Ford Explorer Review 2024

The Ford Explorer is an electric family SUV designed to take on the likes of the Skoda Enyaq. With more mainstream brands launching electric cars, EVs are starting to look better value. Strange then that a brand that’s been right at the heart of the family car market for decades prices its electric SUV on the high side. Find out in our full Ford Explorer review whether it's justified.

Unlike its more performance-focused showroom sibling, the Ford Mustang Mach-E, the Explorer is based on EV hardware bought in from Volkswagen, albeit with modifications so that it feels more like a Ford to drive. 

Is that a good thing? Largely, yes. The core of VW’s electric base and drive system is adaptable, allowing not only for that altered driving experience but also styling flexibility.

Consequently, the Ford Explorer looks squatter and more planted than others with very similar platforms, including the Audi Q4 e-tron, the good value Skoda Enyaq plus the Volkswagen ID.4 - by comparison, they all look narrow and top-heavy.

In the metal, the Ford looks sleek without being amorphous, sharing no body panels with Volkswagen models. Arguably, it looks more interesting in lighter, brighter colours as the black strips front and rear, emblazoned with the Explorer badges, stand out more readily.

Until now, the Ford Explorer moniker has been used largely outside the UK, on a larger, combustion-engined SUV built in the USA — the version sold here in the late 1990s featured a gas-guzzling 4.0-litre petrol engine. It’s new namesake is designed with European tastes in mind and sized more appropriately for our narrower streets. 

Once aboard, it’s not hard to find some Volkswagen-sourced buttons and controls, although many have been tweaked to feel more Ford-like, such as the haptic touchpads in place of individual physical buttons. They generate the same frustrations in operation as they do in VW products, annoyingly.

That dashboard-dominating 14.6-inch portrait-oriented infotainment touchscreen is all Ford’s work. It moves from a reclined position to a near-vertical, slightly elevated one, revealing a lockable hidey-hole beneath it. 

Even though the Ford Explorer’s smaller than VW’s ID.4, the generous passenger space is very similar. The main difference is the Ford’s truncated tail, which takes its toll on luggage space. It’s not tight in the boot, but it’s smaller than various rivals. 

There are three drive systems to choose from with the Ford Explorer: the Standard Range with a 52kWh battery and rear-wheel drive, the Extended Range with a 77kWh capacity and an all-wheel drive version of the Extended Range with 79kWh.

The potential electric range is very good with an official claim of up to 374 miles. Power outputs stretch from 170PS to 340PS. 

So how much does the Ford Explorer cost? The range starts at a smidge under £40,000 and extends to around £54,000. Not cheap, in other words, but no electric SUV of this size could exactly be described as a bargain.

In fairness, by keeping the Ford Explorer line-up deliberately simple with just two trim levels, Select and Premium, even the entry-level choice is packed with the kit Ford believes most people would want to heighten its sense of value.

Of course, many other manufacturers have skin in this game including the Kia Niro Electric and the excellent Renault Scenic E-Tech. Their lower price points are a headache for Ford, not least because they’d warrant being on your shortlist even if they cost the same as the Explorer.

We know the Ford Explorer is largely the same underneath as a host of Volkswagen Group EVs but that’s only when it comes to the hardware – details, including the suspension geometry and tuning, is Ford’s own handy work. 

It’s been set-up to feel sportier than the Skoda Enyaq and Volkswagen ID.4, meaning you can carve along winding roads with confidence in the Explorer. 

It’s not night and day, but it is appreciably better than the ID.4 and there’s less body lean than there is in the Enyaq — and Renault Scenic E-Tech for that matter. There’s that usual Ford nimbleness that brand loyalists will notice, certainly. 

Otherwise, the steering feels similar to the ID.4’s and Enyaq’s — like those two, the Explorer’s is light, perhaps a bit too much so, and easy to get to understand. It’s intuitive and it inspires confidence, even if you’re guessing at grip levels rather than feeling it. It’s easier to enjoy than the Tesla Model Y’s and Renault Scenic E-Tech’s much quicker-reacting steering set-ups. 

Traction on the rear-wheel-drive Extended Range Ford Explorer is good, with no sensation of sliding about as you apply the power exiting a damp roundabout. On straighter sections, such as when overtaking, a hearty squeeze of the accelerator invariably makes the rear end squat a little, but it propels forwards without the wheels scrabbling away, something the Renault’s more prone to doing.

