deflector plates along the underbody; reinforced frame points; reinforced front door hinges; factory provisions to add emergency equipment, and a specially tuned electronic stability control system tailored to emergency style driving.

According to Ford, this was done to streamline up-fitting and reduce costs so that agencies can directly swap equipment from previous model years (such as emergency lights and push bumpers) to a new vehicle.

Additionally, Ford's new Upfit Pro Integration System is now standard, which streamlines the up-fitting process for interior emergency response equipment on new police vehicles.

Rollover risk is inherently higher in truck-based vehicles, like the Explorer, than in ordinary passenger cars, as a modification for bulky 4-wheel-drive hardware requires increases in height to avoid compromising ground clearance (raising the center of gravity), while a short wheelbase further reduces stability.

In a test simulating dozens of tire blowouts, Larry Webster, a test-driver for Car and Driver magazine, was repeatedly able to bring a 1994 Explorer to a stop without incident from speeds of 70 mph (113 km/h).

[105][106] According to Forbes magazine, car experts and NHTSA claim that the vast majority of crash accidents and deaths were caused not by the vehicle, but by the driver, by road conditions or some combination of the two.

The subsequent introduction and proliferation of electronic stability control systems, along with lowering the vehicle, widening the track, and introducing independent rear suspension, have essentially addressed and mitigated this shortcoming.

[101] On December 22, 2003, U-Haul, the largest American equipment rental company, announced it would prohibit its outlets from renting trailers to persons planning to tow behind Ford Explorers due to liability concerns, with no published data to substantiate the claim.

U-Haul did not alter its policies regarding the renting of trailers to persons planning to tow behind the Mercury Mountaineer, Mazda Navajo or earlier versions of the Lincoln Aviator, which are all mechanically identical to the Ford Explorer.

As a result, when they fail, antifreeze is dumped directly into the crankcase; mixing with engine oil and potentially damaging the head gaskets and connecting rod bearings.

Due to the transfer case/power takeoff unit's close proximity to other high-heat components such as the exhaust manifold and transmission, along well as its small fluid capacity (about 0.5 U.S. quarts), it may be subject to repeated overheating resulting in internal bearing wear and premature failure.

[116][117][118] In January 2024, Ford began the process of urging a recall of nearly 1.9 million Explorer SUVs between the 2011 and 2019 model years amid reports that trim pieces of vehicles could fly off.