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2.3L vs 2.7L EcoBoost: Which 2026 Ford Bronco Engine Is Right for You?

· 15 min read
2026 Ford Bronco Outer Banks in Velocity Blue Metallic in motion on a two-lane South Dakota highway, prairie horizon

Two engines power most 2026 Ford Bronco orders: a 2.3L EcoBoost I-4 making 300 horsepower and 325 lb-ft of torque, and a 2.7L EcoBoost V6 making 330 horsepower and 415 lb-ft. The Raptor's 3.0L V6 sits in its own tier (418 hp / 440 lb-ft) and isn't part of this comparison. For everyone else, the choice is between the four-cylinder and the V6 — and it's a closer call than most buyers expect.

This is an honest decision tool. We'll cover what each engine actually feels like behind the wheel, what towing looks like (spoiler: nearly identical), what to expect at the pump on a Bowdle-to-Black-Hills run, whether the 7-speed manual still earns its place, and which engine matches which buyer in central South Dakota.

Why Is the 2.3L EcoBoost the Default Engine on the 2026 Bronco?

The 2.3L EcoBoost is the default because it's the broadest-fit engine in the lineup — the only one offered with the 7-speed manual transmission, standard on every trim from Base through Heritage Edition (other than Outer Banks, where it pairs with the auto only), and capable of the same 3,500-pound tow rating as the V6. For most buyers it's enough engine.

Output is 300 horsepower at 5,700 RPM and 325 lb-ft of torque at 3,400 RPM on premium fuel (275 hp / 315 lb-ft on regular). It's a turbocharged inline-four with direct injection, and in a body-on-frame Bronco it pulls cleanly from low RPM and turns the four-cylinder displacement gap into a non-issue most of the time. On a county-road merge or a Black Hills two-track, the four cylinder doesn't feel undersized.

Where the 2.3L gives ground is at sustained high-load output: a long uphill grade with a trailer, or the upper third of the rev range when you want immediate punch from 50 to 75. The four cylinder works harder there than the V6 does — you'll hear it through the firewall, and you'll feel the turbo spooling rather than the V6's broader torque shelf. For most central-SD use cases, that distinction doesn't show up in everyday driving.

Trim availability: standard on Base, Big Bend, Outer Banks, Badlands, and Heritage Edition. New for 2026, the 10-speed automatic is now available with the 2.3L on Heritage (was 2.7L-only before). Stroppe and Raptor don't offer the 2.3L. For full trim-by-trim context, see our 2026 Ford Bronco trim levels guide.

2026 Ford Bronco 4-Door Badlands in Marsh Gray with the 2.3L EcoBoost on a gravel county road in central South Dakota at golden hour
A 2.3L EcoBoost Badlands in its natural habitat — gravel county road, prairie horizon, the Bowdle-to-Hills run that 80% of central-SD Bronco miles look like.

What Does the 2.7L EcoBoost V6 Actually Buy You Over the 2.3L?

The 2.7L EcoBoost V6 buys you 30 more horsepower (330 vs 300) and — much more meaningfully — 90 more lb-ft of torque (415 vs 325) on premium fuel. The torque is what you actually feel: stronger pull from a stop, easier passing at highway speed, and a smoother delivery profile that doesn't ask the engine to work as hard. The upcharge is $2,995.

The 2.7L is a turbocharged V6 with direct injection. It's automatic-only — there's no manual-transmission option with the V6. It's available on Outer Banks, Badlands 4-Door, and Heritage Edition, and it's the only engine offered on the Stroppe Edition (fleet/military only). It is not offered on Base, Big Bend, Badlands 2-Door, or Raptor.

Day-to-day, the V6 is most noticeable at the moments the 2.3L works hardest — uphill grades with weight, on-ramp acceleration, sustained 70+ highway speeds with a headwind, and the kind of pull-from-2,500-RPM situations where a V6's torque shelf flattens out before a four cylinder's turbo fully spools. For drivers who do a lot of long highway miles or pull a small trailer regularly, the V6 reduces the engine's working effort. For drivers who mostly do town errands and gravel section roads, that effort difference is real but often not worth the upcharge.

