Used Ford Explorer 6th Gen (2020-2025): Buyer's Guide

The 2020 Ford Explorer has 1,070 NHTSA complaints. The 2023 Explorer has 85. Same generation, same CD6 platform, same basic shape. The difference is almost entirely about which year you buy.

That gap tells you the whole story of the 6th-gen Explorer. Ford launched a fundamentally improved vehicle in 2020 — the first Explorer built on a rear-wheel-drive platform in decades — and then spent two model years working through the consequences of that change. By 2022, most of the manufacturing problems were gone. By 2023, this is genuinely one of the better three-row SUVs you can buy used.

What you need to know is exactly which years carry which risks, what to check on every VIN, and which powertrain is worth the premium.

This Generation at a Glance

The 6th-generation Explorer launched for the 2020 model year on Ford's CD6 platform, shared with the Lincoln Aviator. That platform switch — from a transverse, front-wheel-drive layout to a longitudinal, rear-wheel-drive layout — was the biggest structural change to the Explorer in nearly two decades.

The change brought legitimately better handling. It also brought a concentrated wave of first-year manufacturing issues that Ford took until the 2022 model year to fully resolve.

A mid-cycle exterior refresh arrived for 2025 with a redesigned front grille, new LED headlights and taillights, and a new Tremor off-road trim replacing the Timberline. No platform or powertrain changes accompanied the refresh. A full redesign is expected for the 2027 model year.

See market data for each year: 2020, 2021, 2022, 2023, 2024, 2025.

Powertrain and Trim Breakdown

2.3L EcoBoost I4 — The One Most Buyers Will Find

The 2.3L four-cylinder is the base engine and the powertrain in most used Explorer inventory. It covers every trim except the ST and Platinum. If you're looking at an XLT, Limited, Active, Timberline, Eddie Bauer, or King Ranch, this is what you're getting.

What owners like: The 2.3L delivers adequate, if not exciting, power for everyday driving. Fuel economy in the low-20s is reasonable for a three-row SUV. Parts availability is good and the EcoBoost platform has millions of miles of real-world history.

Exhaust downpipe leak. Forum consensus on early 2020 production models is blunt: the exhaust downpipe flex section degrades, and it's a matter of when, not if. The symptom is an exhaust smell in the cabin, especially on cold starts or with windows down. TSBs were issued. Repair at an independent shop runs $300 to $600. Any 2020 Explorer with high mileage should have documentation showing this was addressed. If it hasn't been, factor the repair into your offer.

Front axle components on AWD models. AWD Explorers built before August 2021 had two related issues: CV boot failures that allow grease to escape, and front axle disconnect actuator O-ring failures that trigger a powertrain malfunction warning (DTCs C00A6 and/or C0631). Both were addressed by TSB. Check for any axle-related service records on early AWD models. In the parking lot during your test drive, turn the wheel to full lock and listen for clicking or grinding.

10-speed transmission. Two distinct failure modes show up in owner reports. The first is torque converter clutch shudder — a vibration between 35 and 60 mph that feels exactly like driving over rumble strips. Multiple TSBs were issued for this. The second is a neutral-out condition where the transmission briefly drops out of gear in drive. Some owners had transmissions replaced; others were resolved with calibration software.

Transmission oil cooler crack — Customer Satisfaction Program 20B34. This one deserves its own warning. On early-production 2020 Explorers (RWD built through January 2020, AWD built through February 2020), the internal transmission oil cooler developed cracks that allowed engine coolant to mix with transmission fluid. Coolant in the transmission is catastrophic. Ford issued Customer Satisfaction Program 20B34 to replace the cooler on affected vehicles. This was NOT a recall — it was a customer satisfaction program with an expiration date. If the program was not completed on a specific VIN, that cooler may still be original. Ask for service records and check the VIN with your Ford dealer before buying any early-production 2020 model.

3.0L EcoBoost V6 — ST and Platinum Trims

The 3.0L twin-turbo V6 is exclusive to the ST (400 hp) and Platinum (365 hp, different tune) trims. If you want the ST's performance at a used price, you're buying this engine. It's genuinely fast — 0 to 60 in the mid-5-second range for a three-row SUV with seven seats.

What owners like: The 3.0T ST is the rare family hauler that's also quick. Owners on ExplorerST.org consistently praise the power delivery and chassis feel on the CD6 platform. The handling is a legitimate improvement over any previous Explorer.

Recall 24S55 — Engine Intake Valve Fracture. This recall is the defining issue for anyone buying a 2021 or 2022 Explorer ST or Platinum. Engines produced between May 1 and October 31, 2021 were built with Silchrome Lite intake valves that can become brittle from a manufacturing defect in the supplier's grinding process. A brittle intake valve fractures at speed. The engine loses power and may fail completely. Ford replaces the entire engine under this recall at no cost. Approximately 90,736 Explorer, F-150, Bronco, and Edge vehicles are affected.

