2005 Ford Explorer Pricing

Utility 4D Limited 4WD

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2005 Ford Explorer
Mitch McCullough

Introduction
For more than a dozen years, the Ford Explorer has been the best-selling SUV in America. In fact, it's the sixth best-selling vehicle. It's become the standard-issue suburban family hauler. Though capable as a tow vehicle and able to venture off the highway, most Explorers spend their lives shuttling people, collecting groceries and performing the duties station wagons performed when Baby Boomers were growing up. The Explorer answers this call admirably and comfortably, and that's a big part of the reason it's so popular.

The Explorer is roomy and comfortable. It can seat seven people when equipped with the optional third-row seat, which folds flat into the cargo floor when not needed. On the other hand, Eddie Bauer and Limited models are luxurious vehicles with available second-row sport bucket seating.

Buyers can choose between V6 and V8 engines, but the V6 provides plenty of power. The V8 isn't needed unless you're pulling trailers or live in the Rocky Mountain states where the air is thin. Part of the reason for this is a superb five-speed automatic transmission. Explorer's wide track and long wheelbase give it a solid, stable stance, while its independent rear suspension (an unusual feature in a mid-to-large-size SUV) gives it a smoother ride and better handling than SUVs with traditional live rear axles.

Safety features abound. AdvanceTrac with Roll Stability Control is now standard on all Explorers. This sophisticated system not only senses and corrects potential skids and slides, but also monitors for potential rollovers. Onboard electronics determine if one or more wheels is about to lift off the ground, then reduce power and/or selectively brake one or more wheels to re-settle the Explorer back on all fours. We recommend the optional Safety Canopy airbags, which are designed to provide some protection in the event of a rollover. Anti-lock brakes (ABS) are also standard, and a tire pressure monitor comes on all but the base model.

The Explorer is rated to pull trailers up to 7,140 pounds when properly equipped, and though it does not excel at off-road travel, it can go most of the places most of us need to go. Model Lineup
The 2005 Ford Explorer is available in six trim levels: XLS, XLS Sport, XLT, XLT Sport, Eddie Bauer, and Limited.

An overhead-cam V6 engine is standard on all models. An overhead-cam V8 ($800) is an option for all models except the XLS. All Explorers come with a five-speed automatic transmission. All offer a choice of two-wheel drive (2WD) or four-wheel drive (4WD).

XLS 2WD ($26,845) and 4WD ($29,310) come with all the usual power accessories, plus anti-lock four-wheel disc brakes, AdvanceTrac stability control with Roll Stability Control, 16-inch steel wheels, cloth upholstery, AM/FM/CD stereo, tilt steering, speed control, remote keyless entry, a center console with a storage bin and cup holders, and a cargo management system for the rear luggage bay. XLS Sport 2WD ($28,260) and 4WD ($30,490) add the tire-pressure monitoring system, 16-inch aluminum wheels, black step bars and wheel-lip moldings, an upgraded center console and floor mats.

XLT 2WD ($29,650) and 4WD ($31,875) get approach lamps in the side mirrors, a leather-wrapped steering wheel, a six-way power driver's seat, lumbar adjustment for both driver and passenger, an overhead console with outside-temperature indicator and compass, and warm steel accents for the center stack. Outside, a monochromatic treatment with chrome grille and fog lamps sets XLT apart. XLT Sport 2WD ($31,005) and 4WD ($33,230) add 17-inch bright machined aluminum wheels, self-dimming interior mirror, a keyless-entry keypad, automatic headlamps, and platinum gloss side cladding, step bars and wheel-lip moldings.

Upgrade to Eddie Bauer 2WD ($33,705) and 4WD ($35,930) and you get two-tone leather upholstery, perforated and heated front seats with eight-way power for the driver and six-way power for the passenger, driver-seat memory, power adjustable pedals with memory, dual-zone automatic climate control, 290-watt stereo with a six-disc CD changer, audio and climate controls on the steering wheel, heated outside mirrors, message center, with unique pecan wood trim inside and Pueblo Gold accents outside. The Limited 2WD ($34,580) and 4WD ($36,805) come with all the Eddie Bauer goodies, but a somewhat different look, thanks to chromed wheels and roof rails outside and higher-grade single-tone leather inside, with Madarin Teak accents.