There's also a refinement gap. The V6 is quieter at cruise and smoother at idle — small things, but the kind of thing you notice on a four-hour run to the Hills. If long highway distance is a big part of your annual miles, that refinement adds up.

How Different Is Towing Between the 2.3L and 2.7L?

On paper, almost not at all. Both the 2.3L and 2.7L EcoBoost are rated to tow 3,500 lbs on every non-Raptor 2026 Bronco — regardless of trim, axle ratio, body style, or transmission. The Raptor is the only 2026 Bronco rated higher, at 4,500 lbs. The standard hitch receiver on every non-Raptor caps at 3,500 / 350 lbs (trailer / tongue), so the engine choice doesn't change the ceiling.

2026 Ford Bronco Outer Banks in Velocity Blue Metallic towing an aluminum bass boat on a single-axle trailer to a Lake Oahe boat ramp
Outer Banks 2.7L EcoBoost towing a small bass-fishing rig to a Lake Oahe boat ramp — well within the Bronco's 3,500-pound non-Raptor cap.

Where the engines actually differ is in how they pull that 3,500 lbs, not how much. The 2.7L V6's extra torque means the engine works less hard at the same load — fewer downshifts on grade, less turbo build-up before getting underway, lower thermal load on long pulls. If you're pulling a single-axle aluminum bass boat to Lake Oahe a few times a summer, the 2.3L handles it with no issue. If you're pulling a 3,400-pound enclosed trailer with sled or ATV to the Hills regularly, the V6 will feel measurably less stressed at the end of a long day.

A 2026 footnote worth knowing: the Badlands 4-Door with the 2.7L V6 and 4.46 axle has a slightly lower published rating of 3,460 lbs (versus 3,500 on every other configuration). It's a 40-pound spread — not relevant to most buyers, but if you've got a trailer that's right at the line, that's the one config to flag.

The Trailer Tow Prep Package is included on every non-Raptor Bronco, but the dealer-installed OEM trailer hitch receiver is required for any towing over 2,000 lbs. The frontal-area limit is 30 sq ft (non-Raptor), which rules out tall enclosed trailers regardless of weight rating.

What's the EPA Fuel Economy for Each 2026 Bronco Engine?

EPA-estimated fuel economy varies by door count, transmission, axle ratio, and tire size — there isn't one single number that applies. As a baseline, the 2.3L EcoBoost rates roughly 18 city / 20 highway / 19 combined on a 4-Door automatic, and the 2.7L EcoBoost V6 rates roughly 17 / 17 / 17 on the same body. The 2-Door 2.3L generally rates a touch higher (around 20 / 21 / 20). Verify your specific configuration on fueleconomy.gov before purchase — Sasquatch's 35-inch tires and 4.70 axle, in particular, drop EPA combined by a noticeable margin on either engine.

For a Bowdle-to-Black-Hills round trip (about 720 miles total at mostly highway speeds), the math comes out roughly like this on each engine, before fuel-cost variations. A 2.3L 4-Door averaging 20 mpg highway burns about 36 gallons. A 2.7L V6 4-Door averaging 17 mpg burns about 42 gallons — a six-gallon difference per round trip, which adds up over a year of regular Hills runs but doesn't move the needle on a single weekend.

What changes more than the engine choice is what's hung off the Bronco. Sasquatch's bigger tires and steeper axle ratio are the single biggest fuel-economy variable in the lineup — a non-Sasquatch 2.3L Badlands and a Sasquatch-equipped 2.3L Badlands aren't really the same vehicle for MPG purposes. If saving fuel on long highway hauls is a priority, lean toward the smaller-tire trim and the 4-Door 2.3L auto. If you're already at Sasquatch spec, the 2.7L's torque advantage often offsets the V6's combined-MPG penalty for the way most buyers actually use the truck.

Both engines run on regular 87-octane fuel; premium is recommended for peak rated horsepower and torque but not required. Real-world MPG from owner forums tends to track within 1–2 mpg of EPA combined under mixed driving, with bigger gaps when towing or running deep snow.

Should You Pick the 7-Speed Manual or the 10-Speed Automatic?