The remedy was not available until Q1 2025. Any 2021 or 2022 Explorer with a 3.0T engine must have its VIN checked against Recall 24S55 status before you buy. If the recall is open on a vehicle you're considering, require written confirmation from the selling dealer that the engine replacement will be completed before the sale closes. If you can't get that confirmation, walk away.

The 2020 3.0T is not affected (the defect was introduced in the May 2021 production run). The 2022 3.0T is only affected if the engine was produced before November 2021.

Maintenance costs. The 3.0T has higher service costs than the 2.3L. Spark plugs at 60,000 miles run $500 to $600 at a dealer, and Ford recommends 5,000-mile oil changes on this engine. Budget accordingly.

3.3L Hybrid — The Efficiency Case

The hybrid model pairs a 3.3L V6 Cyclone engine with an electric motor for 318 combined horsepower. EPA-rated combined fuel economy is 27 to 28 MPG in RWD form. For a three-row SUV, that number is legitimately impressive. The hybrid was RWD-only through 2022; AWD hybrid became available in 2023.

What owners like: The smoothness of hybrid power delivery. Owners describe noticeably quieter acceleration and a more relaxed highway experience versus the EcoBoost versions.

Water pump failure. Multiple 2020 and 2021 hybrid owners report early water pump failures on the 3.3L Cyclone engine. Symptoms are overheating and coolant loss. Repair runs $400 to $800. Before buying a hybrid Explorer, check the coolant overflow reservoir — white or milky-looking coolant is a red flag.

Cam phaser shaking on cold starts. Some hybrid owners report a rough shake from the 3.3L V6 during the first 30 to 60 seconds from cold. This is a cam phaser issue similar to what appears in other Ford V6 applications. It's not necessarily a failure, but it's worth noting and using in negotiation.

Low-speed hesitation. Ford issued a TSB for 2020 and 2021 hybrid Explorers for a delayed acceleration response, hesitation, or buck and jerk condition at low speeds. If the TSB fix wasn't applied, this will be noticeable during the test drive.

High voltage battery recall. 2020 hybrid Explorers had a recall for high voltage battery concerns. Verify VIN recall status before buying.

Trim-Specific Notes

The 6th-gen Explorer has a wide trim ladder. What's worth paying up for and what's not:

XLT is the best entry point for most buyers. You get the 2.3L, Co-Pilot360 driver assistance suite, SYNC 3, and enough equipment for daily family use. It's the most common used trim and has the most negotiating room.

Limited adds a panoramic sunroof, power-folding third row, leather seating, and SYNC 4A. If you frequently use the third row, the power-folding feature alone is worth the premium. The Limited is the best balance of equipment and reliability risk.

Timberline (2021-2024) was the off-road oriented 2.3L trim with skid plates, all-terrain tires, and a modest suspension lift. If you want an Explorer for light trail use, this is a better choice than modifying a standard model.

ST carries the 3.0T engine. The performance is real but so is Recall 24S55 on 2021-2022 production. A 2020 ST avoids the intake valve concern while still delivering 400 hp.

Platinum has the same 3.0T engine as the ST, detuned to 365 hp, plus massaging front seats, a B&O audio system, and a more luxurious interior. Unlike the Lincoln Aviator, the Explorer Platinum does not use air suspension — that's actually a reliability advantage. No $3,000 to $5,000 air spring replacement risk.

Hybrid models in RWD form are compelling for city and suburban driving. Avoid RWD hybrid if you buy in a region with serious winter weather.

Which Model Years to Target Within This Generation

The 2020 model year is the one to avoid. It carried every first-year manufacturing problem simultaneously: the transmission cooler crack, the rear lower control arm bolt failure, the rear axle bolt fracture risk, and the exhaust downpipe leaks. Consumer Reports gave the 2020 Explorer a 1 out of 5 for reliability, and NHTSA's 1,070 complaint count for one model year tells you what owners actually experienced.

The 2021 is complicated. Manufacturing quality improved substantially versus 2020. Complaint counts dropped by two-thirds. But the 3.0T intake valve recall exists, and the affected engine production window runs May through October 2021. A 2021 3.0T Explorer is either fine or needs an engine replacement — the VIN tells you which.

The 2022 and 2023 are the sweet spot. The 2022 saw manufacturing stabilize with only 209 NHTSA complaints versus 1,070 for 2020. The 2023 dropped further to 85. Both years benefit from all the software and calibration improvements Ford deployed on the 2020 and 2021 models. For most buyers, a 2022 or 2023 Limited or XLT with the 2.3L is the target.

Pre-Purchase Inspection Checklist

These are generation and powertrain-specific. Generic advice won't cover what makes this generation unusual.

