The Ford Explorer debuted in 1991 to help attract families to a more adventurous lifestyle. The Bronco of the time was great, but it didn’t offer a lot to those with or who wanted kids. The Explorer, then, took what made the Bronco so enticing, stretched the wheelbase a tad, gave rear passengers a bit more space, and threw in a bigger trunk. This way, campers, hikers, skiers, and others could enjoy the 4WD capabilities and off-road looks of the Bronco, but with a smoother ride, more space, and marginally better mileage.
Kristen Brown
Today’s Explorer, ironically, is still that agent for the modern Bronco. I was lucky enough to test the Bronco Outer Banks right before the Explorer Tremor, and while my husband and I adored the Bronco as off-roaders, I looked at how comfortable my kids were in the second row. How much space I had in the rear. The better mileage, even with more horsepower. The quieter ride. But what I didn’t give up was off-road readiness and a tough look. Funnily enough, even when it was fully loaded, it was less expensive than the Bronco, too. Is it worth it for families, though? Here are my thoughts after putting my kids in one.
For the price, you get quite a bit
Here’s where it gets really interesting: the base MSRP is $48,330. Which is pretty fair in my book. The standard features (discussed below) are reasonable, the third row is usable for teens, kids, and smaller adults, and it comes with off-road-focused goodies. But my tester came with $14,200 in options, and when the destination and delivery fee is factored in, the cost rose to $64,225.
Kristen Brown
Here’s what brought the price up so high:
- Star White Met Tri-Coat Exterior Paint ($795): A gorgeous, sparkly white color that looks quite nice against the blacked-out exterior bits and bronze-gold Tremor accenting.
- Keyless Entry Keypad ($455): That funky little number pad on the driver’s door that brought me back to my dad’s 1991 Explorer.
- Ultimate Package ($11,505): Adds the dual sunroof and power shade, Bang & Olufsen soundsystem, ambient lighting, multi-contour front seats (non-negotiable—they massage you for gosh sakes), auto-dimming rear mirror, memory seat functions for the driver’s seat, power-folding third row seats
- Spare Tire Kit ($400): Yeah. We’re being charged extra to have a spare tire now. What a time to be alive.
- Connectivity Package 1-Year ($745): WiFi & 5G Hotspot connectivity, connected Google Maps, Google Assistant, Streaming connectivity, Zoom capability
At the base MSRP of $48,330, it competes with the $50,590 Honda Pilot TrailSport, the $47,290 Kia Telluride X-Line EX, the $50,170 Hyundai Palisade XRT Pro, and the $45,090 Nissan Pathfinder Rock Creek. With what you get for the price, and how luxurious it feels at that price point, it definitely puts up a valiant fight.
Now for the off-road-specific Tremor stuff
Unlike front-wheel-drive-based competitors (like the Telluride or Pilot) that rely on transverse slip-and-grip AWD setups, the Explorer Tremor is built on a longitudinal, rear-wheel-drive-biased platform with standard Intelligent 4WD. By default, power delivery strongly favors the rear axle, improving off-the-line traction, steering response, and towing stability. The 4WD (which is really more like AWD, if we’re being honest) is centered around the company’s Active Torque Transfer feature, which uses real-time sensors in the electronic transfer case to monitor wheel speed, throttle angle, steering input, and lateral yaw to seamlessly shuffle torque between the front and rear axles before tire slippage even begins.
Kristen Brown
Digging a bit deeper, I learned that the “4WD” Tremor doesn’t have any locking differentials, but it does use a limited-slip differential—which sets the stage for the company’s Trail Turn Assist, which tightens the Explorer’s turning radius by locking the inside wheel. Here are the other cool features that come with the Tremor package:
- Factory Lift & Suspension Upgrades: The Explorer Tremor comes with a 1-inch factory lift, taller all-terrain tires, and “off-road-tuned” suspension
- Specialized Drive Modes: The Tremor comes with several terrain modes to choose from, like Trail/Off-Road, Slippery, Tow/Haul, Normal, Eco, and Sport. Each one slightly changes the engine and transmission shifting maps.
- Hill Descent Control: Standard feature that acts as a low-speed off-road cruise control; drivers set a crawl speed using the steering wheel buttons, and the vehicle automatically modulates braking down steep, loose declines so the driver can focus entirely on steering.
- Different Front Fascia: The taller ride height combined with trimmed front and rear bumper fascias significantly improves approach and departure angles, allowing the vehicle to clear washouts, logs, and steep ditch crossings without dragging bodywork.
- Metal Underbody Protection: The Explorer Tremor features heavy-duty steel skid/deflector plates protecting vital underbody hardware—including the radiator/front fascia, engine oil pan, transmission, and transfer case—against sharp rocks and hidden stumps.
- Tow Hooks: Integrated dual front recovery hooks finished in Tremor-signature orange/amber, anchored directly to the vehicle’s frame structure for winching or kinetic-rope vehicle recoveries.
- Trail Cameras & Washers: When Trail/Off-Road mode is toggled, the on-board cameras in the grille, side mirrors (tire view), and 360–degree viewing camera turn into an off-road camera setup. Plus, it comes with a camera washer like old Land Rovers used to.