If you live near lanes that get slippery in winter or need to tow, the Ford Explorer Extended Range AWD will be even more surefooted, but for the majority of buyers the rear-drive versions are just fine.

Because of its slightly firmer set-up, there’s an inevitable payback in ride quality. The Skoda Enyaq, in particular, is more supple and cosseting in nearly every scenario. At low speeds and on smoother surfaces, the Ford Explorer’s ride quality is far more agitated, it seemingly being unable to settle.

Driving on roads with higher speed limits alleviates this considerably, but its at its most composed over undulating, twisty stretches — divert onto a motorway and you’re aware of it being unsettled again. 

It’s not as abrupt as the Tesla Model Y’s ride, though, and it’s quieter, too, with restrained levels of wind and road noise at 70mph.

We can’t tell you how quickly the 170PS Explorer Standard Range RWD is, because Ford hasn’t yet published the 0-62mph time, but we do know it has 310Nm of torque and an electronically limited top speed of 99mph.

With 286PS, the Explorer Extended Range RWD hits 0-62mph in 6.4 seconds courtesy of its 545Nm of torque, which is nippy enough to pip the entry-level Tesla Model Y RWD and trump even the quickest Renault Scenic E-Tech, which can only manage 0-62mph in 7.9 seconds.

It feels really responsive from the driver’s seat, too but the good news is it’s not all or nothing. You can build speed smoothly when you’re just pootling around, so no tiresome, whiplash-inducing overtakes when there’s no need to rush.

If you want even more oomph then there’s the 340PS Explorer Extended Range AWD. That’s quicker than some hot hatchbacks, blasting its way from 0-62mph in just 5.3 seconds with 679Nm of torque on tap. Now that’s indeed fun but most buyers will find the RWD model plenty quick enough. 

Like all electric cars, the Ford Explorer has regenerative braking to recharge the battery as you slow down. Thankfully, it’s much better resolved than the Ford Mustang Mach-E — the brake pedal in which feels like an on-off switch. The Explorer’s are more progressive, so it’s easy to stop smoothly. 

You can turn the regenerative braking down, so when you lift off the accelerator the car free-wheels, or you can switch to a higher-regen mode that slows the car down without having to use the brake pedal as often. It’s not a full one-pedal set-up, though, where you don’t need to touch the brake pedal at all to stop. 

Not a surprise given its platform-sharing cousins managed the same but a five-star Euro NCAP safety rating for the Ford Explorer is handy in a market where protection of kids inside is a key buying factor. 

These days, a big part of the NCAP test rating comes from the effectiveness of the safety assist systems — here they scored 72%. Every Explorer comes with a suite of these, including lane-keeping and departure aids, traffic sign recognition, speed limit warning and automatic emergency braking that will hit the brakes if it senses a collision with a car, pedestrian or bike. 

If you are unlucky enough to actually hit something, then there’s a brace of front and side airbags to cushion you.

If you plan to tow with a Ford Explorer then you will need to tick the box for the factory-fitted electrically retractable tow bar. Dealer-fit options aren’t available at present. 

One issue with electric cars is they often aren’t rated to tow as much as a diesel or petrol equivalent and that’s the case here. The Ford Explorer can tow 1000kg if you opt for the Extended Range RWD or 1200kg with the Extended Range AWD. That’s okay for an EV but almost half what a diesel-engined Land Rover Discovery Sport will pull.

That the Ford Explorer looks more compact than the Skoda Enyaq and Volkswagen ID.4 is with good reason —it is. Some 190mm has been lopped-off the Ford’s tail compared with the VW, almost entirely for aesthetic reasons.

Crucially, the wheelbase, which is the gap between the front and rear wheels, is more or less identical, which means passenger space is similarly good. You’ll be able to sit yourself and three of your tallest buddies on board, with everyone enjoying enough legroom and loads of headroom.

Adding a fifth passenger in the rear makes things more of a squeeze but there’s no central tunnel for the middle occupant to clamber over and lots of under-seat foot space. That said, there’s even more legroom for to properly stretch out in the back of a Renault Scenic E-Tech.

