1991-2027 Ford Explorer Problems: 71 Known Issues

Ford recall 26V205000 / 26S23 includes 210 specific 2026 Explorers with the 2.3L engine, built February 17-26, 2026. Missing or incorrectly installed piston circlips can cause piston failure, engine damage and loss of propulsion. Increasing knocking is a reported possible warning. Ford must confirm eligibility by VIN; year and symptoms alone are insufficient.

A supplier machining fault may have cracked pistons at the Ni-Resist ring insert, which can lead to piston dome failure and loss of motive power. Warnings can include the check-engine light, engine noise or misfire. The recall covers 3,071 specific 2026 Ford Explorers with the 2.3L engine built February 20 to April 18, 2026 (recall 26V548, Ford 26S61; also Bronco, Bronco Sport, Mustang and Ranger). Only a Ford or Lincoln dealer can confirm by VIN whether a vehicle is included and whether the repair has been done.

A small population of 2023 Explorers with the 2.3L EcoBoost engine may have a torn or cut turbocharger oil supply line O-ring. The damaged O-ring can let pressurized engine oil escape and contact a hot engine, increasing the risk of an under-hood fire; oil loss can also cause an engine stall and loss of motive power. Ford recalled the affected units (built at Chicago Assembly July 25-Aug 3, 2023; ~10 vehicles) in August 2023.

The 4.0L SOHC V6 (introduced in the Explorer for 1997) uses a complex three-chain system: a crank-to-jackshaft chain and a jackshaft-to-left-camshaft chain at the front, plus a jackshaft-to-right-camshaft chain at the rear of the engine, all riding on plastic guide 'cassettes' with hydraulic/spring tensioners. The plastic cassettes and the spring-loaded tensioners are a chronic weak point. Tensioners lose spring tension (often by ~75k-100k miles) and the plastic guides embrittle and shatter, dumping debris into the oil pan. This is one of the most-reported failures on the SOHC engine and is the single biggest reason to prefer the older OHV engine of the same displacement. The rear cassette job is extremely labor-intensive because it sits against the bell housing, requiring engine or transmission removal.

The 4.0L SOHC Cologne V6 is notorious for timing chain guide and cassette failures, especially the rear cassette that is difficult to access with the engine installed. Plastic guide material breaks down over time, causing startup rattle, persistent chain noise, cam timing errors, and eventually severe engine damage if the chain jumps timing. This is one of the best-known Explorer engine problems of the era and is documented across owner forums, repair databases, and NHTSA complaints.

The optional 4.6L 2-valve modular V8 (shared with the Mercury Mountaineer) has aluminum heads that engage only a few spark-plug threads (~0.25 in). Under thermal cycling the plug can strip the threads and eject from the head, sometimes blowing out the coil boot with it. Ford acknowledged the stripped/missing-thread condition in TSB 07-21-2 for 1997-2008 4.6/5.4/6.8L 2V engines. Ejection causes a loud pop, sudden misfire and power loss, and a fuel-vapor fire risk.

Recall 26V343000 / Ford 26S35 concerns certain 2025-2026 Explorers with the 2.3L engine: 895 Explorers were identified. An incorrectly positioned camshaft roller finger follower can cause engine failure, no-start or loss of drive power. Ticking/tapping, a small engine leak or the malfunction lamp may occur. Model year or symptoms alone do not establish eligibility; Ford must confirm the VIN.

A connecting rod bearing may seize, causing engine failure and loss of motive power; an engine block breach can also raise fire risk. An engine knocking noise may come before the failure. Ford says the cause is still under investigation. The recall covers 6 specific 2026 Ford Explorers with the 2.3L engine built February 10–17, 2026 (recall 26V532, Ford 26S58). Only a Ford or Lincoln dealer can confirm by VIN whether a vehicle is included and whether the repair has been done.

Later 4th-generation Explorers with the 4.6L 3-valve V8 commonly suffer electronic throttle body problems. Owners report the wrench light illuminating, the vehicle abruptly entering fail-safe mode, and the engine losing throttle response or dropping to idle while driving.

Explorers (especially the Sport and Platinum) with the twin-turbocharged 3.5L EcoBoost are widely reported to develop cylinder misfires, a flashing check-engine light, rough idle and a loss of power that owners frequently chase by replacing ignition coils and spark plugs. The turbocharged, high-heat environment is hard on plugs; the factory Motorcraft SP-534 plug wears its ground strap prematurely and the Explorer's 3.5L EcoBoost is direct-injection only (no port injection), so intake-valve carbon buildup aggravates misfires. A recurring root cause traced on the forums is broken/seized exhaust manifold studs that create a vacuum-style exhaust leak right at the cylinder head, which repeatedly destroys coils and triggers misfire codes until the bolts are addressed. Ford never issued a recall for the manifold studs.

