Ford Explorer

The main updates made as part of this mid-term Explorer enhancement relate to the smaller-battery Standard Range variants.

These now use a new 58kWh LFP battery pack offering up to 273 miles (a 17% improvement on the original version of this model which could only go up to 233 miles).

Standard Range models also get an enhanced electric motor with power increased from 170 to 190PS.

The Extended Range powertrain continues as before, with a 286PS motor energised by a 79kWh battery pack and up to 374 miles of range.

A tweaked version of that same battery pack (with 77kWh) features in the flagship twin motor AWD variant, which offers up to 340PS and has up to 321 miles of range.

Because the Explorer uses the VW Group's MEB platform, it has to be primarily rear-driven, but the Blue Oval brand insists that it will 'feel like a Ford' to drive.

The car's steering, brakes, dampers, springs and anti-roll bars are specifically tuned for 'Ford-ness' and the Explorer gets its own bespoke Continental tyres.

As a result, thanks to relatively feelsome steering, it's a more involving thing through the turns than an equivalent Volkswagen ID.4 (which was clearly the objective).

The ride isn't quite as smooth mind you.

You'd get slightly more driver engagement if you were to opt for this car's almost identically-engineered EV showroom stablemate, the Blue Oval brand's new-era Capri.

It's the AWD twin motor Explorer we tried, where (with 679Nm of torque to draw upon) 62mph is dispatched in 5.3s (quicker than a Focus ST hot hatch) en route to the 112mph top speed that all bigger-battery Explorers share.

Even the ordinary 286PS rear-driven model has 545Nm of pulling power and manages the 62mph benchmark in 6.4s, so you won't really feel this car's 2.1-tonne kerb weight too much.

Earlier models in Explorer history were all SUVs, regularly used for towing.

This electric Explorer won't be, though it can tug along a tonne - or 1,200kgs in the case of the dual motor version.

There are no visual changes as part of this update.

Ford describes this Explorer as 'adventure-ready' and 'steeped in American roots'.

We're not quite sure what that means because it's not really much of an SUV and its VW-engineered 'roots' are firmly from Europe rather than the US.

'Bold and confident' might be a better description; it's certainly more of a style statement than the equivalent Volkswagen ID.4. Curiously, considering the near-identical engineering here, that ID.4 is a considerably bigger car.

Given the quite prodigious size of Explorer models of the past, you instinctively expect this new-era electric design to be quite a substantially-proportioned thing.

Actually, at a relatively compact 4,460mm in length, it's 124mm shorter than the equivalent Volkswagen - and a full 184mm shorter than the equally closely-related CUPRA Tavascan.

The most notable profile flourish is the blind-like 'sail'-shaped C-pillar graphic, supposed to emphasise the cab-rearward stance.

Ages was spent deciding whether to retain Ford's usual trapezoidal front grille; in the end, Jordan Demkiw's design team decided not, creating a stocky, aggressive front stance with blade-like LED headlamps that works just fine without it. Inside, the Explorer is equally distinctive, the two-tone dashboard's highlight being a 14.6-inch portrait central screen adjustable in 20 stages by up to 30-degrees.

In behind it is a stowage space (Ford calls it the 'My Private Locker').

Plus you can stash stuff beneath the centre console, or in a 17-litre 'Mega Console' cubby between the seats big enough for a 15-inch laptop.

Carry-over parts from the ID.4 include the rotating gear selector, the small 5.3-inch digital instrument cluster and (unfortunately) the lower centre stack volume slider and the lack of rear window switches.

A more Ford-like touch is the standard-fit 3D sound bar on top of the dashboard.

Quality is a big step forward from any Ford we've ever seen in this part of the market before.

And rear seat space is better than any other previous mid-sized Ford model too.

But you pay for that with restricted boot capacity - 470-litres for the rear-driven variants and just 445-litres for the AWD model.

Still, there's a removable boot floor and a seats-folded total of up to 1,460-litres.

Explorer prices have dropped quite significantly as part of this mid-term update, despite the product improvements.

The sticker figures now kick off from around £35,000 with base 'Style' spec and the smaller 58kWh battery, with around £1,800 more necessary to get the same car with the larger 79kWh Extended Range battery.

Mid-level 'Select' and 'Collection' variants only come with the larger battery.

