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When Your Family Outgrows the F-150 or Explorer: Is a 2027 Ford Expedition the Right Upsize?

· 16 min read
2027 Ford Expedition in Bronze Fire Metallic Tri-coat on a prairie gravel road at sunrise near Bowdle SD

You’re in an F-150 SuperCrew or a Ford Explorer today, and the truck or SUV that worked for your family five years ago is starting to feel small. Maybe the oldest just started driving, and the second row is shared three-across. Maybe the F-150 bed handles the cargo but you keep wishing you had room inside for everyone AND the gear. Maybe the Explorer’s third row works for kids but not for teenagers. This guide is for buyers at exactly that moment — the upsizer who’s thinking about their first full-size SUV.

We’ll cover when upsizing genuinely makes sense, how the 2027 Expedition compares to the Ford Explorer (the intra-Ford decision most buyers in this spot are weighing), what actually changes when you move from a half-ton pickup or a midsize SUV to a full-size three-row — parking, fuel, tires, driveway footprint — whether the Expedition’s third row holds up for a growing family, and which trim is the right pick for a first-time full-size SUV buyer.

When is it time to upsize from an F-150 or Explorer?

Usually, the family tells you before the spec sheet does. Here are the moments we see most often at Beadle Ford.

The second-row-three-across moment. You’re in an F-150 SuperCrew or an Explorer and the three kids in the second row are getting bigger every year. Car seats become booster seats; booster seats become seatbelt passengers. Elbows start touching. Road trips that used to be easy become negotiations about who sits where. That’s usually the first signal.

The “everything doesn’t fit” moment. You’re packing for a weekend at Lake Oahe, a family trip to the Black Hills, or the long haul to Sioux Falls or Fargo for a tournament. In the F-150, the bed handles cargo but you can’t fit all the passengers and the dog comfortably. In the Explorer, everyone fits but the gear takes up the third-row space you’d planned to use for passengers. Either truck does part of the job but not both.

The “oldest starts driving” moment. When the oldest kid gets a driver’s license, your family effectively becomes a two-vehicle operation that used to be a one-vehicle operation. If the kid inherits your F-150, you still need something that carries the rest of the family plus gear. If the kid inherits something smaller, the family vehicle still needs to handle trips that now include a teenager who’s driving themselves some of the time. A full-size SUV absorbs both scenarios.

The towing-plus-passengers moment. You want to pull a boat, a camper, or a livestock trailer with the family along for the ride. An Explorer tows less than an Expedition; an F-150 tows more but loses passenger and cargo space. The Expedition does both jobs — up to approximately 9,600 lbs on the Tremor (reported, pending the 2027 Ford Towing Guide) with three rows of passengers and cargo still on board.

If any of those moments sound like your current situation, you’re probably not too early to consider upsizing.

How does the 2027 Expedition compare to the Ford Explorer?

Both are Ford three-row SUVs, but they’re different classes of vehicle with different purposes. The Explorer is Ford’s midsize three-row, built on a unibody platform with a focus on car-like ride quality, urban-friendly dimensions, and efficiency. The Expedition is Ford’s full-size three-row, built on a body-on-frame platform with full-size trucks’ capability — higher towing, larger third row, more interior volume, more presence.

The practical differences for an upsizing family: the Expedition’s third row is meaningfully larger and supports adult passengers on longer trips. The cargo area behind the third row is bigger — the Expedition MAX stretches that even further. Towing capability steps up substantially: where an Explorer handles a small boat or a light utility trailer, the Expedition Tremor’s reported 9,600 lb max (pending 2027 Ford Towing Guide) opens up gooseneck livestock trailers, tandem-axle camper setups, and multi-use haulers that exceed Explorer territory.

Where the Explorer still wins: tighter parking, a smaller turning radius, generally better fuel economy (final 2027 EPA ratings pending), and a lower purchase price. If you rarely carry more than four people and your trips stay on pavement, the Explorer might remain the right vehicle. The upsize case only gets stronger as your family and use case get bigger.