For most buyers in central South Dakota, the 10-speed automatic is the practical pick. The 7-speed manual is a real driver's-engagement choice, and it earns its keep for buyers who want it — but the auto wins on towing, on long-distance highway comfort, and on every winter morning where the manual's clutch and Crank-in-Gear function become extra effort instead of fun.

The 7-speed manual (Ford code 44Q) is offered with the 2.3L EcoBoost only — never with the V6. It's standard on Base, Big Bend, Badlands, and Heritage Edition. It includes a Granny Gear (an ultra-low first), Crank-in-Gear functionality (lets you start the engine while in gear with the clutch pressed), and Hill Descent Control. For genuine off-road work — slow, technical climbs in the Black Hills or precise low-speed crawl situations — the manual gives the driver more direct control than even a well-tuned automatic.

The 10-speed automatic (Ford code 44T) is available with the 2.3L on most trims (NEW for 2026 on Heritage Edition with the 2.3L) and standard with the 2.7L V6 and 3.0L Raptor V6. With the auto you also get Trail Control (low-speed cruise control for off-road), Trail Turn Assist (tightens the turning radius by braking the inside rear wheel), and on Outer Banks and Badlands, Trail One-Pedal Driving. Those features pair tightly with the GOAT modes — see our 2026 Bronco G.O.A.T. Modes guide for how those interact in practice.

The honest take: if you're choosing between a 2.3L manual and a 2.3L auto, and you're not specifically excited about driving a manual, take the auto. It's better for towing, better in stop-and-go, better for resale value, and better in winter clutch-leg fatigue. If you genuinely want the manual — and a meaningful number of Bronco buyers do — get it. It's one of the few capable off-road SUVs that still offers a true row-your-own option.

Which 2026 Bronco Engine Is Right for You?

The 2.3L EcoBoost fits the buyer who wants the broadest-fit engine and is doing mostly daily driving, gravel section roads, light recreational towing, and weekend trips to the Hills. It's the right call for the Plains Outdoorsman who already owns an F-150 for heavy work and uses the Bronco as a secondary vehicle, the buyer who wants the manual transmission, and anyone primarily driving in town or on county roads where the V6's extra torque doesn't get used.

The 2.7L EcoBoost V6 fits the buyer who runs long highway miles regularly, regularly tows close to the 3,500-pound limit, wants the smoother and quieter cruise feel, and doesn't want the manual transmission anyway. The Ranch-Country Daily who's pulling a small trailer to and from a property weekly, or the buyer who makes the Hills run six or eight times a year, will appreciate the V6's torque shelf. The $2,995 upcharge is real money, but for the right use case, it's well-spent.

For SD winter driving — a topic worth its own treatment — both engines handle cold starts and traction well. See our 2026 Bronco in South Dakota winter guide for the cold-weather details that matter at 30 below.

For the broader 2026 Bronco context — engines, capability, what's new for the year — the full 2026 Ford Bronco overview walks through the lineup side by side. And if Sasquatch is on your build sheet, our honest take on whether Sasquatch is worth it in central South Dakota covers that decision in detail — Sasquatch is the single biggest variable on either engine's fuel economy.

Key Takeaways

  • 2.3L EcoBoost: 300 hp / 325 lb-ft, available with 7-speed manual, the broadest-fit engine for most buyers.
  • 2.7L EcoBoost V6: 330 hp / 415 lb-ft, automatic-only, $2,995 upcharge — buys torque, refinement, and easier highway and towing duty.
  • Both engines tow 3,500 lbs (non-Raptor cap). The Raptor's 3.0L V6 is in its own tier at 4,500 lbs.
  • EPA estimates: 2.3L 4-Door auto ~18/20/19; 2.7L V6 4-Door ~17/17/17. Verify your specific configuration on fueleconomy.gov before purchase.
  • The 7-speed manual is 2.3L-only and rewards engaged drivers; the 10-speed auto is the practical pick for most central-SD buyers.

Frequently Asked Questions

How much horsepower does each 2026 Bronco engine make?