Top 'Premium' trim, priced now from around £39,000, comes with the choice of the two battery sizes, plus at the top of the line-up there's a twin motor AWD model with a slightly altered 77kWh battery pack, though for that you'll need a £50,000 budget. Ford's added some extra tech across the Explorer line-up.

So now the Adaptive Cruise Control system can automatically slow the vehicle for traffic lights.

Parking's easier too; 'Trained Park Assist' can memorise previously-performed parking actions to take over manoevring in tight spaces; and 'Reversing Assist' can record the vehicle's path into a space, then automatically reploicate it when you're reversing out again.

'Driver State Assist' system is also now offered, which uses the car's driver-facing camera and Lane Keep Assist systems to monitor the driver's attention and driving inputs.

If no steering input is detected it can tap the brakes to alert the driver.

If the system continues to detect no driver input, it can switch on the hazard warning lights, bring the vehicle to a controlled stop, unlock the doors, and call the emergency services, which could be vital in the event that the driver has suffered a medical emergency. Vehicle-to-Load charging has also now made it to the Explorer courtesy of an added 'Pro Power Onboard' package which turns the car into a mobile power source that can power up to 2.3kW of combined accessories like lights or lap tops.

As part of Driver Assistance Pack, there is the option to have a Pro Power Onboard outlet located in the boot space so precious electricals can be charged out of sight.

In addition, an optional adapter can be plugged into the vehicle's charge port to charge electric bikes or other outdoor accessories.

Customers can also choose an optional Travel Pack, which includes provision for a dog guard, an insert into the frunk to keep emergency items tidy and a boot load net to support larger items. As before, all models feature standard niceties like heated massaging seats, a heated steering wheel, keyless entry and dual zone climate control, plus Ford will also throw in its dash-mounted soundbar and a 5-inch digital instrument cluster showing speed, range and navigational instructions.

Media tech is taken care of across the line-up by a 15-inch central infotainment screen with 'Apple CarPlay' and 'Android Auto' smartphone-mirroring.

It would have been helpful if Ford could have improved DC charging speed as part of this update.

For the Standard Range battery though, this has actually got slower, falling from 145kW with the original version to just 105kWh for the updated 58kWh model.

Otherwise, things are much as before, the 79kWh Extended Range battery DC-charging at up to 183kW and the 77kWh Extended Range AWD model DC-charging at up to 185kW. Whatever Explorer you choose, AC charging from home using a 7.4kW wallbox requires around 12 hours for a full charge - or 7 hours 45 minutes for a more common 10-80% top-up charge.

If you've a three-phase supply and an 11kW wallbox, a full charge on all Explorers will need 8 hours 15 minutes. Whatever your choice of variant, the car's connected navigation system will identify up-to-date public charging locations during trips and particularly recommend chargers in the Blue Oval Charge Network - which had over 500,000 chargers at the time of this test.

An Explorer owner will be able to access any of these and pay for their power from a single account. What else? Well you probably know that you've now to pay road tax and the London Congestion charge with an EV.

And that Benefit-in-Kind taxation is now rated (now being the time of this review in Spring 2026) at 4%.

Insurance groups start at group 19 for the base 58kWh with 'Select' trim and rise up to group 32 for the top 77kWh AWD 'Premium' model.

You might worry about depreciation, particularly as this car's showroom stablemate the Mustang Mach-E loses value so fast - in the 40% range after three years / 36,000 miles.

This Explorer does much better than that, rated in the 50-54% bracket over the same period, a percentage point behind the Capri.

There are two year / unlimited mileage service intervals.

And the mediocre three year / 60,000 mile warranty is built upon by the usual EV eight year / 100,000 mile battery warranty.

The Explorer hasn't been around for very long but it was already in danger of becoming a somewhat forgotten model in its over-crowded segment for electric mid-sized SUVs.

The changes made as part of this update might not be extensive enough to change that but they have made this Ford a slightly more competitive proposition in in class.

And the price readjustment forced primarily by Chinese competition now makes this car look reasonable value too, especially given the extra tech features that have been added. As before, we can see why you might find this model pleasing to look at - and it has a practical, user-friendly cabin.

Driving range and charging speed aren't really strongpoints but there's lots of kit for the money and the engineering's proven.

Unfortunately, it's not really Ford engineering.

If that doesn't matter to you - and there's no reason why it should - then this car ought to make your shortlist for mid-sized electric SUVs.