All 6th-gen Explorers:

• Run the VIN through NHTSA's recall lookup and Ford's owner site (ford.com/recall). Look specifically for the rear axle bolt recall — Ford issued multiple campaigns because the initial fix sometimes failed on 2020-2022 models. Verify that the final remedy, not just the first repair, was applied.
• Verify open recall count before test drive. If three or more open recalls are showing, factor in whether the seller will commit to completing them.
• Highway drive at 35-60 mph. Feel for a vibration that resembles driving over rumble strips. That's torque converter clutch shudder — a documented transmission issue on early production.
• Cold start: smell for exhaust odor through the vents. Downpipe exhaust leaks are common on early 2020 models and don't always get repaired before resale.

2020 models only — early production (built before March 2020):

• Ask for service records showing Customer Satisfaction Program 20B34 (transmission oil cooler) was completed. If the seller can't produce these records, contact a Ford dealer with the VIN and ask directly. A transmission cooler that failed undetected means coolant in the transmission fluid — a $3,000 to $5,000 repair if not already destroyed.

2.3L AWD models:

• Parking lot turn at full lock in both directions. Clicking or grinding from the front axle means CV boot failure or axle disconnect actuator failure — common on pre-August 2021 production.
• Ask about any powertrain warning lights in the history. DTC C00A6 means front axle disconnect actuator.

3.0T models (ST and Platinum), all years:

• For 2021-2022 production: Confirm Recall 24S55 status on the specific VIN at ford.com/recall. If the recall shows as open, the engine has not yet been inspected or replaced. Do not buy without a written dealer commitment to complete the recall before delivery.
• Cold start: a rough running condition or engine malfunction light on a 3.0T is a potential intake valve failure in progress. Walk away.
• High mileage (80k+): budget $500-600 for upcoming spark plug service.

Hybrid models:

• Check coolant overflow reservoir before the test drive. White, milky, or foamy coolant indicates water pump failure.
• Low-speed test: At 5-20 mph, the hybrid's electric-to-gasoline handoff should be smooth. A noticeable jerk or hesitation means the TSB for the acceleration issue may not have been applied.
• Confirm high voltage battery recall is complete.

Running Costs

RepairPal puts the Ford Explorer's average annual repair cost at $732, which is 28% above the midsize SUV segment average of $532. That figure skews toward older models; a well-maintained 2022 or newer Explorer should be closer to the segment average.

The hybrid's fuel savings are real. At 15,000 miles per year, a hybrid at 28 MPG saves roughly 225 gallons compared to the 2.3L at 24 MPG. At current fuel prices that's $800 to $900 per year — which pays for a lot of water pumps.

FAQ

Is the 6th-gen Ford Explorer reliable? It depends entirely on the year. The 2020 had 1,070 NHTSA complaints and a 1 out of 5 reliability rating from Consumer Reports. The 2023 had 85 complaints. The platform improved quickly; the 2022 and newer are solidly average for the segment. Buy a 2022 or later and you're not buying a problem car.

What year 6th-gen Explorer should I avoid? The 2020. It had the most concentrated first-year issues of any Explorer generation in recent memory: transmission oil cooler cracks, rear suspension failures, axle bolt issues, and exhaust leaks. If you're buying a 2020 for the price discount, verify CSP 20B34 was completed and budget for the exhaust downpipe repair.

Is the Ford Explorer ST worth buying used? The 400-hp ST is genuinely compelling as a used buy if you avoid the wrong production window. A 2020 ST predates the intake valve recall entirely and delivers the full performance with lower first-year risk than later production. A 2021 or 2022 ST needs an intake valve recall (24S55) check before you commit. Verify it was completed, and the ST becomes one of the more interesting used performance SUVs in its price range.

Does the 6th-gen Explorer have transmission problems? The 10-speed transmission had documented shudder and calibration issues on 2020 and 2021 models. The more serious issue — internal cooler cracks mixing coolant with transmission fluid — was limited to very early 2020 production (RWD through January 2020, AWD through February 2020). Ford addressed both issues through service programs and TSBs. A 2022 or newer Explorer with no transmission warning history in the service records is unlikely to have these issues.

What's the best year of the 6th-gen Explorer to buy? The 2022 and 2023 are the sweet spot. They benefit from two years of manufacturing corrections without the premium price of a 2024 or 2025. The 2023 Limited with the 2.3L in AWD carries the lowest complaint count and the best balance of equipment, reliability, and value in this generation.

Bottom Line

The 2022 or 2023 Explorer Limited or XLT with the 2.3L EcoBoost is the right call for most buyers. It avoids the 2020's manufacturing issues and the 3.0T intake valve recall. The hybrid is worth serious consideration if your driving is mostly city and suburban. Before buying any year, run the VIN through a recall check — the rear axle bolt campaign had multiple iterations and some vehicles slipped through with incomplete fixes. CarScout tracks price drops on specific trims and years at usecarscout.com.

Data sourced from NHTSA recalls database, EPA fuel economy data, Ford Motor Company recall notices (24S55, 20B34), and real owner experiences from ExplorerForum.com, ExplorerST.org, and CarComplaints.com. See the full Ford Explorer market data for pricing and inventory.