The 4.0L (both OHV and SOHC) drives the camshaft position sensor off a gear-driven 'synchronizer' assembly in place of a conventional distributor. The synchronizer's shaft/bushing wears or gums up with varnish, developing play and producing a distinctive squeak/chirp that is often mistaken for a belt or bearing noise, and eventually causing erratic CMP signals - rough idle, misfires, hesitation, and intermittent stalling or no-start. The chirp is typically worst when warm and persists with the serpentine belt removed, which is the standard field test to isolate it.

The 4.0L OHV V6 uses a camshaft synchronizer (a gear-driven cylindrical housing that also drives the oil pump intermediate shaft) with the camshaft position sensor mounted on top. The plastic vane/'flag' on the synchronizer and the sensor's internal magnet wear or come apart, mangling each other. This sets a P0340 (and often P0344) cam sensor code, produces a hard misfire, rough running, and stalling. Owners report the sensor magnet falling out and destroying the vane. Because the synchronizer shaft also drives the oil pump, a badly worn/seized unit is more than an electrical nuisance.

NHTSA opened an investigation in July 2016 into 2011-2017 Ford Explorer carbon monoxide intrusion after 6,500+ complaints, 657 alleged injuries, and 3 deaths. After 6 years of testing, NHTSA closed the investigation in January 2023 without a recall — agency findings concluded that CO levels in the cabin met current health standards in correctly-configured vehicles, and elevated levels traced to (a) aftermarket upfitter modifications on Police Interceptor variants and (b) rear-end collision damage compromising exhaust seals. Ford issued Field Service Action 17B25 (not a recall) for affected Police Interceptors, addressing sealing issues and adding HVAC reprogramming. NHTSA generally cleared consumer Explorers, though Ford still offered repairs. Owners experiencing odors should have the exhaust system inspected for collision damage or aftermarket leaks; sealing repairs and HVAC reprogramming are available.

On certain 2011-2013 Explorers built at Chicago Assembly from May 17, 2010 to February 28, 2012 (about 179,000 vehicles), the electric power steering can suddenly stop assisting. Inside the TRW-supplied steering gear, an intermittent electrical connection can drop the motor position sensor signal. Ford traced it to contamination of the ribbon cable's conformal coating or to misaligned ribbon cable pins in the steering motor. When the steering control module loses that signal, it sets a fault code and turns the assist off. The steering stays mechanically connected, so the vehicle can still be steered, but it takes much more effort, especially at parking-lot speeds. A chime sounds and a power steering fault message appears in the instrument cluster. NHTSA opened an investigation (PE12-017) after owner complaints of assist loss. Some owners reported that turning the engine off and back on restored the assist, but it often failed again. By April 2014 Ford knew of 15 low-speed crash allegations and two minor injury allegations. Ford fixed the parts problem at the supplier in late 2011. Owner reports show some gears failed even after the recall software update.

The active vent on the passenger air bag may not open as intended in a crash that deploys it, leaving a higher-pressure cushion against the occupant and increasing injury risk. Ford lists no warning. The recall covers 7 specific 2026 Ford Explorers built August 2, 2026 (recall 26V581, Ford 26S65). Only a Ford or Lincoln dealer can confirm by VIN whether a vehicle is included and whether the repair has been done.

Many Ford vehicles of this era, including the Explorer, were subject to recalls for the speed control deactivation switch mounted on the brake master cylinder. The switch can leak brake fluid internally, overheat, and in some cases cause an underhood fire even when the vehicle is parked and the ignition is off.

Seat-belt buckle anchor bolts at one or more seating positions, and the second-row center belt and retractor anchor bolts if equipped, may not have been secured during seat assembly. A loose belt or buckle may not restrain an occupant properly in a crash. The recall affects certain 2020–2021 Ford Explorers built October 19, 2018 to July 11, 2020 (recall 25V093, Ford 25S09); it also covers the Lincoln Aviator. Only a Ford or Lincoln dealer can confirm by VIN whether a vehicle is included and whether the repair has been done.

On a small number of Explorers, the left and/or right second-row seat-belt lower anchor may not be secured to the body because of an incomplete repair at the assembly plant. A loose anchor may not restrain an occupant properly in a crash; a rattle may be the only warning. It affects 199 specific 2020–2026 Ford Explorers built June 10, 2019 to January 21, 2026 that went through an in-plant repair station (recall 26V159, Ford 26C18; also Lincoln Aviator). Only a Ford or Lincoln dealer can confirm by VIN whether a vehicle is included and whether the repair has been done.

