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Ford revives the Explorer name for a much more eco-friendly take on the family SUV. Does it stand up to established EV rivals? Lawrence Allan gets behind the wheel.
Things you'll like
- Range of up to 374 miles
- Good all-round driving experience
- Clever cabin storage solutions
Things to consider
- Ride isn’t as smooth as some rivals
- Interior quality could be better
- Boot space is far from class-leading
What is the Ford Explorer?
The Ford Explorer is a bit of an institution in the United States. In the UK, cars like the BMW X5 and Nissan Qashqai were instrumental in kicking off the SUV craze. In the US, the Explorer of the 1990s held that role.
Used by everyone from school run parents to most US police forces, the Explorer still sells in vast numbers well over 30 years since the first model arrived. Ford did briefly try to sell the US-market Explorer in the UK in the nineties and early 2000s, but with little impact.
Until now. The Explorer name has returned to our shores, this time on the tailgate of a much smaller five-seat electric SUV. And this is no transatlantic cast-off: the new Explorer was engineered in Germany for European tastes – it isn’t even sold in the US.
That ‘engineered in Germany’ phrase might be a clue: the Explorer sits on Volkswagen’s ‘MEB’ platform – used in cars like the VW ID.4 and Skoda Enyaq - as part of an agreement between Ford and VW. It’s also shared with the Ford Capri (a more stylish coupe version of the Explorer) but totally unrelated under-the-skin to the bigger, pricier Mustang Mach-E.
At a basic level, then, the Explorer is a Volkswagen ID.4 with a different body and interior. But does it do enough to stand out in a crowded class? We’ll find out in this review.
Verdict: is the Ford Explorer a good car?
Overall, we reckon the Ford Explorer is a decent value electric SUV that’s well worth considering. Its smart design, practical cabin and long equipment list give it showroom appeal, while it also handles well, performs strongly and, in our favourite Extended Range model, delivers a competitive range on a charge. A smallish boot, slightly bouncy ride and so-so cabin quality do hinder its overall appeal, though.
Pricing, specs & rivals
In list price terms the Ford Explorer is broadly comparable to most of its electric SUV rivals, but undercut by cars like the Renault Scenic E-Tech and Leapmotor C10.
Prices kick off from £39,285 for the entry-level Style model, which is only available with the smallest Standard Range battery pack. That’s the only Explorer model that avoids the ‘luxury car tax’ that kicks in when the list price creeps over £40k.
You’ll need a substantial £6,600 extra to upgrade to the Select model (our pick of the range) which brings a more powerful electric motor and a larger 77kWh battery pack.
Top-spec Premium trim is offered in three versions. The cheapest gets the Standard Range battery and costs £43,985, but that increases to £49,985 with the Extended Range pack. There’s also a dual-motor AWD version with more power for £53,985 – comparable with the price of the Kia EV6 in AWD form.
When it comes to standard kit, you won’t feel short-changed with the Style model. That features 19-inch alloys, LED lights all-round with auto high beam headlights, dual-zone climate control, keyless entry, adaptive cruise control and the full infotainment suite.
Stepping up to Select trim adds some useful luxuries, most notably heated front seats and a heated steering wheel. It also brings electric adjustment and a massage function for the driver’s seat, keyless entry and start, and wireless phone charging.
Range-topping Premium models gain matrix-beam adaptive LED headlights, 20-inch alloys, ambient lighting, an electric tailgate, a B&O sound system upgrade and a panoramic glass roof. A heat pump remains optional even on this trim, however.
Rivals
The Ford Explorer goes up against a vast array of well-established and talented rivals. Chief among them are the closely related Volkswagen ID.4 and Skoda Enyaq, while the also-related Cupra Tavascan and Audi Q4 e-tron are more premium-priced alternatives.
Outside of that, consider the Kia EV6, Hyundai IONIQ 5, Tesla Model Y, BYD Sealion 7, Renault Scenic E-Tech, Peugeot e-3008, Vauxhall Grandland Electric, Toyota BZ4x and Nissan Ariya, to name a few competitors.
Ford Explorer: Interior comfort, quality & technology
Step inside the Ford Explorer and it doesn’t immediately feel related to any Volkswagen EV. Everything from the raised-up centre console to the ‘squircle’ (square-cum-circular) steering wheel and the shaping of the dash and door trims is totally different.