The Ford Explorer has more cabin storage space, though. How much, exactly? A whopping 48 litres. It’s cleverly done, as well, as demonstrated by the sliding infotainment touchscreen which reveals a secret cubby behind it. This is great for valuables because it automatically locks with the doors, providing it’s been left in the closed position.

Under the front centre armrest you’ll find a cavern that Ford calls the MegaConsole. And mega is the right word. Here alone is a 17-litre stowage space, which is enough for a laptop. If you don’t need the cupholders they’re removable, freeing up even more space. You can replace them with a tray for keys or other smaller trinkets if that works better for you. 

The boot is smaller than the ID.4’s and Enyaq’s, though, and at 470 litres the Ford Explorer’s cargo space is also much smaller than the Scenic E-Tech’s handy 545-litre capacity. 

Still, the Ford’s load space is usefully flexible, with a height-adjustable boot floor and no load lip when it’s at the highest setting, which also provides sufficient space beneath for hiding charging cables away.

Although they don’t lie completely flat, the 60:40 split/folding rear seat back provides a smooth transition from the boot floor at its highest level, plus there’s a central ski hatch for longer items. 

As with other MEB platform cars, there’s no provision under the bonnet for a front boot, even on rear-wheel drive models that only have a single motor at the back.

While the Ford Explorer feels generally well-made, some of the interior plastics in various touch points feel too unyielding and utilitarian for a car at this price point, so if you’re a fan of squidgy dashboard and door tops, it will disappoint.

Higher-spec Explorers with the two-tone cabin — everything’s greyscale, unfortunately — do feel a little elevated and airier, while the novel sound bar-style, fabric-covered speaker plinth running across the majority of the upper dashboard’s width visually breaks up the plastic expanse.

While the Ford is good, for something really snazzy to sit in there’s the BMW iX3 and Genesis GV60, but they are far pricier.

You won’t miss the Ford Explorer's 14.6-inch touchscreen in the middle of the dashboard. At first glance, it looks as impressive as that fitted to the Tesla Model Y. Don’t be fooled, though, it’s not a patch on it to use. 

For a start, while the screen is enormous, many of the icons are tiny, making them jolly hard to prod accurately while you’re driving.

In fairness, the software is quite snappy, while the graphics and screen quality are also ace. But the menus lack forethought, for example, if you stray from the navigation screen, you would expect to find your way back with a simple ‘previous menu’ button, right? Wrong. 

Sometimes there is a back button, sometimes there isn’t. And when it’s not there you’ve got to find the titchy Menu button again. 

While we’re on the subject of the navigation screen, we had to ask how to see the distance and time to our destination displayed, as it’s needlessly buried. 

Wireless Apple CarPlay and Android Auto are standard for smartphone connectivity ease. We’ve sampled the former so far and found it became unresponsive several times, regardless of whether it was connected via cable. Tricky to know for sure how much of that’s phone software-related, of course.

It’s a nice touch that you can adjust the angle of the infotainment screen, although we would stop short of claiming it’s a revelation to the user experience. Most of the time, having the screen in its most vertical, slightly raised position made it far easier to see in your peripheral vision and less prone to glare. 

To keep your phone charged up while you’re using it wirelessly there’s a 15-watt wireless charging pad. Alternatively, you will find USB-C charging ports front and rear. 

There are hardly any physical controls anywhere on the dashboard. All of the climate functions are operated via the touchscreen but thankfully are permanently visible.

Instead of individual buttons, Ford’s used modified versions of the Volkswagen touchpads. Unfortunately, those changes haven’t improved functionality, making judging a light tap or a firmer press hard to judge on even smooth surfaces. They also reflect the sun’s glare to such an extent that each section’s function is rendered invisible.

We do appreciate that a small yet clear digital display for key information, such as speed and range, is visible directly ahead of the driver through the squared-off wheel, although it’s fixed to the dash rather than moving up and down as the steering column’s adjusted.

The cheapest Ford Explorer is the Standard Range RWD in Select trim. At just under £40,000, it’s almost as much money as the Long Range-batteried Renault Scenic E-Tech – a more powerful alternative that will cover a lot more miles between charges. The nearest equivalent Scenic undercuts the cheapest Explorer by nearly £3,000. 