The 1991-2001 Explorer was factory-fitted with P235/75R15 Firestone Radial ATX, ATX II and Wilderness AT tires that suffered tread-belt separation, especially in hot climates and when underinflated to Ford's low placard pressure. A rear tread separation at highway speed frequently sent the tall, relatively narrow-track Explorer into a rollover. NHTSA linked the failures to hundreds of deaths and over 700 injuries, triggering the August 2000 recall of 6.5 million tires and the 2000 TREAD Act. Any surviving period-original or old-stock Firestone AT tire should be treated as suspect.

The bezel around the second-row outboard easy-entry (tip-and-slide) switch can become misaligned or unseated, letting the switch bind or stick down. The seat can then tip or slide unexpectedly, possibly while driving, increasing injury risk in a crash. With the button stuck down, the easy-entry feature may not work or the seat may not return to its normal position. The recall covers certain 2020–2026 Ford Explorers with the second-row easy-entry feature, built October 20, 2018 to June 24, 2026 (recall 26V451, Ford 26S52; expands earlier recall 25V393 and includes vehicles already repaired under it; also Lincoln Aviator). Only a Ford or Lincoln dealer can confirm by VIN whether a vehicle is included and whether the repair has been done.

On Explorers with the 360-degree camera, the rear camera can intermittently show a blue image or a full blue or black screen when shifted into reverse. Ford cites fretting corrosion and misalignment in the camera's internal connector, wiring retention and image-processing-module software; losing the rear image increases crash risk. It affects certain 2020–2023 Ford Explorers equipped with the 360-degree camera, built October 19, 2018 to August 20, 2023 (recall 23V342, Ford 23S23, which expanded and replaced recall 23V022; also Aviator and Corsair). Rear-camera-only vehicles are not affected. Vehicles that did not receive the 23V342 image-processing-module software update are covered by 25V159. Only a Ford or Lincoln dealer can confirm by VIN whether a vehicle is included and whether the repair has been done.

On Explorers with a specific 10.1-inch center display, the SYNC screen image can appear flipped or inverted right after an ignition cycle, including the rearview camera image in reverse. A rear camera image that is not displayed correctly increases crash risk; Ford lists no warning, and the condition recovers after a restart. Applies to: Certain 2020–2024 Ford Explorers built October 20, 2018 to April 25, 2024 with the JDI-made center stack display and SYNC 3 (recall 26V123, Ford 26C11; also Aviator, Escape and Corsair).

With a recline motor introduced in November 2025, the driver seat's memory recall can recline the empty seatback when the doors are remotely unlocked, the vehicle is remote-started, the key fob approaches, or a memory position is recalled. The seatback can reach the second row and pinch or trap a passenger. It affects certain Ford Explorers with driver-seat memory built November 24, 2025 to June 27, 2026 (recall 26V470, Ford 26S53; also Lincoln Aviator). The recall lists 2025–2027 Explorers, and Ford says the condition is present only on 2026–2027 model-year vehicles. Only a Ford or Lincoln dealer can confirm by VIN whether a vehicle is included and whether the repair has been done.

A very common failure on third- and fourth-generation Explorers with the 5R55W/5R55S automatic is wear in the overdrive and intermediate servo bores inside the transmission case. As the bores wear, hydraulic pressure leaks past the servo pistons, leading to 1-2, 2-3 and 4-5 flare, slipping, harsh engagement, and delayed or missing reverse.

NHTSA safety recall 91V189000 covers automatic-transmission-equipped 1991 Ford Explorers in which the park pawl does not always abut or engage the park gear when the shift lever is moved into Park. Because the lever still moves into the Park detent, an Explorer owner can shut the truck off believing it is securely parked when the transmission is not truly holding. NHTSA states this can result in the vehicle jumping out of gear unintentionally, rolling away when parked on a slope, and moving inadvertently when the engine is started. The recall campaign as a whole covers approximately 792,000 vehicles across all models included in it — that figure is campaign-wide and is not a count of Explorers.

The 5R55E five-speed automatic (behind the 4.0L before the 5R55W/S arrived for 2002) commonly loses reverse and/or slips in Drive/1st as the low/reverse sprag, reverse clutch pack, and forward clutch wear. A broken tab on the pressure-regulating (EPC) solenoid in the valve body drops line pressure, so reverse — which needs the most pressure — engages late or not at all, and the engine flares on deceleration. High-mileage owners often describe it simply as the truck 'won't back up.'