Look harder, though, and you’ll spot some VW parts sharing. Things like the column stalk gear selector, the touch-sensitive headlight controls and the minimalist window switches are all straight out of an ID.4. The latter two would be much easier to operate as old-school physical controls.
The overall interior design is attractive and brighter than the VW’s thanks to lighter coloured materials. The driving position is sound, too, giving a good view of the road ahead and enough adjustment for those of all shapes and sizes to get comfortable. Rear visibility is better than in rivals with coupe-style sloping roofs, but not perfect.
It’s a shame, then, that interior quality quite isn’t up there with the best electric SUVs. While solidly screwed together for the most part, some of the plastics on the dash and doors look and feel a bit hard and low-rent, while details like the fiddly, cheap-feeling steering wheel control panels and wobbly centre armrest let things down.
Infotainment, sat-nav, stereo and connectivity
The Explorer’s interior party piece is the 14.6 inch central touchscreen infotainment system. It’s a large, portrait-angled display with responsive software and crisp graphics. But that’s not why it’s unique.
It’s mounted on a slidable bezel that you can adjust up or down manually. The idea behind this feature – known as Sync Move – is that being able to adjust the angle of the display gives you flexibility and helps you avoid reflections from the sun. It also has another use (detailed in the practicality section).
The screen itself is mostly easy to use. Although physical buttons would be preferred, the climate controls are at least always visible in the lower portion of the screen and easy to operate. The menus are mostly intuitive, too, although sometimes on the fiddly side if you’re driving.
Wireless Android Auto and Apple CarPlay are included too, while the Explorer also has a small VW-style digital driver’s display showing key driving information. The unusual shape of the steering wheel allows this to be more visible than if it was purely circular.
In terms of connectivity, you’ll find two USB-C ports in the centre console and another in the rear portion for those in the back. A neat wireless phone charging slot for two devices also comes as standard from Select trim and above.
All Explorers also have a big soundbar that sits on top of the dash – one of the seven speakers giving decent sound quality. Premium models upgrade this to a ten-speaker B&O system which sounds great for the money.
How practical is the Ford Explorer?
With dimensions of 4,468mm in length, 1,871mm in width (without mirrors) and 1630mm in height, the Ford Explorer is a chunk shorter than the Volkswagen ID.4 on which it’s based and pretty much on a par with the Renault Scenic E-Tech in all measurements bar height.
Being considerably smaller than a Tesla Model Y means the Ford can’t offer that car’s palatial levels of space, but it’s hardly cramped. Up front there’s plenty of space for tall or broad people, and a wide cabin means no banging elbows with your front-seat passenger.
This also has benefits to the rear seats, where it’s possible to sit three average-sized adults across the bench of the Explorer without too much complaint. Legroom isn’t as generous as a Kia EV6 or the Tesla, but it’s plenty for most people, while headroom is good regardless of whether the panoramic glass roof is fitted.
Our only complaint? The height of the floor in the back means adults have their knees sat higher and their thighs away from the seat base, which reduces comfort on longer trips compared with a Scenic E-Tech, for example.
Storage and boot space
When it comes to storing odds and ends in the cabin of the Ford Explorer, you’re well catered for. The door bins and glovebox are both a decent size, there’s a pair of cupholders in the centre console and a storage space between the front footwells, but that’s only part of the story.
Those cupholders can lift out and the centre armrest raises to reveal an absolutely massive 17-litre storage area – Ford calls this a MegaConsole. It’s large enough to stick a laptop in with room to spare for some bags of crisps or suchlike – perfect for a long journey with kids in tow.
Oh, and another feature is found when you slide the infotainment screen into its most vertical position. Doing so reveals a hidden storage area beneath the screen that’s big enough for your phone and wallet. When closed it also locks in place with the car, so you can leave valuables out of sight and not worry about opportunist thieves.
That’s all great, but the Explorer’s boot space isn’t much to write home about. In most versions it has a 470-litre capacity, but that reduces to 445 litres in the dual-motor AWD version. The first figure is 73 litres less than you’ll find in the Volkswagen ID.4 (blame the shorter body) and many similar rivals. Interestingly, the coupe-styled Ford Capri has a huge 572-litre boot.