Moving up to the Explorer Select Extended Range RWD means you have to spend just under £46,000 or almost £50,000 if you want the plusher Premium trim. That’s Kia EV6 and Tesla Model Y money, which are both larger cars. 

Fancy an all-wheel-drive Ford Explorer? You can only get that in the top Premium specification, which forces you to spend just shy of £54,000 but before you do, consider that an AWD EV6 or Model Y will cost you quite a bit less.

The upshot, then, is that you can buy similar-sized electric SUVs for less and bigger ones for similar money. The Explorer isn’t aimed squarely at Ford’s mainstream heartland. 

Ford charges extra for a heat pump, which you’ll need if you want to maximise the Explorer’s battery range on days when the weather is icy cold.

The Ford Explorer Standard Range, with its 52kWh battery, will at best be good enough for 239 miles on a single charge — that figure is provisional, though. 

The 77kWh Extended Range RWD is likely to be the most popular model and officially will do up to 374 miles in Select trim and 354 in Premium guise because of its larger wheels. That’s not quite a match for the 379 miles that the Renault Scenic E-Tech Long Range manages but it’s not far off.

As a yardstick, Ford also quotes a 281-mile range for the Premium Extended Range RWD for motorway driving, albeit in lab conditions. Similar roads, albeit in the real world, yielded a range of around 245 miles.

The Ford Explorer Extended Range AWD with the 79kWh battery officially manages up to 329 miles, which is roughly what you’ll get from the Tesla Model Y Long Range. 

Where the Ford doesn’t especially shine is in its recharging abilities. Standard Range models charge at a relatively low maximum of 125kW, the RWD Extended Range RWD being a bit quicker at 135kW — that’s still short of the Kia EV6 at 238kW. 

The Explorer Extended Range AWD gets nearer to that with a charging speed of 185kW but it has the biggest battery. Therefore, its fast charging speed isn’t that much quicker — 26 minutes to go from a 10% to 80% state of charge compared with 28 minutes for the rest of the range. 

To improve fast-charging speeds the Explorer can pre-condition the battery en route to a charging station so the battery is in the optimum condition to receive a charge, providing you use the inbuilt navigation in order for it to know it needs to do it.

It’s expensive to fast charge while out and about and the most cost-effective way is to charge from a home wall box with a cheap overnight tariff. Wallboxes charge at 7.4kW, so expect to go from empty to fully charged in around 12 hours with a 77kWh Extended Range battery. 

Outside of charging it, the Ford Explorer should cost very little to run, especially compared with a regular petrol or diesel car. For a start, Ford includes a complementary five-year service plan that covers the cost of the first two services and — until April 2025, at least — electric cars incur no VED car tax or the additional premium for costing over £40,000.

Don’t forget that if you’re a company car user then the Benefit-in-Kind (BiK) tax band for EVs is currently just 2%. 

The manufacturer’s warranty is a bit stingy, though, at three years or 60,000 miles.

Unusually for a car wearing a blue oval badge, there are only two trim levels available for the Ford Explorer — Select and Premium. Thankfully, both of them come with lots of kit that helps justify its relatively steep list prices. 

Ford Explorer Select models come with 19-inch alloy wheels, LED head and tail lights, a 12-way electric driver’s seat with memory function, heated front seats with massage function, rear privacy glass, selectable driving modes, adaptive cruise control with stop and start function, dual-zone climate control, keyless entry, power-folding door mirrors, puddle lights, front and rear parking sensors and a rear-view camera. 

Inside you will find wireless smartphone charging, Apple CarPlay and Android Auto functionality, which also works cable-free, that 14.6-inch infotainment screen and 5.0-inch driver’s display. 

Move up to the Ford Explorer Premium trim for 20-inch alloys, Matrix LED headlights which can stay on high beams without dazzling other road users, an electric tailgate, ambient interior lighting, a panoramic glass roof and a 10-speaker B&O sound system upgrade. 

Optional extras are also restricted in choice with a Driver Assistance Pack that includes a 360-degree camera system and a head-up display, a heat pump to boost battery efficiency — something we’d recommend doing — a retractable tow bar, dog guards for the boot and for Premium models only, 21-inch alloy wheels.

Solid white is the standard paint finish and suits the Explorer well, while the five metallic and finishes are £800 options.