On certain 2025 Explorers built December 6, 2023 through September 6, 2024 with the 2.3L EcoBoost, the powertrain control module (PCM) can unexpectedly reset while the vehicle is operating. The reset can damage the transmission's park system or cause the engine to stall. A damaged park system can let the vehicle roll away when shifted to Park without the parking brake applied, and an engine stall produces a sudden loss of drive power. Approximately 24,655 vehicles are covered. Ford traced the resets to an error in the PCM software and reported no crashes or injuries when it filed the recall.

The 4-speed automatics behind the 4.0L - the early A4LD and the later electronically controlled 4R55E - are a known weak point, commonly failing in the 120k-mile range, most often losing 4th gear (overdrive). The overdrive planetary is fragile (early units used a weaker pinion design, later updated to a 6-pinion gear), and a failing vacuum modulator on the A4LD can quietly cook the overdrive section. When the overdrive sprag or drum lets go, debris circulates and a full rebuild is required. A closely related driveline failure is the powdered-metal spacer between the crankshaft and flexplate: Ford's sintered spacer is brittle and cracks, causing a rattle, vibration, and eventually hard-start/no-start or driveline separation.

A connected-vehicle data request could overflow a powertrain control module buffer and reset the PCM, which shifts the transmission to Park; if that happened while moving, the park system may be damaged. A damaged park system may not shift into Park, allowing unintended vehicle movement. The recall covers 3,674 specific 2020–2022 Ford Explorers with the 2.3L engine and 10R60 automatic, built May 13, 2019 to August 25, 2022, that connected-vehicle records show experienced a PCM reset (recall 23V069, Ford 23S05).

On some Explorers with the 10R60 ten-speed automatic, engagement into gear or shifts can be harsh or delayed, sometimes with the check-engine light on and transmission codes stored. Ford attributes it to transmission-control software, the solenoid ID strategy and/or sticking valves in the main control valve body. It affects 2020–2023 Ford Explorers equipped with the 10R60 ten-speed automatic that show the symptoms or codes listed in bulletin 23-2352 (the bulletin also covers 2020–2023 Aviator and 2021–2023 Bronco with the 10R60).

The 2011+ transverse Explorer switched to the 6F50/6F55 six-speed automatic, which is widely reported for a sluggish 0-5 mph roll-out followed by a harsh 'bump' or clunk, plus torque-converter shudder and occasional shift flare. Ford addressed the sluggish-acceleration-then-harsh-bump pattern on early-build 2011 Explorers with TSB 11-5-6, which calls for a new PCM/TCM calibration plus transmission valve body changes (separator-plate and check-ball revisions). Higher-mileage units can develop internal clutch/drum wear and lose 3rd/5th or reverse.

The rear axle horizontal mounting bolt can fail from fatigue after repeated peak-torque launches, letting the axle housing move out of position with loud grinding or clunking. If it breaks, the driveshaft or halfshafts can disconnect, causing loss of drive and, without the parking brake applied, a vehicle that can roll in Park. It affects certain 2020–2022 Ford Explorers built October 22, 2018 to July 6, 2022 with rear axle bushing L1MW-4B425-BA and one of these powertrains: 2.3L RWD, 3.0L ST, 3.0L RWD King Ranch and Platinum, 3.0L PHEV, 3.3L hybrid and Police versions (recall 23V675, Ford 23S55). The original recall for this condition is 22V255 (Ford 22S27); 23V199 and 25V166 cover vehicles whose 22V255 software remedy was missing or recorded incorrectly. Only a Ford or Lincoln dealer can confirm by VIN whether a vehicle is included and whether the repair has been done.

AWD Explorers use a compact Power Transfer Unit bolted to the transaxle that sends drive to the rear wheels. It holds only ~300-400ml of 'lifetime fill' fluid and sits next to the exhaust, so heat cooks the fluid and it degrades well before 100k miles. Once the fluid breaks down, the internal bearings and gears fail, producing whine/grind, a burnt/propane-like odor, vibration, and AWD warning lights; the case-mounted bearing often destroys the housing, making rebuild impossible. Ford TSB 13-9-16 (2013 AWD Explorer/Taurus/MKS built on or before January 25, 2013) also covers PTU fluid leaks from a missing/disconnected vent hose.

Certain 2020 AWD Explorers (and the Lincoln Aviator) left the Chicago Assembly Plant with an inadequately welded rear driveshaft. The weld seam can fracture, allowing the driveshaft to deform and separate from the driveline; this severs the mechanical connection between the transfer case and rear axle (loss of motive power / rollaway if parked without the brake) and the separated shaft can contact the fuel tank, raising the risk of a fuel leak and fire. About 10,905 U.S. vehicles built Aug 24-Sep 30, 2019 were recalled in December 2020.

