Buying a used midsize SUV often means balancing family utility against repair risks, and the 2013 Ford Explorer XLT sits squarely in that debate. As a core volume seller for Ford's fifth-generation redesign, this model traded truck-based ruggedness for a smooth unibody ride, front-wheel or intelligent four-wheel-drive architecture, and three rows of seating. While it remains a popular budget-friendly haulers on the secondary market, knowing what mechanical gremlins lurk beneath the surface is essential before signing a bill of sale.
This review cuts through the marketing fluff to break down exact powertrain specifications, long-term reliability trends, fuel economy realities, and recurring trouble spots that owners encounter past the 100,000-mile mark.
Powertrain Options and Performance Specs
The 2013 Ford Explorer XLT came standard with a naturally aspirated 3.5-liter V6 engine paired with a 6-speed SelectShift automatic transmission. This setup delivers 290 horsepower and 255 lb-ft of torque. Buyers could choose between front-wheel drive (FWD) and an intelligent four-wheel-drive (4WD) system featuring a terrain management dial on the center console.
A 2.0-liter turbocharged EcoBoost four-cylinder engine was also offered as an efficiency-focused option exclusively for front-wheel-drive models, putting out 240 horsepower and 270 lb-ft of torque. However, this smaller engine option is relatively rare on the XLT trim and received mixed feedback for feeling underpowered when fully loaded with passengers and cargo.
Key mechanical specifications for the standard V6 XLT include:
- Tow Capacity: Up to 5,000 pounds when properly equipped with a Class III trailer tow package.
- Fuel Tank Capacity: 18.6 gallons.
- Curb Weight: Roughly 4,505 pounds for FWD models and 4,771 pounds for 4WD versions.
- Ground Clearance: 7.8 inches, tuned more for deep snow and wet pavement than technical rock crawling.
Real-World Fuel Economy and Driving Dynamics
EPA estimates for the 3.5L V6 2013 Ford Explorer XLT land at 17 mpg city and 23 to 24 mpg highway, yielding a combined rating of roughly 19 to 20 mpg. In real-world mixed driving, owners frequently report averaging right around 18 mpg. Highway road trips can push closer to 24 or 25 mpg if you maintain steady speeds and avoid heavy throttle inputs.
On the road, the unibody platform makes the vehicle drive much smaller than it looks. Body roll is well-controlled through corners, and the cabin remains relatively quiet at highway speeds. Steering is weighted nicely via electric power-assisted steering, though parking lot maneuvers reveal its wide turning radius.
Known Reliability Concerns and Common Failures
While general reliability trackers like RepairPal give the Explorer an average score, the early years of this generation carry specific known issues that require close inspection. If you're looking at a used model, check service records for these items:
Power Steering Failure
Early fifth-generation Explorers experienced losses of electronic power steering assist. When this fails, the steering wheel suddenly becomes heavy and difficult to turn at low speeds, triggering dashboard warnings. Replacing the entire steering gear assembly is costly, so verify whether the previous owner had this fixed under past Ford recalls or extended warranties.
Internal Water Pump Design
The 3.5L V6 utilizes an internal water pump driven by the timing chain. If the water pump seal fails, coolant leaks directly into the engine oil crankcase rather than dripping onto the ground. If this goes unnoticed, it destroys engine bearings quickly. Catching a tiny coolant drop or sweet smell early is critical.
Exhaust Odor TSBs
Some owners experience exhaust fumes or carbon monoxide smells entering the cabin during hard acceleration with the HVAC system running on fresh air. Ford issued technical service bulletins involving sealing the rear body vents and reprogramming climate controls, but test-driving prospective vehicles with the fan running is wise.
Interior Trim and Paint Bubbling
Cosmetically, these models are prone to paint bubbling or corrosion along the leading edge of the aluminum hood. Additionally, the plastic A-pillar exterior trim pieces near the windshield frequently loosen or fly off at highway speeds.
Interior Comfort and Practicality
The cabin layout is one of the strongest selling points for family buyers. The XLT trim includes cloth seating standard, with leather upgrades common on secondhand models.
- Seating Capacity: Accommodates up to seven passengers across a 60/40 split-folding second row and a 50/50 split third-row bench that folds flat into the floor.
- Cargo Space: Provides 21 cubic feet behind the third row, expanding to 43.8 cubic feet with the third row folded, and a massive 80.7 cubic feet with all rear seats stowed.
- Infotainment: Many XLT models feature the MyFord Touch system with an 8-inch center screen and SYNC voice controls. Be aware that older iterations of this software can be sluggish and prone to freezing compared to modern smartphone integration.
Frequently Asked Questions
Is the 2013 Ford Explorer XLT a reliable used car?
It is moderately reliable if properly maintained, but it demands vigilance. Because components like the water pump and steering system carry expensive failure risks, a pre-purchase inspection by an independent mechanic is mandatory before buying.
Can the 2013 Ford Explorer XLT tow a camper?
Yes, when equipped with the factory V6 towing package, it handles up to 5,000 pounds. This is plenty for small utility trailers, pop-up campers, or light fiberglass travel trailers, though tongue weight limits must be monitored carefully.
What is the difference between the Base, XLT, and Limited trims?
The Base trim is bare-bones with steel wheels and basic features. The XLT adds aluminum wheels, automatic headlights, rear parking sensors, upgraded cloth, and available comfort packages. The Limited tier introduces premium leather, ambient lighting, keyless ignition, and Sony audio systems.
How many miles will a 2013 Ford Explorer last?
With religious oil changes and preventive maintenance, these engines routinely cross 180,000 to 200,000 miles. However, high-mileage examples carry a higher statistical risk of transmission or timing component wear that can offset upfront purchase savings.
