Used Ford Explorer: What to Know Before You Buy

Three-row SUVs rarely have a resume like the Ford Explorer's. 56,000 used listings. A decade-plus of production data. And a platform change in 2020 that turned it from a FWD-based people-mover into a proper rear-drive SUV. The Explorer is the go-to for families who need space, towing capability, and don't want to spend Tahoe money.

But it comes with baggage. Specifically: exhaust fumes leaking into the cabin, a transfer unit that fails because Ford told owners the fluid was "lifetime" (it isn't), and a water pump buried inside the engine that kills motors with no warning. The 2020 relaunch was a quality disaster. The 2016 model year generated more NHTSA complaints than almost any other SUV in recent memory.

None of this means skip the Explorer. It means buy the right one.

Generations at a Glance

For used market purposes, there are two Explorers worth knowing.

5th Generation (2011-2019) — This is the one you'll see most. Ford scrapped the truck-based body-on-frame design in 2011 and built a unibody crossover on a FWD-based D4/U502 platform, shared with the Ford Flex and Lincoln MKT. Engine options through this generation: a 3.5L naturally aspirated V6 (base), a 2.0L turbo-four (replaced by the 2.3L in 2016), and a 3.5L EcoBoost twin-turbo V6 on Sport trims. A six-speed automatic (6F50 or 6F55) handled shifting throughout.

The 2016 model year brought the 2.3L EcoBoost four-cylinder replacing the 2.0L, along with a mild exterior facelift. For 2018, that 2.3L was bumped to 280 horsepower. The 2018-2019 models are the final evolution of this platform before the ground-up redesign.

6th Generation (2020-Present) — Ford rewrote the whole car. The new platform is RWD-based, the wheelbase grew, cargo room behind the third row increased meaningfully, and the powertrain lineup started fresh: a 300-hp 2.3L turbo-four as the base engine, a 318-hp 3.3L V6 hybrid, and a 3.0L twin-turbo V6 making 365 hp (400 hp in ST trim). A 10-speed automatic replaced the old six-speed. On paper, this is a better vehicle in almost every way. The first two model years, however, were a mess.

Relevant market links: 2011-2019 Explorer | 2020+ Explorer | 2023 Explorer

What Owners Actually Report

5th Gen (2011-2019): The Long Shadow of Three Problems

The exhaust intrusion issue

NHTSA investigated 1.3 to 1.5 million 2011-2017 Ford Explorers after complaints of exhaust odors, nausea, headaches, and in some cases, loss of consciousness behind the wheel. Officer Brian McDowell of Newport, California passed out driving a 2014 Ford Police Interceptor Utility and crashed; investigators ruled out alcohol and drugs. Austin PD logged 60 activated carbon monoxide detectors in patrol vehicles and seven officers reporting CO exposure symptoms.

Ford issued TSB 14-0130 covering 2011-2015 models, addressing exhaust odor with a series of dealer-applied repairs including door and body seals. In 2017, Ford issued Field Service Action 17B25, adding exhaust downturns to police Interceptors and reprogramming HVAC systems to reduce CO levels. NHTSA closed its six-year investigation in January 2023 without issuing a recall, concluding that properly assessed vehicles fell below accepted health standards.

That conclusion is disputed by owners. The structural complaint count for the 2016 model year alone hit 480 in NHTSA's database. The 2017 model year logged 531 structure complaints with 30 crashes and 48 injuries. Whether these numbers include exhaust-related incidents isn't always clear, but forum consensus going back years treats exhaust odor as an active concern on any 5th gen Explorer, particularly models with rear-end collision history (which can disrupt the body sealing).

Before buying any 2011-2017 Explorer, ask specifically whether TSB 14-0130 and FSA 17B25 work was completed. Look up the VIN at NHTSA to see if Field Service Action 17B25 was performed.

Electric power steering failure (2011-2013)

Ford recalled 179,027 vehicles under campaign 14V286000 for a software defect in the power steering control module that could cause intermittent complete loss of steering assist while driving. The fix is a software update; if the module had logged a signal loss event, Ford replaced the steering rack entirely. The 2014 model year wasn't included in the recall but uses the same system. Verify recall completion on any 2011-2013 Explorer before driving it off a lot.

The PTU and RDU problem

Every AWD 5th gen Explorer has two fluid-filled units that Ford labeled "lifetime fill" and left out of the maintenance schedule: the Power Transfer Unit (PTU) and the Rear Drive Unit (RDU). The PTU is a small gearbox bolted to the transaxle that sends torque rearward. The RDU sits at the rear axle and manages actual torque distribution with electronically controlled clutch packs. Both sit near exhaust heat. Both hold very little fluid.

Ford's official guidance on the PTU was contradictory. One page of the 2016 owner's manual said to change fluid every 30,000 miles. Another said it was a "lifetime fill." Most owners never touched it. ExplorerForum threads document PTU failures at 26,000 miles, 29,000 miles, 60,000 miles, 68,000 miles. One owner found metal shavings on the drain plug at 15,000 miles. Replacement costs run $1,600 to $2,200. One 2013 Explorer owner paid $2,200 for a replacement at 60k miles. A propane-like smell or gear whine above 40 mph are the early warning signs before failure.