Rear wheel bearing and hub assemblies are a frequent wear/failure item on independent rear suspension Explorers from this period. Owners commonly report a humming or growling noise that increases with road speed and can be mistaken for tire noise or differential problems. In some cases, excessive play also affects wheel speed sensor readings and can trigger ABS or traction control warnings.

On 213,121 2025 Explorers and Aviators, an improperly manufactured Body Control Module C fails to drive the trailer lighting circuit, so a connected trailer's tail lights do not illuminate. Ford recalled these vehicles under NHTSA 25V543000 (Ford 25C42) in August 2025. The trailer is effectively invisible from behind at night, and because the vehicle's own lights still work, owners often do not discover the fault until someone points it out.

The front windshield wiper motor cover terminal may be misaligned with the brush-card terminal, causing loss of electrical continuity over time. Wipers can work intermittently and then stop completely, reducing visibility and increasing crash risk. The recall affects certain 2020–2022 Ford Explorers built July 6, 2020 to December 15, 2021 (recall 26V117, Ford 26S14); it also covers the Aviator, Escape and Corsair. Separately, Customer Satisfaction Program 26N09 covers certain 2020 Explorers built October 19, 2018 to June 28, 2020, 2021 Explorers built June 4–17, 2020 and 2023 Explorers built in February 2023. Only a Ford or Lincoln dealer can confirm by VIN whether a vehicle is included and whether the repair has been done.

On 2025 Explorers (and related Lincoln models), the Image Processing Module A (IPMA) can become overloaded when tracking a high volume of moving objects — such as in dense urban traffic — and unexpectedly reset. The reset causes loss of the rearview camera image and disables advanced driver-assistance features including pre-collision assist (AEB), lane-keeping assist, and blind-spot monitoring. About 254,640 Ford/Lincoln vehicles are covered. This is distinct from the earlier 2020-2023 360-camera blue/blank-screen recall: it is a newer software-overload failure on the 2025+ vehicles.

The 2002-2005 Explorer/Mountaineer instrument panel cluster (IPC) suffers internal failures that cause fluttering, sticking or dead gauges — speedometer, tachometer, fuel and temperature — plus dim/dead odometer segments. Ford issued a Special Service Message noting some 2002-2003 clusters lock up from an internal fault. Corroded cluster connector pins and cold-solder joints on the circuit board are typical culprits.

The door latch assembly contains the ajar sensor and lock actuator; when the latch/actuator fails, the vehicle thinks a closed door is open. This produces a 'Door Ajar' message that won't clear, interior lights that stay on (parasitic battery drain and dead batteries), an alarm that won't set, locks that buzz/grind or work intermittently, and on some cars the door won't latch reliably. Ford issued Customer Satisfaction Program 19N09 extending the driver's-door-latch warranty to 7 years/84,000 miles on certain 2013-2014 Explorers (Chicago-built August 1, 2012 through July 31, 2013) for the door-ajar concern, but that coverage ended July 31, 2020, so many owners pay for latch replacement.

Incorrect headlamp control module software makes the passenger-side Dynamic Bending Light swivel away from the curve instead of with it. That increases glare to other road users and fails FMVSS 108; Ford lists no warning to the driver. The recall covers certain 2025–2026 Ford Explorers equipped with Dynamic Bending Lights, built November 29, 2023 to November 23, 2025 (recall 26V121, Ford 26C12). Only a Ford or Lincoln dealer can confirm by VIN whether a vehicle is included and whether the repair has been done.

Owners report repeated dead batteries from a parasitic draw that exceeds Ford's ~50 mA key-off spec; affected Explorers have measured ~200 mA, killing a battery in about three days of sitting. Culprits traced on the forums include the in-vehicle WiFi hotspot/modem module, the APIM (SYNC) module not sleeping, an always-hot USB/media port back-feeding through plugged-in cables, and stuck door/dome circuits. Ford's factory battery is also widely criticized as short-lived (2-3 years), which masks the underlying draw until the battery gives out.

The cable-drive window regulators on the Explorer/Mountaineer/Sport Trac fail as their plastic cable guides crack and the steel lift cable frays or jumps off the drum. The window then binds, drops crooked, or falls down inside the door — the motor often still runs. The front door regulators are the most common, and the original glass/regulator is riveted, complicating the repair.

