Ford Explorer | Test Drive

6 October 2025 Redazione News, Tested

From a traditional American SUV to a European-style all-electric crossover. The Ford Explorer reinvents itself, using VW’s platform to guarantee new adventures without geographical or range limits. And what if I told you that the best version doesn’t even have all-wheel drive?

Words Andrea Albertazzi / Photos Federico Bard

The Explorer was quite different. I’m pretty sure the sixth generation of America’s mid-size sales champion was much — much — bigger. Okay, I’m kidding. It doesn’t really surprise me and to be honest, the significantly more compact dimensions of the new Explorer aren’t even the main point here.
Because the seventh generation is an all-new model designed exclusively for the European market and therefore it’s available only as a 100% electric vehicle. Now, it’s fair to wonder how a car built for long-distance travel and a taste for adventure can coexist with the classic “range anxiety.” But we’ll get to that.

It’s worth noting that Ford isn’t exactly an early guest at the electric party. And while the introduction of the Mustang Mach-E managed to convince quite a few customers, especially those unwilling to give up driving pleasure, what was needed next was a model aimed at a more mainstream audience. That task, anything but simple or obvious, now falls to the Explorer. To achieve this, Ford turned to Volkswagen and leveraging this collaboration, adopted the MEB platform, specifically designed for electric vehicles and already known from the various ID models. Those are practical, sure, but neither exciting to drive nor particularly inspiring to look at.

It’s a different story for Ford, which seized the opportunity to experiment with a fresh design, breaking away almost entirely from the stylistic DNA of the previous (and excellent) Explorer generation. The front end is bold and massive, taking advantage of the lack of a cooling grille, while the slim L-shaped headlights are visually connected by a black strip, a feature mirrored at the rear where there are subtle but recognizable nods to the previous model. The overall proportions work well and even with smaller dimensions, the Explorer’s presence is enhanced by aerodynamic wheels available in 19, 20, or 21-inch sizes. Finally, the rear pillar’s horizontal lines add a sense of motion even when the car is standing still.

So, we’re talking about a length of 447 cm (compared to the previous 5 meters), a width of 187 (down from 2 meters) and a height of 163 (around 10 cm less) but still with five comfortable seats and a flat cargo floor that expands from 450 to 1,422 liters thanks to split-folding rear seats. And if you’re someone who always needs storage space, this is your kind of car: door pockets, a compartment under the center tunnel, another beneath the large touch display (which can be covered for added security) and a deep central armrest roomy enough for a laptop and more. A touch of American practicality for this European SUV which will never see U.S. shores and which now rightfully earns the crossover tag.

Okay, time to get to the point. As mentioned earlier, the new Explorer is only available with electric power. Setting aside the entry-level 52 kWh version, there’s the 77 kWh model we tested and the top-of-the-line 79 kWh, offering 286 and 340 horsepower respectively. The main differences are range and traction: the top version claims 566 km and has all-wheel drive, while the 77 kWh variant reaches 602 km and drives the rear wheels only. Maybe I’m getting older, but this is one of those cases where extra power feels unnecessary. Because even though the Explorer includes a “Sport” driving mode among its settings, it never really has a sporty attitude. To be clear, 286 hp is no small amount and it moves the crossover two tons with ease, but Ford’s real goal is to make you want to set off without constantly worrying about range left. And that goal has been met perfectly.

You quickly stop feeling the urge to floor the throttle, preferring instead to drive in Brake Mode, using regenerative braking for even better efficiency, close to the manufacturer’s claimed figures. Rear-wheel drive is never an issue and even provides an impressively tight turning radius, making maneuvering far easier than with the previous generation. And when needed, 0–100 kph in 6.4 seconds and the instant torque of the electric motor make overtaking effortless. This is the Explorer’s urban and on-road side, equipped with over a dozen ADAS features, most of which need to be deactivated at each start. Fortunately, the massive 14.6-inch vertical touchscreen is quick and intuitive, a big plus that really improves life on board.

Some have criticized the decision to include only two window switches, requiring you to select between front and rear with another button. Personally, I don’t see the problem, since it prevents accidentally opening the rear windows. A more valid complaint is the adoption of VW ID’s haptic controls, awkward for lights, volume and steering-wheel functions. But honestly, these are forgivable quirks once you realize you can use this EV without constantly thinking about charging. Because beyond its solid range and battery management, the Explorer supports DC fast charging (CCS2) up to 135 kW, which – once fully charged – means you won’t be spending much time at charging stations. It’s just a pity the heat pump is still an optional extra. Now that it’s clear the new Explorer is a completely fresh model and unrelated to its predecessor or the Mustang Mach-E, it’s worth mentioning that Ford has other BEV options coming, including the reborn Capri and an eco-friendly version of the smaller Puma. But that’s a story for another day. For now, I’m getting behind the wheel and setting off.

After all, with the Explorer you always feel like driving, covering miles, maybe even leaving the tarmac and getting the tires a little muddy, as long as the trail isn’t too demanding. It’s true that the previous model wasn’t a real off-roader either, but with rear-wheel drive only and a single “traction” mode to help on dirt roads, this one’s more of an urban adventurer. Knowing that, and pampered by the comfort of electronically adjustable, heated and massaging leather seats, I grip the heated steering wheel on a cool spring morning. Mud and gravel don’t seem to bother the Explorer and the raised ride height makes light work of uneven terrain, allowing surprising agility where you wouldn’t expect it.

And so, back to the real question: now that we know the new Explorer is a solid all-electric alternative in a crowded field of similar options, can its adventurous spirit truly coexist with a propulsion system that abandons internal combustion altogether? After several weeks of driving, I can honestly say I was more than pleasantly surprised. Sure, the €49,000 starting price for the 77 kWh version (the base model starts at €41,500) isn’t exactly pocket change, but its Europeanized dimensions make it suitable for virtually any use case you can think of: city, motorway, country roads, even light off-roading, especially if you go for the pricier AWD version.

Ford’s partnership with VW made possible to implement its own EV philosophy on a proven platform while significantly cutting development costs for a dedicated chassis. And to be fair, this Explorer is far better than VW’s ID models, those lack character and feel a bit predictable, except maybe for the ID.Buzz.
So even if Ford wasn’t first to the electric scene and even though this model carries big expectations, convincing not just me but thousands of buyers, the new Explorer marks an important step forward for the Blue Oval. The good news? It does so in exactly the right way: not by chasing insane acceleration figures, but focusing where it truly matters for cars meant to move large numbers of people. The exploration continues. Not only have I yet to look for a charging station, but I also haven’t felt the need to check the remaining range, unusual scenario with 90% of today’s electric cars.