On premium fuel, the 2.3L EcoBoost makes 300 horsepower and 325 lb-ft of torque, the 2.7L EcoBoost V6 makes 330 horsepower and 415 lb-ft, and the Raptor's 3.0L EcoBoost V6 makes 418 horsepower and 440 lb-ft. Output drops slightly on regular 87-octane fuel.

Can both engines tow the same amount?

Yes. Every non-Raptor 2026 Bronco — 2.3L or 2.7L, manual or automatic, any trim — is rated to tow 3,500 lbs. The hitch receiver on non-Raptor models caps there. Only the Raptor (3.0L V6) is rated higher at 4,500 lbs. One small footnote: the Badlands 4-Door with the 2.7L V6 and 4.46 axle is rated at 3,460 lbs.

Which trims offer the 2.7L EcoBoost V6?

The 2.7L EcoBoost V6 is offered on Outer Banks, Badlands 4-Door, and Heritage Edition, and is the only engine on the Stroppe Edition (fleet/military only). The upcharge is $2,995. It is not offered on Base, Big Bend, Badlands 2-Door, or Raptor.

Is the 7-speed manual transmission available with the 2.7L V6?

No. The 7-speed manual is offered exclusively with the 2.3L EcoBoost. The 2.7L EcoBoost V6 and the Raptor's 3.0L EcoBoost V6 are 10-speed automatic only. New for 2026, the 10-speed automatic is now also available with the 2.3L on the Heritage Edition (was 2.7L-only before).

Does the 2026 Ford Bronco require premium fuel?

No. Both the 2.3L EcoBoost and 2.7L EcoBoost V6 run on regular 87-octane fuel. Premium is recommended for peak rated horsepower and torque (300 hp / 325 lb-ft on the 2.3L; 330 hp / 415 lb-ft on the 2.7L), but the engines are calibrated to run safely on regular with a small drop in output.

My Take on the 2026 Bronco Engine Choice

In my time at Beadle Ford, I've watched buyers wrestle with this decision more than any other on the Bronco. The honest answer for most of them: the 2.3L is enough engine. The buyers who actually use the V6's torque tend to know they need it before they walk in — they have a specific trailer, a specific commute, or a specific feel they're after. The buyers who pick the V6 because they're worried the four cylinder is "too small" usually find out a year later that the 2.3L would have done the job.

If you're between the two, drive both back to back. Twenty minutes of seat time on the same county road outside Bowdle, with the same kind of load, settles the question for almost everyone — and saves you a $3,000 second-guess.

About the Author

Lexy Tabbert — Beadle Ford, Bowdle, SD

Lexy Tabbert is the Director of Sales and Marketing at Beadle Ford in Bowdle, South Dakota. She covers Ford vehicles, trim comparisons, and buyer guidance — helping families, ranchers, and ag operators across the region find the right truck and configuration for their needs.