You have more than one engine to choose from (choose the bigger one)
Ford is one of the few companies that allow buyers to pick their engine, and on the Tremor, you get to choose from two: either a 2.3-liter turbocharged inline 4, or a 3.0-liter twin-turbocharged V6. The former produces a lesser but still respectable 300 HP and 310 lb-ft of torque, while the latter churns up 400 HP and 415 lb-ft of torque. As a mid-sized SUV dancing on the edge of being full-sized, having those 100 extra ponies really, truly made a difference for the overall driving experience. While you get less mileage (seriously, only one mile per gallon less than the inline four in all categories except for the highway), the extra horsepower makes it so much more fun to drive. And it sounds nice, too.
Kristen Brown
Funnily enough, either engine will give you the same towing rating of 5,000 lbs. And for the Tremor, it doesn’t cost extra. So, trust me on this one: get the bigger engine. The balance of power is better, and there’s more oomph for passing slow trucks. The inline four is nice, but if it doesn’t cost extra or cost you many miles per gallon, just do it. It’d be like choosing a Grande instead of a Venti if you were using your birthday coupon. Don’t be that guy.
The interior dynamics and technology are nearly perfect
I’d previously tested the Platinum 4WD version and liked it, save for the cheesy-looking chrome on the grille. The interior layout is obviously going to be the same, but the Tremor’s interior looks and feels like the inside of a luxury cabin in Aspen. There are contrasting colors and textures, customizable ambient lighting, and two high-resolution and customizable screens: a 13.2-inch touchscreen for the multimedia center and a 12.3-inch digital gauge cluster behind the steering wheel. Google is built-in, so you don’t need a tethered smartphone to use Maps, and you can use Google’s Gemini voice assistant to make adjustments to the media or navigation, too. I love this feature. I asked it, “Hey Gemini, are there any Dutch Bros on my way home on this route?” And one was added to my route immediately. It was awesome.
Chase Bierenkoven
Android Auto and Apple CarPlay are included (wireless, of course), and I especially liked that the Explorer was built with a special compartment to keep your phone so you’re not tempted to mess with it while you’re driving—even though you technically can while using BlueCruise. While parked, the main touchscreen has YouTube and Prime Video pre-installed, and because the Google Play Store is included, you can download other streaming apps, like Netflix if you really wanted to. I never use it, but it’s nice to know it’s there if you want to use it.
Then there’s BlueCruise. My husband was its biggest fan, because it did all of the monotonous driving in our region’s infamous traffic for him. While driving to the San Francisco airport, he enjoyed feeling the Explorer change lanes for him, maintain the perfect distance behind the car in front of him, keep him steady in his lane, and even do the stopping and going for him. The one thing both he and I noticed was that it wasn’t the best at seeing cars as they slowly merged in front—so you can’t really take your eyes off the wheel. But we’re hoping that’ll be fixed in an update.
The second row seats are the best in the house, but seating is limited
This is the one big Bummer that came with the Tremor trim: you can only get it as a six-seater. So, two captain’s chairs in the second row, and only two in the third. Which kind of bites, because why would I spend almost $50K on an SUV that can only fit one additional person more than a Subaru Forester could? To seat more than seven, you have to downgrade to the Active trim. My husband and I only have two kids, so they were perfectly happy in the second row captain’s chairs. But if we wanted to sit more than two other people in our large, 3-row SUV, we wouldn’t be able to. Our daughters couldn’t enjoy the standard heated seats back there, but they did love the large, tall windows, the dual sunroof that stretched all the way back to the third row, and the abundance of legroom (39.0 inches, to be exact).
Chase Bierenkoven
Since we’re on the subject of the second row, I was very impressed with the standard features and accommodations back there. The second-row passengers had access to their own climate control panel, USB-C charging ports, their own cupholder, and a dedicated ceiling-mounted A/C vent for each seat. If they needed one, each passenger had access to their own coat hook and fold-down armrest, too. I was a bit amazed the Tremor didn’t come with built-in sunshades, but the windows were tinted to be so dark from the factory it didn’t really matter.
The third row should be a part-time feature
The third row isn’t a place where most people would volunteer to be, that’s for sure. With 32.2 inches of legroom, it’s pretty tight back there. My husband and I fit both fit back there, but it definitely wouldn’t be a place we’d want to be if we had to sit back there for longer than, say, 30 minutes. The outward visibility is surprisingly good, and you have everything you need—like a USB-C charging port on each side, a cupholder, and an A/C vent in the ceiling—but it’s better suited for teens, kids, or smaller adults. And hopefully for a short amount of time.
Cole Attisha
Thankfully, they do fold flat, so if you’re not using them, you can do that and unlock 47.6 cubic feet of cargo space. With the third row up, that shrinks to 18.2 cubic feet. With all seats folded, you get 87.8 cubic feet of space.
Final thoughts
It’s not a Bronco, and that’s okay—it’s literally designed not to be. But it is a great alternative if you’re an off-road-loving family looking for a bit more space and passenger comforts. The Explorer Tremor, I feel, was a long time coming, and I’m very excited it’s here. When my husband and I move back to an area that sees regular snowfall, we’ll be looking seriously at the Tremor.
About the author
Kristen Brown
Contributing Writer, Autoblog