All but XLS can be ordered with third-row seating ($745), auxiliary rear-compartment air conditioning ($650), reverse-sensing system ($255), power moonroof ($850), and a DVD entertainment system ($1,295). A Trailer Towing Prep Package ($150) replaces the standard Class II hitch with a Class III/IV hitch and adds a 3.73 (rather than 3.55) limited-slip rear axle and seven-wire trailer harness.

Second-row bucket seats with an extended floor console are available ($795) on Eddie Bauer and Limited. XLT buyers can choose power front seats with leather ($695) and adjustable pedals ($120). An off-road package ($385) for XLS and XLT consists of skid plates, tow hooks, off-road suspension and all-terrain tires.

The optional Safety Canopy Air Curtain System ($560) is designed to help protect first- and second-row outboard occupants during side-impacts or rollovers, and is designed to improve rollover protection by staying inflated for a longer period. Ford has done a great deal of research on this technology and we strongly recommend this option. Walkaround
With its wheels pushed out toward the corners, the Ford Explorer looks stable and comfortable. Low frame rails keep its front and rear bumpers at about the same height as those of a Ford Taurus, improving safety for the non-SUV drivers around you.

Explorer's styling is fresh and contemporary. Though ubiquitous, it is a handsome, good-looking vehicle. Front and rear fascia are smoothly integrated, while jeweled headlamps and tail lamps give it a sophisticated look. Various combinations of bright, blacked-out, color-contrasting or color-coodinated trim distinguish the XLS from the XLT from the Bauer from the Limited. Wheel treatments are also different at every level.

Pushing the Unlock button on the key fob illuminates the approach lights mounted on the bottoms of the outside mirrors (except XLS), enhancing security and making it easier to find your way at night. Uplevel models come standard with an illuminated keypad on the door for keyless entry. The keypad doesn't improve the appearance of the Explorer, but it continues to be a popular feature among loyal Ford owners. Interior
The Explorer is a comfortable vehicle, even on long trips. We found the cloth seats in the XLT comfortable, firm, and supportive, with lots of adjustments. The same held true for the leather seats in the Eddie Bauer model.

Adjustable pedals, a tilt steering wheel, and long seat travel help the Explorer fit a wide variety of body types. Big coat hooks accommodate thick hangers and big loads of dry cleaning, something few manufacturers get right. Nicely designed cubbies with rubber mats provide space for a wallet, sunglasses, a pen, cans, and bottles. A relatively large center console keeps odds and ends in check. The interior door handles seemed a bit awkward at first, but that went away with familiarization. Map pockets on the insides of the doors are handy and swell at the end to hold water bottles, but wouldn't accommodate the one-liter size. The front power outlet was positioned well for a cell phone, but like most, was a reach for a radar detector. The trip computer came in handy, calculating the distance to an empty fuel tank. The optional six-disc in-dash CD player sounds good and is easy to operate, with large, clearly marked controls.

The second row of seats is quite comfortable. Sliding your feet under the front seats increases legroom. Many people prefer the second-row bucket seats available on Eddie Bauer and Limited, which are more comfortable but only accommodate two passengers.

Seatbelts use retractors and pre-tensioners designed to reduce injuries in a hard crash. The second-row center seat has an integrated shoulder belt, a feature not found on all SUVs. All occupants should always wear their seat belts as they are the first line of defense in an accident.

Third-row seating is available. In fact, the decision to add third-row seating drove the design and engineering of the current Explorer. As a result, Ford has done an excellent job of making the third row as roomy as possible, while also making it fold quickly into the floor when it isn't needed. After flipping the second-row seat neatly out of the way, you can climb back into the third row, fold the second-row seat back into position and slide your feet underneath, which provides somewhat tolerable legroom. The third row offers as much headroom as the second row, but legroom and hip room are significantly compromised. It isn't comfortable for an adult. There's little shoulder room, and the seat itself is a bit hard on the outboard edge; it pushes you away from the outboard side toward the center. It'll work okay for small children, but if you need to carry six or seven adults on a regular basis, you may want to consider a bigger SUV, such as the Expedition, or a minivan, such as the Freestar.