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Jeep figures per Jeep’s 2026 published specifications. Torque is the number to look at. The Explorer’s base turbo four makes 50 lb-ft more than Jeep’s base V6, and it makes it low in the rev range, which is what you feel with a loaded trailer. Jeep’s Hurricane four is a strong engine at 324 hp and 332 lb-ft; the Explorer’s 3.0L V6 answers it with up to 400 hp and 415 lb-ft on the ST, the Tremor 801A, and the Platinum. Where Jeep wins outright is the tow rating: 6,200 lbs is 1,200 more than any Explorer. If you are towing a tandem-axle camper near that number, buy the Jeep, or come look at an Expedition. 4WD systems and winter Both are rear-drive-based, which is the right starting point for towing and for ice. The Explorer’s Intelligent 4WD has seven drive modes including Slippery and Deep Snow/Sand, Hill Descent Control, and on the Tremor a TORSEN limited-slip rear axle that puts torque to the wheel with grip mechanically. Jeep offers its Quadra-Trac 4x4 systems on the Grand Cherokee L, with Quadra-Drive II and an electronic limited-slip rear on upper trims, plus the Selec-Terrain modes. On a snow-packed highway or an icy intersection in Mobridge, both are excellent, and I would not pick one over the other for that alone. Ground clearance is similar in standard form (the Explorer runs 7.6 to 8.7 inches depending on trim); Jeep’s Quadra-Lift air suspension on upper trims can raise it further, which is a genuine Jeep advantage on a deeply rutted two-track, at a price. Tremor vs. the Jeep lineup Here is the detail that surprises Jeep shoppers: the Trailhawk trim, Jeep’s off-road package with all-terrain tires and skid plates, is offered only on the two-row Grand Cherokee. There is no Grand Cherokee L Trailhawk. If you need three rows and want factory off-road hardware from Jeep, the answer is an Overland or Summit with the air suspension, which is a luxury build at a luxury price. The Explorer Tremor is that missing vehicle: a three-row with P265/65R18 all-terrain tires, front and rear underbody deflector plates, front tow hooks, auxiliary grille lights, a TORSEN limited-slip rear, 8.7 inches of clearance, and 4WD only, from $49,200 with the 2.3L or $56,460 with the V6 (plus $1,795 destination). It is not a Wrangler or a Bronco, and it is not trying to be. It is the three-row that handles the section road, the two-track to the stand, and the boat ramp without asking you to give up the third row. The full Tremor guide. Three rows and gravel roads? Drive an Explorer Tremor on the section road behind the dealership. That is the comparison Jeep cannot offer on a three-row. Shop Tremors in Stock Ask About a Custom Order Three-row space and interior The Grand Cherokee L seats six or seven and Jeep lists up to 84.6 cubic feet of cargo with the rear rows folded. The 2027 Explorer seats up to seven (six on the Tremor) with 16.3 cubic feet behind the third row and up to 85.3 cubic feet folded. These two are effectively the same size inside; neither has the Grand Highlander’s or Pilot’s extra room, and neither needs it for a family of five with hockey gear. Interior character is where they differ. The Grand Cherokee L leans luxurious even on lower trims and can be optioned into Lincoln territory on a Summit Reserve. The Explorer spends its money differently: standard tri-zone climate, standard second-row captain’s chairs, a power-fold third row on ST, Platinum, and Tremor 801A, and on the Platinum multicontour seats, a 14-speaker B&O system, and BlueCruise included for a year plus 90 days. Tech and price Both have big screens and full driver-assist suites. The Explorer’s 13.2-inch touchscreen runs Google built in with wireless CarPlay and Android Auto, 5G, and over-the-air updates; Jeep’s Uconnect is a good system with its own strengths, including an available passenger screen. The