Owners report that Auto Start-Stop stops shutting the engine off at stops even though the feature is enabled, in one case with the message "Engine on due to vehicle charging". In the linked threads the cause named is a weak 12-volt battery or its state of charge, including one dealer repair order that replaced a failed battery. These reports come from owners of 2020 sixth-generation Explorers with Auto Start-Stop (the linked threads involve 2020 Explorer ST owners). No Ford bulletin or recall for this condition was found for the Explorer.

An equipment failure at the assembly plant may have left improperly applied urethane between the windshield and its frame, so the windshield may not stay retained in a crash and the vehicle may not meet FMVSS 212. Increased wind noise or water leaks can be signs. The recall covers 8 specific 2026 Ford Explorers built October 19–20, 2025 (recall 26V024, Ford 26C02).

In salt-belt climates, 1991-1999 Explorers rot in predictable structural areas: the inner rocker panels, the tops of the front hangers of the rear leaf springs (dirt packs between the hanger and inner rocker, which the factory welded only at the bottom), rear spring hangers/shackles, and the body-to-frame mount areas. Owners have documented rear subframes 'literally falling apart,' with detached sway-bar mounts and shock mounts losing support. Rocker/cosmetic rust is common; the safety-critical concern is corrosion at spring hangers and body mounts, which compromises suspension attachment and crash structure.

Third-generation Explorers are well known for cracking in the rear liftgate applique panel beneath the glass, often around the Ford emblem area, and for corrosion at the liftgate glass hinges. Owners report visible cracks, rattles, water intrusion, and in more serious cases separation of the rear glass hinge area. Ford recalled 2002-2003 Explorers (NHTSA 04V442, Ford 04S20) because the liftgate glass strut could disengage or the glass hinge could fracture, and owner complaints frequently mention the cosmetic damage progressing into functional liftgate issues.

Owners of sixth-generation Explorers with the power moonroof report water dripping from the overhead console or dome-light area, wet cup holders and wet carpet, sometimes after repeated dealer visits. Clogged or misrouted sunroof drain tubes are the causes owners name. The reports come from owners of 2020–2021 Explorers with the power/panoramic moonroof, including a 2021 XLT owner and Explorer ST owners in the linked threads. A Ford service message (SSM 50379) tells technicians replacing a failed roof-opening-panel motor on 2020–2022 Explorers to find the water leak first. One owner of a 2020 reported the leak at 7,000 miles.

Ford recalled approximately 1.9 million 2011-2019 Explorers because the exterior A-pillar trim applique (the molding flanking the windshield) may not be properly secured—the retention clips can be unengaged due to improper assembly or prior repair—allowing the trim to detach during driving. A piece coming off at highway speed creates a road hazard for following traffic and increases crash risk. NHTSA campaign 24V031; Ford recall number 24S02.

Air trapped during windshield lamination can leave visible bubbles in the laminate layer, which can impair the driver's view and may not meet FMVSS 205. The recall covers certain 2025–2026 Ford Explorers built July 7 to September 5, 2025 (recall 25V730, Ford 25C60; also Aviator and Corsair).

Some Explorers collect water in the rear liftgate area or spare-tire well, and some lose audio, often noticed after a car wash or rain. Wet cargo areas can damage stored items and nearby components. It affects 2020–2024 Ford Explorers with water in the rear liftgate area or spare-tire area, or lack of audio after a car wash or rainfall (bulletin 24-2044, which superseded 23-2181; earlier bulletin 20-2425 covered 2020–2021).

The aluminum hood (and to a lesser extent other aluminum panels) develops paint bubbling, blistering and flaking, most often along the leading edge of the hood. The defect is attributed to iron particle contamination of the aluminum panel before paint, which corrodes from within and pushes the paint up. Ford issued four TSBs on the problem but never a recall; multiple class-action lawsuits (filed 2018 and 2019, also naming Expedition/Mustang aluminum panels) followed. Class certification was denied and a 2021 case was dismissed after a settlement with the named plaintiffs, so most owners are left repairing it out of pocket or under goodwill.

On 2017-2019 Explorers (including Police Interceptor Utility), the rear suspension toe links can fracture; Ford has not fully determined the root cause, but some reports indicate a seized cross-axis ball joint (CABJ) puts a bending load on the toe link. A fractured rear toe link can produce a sudden loss of rear-wheel alignment and loss of steering control, increasing crash risk. NHTSA later received owner reports and identified multiple toe-link fractures on these vehicles, and the recall covers roughly 413,000 vehicles.