The best thing we can say about the Explorer's third row is that it's no worse than the way-back accommodations in GM's stretch-wheelbase Chevrolet TrailBlazer EXT and GMC Envoy XL. Head, hip, and leg room in the Explorer's third row measure 38.9, 45.4, and 34.9 inches, respectively, versus the Envoy XL's 38.5, 45.9, and 31.2. Yet the Explorer rides on a relatively handy 113.7 inch wheelbase, vs. the awkward 129 inches of the extended TrailBlazer and Envoy. It is a tribute to the clever design of Explorer's independent rear suspension that it allows interior space comparable with that of a much longer, live-axle SUV.

There's not much cargo space behind the third row, but it easily folds away. Simply squeeze a lever and lightly push the seat forward. With some practice, it's possible to unlock the rear hatch, open it, and flip the third row out of the way with one hand, important when juggling an armload of groceries. The third-row bench folds neatly into the foot well.

Well, maybe not so neatly. In fact, neither the second- nor the third-row seats fold perfectly flat, so the load surface slopes back toward the rear hatch. A sliding cover bridges the gap between the two folded seats, but you could still lose small items through the cracks, and the platform is not as dog-friendly as we'd like. Five-passenger Explorers (those ordered without the third row) reportedly offer a flatter cargo floor, a bit more cargo capacity, and some useful storage below the floor. Seven-passenger Explorers provide 81.4 cubic feet of cargo space with the rear seats folded, while five-passenger models offer 87.8.

The Explorer's cargo floor is relatively low, good when loading heavy cargo. Pressing a button on the rear hatch opens the rear glass separately. The lower edge of the rear window is very low, making it easier to lift smaller objects up and through the window, saving time and effort. After raising the rear hatch, a grab handle helps the height-challenged pull the hatch down before closing.

In addition to our XLT test vehicle, we also borrowed a V8-powered Eddie Bauer model for a 2,700-mile cross-country trip. We found its perforated leather seats comfortable through nine-hour driving stints, and its many convenience features pleasant while driving and when stopping.

The Eddie Bauer Explorer comes with the traditional beige steering wheel and pinhole leather seating material. Handsome pecan wood accents lend a luxurious appearance. Light-colored trim on the inside A-pillars and grab handles add to the light, airy atmosphere. It's a successful execution, though the mouse-fur roof liner is nothing to write home about. The leather-trimmed upholstery is attractive. However, we wish Ford would have stitched leather all the way around to the inside edge of the seat bottom instead of using carpet there to save money.

Seat heaters are part of the Eddie Bauer way of life. They keep you warm while the truck is still heating up. But the buttons that control them are mounted in an awkward location, on the sides of seats. Reaching down to the side of the driver's seat, the left hand is confronted with an array of seat adjusters; finding and pressing the seat-heater button is a challenge. When you succeed, however, a small indicator lights up on the climate-control display. Likewise, it isn't always easy to find the seat-height adjuster. Rake is easy to adjust, however, and there's a knob on the up-level seats for cranking in some lumbar support. Driving Impressions
The Ford Explorer is smooth and stable on the highway and handles well on winding roads. The available V8 engine offers excellent acceleration out of corners. Ride quality and handling are quite good, greatly improved over pre-2002 models.

The Explorer rides on a four-wheel independent suspension with coil springs all around. It's a sophisticated setup and it works very well. Nearly all of Explorer's competitors are independently sprung up front but most use a live axle in the rear. Explorer's more expensive independent rear suspension offers better lateral stiffness yet more fore/aft compliance than a live rear axle. That means both ride and handling are better.

The Explorer delivers a smooth ride on rough roads. Bumpy corners don't upset it, and it feels stable in fast, sweeping turns. The Explorer is very stable at high speeds and feels comfortably secure in bad weather. We felt safe and confident while pulling a trailer on a daylong drive through a violent tropical storm in Tennessee. Just knowing the Explorer had automatic 4WD and ABS was comforting when it was raining buckets. It's still a truck, though. Tire whir is heard; road vibration is felt. But the ride is more comfortable, less jouncy than in some imported SUVs.