Explorer’s advantage is BlueCruise, which Jeep does not offer on the Grand Cherokee L. BlueCruise vs. the other hands-free systems. Price: the 2027 Explorer Active 100A starts at $38,465 in RWD and $40,465 in 4WD, plus $1,795 destination. Jeep lists the 2026 Grand Cherokee L Laredo from $41,990 before destination, and 4x4 is extra. Trim for trim the Explorer starts a few thousand dollars lower and the gap widens at the top, where a loaded Summit Reserve sits well above a V6 Platinum. Every Explorer trim and price: 2027 Explorer trim levels. Both model years are on the lot: see what is in stock and get pre-approved before you come in. Key Takeaways Grand Cherokee L tows more: up to 6,200 lbs vs. the Explorer’s 5,000. If your trailer is in that range, that decides it. Explorer has more standard power (300 vs. 293 hp) and more available power (400 vs. 324 hp). Jeep’s Trailhawk is two-row only. The Explorer Tremor is the factory off-road three-row, with all-terrain tires, plates, hooks, and a TORSEN rear. Both are rear-drive-based with capable 4WD; Jeep offers an air suspension on upper trims, Ford offers BlueCruise. Explorer starts a few thousand lower ($38,465 vs. $41,990 before destination), and both model years are on the lot in Bowdle. Frequently Asked Questions Does the Grand Cherokee L tow more than the Explorer? Yes. Jeep rates the 2026 Grand Cherokee L at up to 6,200 lbs when properly equipped. The 2027 Explorer is rated at up to 5,000 lbs on every trim. If you tow between 5,000 and 6,200 lbs, the Jeep or a Ford Expedition is the right answer. Which has more horsepower, the Explorer or the Grand Cherokee L? The Explorer. Its 2.3L EcoBoost makes 300 hp and 310 lb-ft standard against the Jeep’s 293-hp, 260-lb-ft 3.6L V6, and the Explorer’s available 3.0L V6 makes up to 400 hp against the Jeep’s 324-hp 2.0L Hurricane. Is there a Grand Cherokee L Trailhawk? No. Jeep offers the Trailhawk off-road trim only on the two-row Grand Cherokee. The three-row Grand Cherokee L is offered in trims such as Laredo, Limited, Overland, and Summit. The Explorer Tremor is the factory off-road three-row in this comparison. Which is better in snow, the Explorer or the Grand Cherokee L? Both are rear-drive-based with capable four-wheel-drive systems and are excellent in winter. The Explorer adds Deep Snow/Sand and Slippery drive modes and, on the Tremor, a TORSEN limited-slip rear and all-terrain tires; Jeep’s upper trims offer Quadra-Drive II and an air suspension. Which is bigger inside? They are close. The Grand Cherokee L seats six or seven with up to 84.6 cubic feet of cargo folded; the Explorer seats up to seven with 16.3 cubic feet behind the third row and up to 85.3 cubic feet folded. Which costs less, the Explorer or the Grand Cherokee L? The 2027 Explorer Active starts at $38,465 before $1,795 destination. Jeep lists the 2026 Grand Cherokee L Laredo from $41,990 before destination, with 4x4 extra. My Take This is the comparison I respect most, because the Grand Cherokee L is a good truck and the Jeep buyer usually knows exactly what they want. My honest read: if the tow rating matters, Jeep wins and I will say so. If three rows plus real gravel capability is the job, the Explorer Tremor is the only one of the two that offers it, and it costs less than the Jeep you would have to build to get close. Drive the Tremor on the section road behind the store. Then go drive the Jeep. I am comfortable with where that ends up. Shop Explorer Inventory Get Pre-Approved Contact Beadle Ford About the Author Lexy Tabbert — Beadle Ford, Bowdle, SD Lexy Tabbert is the Director of Sales and Marketing at Beadle Ford in Bowdle, South Dakota. She covers Ford vehicles, trim comparisons, and buyer guidance — helping families, ranchers, and ag operators across the region find the right truck and configuration for their needs. Learn more about Lexy.