At least the Explorer has a height adjustable boot floor with space for your charging cables, along with a ski hatch in the middle of the rear seatbacks to load longer items. We’d like to see 40/20/40 seat folding like a Kia EV6, though, and no Explorer comes with any form of front boot.
Performance & drive: What is the Ford Explorer like on the road?
The Explorer can’t match the epic levels of acceleration a Tesla Model Y can deliver, but by any standards it isn’t exactly slow off the mark.
Entry-level models with the Standard Range battery make do with a modest 170hp and 310Nm of torque through a single electric motor powering the rear wheels only. That might seem a bit weak for a two-tonne SUV, but a 0-62mph time of 8.7 seconds means it’s perfectly capable of keeping up with general traffic flow.
For those who like to have something in reserve for overtaking, though, we’d recommend stepping up to the Extended Range RWD model. With a much healthier 286hp and 545Nm of torque it more than offsets the extra battery weight. A 0-62mph time of 6.4 seconds means it’s faster than any version of the Renault Scenic E-Tech and could almost keep up with a Ford Focus ST.
That version always feels effortless on the road, even fully loaded, but if you want something more surefooted off-the-line then the dual-motor, AWD Explorer delivers. 340hp might not sound like a great deal in the world of EVs, but it’s still enough to rocket the Explorer from 0-62mph in 5.3 seconds. That’s a match for an AWD Kia EV6, and more than sufficient for road driving.
We don’t expect Ford to go chasing after the Model Y Performance or Hyundai IONIQ 5 N with a mega-power Explorer. After all, the 480hp Mustang Mach-E GT exists for that.
Like VW Group EVs, the Explorer has a standard level of regenerative braking (noticeable but gentle) and a much stronger ‘B’ mode accessed by rotating the drive selector. More adjustment levels via steering wheel-mounted paddles would be preferable, though.
Power, 0-62mph times
- Explorer Standard Range: 170hp/ 8.7 secs
- Explorer Extended Range RWD: 286hp/ 6.4 secs
- Explorer Extended Range AWD: 340hp/ 5.3 secs
Ride and hadling
Ford hasn’t just taken Volkswagen’s suspension setup and left it at that – the Explorer gets a sharper tune aimed at bringing a more fun-to-drive feel in-keeping with the brand’s other models.
And that’s largely been successful, with the Explorer feeling more agile than many competitors. This is largely thanks to the steering, which is direct and confidence-inspiring by electric SUV standards. Body roll is well contained for such a heavy car, too – certainly much more so than a Scenic E-Tech.
There is some trade-off in the Explorer’s ride, however, which feels less plush over low-speed bumps than an ID.4, or the Renault for that matter. It bobs about a little over rough surfaces, too, but at motorway speeds things settle down. It’s far from uncomfortable at any speed.
For context, it’s similar over bumps to the Kia EV6, but more composed than a Model Y and Peugeot e-3008. The Explorer is also easy to drive around town thanks to a smooth throttle response, light steering and decent visibility.
Noise and refinement
For the most part the Explorer is a quiet and relaxing long-distance companion, with road noise, wind noise and electric motor whine all kept in check. The only disturbance from the peace comes on rougher roads where you can hear the odd thump from the suspension, particularly on Premium models with the largest wheels.
Euro NCAP: is the Ford Explorer a safe car?
The Ford Explorer was crash tested by Euro NCAP in 2024, receiving the maximum five-star safety rating as a result.
Occupant protection scores of 89% for adults and 86% for children are good but not class-leading, while the related Volkswagen ID.4 managed slightly better in all areas except pedestrian protection when it was tested in 2021. Expect that to be more down to shifting standards as time goes on.
Safety kit is extensive as standard including the usual autonomous emergency braking, lane keeping assistance, driver fatigue monitoring and traffic sign recognition.
On top of that, rear auto-braking (to avoid reversing accidents) safe exit assist (to stop you opening your door into the path of, say, a cyclist) and front and rear cross-traffic alert are also included, along with adaptive cruise control.
Charging, range and running costs
The march of progress means that while the Ford Explorer might have been one of the longest-range electric cars on sale just a couple of years ago, its range capability is now merely good enough to challenge rivals.