The Expedition also offers two body styles the Explorer doesn’t: standard-length Expedition and the extended Expedition MAX. If your family trips push the cargo-behind-the-third-row question hard, MAX adds roughly a foot of wheelbase and meaningful cargo volume. The Expedition vs. Expedition MAX guide walks through that body-style decision in detail.

What changes when you move from a half-ton pickup to a full-size SUV?

Less than most first-time Expedition buyers expect. An F-150 SuperCrew and an Expedition share a lot of engineering lineage — the same Ford Digital Experience on upper trims, the same Ford Co-Pilot360 Assist 2.0 driver-assist standard, similar dimensions in terms of width and height, and 3.5L EcoBoost V6 architecture available in both. The transition is more about how you use the vehicle than how it drives.

Parking and turning radius. The Expedition (standard length) is about the same overall length as an F-150 SuperCrew with a 6.5-foot bed. If you park an F-150 SuperCrew comfortably today, the standard Expedition fits the same spots. The MAX is longer — roughly equivalent to an F-150 SuperCrew with an 8-foot bed — and takes a little more room to maneuver. Turning radius is slightly tighter on the Expedition than on most pickups because the SUV body sits on a shorter effective wheelbase.

Fuel and running costs. EPA ratings are listed on each in-stock unit’s window sticker. In general, a full-size three-row SUV uses comparable or slightly more fuel than a half-ton pickup because the SUV weighs similar and has a less aerodynamic shape under some conditions. Tire sizes on Platinum (P275/60R20) and King Ranch (P275/50R22) are larger than most F-150 SuperCrew sizes, which means tire replacement costs are higher. Tremor uses more conservative P275/70R18 all-terrains at lower replacement cost than the bigger Platinum or King Ranch rubber.

What improves. All-weather passenger comfort, cargo access from inside the vehicle (versus a pickup bed), interior storage for grocery-sized and gear-sized items, and third-row flexibility for family seating configurations. Those are the day-to-day changes that most buyers actually feel after their first month.

If you’re moving from an Explorer rather than an F-150, the changes are more noticeable — you’re moving up in overall footprint, ride quality shift toward truck-like dynamics, higher towing capacity, and larger interior volume. Fuel economy likely decreases, and the replacement tire and service costs step up. The Explorer-to-Expedition transition is a genuine upsize, not a lateral move.

2027 Ford Expedition at golden hour on a South Dakota main street, delivery day at Beadle Ford in Bowdle

Is the Expedition’s third row actually usable for a growing family?

Yes, and it holds up as kids get taller. The Expedition’s third row is full-size-SUV-class legroom and headroom, designed to support adult passengers on longer trips. That’s the practical difference buyers notice when they move from an Explorer’s more compact third row — the Expedition’s third row doesn’t become an emergency-only seat as your kids grow into it.

The seating configurations matter. Active Select (200A) comes standard as 8-passenger with a second-row 40/20/40 CenterSlide bench. Active Touring (202A) is 7-passenger with power-folding captain’s chairs, with an 8-passenger bench option. Tremor, Platinum, and King Ranch are all 7-passenger with leather captain’s chairs (Tremor and Platinum offer an 8-passenger option). MAX-body Expeditions add cargo space behind the third row rather than changing the seating count — still 7 or 8 passenger.

Access to the third row is tidier than most. The power-folding second-row captain’s chairs on Active Touring and above tilt and slide forward with a single button, making third-row entry easier than manually folding a second-row bench. For kids in booster seats or smaller passengers, third-row access through a captain’s chair aisle is meaningfully simpler than climbing over.

If the third-row question is central to your decision — particularly if you’re considering a MAX body style for more cargo volume behind the third row — the Expedition vs. Expedition MAX guide goes deeper on the body-style trade-off.

How do you pick the right trim on your first Expedition?

For first-time full-size SUV buyers coming from an F-150 SuperCrew or Explorer, the Active Touring (202A) equipment group is usually the value sweet spot. It adds the features that most family buyers end up wanting — BlueCruise 90-Day Trial, Pro Power Onboard 400W, heated front seats and steering wheel, memory driver seat, ActiveX trimmed seats, and power-folding second-row captain’s chairs — over Active Select (200A) without stepping up into Platinum luxury territory. For 2027, Active Touring also offers the new Family Travel Package option with 360-Degree Zone Lighting, a Digital Device Holder, Flex Powered Console, Power Panoramic Vista Roof, and third-row PowerFold seating.

