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2026 Ford Bronco vs Bronco Sport: Which One Is Right for You?

· 15 min read
2026 Ford Bronco Badlands and 2026 Ford Bronco Sport parked side-by-side at Beadle Ford in Bowdle, SD, comparing the body-on-frame and unibody body styles

Half the customers who walk into Beadle Ford asking about a Bronco actually want a Bronco Sport. The other half think the Sport is the right call until they see what the full-size Bronco can do. Two vehicles, similar names, same off-road family — and very different jobs. Knowing which one fits your week before you walk onto the lot saves time, money, and a regret call six months later.

This guide is an honest comparison of the 2026 Ford Bronco and the 2026 Ford Bronco Sport for buyers in Bowdle and the central South Dakota region. We'll cover what body-on-frame versus unibody really means for daily driving, interior and cargo room, off-road hardware, towing and capability, the pricing gap and what it buys, and which one we recommend for which kind of buyer. Both are good vehicles. Only one is right for any given customer.

What Does Body-on-Frame vs Unibody Actually Mean for Drivers?

The Bronco is body-on-frame: a separate ladder frame underneath the body, the same architecture as a full-size truck. The Bronco Sport is unibody: the body and structural frame are a single welded unit, the same architecture as a crossover SUV. That single design choice drives almost every meaningful difference between the two.

Body-on-frame gives you better hard off-road durability, easier flex when one wheel is up on a rock and another is in a hole, simpler frame repair after damage, and the ability to mount removable doors and a removable roof without compromising structure. It also makes the vehicle heavier, slightly louder at highway speed, and a little less refined on smooth pavement.

Unibody gives you a quieter cabin, better fuel economy, smoother ride quality on pavement, lower curb weight, and a tighter turning radius. The trade-off is reduced articulation in genuine off-road conditions and a lower towing ceiling. For a buyer who lives mostly on Bowdle's blacktop and gravel and occasionally wants to access a CRP edge or a Lake Oahe boat ramp, unibody is plenty. For a buyer who needs to thread a section-line two-track in winter or pull a 3,500-lb boat trailer, body-on-frame is the right tool.

How Do Interior Space, Cargo Room, and Daily Practicality Compare?

Both vehicles seat five. The full-size Bronco's 4-Door is wider and taller, with more shoulder room front and rear, more rear-seat legroom, and a noticeably bigger cargo bay behind the rear seats. The Bronco Sport is narrower and lower, easier to park in a small-town downtown space, and lighter on the eyes for shorter drivers who don't want to climb up into the cabin.

2026 Ford Bronco Outer Banks at the Lake Oahe shoreline, ready for a fishing trip from Bowdle
The full-size Bronco's wider track and taller body translate into more interior room — and a more deliberate driving feel — than the Bronco Sport's lower, lighter unibody.

Cargo: a 4-Door Bronco swallows a Lab-sized kennel, a full decoy spread, and two coolers behind the rear seats with the seats up. The Bronco Sport's cargo bay handles a kennel and a cooler with the seats up, but a full decoy spread or layout blind needs the rear seat folded. For grocery-and-school-pickup duty, both are plenty. For a hunting rig that hauls dogs and gear, the full-size Bronco is the right answer. For full hunting use cases see our South Dakota hunting guide.

Daily-driver feel is where the Bronco Sport pulls ahead. It rides quieter on US-12 at 70 mph, returns better fuel economy on the Bowdle-to-Hills run, and parks more easily in a narrow lot. The full-size Bronco's removable doors and roof are unique to the platform — the Bronco Sport doesn't offer them. If the doors-off summer lifestyle is part of why you're shopping, that's a Bronco-only feature.

How Does the Off-Road Hardware Compare — Sasquatch vs Sport Badlands?

Both vehicles can tackle a wet ranch two-track, a CRP access road, or a snow-packed section line in central SD. The line between them shows up in deep mud, real ruts, and rock crawling — situations where the full-size Bronco's hardware advantage is the difference between getting through and getting stuck.

2026 Ford Bronco Wildtrak with Sasquatch Package and HOSS 3.0 FOX dampers — available at Beadle Ford in Bowdle, SD
A Sasquatch-equipped Bronco runs 35-inch tires, electronic-locking front and rear differentials, and high-clearance suspension — hardware that the unibody Bronco Sport doesn't offer.