The Explorer's standard engine is a modern 4.0-liter V6 with overhead cams and aluminum heads, rated 210 horsepower. Acceleration with the V6 is quite respectable, thanks to the 254 pound-feet of torque it generates at 3700 rpm. You can hear and feel the V6 under full-throttle acceleration and it isn't as smooth as Toyota's V6, but it is entirely within acceptable bounds. You're not likely to need the V8 unless you're towing or live at high altitude.

The optional 4.6-liter V8 provides quick acceleration performance. A modern and sophisticated engine, the V8 is all aluminum for lighter weight, with single overhead camshafts. Like the V6, it makes itself heard and felt under full throttle, but otherwise it's smooth. The V8 produces 239 horsepower at 4750 rpm and 282 pound-feet of torque at 4000 rpm. It performed well while towing an empty car trailer across the U.S., though we felt the weight of the trailer on long, steep grades at higher altitudes. According to the trip computer, I was averaging 14 mpg while pulling the trailer.

The real star in the Explorer drivetrain is its sophisticated five-speed automatic transmission. It's smooth and responsive, quickly downshifting when the gas is mashed. It detects the driver's intentions and upshifts later or earlier, depending on what the driver is doing with the throttle. It's a great transmission and makes the V6 and V8 engines feel strong.

Turning around and maneuvering in crowded parking lots is easy in the Explorer, with its relatively small turning radius. The optional Reverse Sensing System ($255) alerts the driver to objects behind the vehicle and is handy when maneuvering in tight quarters. (It can be turned off when you are pulling a trailer.) Though not billed as such, this system enhances safety by detecting people, including small children, behind you.

Anti-lock four-wheel disc brakes provide stable stopping without drama even at threshold braking (slamming the pedal to the floor and keeping it there until the vehicle stops). Electronic Brake Force Distribution is standard, a great feature as it transfers braking force to the wheels with the best grip to improve stability and reduce stopping distances.

AdvanceTrac, Ford's electronic stability control system, is standard on all Explorers and enhances the capabilities of 4WD models. The system includes electronic traction control that regulates side-to-side torque distribution better than traditional mechanical systems. AdvanceTrac also applies braking selectively when it detects wheelspin. By stopping the spinning wheel, the system sends torque to the wheel that has the best traction.

Off road, the Explorer does not measure up to the Toyota 4Runner, Jeep Grand Cherokee or Land Rover LR3. The Explorer doesn't have their excellent suspension articulation and is otherwise not designed to tackle the Rubicon Trail or any other seriously rugged terrain. The current model is better than the old one, though, and is perfectly capable on primitive roads. In other words, the Explorer makes a fine vehicle for trout fishermen, kayakers, and other outdoor enthusiasts. Ground clearance is a generous 9.4 inches, and relatively short front and rear overhangs offer reasonable approach and departure angles, all of which means you don't scrape the ground as much as you might in an earlier Explorer. If fire roads, deep snow and slippery boat ramps are the extent of your off-road driving, then the Explorer will serve admirably. And Explorer is a nicer vehicle than the Grand Cherokee in most respects, with a better-quality interior, and a smoother, more refined ride.

The optional Control Trac four-wheel-drive system (4WD) works great. We were surprised by the amount of grip the Explorer had on a muddy, snow-covered two-track in the Arizona high country near Sedona. Ford has refined this system to make it more transparent to the driver, while improving its abilities in limited-traction situations. The normal driving mode is Auto 4WD; there is no two-wheel-drive mode. In Auto 4WD, Control Trac directs power according to input from sensors that compare grip between the front and rear wheels. If the rear wheels lose traction, for example, the optimal amount of power is transferred to the front tires where there's more grip. Using a dedicated controller, the system checks for slipping tires 50 times a second and can anticipate situations, such as hard acceleration, that are likely to cause the wheels to spin. This makes the Explorer feel secure on wet pavement, gravel, mud, and snow. When the going gets rougher, press the 4WD HI button, which effectively locks the front and rear driveshafts together. This can be useful for severe off-road or winter conditions, though Auto 4WD does such a great job of transferring torque that 4WD HI is almost irrelevant in practical terms.