If you’re moving from a Platinum-trim Explorer or an F-150 Lariat and you’re used to premium interior materials, Platinum base (600A) is worth considering — 22" Ebony Bright Machined wheels, 4-Wheel Independent Suspension, body-color bumpers with Silver Lining trim, and leather-trimmed heated/ventilated front seats with perforated inserts. Platinum Ultimate (17A) adds the 440 hp High Output engine, standard BlueCruise 1-Year + 90-Day plan, and premium appearance items that standard Platinum 600A no longer carries for 2027.

If off-pavement capability matters — gravel, pasture, or ranch access is part of your driving — the Tremor is the only factory off-road Expedition. It’s a genuinely different mechanical spec, not a cosmetic upgrade. But for pure on-pavement family use, Active Touring or Platinum makes more sense.

For the complete trim-by-trim decision framework with every Platinum package detailed, see the 2027 Ford Expedition Trim Levels guide. And for the full 2027 feature list and buying options, see the complete 2027 Ford Expedition overview.

Key Takeaways

  • Typical upsize triggers: the three-across-in-row-two moment, the “everything doesn’t fit” trip moment, the oldest starting to drive, or wanting to tow plus carry passengers.
  • Expedition vs. Explorer is midsize vs. full-size, unibody vs. body-on-frame. The Expedition has a bigger third row, more cargo, and more towing.
  • Moving from an F-150 SuperCrew to a standard-length Expedition is a lateral shift in footprint, not an upsize in parking terms. MAX adds real length.
  • Tire and service costs step up with 22" wheels on Platinum and King Ranch; Tremor’s 18" all-terrains are more economical to replace.
  • Active Touring (202A) is typically the value sweet spot for first-time full-size SUV buyers; Platinum for luxury; Tremor for off-pavement use cases.

Frequently Asked Questions

Is the Ford Expedition a good first full-size SUV?

Yes, especially for buyers moving up from an F-150 SuperCrew or a Ford Explorer. The Expedition shares much of its technology and driver-assist stack with the F-150, so the transition from a truck feels familiar. The third-row legroom and cargo flexibility are meaningful upgrades over the Explorer. Active Touring (202A) is typically the value sweet spot for first-time full-size SUV buyers.

How is the 2027 Expedition different from the Ford Explorer?

The Explorer is Ford’s midsize three-row SUV on a unibody platform; the Expedition is Ford’s full-size three-row on a body-on-frame platform. The Expedition has a meaningfully larger third row, more cargo space, substantially higher towing capability, and an available extended-length MAX body style. The Explorer has a smaller footprint, tighter turning radius, and generally better fuel economy.

Will an Expedition fit in my garage if I currently park an F-150 SuperCrew?

Standard-length Expedition is roughly comparable to an F-150 SuperCrew with a 6.5-foot bed in overall length, so if your current pickup fits, the standard Expedition generally does too. The Expedition MAX is longer — closer to an F-150 SuperCrew with an 8-foot bed — and may be tight in shorter garages. Bring your garage measurements when you visit Beadle Ford and we’ll confirm against the exact 2027 Expedition dimensions.

How many people can the Expedition seat?

Up to 8 passengers. Active Select (200A) comes standard as 8-passenger with a second-row 40/20/40 CenterSlide bench. Active Touring (202A), Tremor, Platinum, and King Ranch are 7-passenger standard with leather or ActiveX captain’s chairs, with an 8-passenger option available on most. MAX body style preserves the same seat count and adds cargo space behind the third row.

How much does the Expedition tow compared to the Explorer?

The Expedition tows substantially more. Public reporting on the current-generation Expedition Tremor cites a maximum trailer rating of approximately 9,600 lbs when properly equipped (pending the 2027 Ford Towing Guide). Ford Explorer maximum tow ratings are meaningfully lower and depend on engine configuration. If towing a boat, livestock trailer, or camper is part of your use case, the Expedition opens up capabilities the Explorer doesn’t match.

