2026 Ford Explorer Tremor Review + Video

It’s happening again.

To be fair, Ford already had a slightly ruggedized version of its Explorer sport utility. In fact, the Timberline trim that first launched about five years ago was at least a little ahead of the trend that has seen a bunch of other brands offer versions of their own SUVs made to look like they’re ready for adventure.

If anything, that earlier attempt didn’t lean far enough into the aesthetic or the experience, which is what the 2026 Ford Explorer Tremor aims to address. But the asking price that comes with it could be enough to leave you shaking.

Value 6 / 10

On its own, the Explorer Tremor’s sticker price of $61,895 before tax but including freight ($2,295) puts it in the thick of the three-row SUVs this size to come with the same sort of off-road treatment; there’s the newly introduced Hyundai Palisade XRT Pro that rings in at $59,899, while the Honda Pilot TrailSport costs a little more at $63,600.

Elsewhere, the Nissan Pathfinder Rock Creek is $57,428 before tax, plus the Volkswagen Atlas Peak Edition is $57,845. (All prices quoted include freight.) And there’s a new version of the Kia Telluride, including an improved X-Pro trim, though pricing wasn’t available as of this writing.

The bigger issue is how quickly the extras add up, with the feature-rich Ultimate package alone adding an astounding $11,000 to the asking price. Factor in a few other upgrades here and there, and the Explorer Tremor tested here came to a whopping $78,870 before tax. That’s an exceptional amount of money, while the full-size Ford Expedition with the same Tremor treatment is even more expensive still at an eye-watering $109,265 before options and taxes.

Power 10 / 10

Of course, skipping that pricey package of features is an easy way to keep the price in check. But to do so means missing out on the same twin-turbocharged V6 that’s stuffed under the hood of the Explorer ST; otherwise, it makes do with a turbocharged four-cylinder instead — not that there’s anything wrong with that, as a certain sitcom might remind you, although it lacks the output found here, as well was the same ability to generate furious forward momentum.

Officially, the 3.0L engine makes 400 hp and 415 lb-ft of torque — a significant step up from the 300 hp and 310 lb-ft of torque made by the 2.3L four-cylinder it replaces. All that motive force arrives in a cascading wave rather than the sort of surge that’s more typical of turbo motors, and it’s enough to smoke the tires at least a little when taking off in a hurry from a standing start.

Fuel Economy 6 / 10

Considering its hearty output, the 3.0L remains relatively efficient compared to lesser engines in similarly outfitted SUVs. It’s officially rated to burn 12.4 L/100 km, while the Palisade XRT Pro and its naturally-aspirated V6 that puts out a paltry 287 hp and 260 lb-ft of torque is good for 12.7 in a mix of city and highway conditions. Likewise, the Pilot TrailSport’s six-cylinder only makes 285 hp and 262 lb-ft of torque, and it’s expected to return a combined rate of 11.8.

Meanwhile, this week-long test finished with an indicated average of 11.9 L/100 km across a little more than 660 km of driving that skewed slightly more towards time on the highway than around town. For the sake of comparison, the Explorer Tremor’s standard four-cylinder is rated at 11.2 combined. Both engines run on regular-grade gasoline rather than pricey premium.

Practicality 9 / 10

Among the reasons to consider the Explorer over its rivals is the space inside for both people and stuff. Yes, the truck-based Expedition is roomier still, but it’s not nearly as approachable as its sibling when it comes to climbing in and out, while the Explorer’s liftover height is understandably lower. That makes it easier to load the back with stuff, with 461 L behind the third row — less than the Palisade (540 L) and Pilot (618 L), but still plenty for everyday tasks.

Stowing the rearmost seats opens up 1,302 L, while doing the same with the second row means 2,431 L. More than that, there are massive steps inside the rear doors to provide places to stand when reaching for roof-mounted cargo and accessories, and a tow package with four- and seven-pin connections is standard equipment. The Explorer is rated to pull 2,268 kg (5,000 lb).

The Explorer Tremor comes exclusively with second-row captain’s chairs, which add comfort and style at the expense of passenger capacity — although squeezing three occupants across a bench seat in an SUV this size surely constitutes a form of punishment in some places. (We’re talking about pretty bougie places, of course; think private school pick-up areas and the like.)

Small-item storage in the front half of the cabin is reasonable, although the Explorer lacks the modern extras found elsewhere in the segment like a pass-through space under the centre console — odd considering the shift-by-wire system employed here. But there are a few shelves and bins for stashing phones, wallets, and keys, plus reasonably sized door pockets.