On the 2002-2005 independent-rear-suspension Explorer/Mountaineer the rear coil springs corrode and snap into pieces, sometimes with almost no off-road use, pointing to a manufacturing/coating defect. A broken spring drops that corner with a loud bang, and the fractured end can migrate outward and puncture the adjacent rear tire — a serious safety concern that generated dozens of CarComplaints reports. Especially prevalent in road-salt regions.

The fourth-generation (U251) Explorer commonly develops front lower ball joint and control-arm-bushing wear, producing a clunk or pop over bumps and during low-speed (parking-lot) maneuvers, along with vague steering and uneven tire wear. The ball joint is integrated into the lower control arm on these models, so wear often means replacing the arm assembly. Worn factory sway-bar end links contribute additional clunking. A severely worn ball joint can let the control arm separate from the steering knuckle, so it should not be ignored.

The independent front suspension on the 2002-2010 Explorer/Mountaineer uses upper control arms with pressed-in ball joints that wear out relatively early. Worn upper (and lower) ball joints produce a clunk over bumps, vague/loose steering, and cupped or inner-edge tire wear. On these stamped-steel upper arms the ball joint is a press fit, and owners frequently report it will not stay seated once worn, so the practical fix is often the complete control arm.

On certain 2025 Explorers (and other Ford/Lincoln models), the exhaust gas recirculation (EGR) valve can fail because the valve's poppet head can detach due to an inconsistent weld during manufacturing. A failed EGR valve can cause an unexpected loss of drive power while driving. The campaign covers roughly 48,000 vehicles across the affected lineup. The remedy (Ford recall 26S10) is now available, and owner notification letters were mailed July 31, 2026.

A very common check-engine cause on the Explorer is an EVAP small-leak code, most often from a stuck or leaking canister purge valve, but also from the capless fuel filler seal, vent valve, or a loose/faulty gas cap. The purge valve controls fuel-vapor flow from the charcoal canister to the intake; when it sticks open or leaks it sets a small/medium EVAP leak code. It rarely affects drivability but will fail emissions testing and, if stuck open, can cause rough idle or hard hot-starts.

Bolts attaching the trailer tow hitch may be below specified torque because the line operator did not finish securing them. Towing handling can suffer and, in the worst case, the hitch can detach while towing; a rattle from the rear may be the warning. The recall affects 1,237 specific 2024–2026 Ford Explorers with a trailer tow hitch, built January 17, 2024 to October 24, 2025 (recall 25V687, Ford 25SA3); it also covers the Lincoln Aviator. Only a Ford or Lincoln dealer can confirm by VIN whether a vehicle is included and whether the repair has been done.

On SYNC 3 Explorers the center touchscreen can freeze, go blank, or show a black screen when Apple CarPlay connects, along with other infotainment faults. Ford attributes these to SYNC software and directs an APIM software update; its earlier bulletin 20-2259 notes that some APIMs replaced and returned did not need replacement. It affects 2020–2021 Ford Explorers with SYNC 3 that show the symptoms listed in bulletin 21-2411 (which superseded 21-2342; earlier bulletin 20-2259 covered the 2020 model).

Owners across the fifth-generation Explorer reported exhaust fumes and carbon monoxide odor entering the cabin, particularly under hard acceleration with the climate system in recirculate. NHTSA opened investigation PE16-008 (later EA17-002), reviewed more than 6,500 complaints, and recorded reports of three deaths and 657 injuries allegedly linked to fumes. Root causes traced to body sealing gaps at the rear of the vehicle and cracked/leaking exhaust manifolds; police-fleet units were worst due to aftermarket holes drilled for lights/sirens. NHTSA closed the investigation in January 2023 concluding measured CO was not high enough to require a recall, but Ford had already offered a free Customer Satisfaction Program repair.

On the 2011-2019 transverse Explorer, Ford located the water pump INSIDE the engine, behind the timing cover, driven off the primary timing chain. When the pump's internal shaft seal fails, coolant first weeps from a passage on the passenger side of the block, but if ignored (or if the bearing fails) coolant is dumped directly into the crankcase, contaminating the oil ('milky' oil) and risking bearing/engine destruction. Because the pump is buried behind the timing cover, replacement is a 10-12+ hour teardown. This generated a class-action lawsuit (no recall was issued). Typical onset is roughly 100k-200k miles but failures as early as ~60k miles are documented in NHTSA complaints.