Driving on a muddy, primitive trail, I couldn't tell the difference between Auto 4WD and 4WD HI. This is a credit to the seamless operation of the Auto 4WD system. It may be possible to detect subtle slip in Auto 4WD on slippery, snow-covered surfaces, but the bottom line is that you can leave it in Auto 4WD for all but the worst conditions. 4WD Low works well for creeping over truly rugged terrain. We found it does a good job of engine braking down steep grades, and we suspect it would be helpful on slippery boat ramps. I wouldn't hesitate to take a 4WD Explorer down marginal roads and slippery two-tracks. It's easy to modulate the throttle precisely when creeping along; throttle tip-in is gradual so you're not lurching off the line. Summary
The Ford Explorer helped usher in the era of the sport-utility as a family vehicle, and was the first SUV to break into the list of the 10 best-selling vehicles in America (in 1991). It was completely redesigned for the 2002 model year. The current Ford Explorer rides smoothly, handles well, and the interior packaging is well thought out and executed. It's a great vehicle for long trips. Comfortable and convenient, it quickly becomes an old friend.

New Car Test Drive editor Mitch McCullough is based in Los Angeles.

Model as tested
Ford Explorer Explorer XLT 4WD ($31,875)
Basic Warranty
3 years/36,000 miles
Assembled in
Louisville, Kentucky; St. Louis, Missouri
Destination charge
645
Gas guzzler tax
N/A
Base Price
26845
Price as tested
35470
Options as tested
Safety Canopy air curtain system ($560); auxiliary air conditioning ($650); 290-watt 6-disc stereo ($510); Reverse Sensing System ($255); third-row seat package ($745); Class III/IV trailer package ($150); rear cargo shade ($80)

Model Line Overview
Model lineup
Explorer XLS 2WD ($26,845); XLS 4WD ($29,310); XLS Sport 2WD ($28,260); XLS Sport 4WD ($30,490); XLT 2WD ($29,650); XLT 4WD ($31,875); XLT Sport 2WD ($31,005); XLT Sport 4WD ($33,230); Eddie Bauer 2WD ($33,705); Eddie Bauer 4WD ($35,930); Limited 2WD ($34,580); Limited 4WD ($36,805)
Safety equipment (standard)
ABS; EBD; AdvanceTrac stability control with Roll Stability Control; driver and passenger dual-stage air bags; safety belt pretensioners and energy-management retractors; child safety seat attachments
Safety equipment (optional)
N/A
Engines
4.0-liter sohc 12-valve V6
Transmissions
5-speed automatic

Specifications as Tested
air conditioning, power windows, power door locks, power mirrors, keyless remote, digital clock, cruise control, electric rear window defroster, roof rails, power steering, tilt steering column, tachometer, Class II trailer towing receiver hitch, intermittent front and rear wipers; high-series center floor console, approach lights on outside mirrors, fog lamps, front and rear power points, cloth front bucket seats with 6-way power driver seat and manual driver/passenger lumbar support; tire-pressure monitoring system; AdvanceTrac stability control with Roll Stability Control

Engine & Transmission
Engine
4.0-liter sohc 12-valve V6
Drivetrain type
four-wheel drive
Horsepower (hp @ rpm)
210 @ 5100
Transmission
EPA fuel economy, city/hwy
15/20
Torque (lb.-ft. @ rpm)
N/A

Suspension
Brakes, front/rear
disc/disc, with ABS and EBD
Suspension, front
independent with short and long control arms, coil springs
Tires
P235/70R16
Suspension, rear
independent with short and long control arms, coil springs

Accomodations
Seating capacity
7
Head/hip/leg room, middle
38.8/54.2/36.8
Head/hip/leg room, front
39.8/55.0/42.4
Head/hip/leg room, rear
38.9/45.4/34.9

Measurements
Fuel capacity
N/A
Trunk volume
81.4
Wheelbase
113.7
Length/width/height
189.6/72.1/71.4
Turning circle
36.8
Payload
N/A
Towing capacity
5380
Track, front/rear
60.9/61.3
Ground clearance
9.4
Curb weight
4434


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