The full-size Bronco's Badlands trim ships with electronic-locking front and rear differentials, 33-inch Rugged-Terrain tires, the seven-mode G.O.A.T. terrain system (Off-Road, Rock-Crawl, Baja added on top of the standard five), and the Advanced 4x4 system with 4-Auto. Add the Sasquatch Package and you get 35-inch tires and HOSS suspension upgrades. For the full breakdown see our 2026 Bronco trim levels guide.

The Bronco Sport's Badlands trim is the most off-road-focused of the Sport lineup, with steel underbody skid plates, terrain modes, and twin-clutch rear axle technology. It's a capable rig for what it is — a unibody crossover with off-road tuning — but it doesn't offer beadlock-capable wheels, 35-inch tires, or the dual electronic locker setup. For everyday SD ranch and lake access, Sport Badlands handles it. For genuine off-road work, the full-size Bronco's hardware ceiling is much higher.

Which One Tows More, and What Real-World Capability Does Each Offer?

The full-size Bronco wins on towing. Every non-Raptor 2026 Bronco is rated for a 3,500-lb maximum loaded trailer weight, and the Raptor is rated for 4,500 lbs. The Bronco Sport's tow rating is significantly lower and is configuration-dependent — for a small utility trailer, a single-axle aluminum boat, or a lightweight pop-up camper it works; for the 3,500-lb fishing-rig-on-a-trailer use case, the full-size Bronco is the right vehicle.

Real-world capability beyond towing is where each vehicle's intended use shows up. The full-size Bronco is built to handle deep snow on a section line, mud on a slough access road, and frozen ruts on a river-bottom whitetail trail. It walks through what the Bronco Sport would have to turn around at. The Bronco Sport, in turn, is built to handle the entire range of central SD daily driving with capability in reserve — gravel roads, light off-pavement, snowy commutes, dirt fairgrounds — in a more efficient and refined package.

A practical note for towing: a dealer-installed OEM trailer hitch receiver is required for any towing over 2,000 lbs on the full-size Bronco, regardless of trim. Same kind of dealer-install conversation applies to the Bronco Sport for any towing setup. Bring the trailer specs to the conversation and we'll size the right tow package for either vehicle.

What's the Pricing Gap, and What Does the Money Actually Buy You?

The 2026 Bronco starts at $40,495 (Base 2-Door or 4-Door), runs through Big Bend at $40,995, Outer Banks at $48,090, Badlands at $48,890, Heritage Edition at $51,625, and tops out at the Raptor at $79,995 — all before the $1,995 destination charge. The 2026 Bronco Sport's lineup starts well below the full-size Bronco's entry point and tops out below the Bronco Badlands' starting price. There's typically a five-to-fifteen-thousand-dollar gap between comparably equipped Sport and Bronco trims.

The money buys you four things on the full-size Bronco that the Sport can't match: removable doors and roof, body-on-frame off-road durability, a tow rating up to 3,500 or 4,500 lbs, and the highest off-road hardware ceiling in the segment (lockers, 35-inch tires, HOSS suspension on Badlands and up). If those features matter to you, the upcharge is worth it. If they don't, you're paying for capability you won't use.

Cost of ownership beyond purchase price tends to favor the Bronco Sport over time. Better fuel economy, lower insurance in most cases, and lower tire-replacement costs (32-inch tires versus 33-inch or 35-inch on the full-size Bronco) all add up over a five-year ownership window. We'd rather have the straight conversation than oversell either vehicle.

Which One Should Beadle Ford Recommend for You?

Pick the Bronco Sport if your daily driving is mostly pavement and gravel, you want better fuel economy, parking matters in your week, and you don't tow more than light loads. Sport Badlands is plenty for ranch-property access, CRP edges, and Lake Oahe boat ramp duty in fair weather. The 2026 Bronco Sport lineup is detailed on our 2026 Ford Bronco Sport overview, and the model page with current inventory lives at the Ford Bronco Sport model page.

Pick the full-size Bronco if you tow a 3,500-lb boat or trailer, you hunt cattail sloughs and river-bottom timber, you want the doors-off summer lifestyle, you regularly drive unplowed section lines in winter, or the body-on-frame durability matters because you actually use the vehicle hard. Badlands 4-Door is the sweet spot for most central SD buyers; the Sasquatch Package is the upgrade if you cross deep mud or snow regularly.

