When the Earth was cooling, which was approximately 1990, the first-gen Ford Explorer arrived. At that time, it was offered in both two- and four-door models — I remember the launch so very well, as it represented a breath of fresh air in a rather fuddy-duddy world. While the 1984 Jeep Cherokee can claim to have started the current crossover madness, the then-new Explorer was set to become a bestselling icon in its own right — it is, with over 8 million sales, the top-selling crossover in North America. Now in its sixth-generation, it is getting a major overhaul for 2025.
What’s new for the 2025 Ford Explorer
One of the Explorer’s first changes is that familiar names like “XLT” and “Timberline” go away, and have been replaced by the base Active, the ST-Line, the Platinum, and the sporty ST tested here. Beyond the name changes, the 2025 model gets fresh new styling with a different grille fronting each of the models. The styling lines are sleeker and the tail-end is classier to the eye. It all adds to the Explorer’s newfound road presence. The biggest improvement, however, is found inside. The reworked cabin shifts the Explorer from journeyman to first class.
What’s powering the 2025 Ford Explorer?
As before, the engine lineup starts with Ford’s 2.3L EcoBoost turbo-four. It makes 300 horsepower and 310 pound-feet of torque, and it works with a 10-speed automatic transmission to drive all four wheels. The optional engine in the Platinum and standard unit in the ST is a 3.0L twin-turbo V6. This thing makes 400 hp, a much more rewarding 415 lb-ft of torque, and it sounds the part in the process — the growl under hard acceleration means business. It, too, drives all four wheels through a 10-speed automatic.
One of the pluses is the paddle shifters are active for manual operation even when the rotary gear selector is in Drive. For those serious drivers, however, there is a proper manual mode.
The Intelligent four-wheel-drive system monitors road conditions and automatically distributes the drive torque between the front and rear axles, and it does so without the driver needing to think. By monitoring multiple bits of information from throttle to steering angle and everything in between, the system is proactive in its approach to slippage. This means it has the ability to send torque to the front wheels before unwanted wheel-spin occurs. Conversely, when four-wheel-drive is not needed, it relaxes the power flow to the front to improve fuel economy.
How does the 2025 Ford Explorer Drive?
While the different models give the consumer lots of choice, the ST works for those into driving rather than riding. It’s geared to provide superior on-road performance. While the turbo-four will be enough engine for many potential customers, the 3.0L twin-turbo V6 is the unit of choice — the extra oomph brings a run to 100 km/h from zero in under six seconds!
Likewise, the ST’s suspension dials out a surprising amount of body roll — we are, after all, talking about a taller-riding crossover. The reason is it gets a sport-tuned suspension and a brace between the front shock towers. A word to the wise, here: some may find the ride a little too taut, especially over badly rippled pavement. This makes the Platinum a better alternative, as it has a plusher ride. The ST’s steering follows the suspension’s lead. It has surprisingly good on-centre feel, and it is quick to turn off-centre without feeling darty on the highway.
There are different on-road drive modes. Eco is for the birds, as it is just too flat, even in the hyper ST. Normal mode delivers a good balance between economy and throttle response, so it is the best overall setting. However, Sport mode brings a much sharper feel to the drive. When pushing on down a twisty road and braking hard for a corner, the transmission blipped down the right number of gears so that at the apex, it was ready to haul out of the corner with authority. It really did add a sporty side to the ST’s drive.
On an off-road excursion, I was expecting the ST’s on-road focus to hamper its ability in the dirt. Not so, at least in moderate going. It has an approach angle of 19.7 degrees; a departure angle of 20.6 degrees, which is slightly less than the other trims; and a ground clearance of just about 200 mm (7.9 inches).
It also has a drive mode for “light off-roading.” When selected, it remaps the throttle and turns off the traction control system. When so set, the ST did get around the off-road component of the drive with surprising ease — the limiting factor turned out to be the P275/45R21 all-season tires. Something with a more aggressive tread pattern would have handled the mud with more aplomb; the downside would be more road noise. Anyone who has piloted the Jeep Wrangler can talk to the knobby-tire noise factor!