Owners of the 2025 Explorer have filed NHTSA complaints describing brake and braking-assist anomalies. Reports include a hard brake pedal where the vehicle keeps moving and strikes another vehicle, a complete loss of the ability to slow the vehicle accompanied by multiple dashboard alerts, and the brake pedal dropping a notch when shifting into Drive with a foot on the brake. As of mid-2026 these are owner-reported complaints, not an Explorer-specific brake-booster recall. The only 2025 Explorer brake recall, 25V371, covers loose front caliper bolts on a few vehicles. Ford's electronic brake booster recall 25V488 covers the 2025 F-150, Bronco, Expedition, Ranger and Navigator, and the 2025 Super Duty was recalled under 25V401 for a missing booster pushrod retaining spring. Owners should report incidents to NHTSA.

The HVAC blower-motor electrical ground joint may not have been secured during instrument-panel assembly, so the HVAC system can become inoperable. Without airflow the windshield cannot be defrosted or defogged, reducing visibility. The recall affects 50 specific 2026 Ford Explorers built October 19, 2025 to January 12, 2026 whose instrument panels were assembled without the line's electronic torque tool (recall 26V202, Ford 26S22); it also covers 5 Lincoln Aviators. Only a Ford or Lincoln dealer can confirm by VIN whether a vehicle is included and whether the repair has been done.

Explorer owners frequently report the A/C compressor failing internally, leaving the system unable to produce cold air. A failing compressor can seize or shed metal debris, sometimes accompanied by a whining noise and a burning smell. When the compressor comes apart it can contaminate the entire A/C system with debris, requiring flushing and replacement of additional components. Refrigerant leaks and electrical clutch/climate-control faults are related contributors reported by RepairPal and owner forums.

The aluminum A/C lines running to the rear evaporator corrode and crack, leaking out the refrigerant. Ford's design uses a loose slip-over thermal wrap that traps sand, grit and moisture against the aluminum tubing, accelerating corrosion and rock-strike damage—especially at the 90-degree bends where the lines turn up into the rear evaporator. Owners lose A/C cooling (front and rear, since the whole system loses charge), and the lines are tucked under the body, making repair labor-intensive. Road-salt regions are hit hardest.

The Explorer's HVAC blower motor resistor commonly fails, leaving the fan working only on the highest speed (which bypasses the resistor) or operating intermittently. Ford attributes the failure to a poor electrical connection at the blower motor speed control, which overheats and melts its electrical connector. If a new resistor is installed into a burnt connector, it will quickly fail again.

The temperature/blend door actuator is a very common failure on the Explorer (shared with Taurus, Flex and Lincoln MKS/MKT). The actuator's internal plastic gears strip, producing a repeated clicking or knocking sound behind the dash and leaving the cabin stuck on hot or cold, or blowing the wrong temperature on one side. It is an inexpensive part but the noise and inability to control cabin temperature are constant annoyances.

The 2002-2010 Explorer/Mountaineer/Sport Trac door handles use brittle plastic pivot pieces in the latch/handle mechanism. The exterior handle typically cracks first and jams the linkage, then the interior handle snaps when forced. Owners are eventually left with doors that won't open from inside or outside. It is an extremely common wear complaint with no recall — treated by Ford as normal wear-and-tear.

Explorers with the power-folding third-row seat frequently have the seat get stuck up or refuse to fold/unfold. Reported causes include failed seat drive motors, broken linkages, blown fuses (under-dash fuse 1 and under-hood fuse 78), and latch-to-anchor or load-floor misalignment that prevents the seat from latching/unlatching. Dealers have acknowledged a control-module/software component to the problem on some vehicles.

On 4.0L Explorers (both the OHV Cologne and the later SOHC V6) P1506 is a common high-idle complaint on higher-mileage trucks. The idle air control valve sits on the throttle body and meters bypass air around the closed throttle plate. Crankcase vapour routed through the PCV system, plus normal intake carbon, gradually coats the IAC pintle and its seat. The pintle stops seating fully, so even when the PCM commands the valve to its minimum duty cycle, more air keeps bleeding past than the strategy allows. The PCM compares commanded position against actual RPM, sees idle running above the target, and stores P1506. The second pattern on this platform, and the one that catches people who have already thrown an IAC at the truck, is an EVAP canister purge valve stuck partly open. The purge valve is plumbed into intake vacuum downstream of the throttle plate, so a leaking purge solenoid is functionally an uncommanded vacuum leak the IAC cannot compensate for. Ford's diagnostic material for P1506 lists the EVAP purge system among the causes, and Explorer owners repeatedly report replacing the IAC, clearing the code, and having it return until the purge valve is addressed. Owners describe a cold-start flare that will not come down until the transmission is put in gear, a hanging idle on deceleration, an idle that stays elevated when warm, and a slight lurch when shifting into drive. Fuel economy drops and the truck can creep against the brakes at a stop.