Pick neither if you don't actually want or need 4WD, off-road styling, or the Bronco identity. Ford has several strong crossover options that will be cheaper, more efficient, and better suited to a pure pavement life. Both Broncos are real off-road vehicles — the value is in using what they offer. The complete 2026 Ford Bronco overview lays out trims, packages, and capability side by side if you're leaning full-size.

Key Takeaways

  • Bronco is body-on-frame; Bronco Sport is unibody. That single design choice drives almost every meaningful difference between them.
  • Full-size Bronco tows up to 3,500 lbs (non-Raptor) or 4,500 lbs (Raptor). Bronco Sport tow rating is significantly lower and configuration-dependent.
  • Removable doors and roof are unique to the full-size Bronco — the Bronco Sport doesn't offer them.
  • Sport Badlands handles light off-road and gravel-road duty in central SD; full-size Bronco Badlands or Sasquatch handles cattail sloughs, river-bottom timber, and unplowed section lines.
  • Bronco Sport wins on fuel economy, daily refinement, parking, and total cost of ownership. Full-size Bronco wins on capability ceiling, towing, and lifestyle features.

Frequently Asked Questions

Is the 2026 Bronco Sport built on the same platform as the full-size Bronco?

No. The full-size Bronco is body-on-frame, sharing architecture with full-size trucks. The Bronco Sport is unibody, sharing architecture with crossover SUVs. They are completely different vehicles that share branding and styling cues but not platform, drivetrain, or capability ceiling.

Can the Bronco Sport take its doors and roof off like the full-size Bronco?

No. The Bronco Sport's unibody construction doesn't accommodate removable doors or a removable roof. If the doors-off summer lifestyle is part of why you're shopping, the full-size Bronco is the only option in the lineup.

Which one is better for towing a small fishing boat to Lake Oahe?

For a small aluminum boat on a single-axle trailer, either vehicle can handle the load. For a heavier fiberglass fishing rig that approaches 3,000 lbs, the full-size Bronco is the right call — every non-Raptor 2026 Bronco is rated for a 3,500-lb maximum, well above what the Bronco Sport's lower tow rating supports. A dealer-installed OEM trailer hitch is required for any towing over 2,000 lbs on the full-size Bronco.

Is the Bronco Sport Badlands as capable off-road as the full-size Bronco Badlands?

No. The Sport Badlands is the most off-road-focused trim of the Sport lineup, but it doesn't match the full-size Badlands' electronic-locking front and rear differentials, 33-inch Rugged-Terrain tires (or 35-inch with Sasquatch), the seven-mode G.O.A.T. terrain system, or the body-on-frame articulation in real ruts. Sport Badlands handles light off-road and gravel; full-size Badlands handles deep mud, river-bottom two-tracks, and unplowed section lines.

How much more does a full-size Bronco cost than a Bronco Sport?

The 2026 Bronco starts at $40,495 (Base) before destination, with Big Bend at $40,995, Badlands at $48,890, Heritage Edition at $51,625, and Raptor at $79,995. The Bronco Sport lineup starts well below the full-size Bronco's entry point and tops out below the Bronco Badlands. There's typically a five-to-fifteen-thousand-dollar gap between comparably equipped Sport and full-size trims.

Which gets better fuel economy on a Bowdle-to-Black-Hills highway run?

The Bronco Sport returns better EPA-estimated fuel economy than the full-size Bronco across comparable engine and trim configurations. The Sport's lower curb weight and more aerodynamic unibody profile both contribute. Always frame fuel economy claims as EPA-estimated and varying by configuration, and confirm specific numbers on fueleconomy.gov for the exact build you're shopping.

My Take on the Bronco vs Bronco Sport Decision

The mistake I see most often is a customer ordering the full-size Bronco because it looks more capable, then driving it for two years on pavement and gravel and never once putting it in 4-Low. That's a $15,000 capability premium for a vehicle that's not being used to its purpose — and it's a Bronco Sport in disguise. The reverse mistake also happens: a customer orders the Sport because it's more affordable, then realizes a year in that they actually do tow a fishing boat and want the doors off in summer.

Honest advice: the right vehicle is the one that matches what you actually do, not what you imagine doing. We sell both at Beadle Ford, and we'd rather sell you the right one and have you back in five years than sell you the wrong one and lose you to a different brand. Bring your real use case — towing, terrain, weekly miles, summer plans — and we'll walk through both. The conversation usually settles itself in fifteen minutes.

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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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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