2027 Ford Explorer towing a fishing boat at a Lake Oahe boat ramp, 5,000-lb towing at Beadle Ford in Bowdle SD
Sep 19, 2026 in New Vehicles

2027 Ford Explorer vs. Honda Pilot: Turbo Four, V6, 4WD, and Towing Compared

Home› Ford Explorer› 2027 Ford Explorer› vs. Honda Pilot Quick Answer The Explorer’s 300-hp 2.3L EcoBoost outmuscles the Pilot’s 285-hp V6, and every Explorer tows 5,000 lbs where a Pilot needs AWD to get there (3,500 lbs with front-wheel drive). The Explorer also offers true 4WD plus the Tremor and ST; the Pilot answers with a roomier, squarer cabin and the TrailSport. For South Dakota winters and towing, the Explorer is the stronger pick. The Honda Pilot is the other three-row that shows up in our trade lane most often, usually a 2018 to 2023 that has been a good vehicle. Pilot owners who come to look at an Explorer tend to ask the same three things: is the turbo four as good as the V6 they have, does the Explorer tow more, and is Ford’s 4WD better than Honda’s AWD in the winter. Fair questions, with clear answers. This guide compares the 2027 Explorer and the 2026 Pilot on engines, towing, all-weather capability, the off-road trims, space, tech, and price. Honda figures are from Honda’s published 2026 Pilot specifications; Explorer figures are Ford’s 2027 numbers from the 2027 Ford Explorer Buyers Guide. Get Pre-Approved Shop Explorer Inventory On This Page The short answer Engines: 300-hp turbo four vs. 285-hp V6 Winter: Ford Intelligent 4WD vs. Honda i-VTM4 AWD Seating, cargo, and the third row Technology and driver assistance Price The short answer The Pilot is the roomier vehicle, with up to eight seats and more total cargo volume, and its naturally aspirated V6 is a known quantity. If you want maximum interior space and you do not tow, it is a fine choice. The Explorer has more power from its base engine than the Pilot has from its only engine, tows 5,000 lbs on every trim (the Pilot needs AWD to get there; front-drive Pilots are rated at 3,500), runs a rear-drive-based 4WD system, offers a V6 with up to 400 hp and a true off-road Tremor trim, and starts lower. For a family that tows a boat or a camper and drives gravel, the Explorer is the better fit. Engines: 300-hp turbo four vs. 285-hp V6 2027 Ford Explorer 2026 Honda Pilot Standard engine 2.3L EcoBoost I-4, 300 hp / 310 lb-ft 3.5L V6, 285 hp / 262 lb-ft Available engine 3.0L EcoBoost V6, up to 400 hp / 415 lb-ft None; one engine across the lineup Transmission 10-speed automatic 10-speed automatic Drive RWD or Intelligent 4WD (rear-drive based) FWD or i-VTM4 AWD (front-drive based) Max towing 5,000 lbs, every trim and both engines 5,000 lbs AWD; 3,500 lbs FWD Explorer figures are Ford’s published 2027 specifications; towing requires proper equipment. Honda figures per Honda’s 2026 published specifications. The Pilot’s 3.5L V6 is smooth and durable, and Pilot owners like it. But 262 lb-ft of torque arriving high in the rev range is the reason a loaded Pilot on a grade with a trailer behind it feels busy. The Explorer’s 2.3L EcoBoost makes 310 lb-ft at low rpm, which is what you feel pulling out of a boat ramp or passing on US-12. And the Explorer has a second answer the Pilot does not: the 3.0L V6 at up to 400 hp on the ST, the Tremor 801A, and now the Platinum. Winter: Ford Intelligent 4WD vs. Honda i-VTM4 AWD Honda’s i-VTM4 is a good torque-vectoring AWD system on a front-drive platform. The Explorer is built the other way around: rear-drive based, with Intelligent 4WD that sends power forward as needed, seven drive modes including Slippery and Deep Snow/Sand, and Hill Descent Control on every 4WD model. In everyday snow both are capable. Where the difference shows is towing on a slick ramp, starting on an icy hill with a load, and driving rutted gravel, where a rear-biased layout keeps the front tires steering instead of pulling. Both brands have an off-road trim. The Pilot TrailSport adds all-terrain tires, a lifted suspension, and skid plates to the AWD Pilot. The Explorer Tremor adds all-terrain tires, front and rear underbody plates, front tow hooks, auxiliary grille lights, 8.7 inches of ground clearance, and a TORSEN limited-slip rear axle, on a 4WD-only build, with the 300-hp 2.3L or the 400-hp V6. The Tremor guide has the full hardware list. Trading a Pilot? Bring it to Bowdle. We will appraise it, and you can drive the Explorer 4WD on gravel the same afternoon. Shop Explorers in Stock Ask About a Custom Order Seating, cargo, and the third row The Pilot is the bigger box. It seats up to eight, Honda lists 18.6 cubic feet behind the third row, and its total cargo volume with the rear rows folded is greater than the Explorer’s. The 2027 Explorer seats up to seven, with 16.3 cubic feet behind the third row and up to 85.3 cubic feet folded. If cargo volume is the one number you are buying on, Honda has it. In use, the differences are