The RDU carries the same risk. Rear unit failures have been documented as early as 23,000 miles, with grinding in tight turns and bearing failure leaving metal in the drained fluid. RDU replacement runs $2,500-$4,000 all-in.

Both fluids degrade fast. If you're buying a used AWD Explorer with no service records for either unit, assume the fluid is degraded. PTU fluid change is DIY-friendly — about $20 in parts and 30 minutes of work. Do it the day you buy the car if history is unknown.

The 3.5L V6 internal water pump

The 3.5L and 3.7L Cyclone V6 engines (found in base and mid-trim 5th gen Explorers) have a water pump driven by the timing chain, buried inside the engine block. When the pump seal fails, coolant enters the crankcase and mixes with oil. There's a weep hole designed to warn you, but it clogs with road debris and oil residue. Many owners discover the failure too late.

Owners and attorneys have documented the failure chain: contaminated oil destroys bearings in minutes. A class action lawsuit (Roe v. Ford, 2018) described cases where "this often occurs with little to no warning." Repair requires pulling the timing cover, removing cam phasers, chains, tensioners, and guides, then reassembling. Labor alone runs 10-15 hours. Total repair cost: $3,500 on a good day. If contamination spread through the engine, $6,000+. Ford acknowledged the design flaw by switching back to an external water pump on newer engines.

This is not universal, but it's common enough at high mileage. Check the dipstick. Milky or caramel-colored oil is a dealbreaker.

Transmission shudder

The 6F50 and 6F55 six-speed automatics in 5th gen Explorers develop torque converter shudder, typically felt at 35-45 mph under light acceleration at highway speeds. Explorerforum threads consistently describe it as a vibration or "shimmy" that appears gradually. In early cases, a full fluid exchange with Mercon LV fixes it. In later cases, once clutch material has contaminated the valve body, the transmission needs a rebuild: $4,000 to $6,000.

Always test drive a used 5th gen Explorer at highway speed. Torque converter shudder is hard to miss once you know to feel for it.

Hood paint bubbling

A class action lawsuit against Ford in 2019 documented widespread paint bubbling on the front hoods of 2011-2019 Explorers, caused by inadequate corrosion protection. Ford addressed this under a recall program. If you find a used Explorer with intact, un-replaced hood paint that hasn't been addressed, it may still be eligible for a free dealer repair. Ask.

MyFord Touch (2011-2015)

Early 5th gen Explorers shipped with MyFord Touch infotainment, which became notorious for crashes, freezes, and unresponsive touchscreens. Ford released software updates and extended the warranty on the system, but owners on forums consistently report ongoing frustration. If you're buying a 2011-2015 Explorer, expect this system to be a nuisance. The 2016+ units got SYNC 3, which is significantly better.

2016: The worst complaint year

The 2016 model year is the peak of the 5th gen's problem years. NHTSA data shows 2,360 total complaints, 36 crashes, 13 fires, and 56 injuries. Rear suspension recalls (toe link fractures), roof rail detachment, and structure/exhaust complaints stack up across this year. The 2.3L turbo was new in 2016, adding an untested powertrain to an already complaint-heavy year.

Rear toe link fractures

Multiple recall campaigns (19V435000, 20V675000, 21V537000) cover rear suspension toe link fractures on 5th gen Explorers, primarily affecting vehicles driven in northern states with heavy road salt exposure. Fractured toe links cause loss of steering control. NHTSA expanded these recalls through 2026. Check recall status by VIN before buying any 5th gen Explorer that spent time in the rust belt.

6th Gen (2020-Present): Launch Problems, Improving Fast

The 2020 Explorer was the most recalled SUV of its launch year. 33 total recalls. The biggest issue: rear axle horizontal mounting bolts in AWD and hybrid models that could fracture, disconnecting the driveshaft and allowing the vehicle to roll away in park. Ford recalled 238,000 vehicles built at the Chicago Assembly Plant (2020-2022 model years) under campaign 23V675000. Earlier and related recall 20V693000 covered 2020 Explorers with fractured driveshaft weld seams. Some vehicles received incorrect repairs under the first recall and needed re-repair under subsequent campaigns.

The 2020 also saw a PCM reset issue (23V069000: powertrain control module resetting while driving) and multiple backup camera display failures. The transmission control software lacked the electronic parking brake feature in some early builds.

NHTSA complaint data tells the improvement story:

• 2020: 1,070 complaints, 33 crashes, 10 fires, 36 injuries
• 2021: 356 complaints
• 2023: 85 complaints

The 6th gen is getting more reliable. By 2022, the major assembly defects were mostly addressed. The 2023 turbocharger oil supply line recall (23V597000) is worth noting, but it's a far cry from the launch-year disaster.