The Standard Range model is best suited to those doing urban school runs or shorter commutes thanks to its 52kWh battery, which is small by the standards of electric SUVs. An official combined range of up to 233 miles (221 miles in Premium trim) doesn’t sound too bad, but the WLTP ‘Extra High’ motorway figure is 177 miles – likely to become wearisome if you do long road trips.
The Explorer’s range is at its best with the 77kWh Extended Range variant and Select trim, where official combined figures give it a strong 374 miles of range. That figure drops to 283 miles in pure motorway driving, which should be plenty for most people’s needs.
By comparison, the longest-range Scenic E-Tech manages up to 379 miles from a chunkier 87kWh battery, while the longest-range Model Y sits at 387 miles. The Peugeot 3008 blows all three out of the water with its impressive 435-mile Long Range option, too.
Back to the Explorer Extended Range, and it’s worth noting that opting for Premium spec with its larger wheels knocks the range back by 20 miles. And, despite a fractionally larger 79kWh battery, the dual-motor AWD version manages 329 miles.
Ford has been just as stingy as Volkswagen has with the ID.4 in not offering a heat pump as standard, which is a shame. It’s a useful addition to help mitigate the effects of winter weather on range.
Range on a charge (WLTP figures)
- Explorer Standard Range: 221-233 miles
- Explorer Extended Range RWD : 354-374 miles
- Explorer Extended Range AWD: 329 miles
Sharing its battery and charging tech with the Volkswagen ID.4, the Ford Explorer unsurprisingly charges at the same speeds.
On paper that means the Standard Range model can hit a peak of 145kW on a suitable DC rapid charger, but unusually the Extended Range model maxes out at 135kW. The AWD version, meanwhile, maxes out at 185kW, yet Ford quotes the same 26 minutes to charge from 10-80% as the RWD car.
Why is that? Well, peak charging speeds are one thing, but EV Database’s charge curve data shows that both versions average out at similar speeds across the charge level – so the AWD’s advantage isn’t clear-cut.
Regardless, no Ford Explorer can match the higher charging standards set by the EV6 and IONIQ 5 (a 10-80% charge in under 20 minutes). The Ford is about on a par with the Model Y, however.
When charging at home or using AC destination chargers, all Explorers have an 11kW on-board charger as you’d expect. The Scenic E-Tech and Nissan Ariya both have optional 22kW charging, however.
Charging speeds
(Figures from EV Database)
- 7kW charging: 8hrs 30 mins (Standard Range) / 12hrs 45 mins (Extended Range)
- 11kW charging: 5hrs 45 mins / 8hrs 30 mins
- 50kW rapid charger (10 to 80% charge): 57 mins / 70 mins
- 150kW+ rapid charger (10 to 80% charge): 27 mins/ 26 mins
How much does the Ford Explorer cost to insure?
The Ford Explorer looks surprisingly affordable to insure for an electric SUV, judged purely by insurance groups. These start at just group 20 for the entry-level 52kWh battery versions, rising to group 29 for the 77kWh model and 32 for the dual motor versions.
Compare that to the Kia EV6, which sits in group 29 even in single motor, small battery form and rises far higher than that, and the Explorer should be much cheaper to insure. These groups are also far lower than pretty much every rival – even the related Volkswagen ID.4. Amazingly, the entry-level model sits in lower groups than even the cheapest Vauxhall Corsa Electric.
Ford Explorer FAQs
Can you buy a Ford Explorer in the UK?
Yes, the Ford Explorer is available to buy or lease in the UK, but it’s a very different prospect to the Explorer you’ll find in Ford’s US model range. That’s a large petrol-powered SUV favoured by American police, which the Explorer of the UK and Europe is a smaller electric SUV.
Is the Ford Explorer a good car?
We reckon the Ford Explorer is a strong all-round electric SUV option. It’s good to drive, goes far on a charge and has plenty of practical touches, although a small boot and mediocre interior quality let it down a bit.
Is the Ford Explorer bigger than a Kuga?
The Ford Explorer is smaller overall than the Kuga. It’s a significant 18cm shorter and slightly narrower and wider than the Kuga.
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