The 2025 Ford Explorer has BlueCruise 1.2
Another improvement is the addition of BlueCruise 1.2 to all but the base Active model. It will be free for 90 days. Beyond that, it becomes a pay-to-play feature with multiple purchase plans. If it mirrors the Mustang Mach-E, the three-year plan will cost US$2,100 — that’s sneaking up on 3,000 Loonies!
That aside, it now has a predictive speed component. This aspect sees the hands-free operation, which is now available for longer than before, gently slow for a coming corner. It also has lane-change assist. Tap the turn signal, and it changes lanes all by itself. Once in the new lane, it then automatically repositions itself and stays, if necessary, away from a vehicle that’s hugging the lane markings. In practice, it accomplished all of the above with remarkable accuracy and without leaving this driver worrying about the moves it was making. For someone on a long highway drive, it will relieve the stress and fatigue factors considerably.
The 2025 Explorer gets a much-needed cabin rework
As mentioned, the cabin has been transformed from journeyman to classy. The mix of materials is very nice, although there are a lot of different textures — seven, if you include the ST’s perforated leather flat-bottomed steering wheel. The effect leaves it looking a little busy, but it still manages to impart an upscale feel.
The tech side also takes a big step forward. The reconfigurable 12.3-inch instrument cluster is uncluttered, with crystal-clear readouts. I liked the simplicity of the format, and the fact MyView allows the driver to pick what information they want to scroll through in the central part of the display — for a family, the ability to see who has their seatbelt fastened by looking in the instrumentation is way easier that doing a manual check, especially of those sitting in the rear-most row.
Likewise, the cluster shows which drive mode you have selected, and it allows the driver to display Google Maps within the instrumentation. It works, but it always looks like it’s in night mode, which leaves it looking rather dark on a bright sunny day.
Next up is the new 13.2-inch screen for the infotainment setup. It hosts the Ford Digital Experience. The new Android-based operating system is faster and makes more sense than any of the previous Sync systems. To start with, Google Maps forms the native navigation, and the system offers voice control for many vehicle functions like climate and audio through the Google Assistant.
As with the instrumentation, I could not get the main Google Map out of night mode — use the wireless Apple CarPlay function and the same Google Map is bright and clear. It is a curious decision to allow the mapping to be bright in one function and subdued in another. That aside, I would be remiss if I did not give a nod to the Bang & Olufsen sound system. The 14 speakers crank out the tunes with beautiful clarity.
Space for all when exploring
There’s plenty of space for all. The ST’s front row has 1,090 mm (42.9 inches) of legroom, the middle row has 973 mm (38.3 inches), and the third-row riders get 818 mm (32.2 inches) of leg space. That, even for an adult, is enough, and certainly beats walking in the rain.
There’s also tons of cargo space. With the third row upright, the ST has 462 litres (16.3 cubic feet) and that number grows to 1,303 litres (46 cu ft) with the third row folded flat. Need to move apartments? No problem! The Explorer has 2,415 L (85.3 cu ft) of cargo space with the middle captain’s seats folded flat — just watch the gap between the seats when loading cargo. Likewise, taking the toys to the cottage will be a snap — all models, regardless of engine, can tow a 2,268-kg (5,000-lb) trailer.
2025 Ford Explorer Canadian pricing
The Explorer Active has a starting price of $50,535; the ST-Line comes in at $56,535; and the sporty ST has a list price of $69,135. The Platinum starts at $60,635; however, if you want the 3.0L turbo V6, it requires the Ultimate package, which bumps the sticker by $9,500. In all cases, delivery is $2,195.
Final thoughts on the 2025 Ford Explorer
The rework to the 2025 Ford Explorer addresses a key issue, and that was the cabin. It is now swanky and tech-laden without being onerous to operate. Specifically, the new infotainment system represents a massive step forward, especially when running Apple CarPlay. Beyond that, it has strong engine choices, strong performance with the 3.0L turbo V6 under the hood, balanced driving dynamics, and an impressive array of driver-assist features. BlueCruise 1.2 would be one of the Explorer’s bigger assets, but priced the way it looks like it will be means its cost could be a deterrent.
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