smaller than the table suggests. Both fit hockey bags behind the third row. Both have second-row captain’s chairs available (standard on the Explorer, which is the layout car-seat families want). The Explorer’s third row is power-folding on ST, Platinum, and Tremor 801A, and tri-zone climate control is standard on every trim. Bring your gear to the lot and load it; that is how our customers actually decide. Technology and driver assistance The Explorer runs a 13.2-inch touchscreen with Google built in, a 12.3-inch digital cluster, wireless Apple CarPlay and Android Auto, a 5G modem, and over-the-air updates on every trim, with Ford Co-Pilot360™ Assist+ standard and the 360-degree camera from ST-Line up. The Pilot’s screens are smaller, Honda Sensing is standard, and wireless CarPlay depends on trim. The bigger gap is hands-free driving. BlueCruise is included on the Explorer Platinum for a year plus 90 days, trial-included on ST and Tremor 801A, and optional on ST-Line and Tremor 800A. Honda does not offer a hands-free highway system on the Pilot. On the long drives that define living out here, that matters. How BlueCruise compares with GM and Nissan. Price The 2027 Explorer Active 100A starts at $38,465 in RWD and $40,465 in 4WD, plus $1,795 destination, with the Class III tow package already on it. Honda lists the 2026 Pilot Sport from $42,395 in front-wheel drive, before destination, and AWD is required for the 5,000-lb tow rating. So the Explorer that tows 5,000 lbs starts roughly $2,000 below the Pilot that tows 3,500. Every Explorer trim and price: 2027 Explorer trim levels. And both the 2026 and 2027 Explorer are on the lot at Beadle Ford. See the Explorers in stock, bring the Pilot for an appraisal, and get pre-approved first if you want the numbers settled before you drive out. Key Takeaways Explorer: 300 hp standard, up to 400 hp available, 310 to 415 lb-ft. Pilot: one 285-hp V6 with 262 lb-ft. Every Explorer tows 5,000 lbs; the Pilot tows 5,000 only with AWD (3,500 in FWD). Explorer is rear-drive-based 4WD with Deep Snow and Slippery modes; the Tremor adds a TORSEN axle, plates, and hooks the TrailSport does not have. Pilot is roomier: up to 8 seats and more total cargo. Explorer: up to 7, 16.3 / 85.3 cu ft. Explorer starts around $2,000 lower, offers BlueCruise, and both model years are on the lot in Bowdle. Frequently Asked Questions Which has more horsepower, the Explorer or the Pilot? The Explorer. Its standard 2.3L EcoBoost makes 300 hp and 310 lb-ft against the Pilot’s 285-hp, 262-lb-ft V6, and the Explorer’s available 3.0L V6 makes up to 400 hp. The Pilot offers one engine. Does the Explorer or the Pilot tow more? Both max out at 5,000 lbs, but every 2027 Explorer trim is rated for 5,000 lbs with a Class III package standard. The Pilot is rated at 5,000 lbs only with AWD; front-wheel-drive Pilots are rated at 3,500 lbs. Is the Pilot bigger inside than the Explorer? Yes. The Pilot seats up to eight with 18.6 cubic feet behind the third row and more total cargo volume. The Explorer seats up to seven with 16.3 cubic feet behind the third row and up to 85.3 cubic feet folded. Explorer Tremor vs. Pilot TrailSport: which is more capable? The Tremor. Both add all-terrain tires and skid plates, but the Tremor also has a TORSEN limited-slip rear axle, front tow hooks, 8.7 inches of ground clearance, a rear-drive-based 4WD system, and up to 400 hp with the 801A V6. Does the Honda Pilot have hands-free driving like BlueCruise? No. Honda Sensing includes adaptive cruise and lane keeping but not a hands-free highway system. BlueCruise is included on the Explorer Platinum and trial-included on ST and Tremor 801A. Which is cheaper, the Explorer or the Pilot? The 2027 Explorer Active starts at $38,465 before $1,795 destination. Honda lists the 2026 Pilot Sport from $42,395 in FWD before destination. Trim for trim the Explorer starts lower. My Take Pilot owners are usually happy Pilot owners, and I do not try to talk them out of that. What I show them is the tow rating on a front-drive Pilot, the torque number on the Explorer’s base engine, and then I hand them the keys to a 4WD Explorer and point at the gravel road behind the dealership. Most of them come back with the decision made. If your Pilot has been good to you and you never tow, keep shopping both. If a boat or a camper is in your future, the Explorer is the one built for it, and it costs less to start. Shop Explorer Inventory Get Pre-Approved Contact Beadle Ford About the Author Lexy Tabbert — Beadle Ford, Bowdle, SD Lexy Tabbert is the Director of Sales and Marketing at Beadle Ford in Bowdle, South Dakota. She covers Ford vehicles, trim comparisons, and buyer guidance — helping families, ranchers, and ag operators across the region find the right truck and configuration for their needs. Learn more about Lexy.

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