Styling 7 / 10

As with the same Tremor treatment applied to other products in the lineup, including the Expedition as well as the award-winning Maverick and full-size F-150 pickups, the aesthetic additions are subtle — a word not typically associated with a colour like anodized yellow. There’s some stitching on the dash, doors, seats, and steering wheel, plus the Tremor wordmark embroidered on the front and second-row seats, but that’s about it for the interior.

Outside, a Tremor badge on the back is paired with some subtle rear bumper trim in the same shade of yellow, while the front end has matching recovery hooks and a grille bar where the off-road driving lights are hidden. There’s also an exposed steel skid plate, plus the all-terrain tires are wrapped around black 18-inch wheels with a single yellow painted pocket each.

Of course, the other aesthetic factor to consider is the Explorer’s popularity with law enforcement agencies across the continent. It’s an issue only made worse by the Tremor trim’s grille-mounted lights, while this tester’s shade of grey paint gives it the appearance of an unmarked police cruiser — an unfortunate reality for every other road user out there.

Comfort 8 / 10

Wrapped in artificial leather and suede, both of which are pretty convincing fakes, the seats are comfortable and supportive. The ones up front are heated and ventilated, plus massage functionality is included with the expensive Ultimate pack — although it’s exceptionally loud when in operation. Otherwise, the interior is a relatively pleasant place to spend time in spite of the excess (but expected) road noise generated by the all-terrain tires.

Driving Feel 9 / 10

Those squishy tires lead to a slight sense of looseness when negotiating corners in the Explorer Tremor, but it isn’t enough to overshadow the spot-on steering feel. With so many SUVs these days skewing towards a total lack of connection between what’s happening in your hands and which way the front wheels are pointed, this electrically assisted setup is as refreshing as it is responsive. It’s only at low speeds, like when parking, that it could use a slight enhancement.

Otherwise, the driving dynamics are exactly as they should be in a sport utility like this one. Ride quality is a nice blend of truck-like robustness and the kind of compliance that’s expected of a three-row family hauler. While the heavy wheels and tires tug at the suspension across the roughest surfaces, most stuff you’re likely to encounter every day shouldn’t be problematic.

Features 9 / 10

Standard features include a 13.2-inch touchscreen that runs Google-based software — and includes integrated Google Maps as a result — as well as a 12.3-inch digital instrument display that works alongside it, a subscription-based Wi-Fi hotspot, wireless Apple CarPlay and Android Auto connectivity, and a 10-speaker stereo. Then there are those heated and ventilated front seats, a heated steering wheel and second-row seats, and tri-zone automatic climate control.

Tremor-specific stuff includes a uniquely tuned suspension setup with 220 mm (8.7 in) of ground clearance, those all-terrain tires, a limited-slip rear differential, and the off-road driving lights in the grille. The optional Ultimate package adds extras including the twin-turbo motor, a fixed glass sunroof, 14-speaker stereo, power-folding third row, and massaging seats, among others.

Safety 9 / 10

The Explorer comes with a robust advanced safety and driver-assist suite, including lane departure warning and keeping help, forward collision warning with pedestrian detection and automatic emergency braking, blind-spot monitoring with rear cross-traffic alert, automatic high-beam control, and adaptive cruise control that works in stop-and-go traffic. But the Tremor trim gets a better system with surround-view cameras (as well as the mandatory back-up one).

It can also be had with BlueCruise, Ford’s hands-free highway driving assist system, either as a one-time purchase ($3,295) or through a one-year trial ($650). The system continues to set a high bar for semi-autonomous technology, with smooth assisted steering inputs and adequately observant driver attention monitoring; take your eyes off the road for too long, and it will warn you. Persist and it will disengage the automated inputs altogether for a period of time.

User-Friendliness 8 / 10

While the climate controls are embedded within the touchscreen, which is among the lone user-experience disappointments if only for the way they require more than a passing glance to use, the rest of the interface is as approachable as any. The integrated Google Maps can be called up on either the main infotainment screen or the one behind the steering wheel, while prompts for hands-free steering also appear in the instrument display.

Meanwhile, the infotainment interface itself is simple and smartphone-like, with a variety of downloadable apps like YouTube and games (which, of course, can only be used when the vehicle is parked). And the rest of the experience is equally family-friendly, with wide rear door openings and easy-folding seats for access to the third row.

The Verdict

Regardless of trim, the Explorer remains a top pick amongst family-sized SUVs not just for the space it offers but the way it’s all used. The Tremor trim does nothing to change that and adds some actual rugged appeal to this inherently practical package. But the trouble remains the asking price, particularly if you want to get the 2026 Ford Explorer Tremor The Good Way.

Sure, you could skip the expensive upgrade package and pay considerably less; but it seems like Ford lost the plot a bit when it brought the Tremor treatment to the Explorer, which is a shame considering how cool it is otherwise.