The 6th gen's powertrain variety also creates real differences between trims. The 3.3L V6 hybrid is the efficiency standout at 27-28 combined MPG. The 3.0L twin-turbo ST is the performance model but gets 18 combined. The 2.3L turbo-four is the sweet spot for most buyers: 21-24 combined MPG depending on drivetrain, adequate power, simpler than the hybrid system.

What to Inspect Before Buying

5th Gen (2011-2019):

• Pull the dipstick cold and check for milky or caramel-colored oil. Any sign of coolant in the oil means walk away.
• On AWD models: ask the seller if PTU and RDU fluid has been changed and when. If they don't know, factor the cost of immediate fluid changes into the deal. A propane-like smell from the engine bay or gear whine above 40 mph means the PTU is already in trouble.
• On 2011-2013 models: verify recall 14V286000 (electric power steering) was completed. Briefly let go of the wheel at low speed — any sudden steering weight change is a red flag.
• Look up the VIN at NHTSA's recall tool. Check for open rear toe link recalls (19V435000, 20V675000, 21V537000, 26S08) and ask if CSP-17N03 was performed on 2011-2017 vehicles.
• Test drive at highway speed. Light throttle between 35-45 mph. Feel for transmission shudder.
• Inspect the hood for paint bubbling around the perimeter. If present, ask about recall repair history.
• Open all windows and run the HVAC for 10 minutes before the test drive on 2011-2017 models. If you smell exhaust in the cabin, walk away or factor in dealer exhaust system inspection.
• Check SYNC infotainment (2011-2015 MyFord Touch). Freeze it up by touching around rapidly. If it crashes or hangs, plan for frustration.

6th Gen (2020-2022):

• On any 2020 Explorer: check the door jamb sticker for build date. Vehicles built before June 2020 failed the IIHS small overlap crash test — the front subframe didn't adequately protect the driver's footwell. Ford redesigned the subframe mid-production. This matters if safety ratings are a factor in your purchase.
• Look up the VIN at NHTSA's recall tool. Check for driveshaft/rear axle bolt recall (23V675000) and PCM recall (23V069000). Verify these are completed before buying.
• Test the backup camera on cold start. Some units show blue or inverted images (23V305000, 26V123000).
• On AWD and hybrid trims: ask specifically about driveshaft recall completion. Loud grinding or clunking from the drivetrain indicates possible unresolved driveshaft issues.

Running Costs

Fuel economy by powertrain (EPA combined):

Known expensive items:

• 3.5L/3.7L V6 internal water pump: $3,500-$6,000 depending on damage spread. Plan for it on high-mileage examples.
• PTU and RDU fluid changes (AWD 5th gen): PTU is DIY-friendly — ~$20 in parts. Dealer charges $80-$150 per unit. Do both every 30,000 miles regardless of what Ford's manual says.
• 6F50/6F55 transmission fluid exchange: Mercon LV, roughly $150 at a shop. Do it at 60,000 miles if history is unknown.
• Rear toe link replacement (rust belt cars): $400-$700 depending on labor market.

Which Generations to Target (and Which to Skip)

Target: 2018-2019 (5th gen). The platform is mature, the 2.3L EcoBoost four-cylinder has had two years of refinement, and the exhaust intrusion issue had active pressure from NHTSA and owner lawsuits throughout this period pushing dealers to address it. The 2018 brought 280 horsepower and improved SYNC 3 infotainment. Complaint volume dropped significantly versus 2016-2017. These are the best 5th gen Explorers.

Target: 2022-2023 (6th gen). The driveshaft debacle is largely behind this generation. NHTSA complaints dropped from 1,070 in 2020 to 85 in 2023. The RWD-based platform is genuinely better to drive, cargo room improved, and the hybrid option makes real-world sense if you're not towing. The 2.3L turbo-four in 2022-2023 is the most reliable and cost-efficient configuration.

Skip: 2016-2017 (5th gen). Worst complaint years in the generation. The 2.3L was untested. Exhaust intrusion complaints peaked. Structure and steering complaints dominate the NHTSA database for these years.

Skip: 2020-2021 (6th gen). The driveshaft recall affected 238,000 vehicles. Multiple cascading campaigns, PCM issues, and backup camera failures. Unless you find one with full documented recall history and a clean CarFax, the risk isn't worth the price discount over a 2022.

Bottom Line

Run every VIN through a recall check before you test drive. On any 5th gen AWD Explorer, change the PTU fluid on day one if the seller can't document it. The 2018-2019 5th gen and 2022-2023 6th gen are the sweet spots for reliability and value. The 2016-2017 and 2020-2021 Explorers carry more risk than their used prices typically reflect.

Data sourced from NHTSA recalls database, EPA fuel economy data, NHTSA complaint records, and real owner experiences from explorerforum.com, fordexplorer.org, and r/MechanicAdvice. See the full Ford Explorer market data for current inventory and pricing.