Does the Expedition cost more to own than an F-150 or Explorer?

Compared to an Explorer, yes — purchase price, tire replacement cost (particularly on Platinum and King Ranch’s larger wheels), and likely fuel economy are all steps up. Compared to a similarly equipped F-150 SuperCrew, ownership costs are roughly comparable — the Expedition and F-150 share engine architecture and many mechanical components. EPA ratings are listed on each in-stock unit’s window sticker.

Which Expedition trim is best for a first-time full-size SUV buyer?

Active Touring (202A) is typically the value sweet spot. It includes BlueCruise 90-Day Trial, Pro Power Onboard 400W, heated front seats, a heated steering wheel, memory driver seat, ActiveX trimmed seats, and power-folding second-row captain’s chairs — the features most family buyers actually use. For luxury-minded upsizers, Platinum (or Platinum Ultimate with the 440 hp High Output engine) is the next step. For off-pavement use cases, Tremor is the only factory off-road Expedition.

My Take on the First-Expedition Decision

Most of the upsizing buyers I see at Beadle Ford are one of two types. Either they’re in an Explorer and the family has outgrown the third row, or they’re in an F-150 SuperCrew and they want the passenger flexibility an SUV brings without giving up much of what the truck does. Either way, the Expedition answers the question. For the Explorer buyer, it’s a meaningful upsize. For the F-150 buyer, it’s a lateral shift in footprint with a big improvement in interior utility.

If you’re at that moment and you’d like to walk through the configuration against your actual week — school drop-offs, weekend trips, the trailer you already own — come see me. I’ll help you pick the trim and body style that genuinely fits, not just the one that looks good on the lot.

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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Home› Ford Explorer› 2027 Ford Explorer› Explorer vs. Expedition Quick Answer Buy the Explorer unless you specifically need what the Expedition adds. The Expedition is much longer, seats eight with an adult-sized third row, and tows 9,600 lbs against the Explorer’s 5,000. The Explorer is easier to park, cheaper to buy and fuel, and enough SUV for most families — step up only if you tow a big camper or regularly carry eight people. We sell both, so this one is not a sales pitch for either. The Explorer and the Expedition are both three-row Fords, both on the lot in Bowdle in 2026 and 2027 model years, and they are built for different jobs. Buying the Expedition when an Explorer would do costs you money every month at the pump and every time you park. Buying the Explorer when you needed the Expedition costs you the trailer you cannot pull and the third row the adults will not sit in. This guide puts the two side by side on size, seating and third-row room, towing, engines, fuel, and price, then tells you which families end up in which one. Full guides for each: the 2027 Ford Explorer Buyers Guide and the 2027 Ford Expedition Buyers Guide. Get Pre-Approved Shop Explorer Inventory On This Page The short answer Size: what a foot of length means The third row and cargo Towing: 5,000 vs. 9,600 lbs Engines and fuel Price and which families end up where The short answer Buy the Explorer if your trailer is under 5,000 lbs (a fishing boat, a small camper, a snowmobile trailer), the third row is for kids most of the time, and you want the vehicle that is easier to park, cheaper to buy, and lighter on fuel. It is the right three-row for most families. Buy the Expedition if you tow more than 5,000 lbs (a stock trailer, a tandem-axle camper, a bigger boat), you regularly put adults in the third row, or you need the cargo room of a full-size body-on-frame SUV. It tows up to 9,600 lbs and seats up to eight. Size: what a foot of length means 2027 Ford Explorer 2027 Ford Expedition Construction Unibody, rear-drive based Body-on-frame (F-150 platform), rear-drive based Length 198.7 in About 210 in (Expedition MAX is longer) Wheelbase 119.1 in About 122.5 in (MAX longer) Width (no mirrors) 78.9 in Wider Seating Up to 7 (6 on Tremor) Up to 8 Cargo behind 3rd row 16.3 cu ft Considerably more; see the Expedition guide Explorer figures are Ford’s 2027 specifications. Expedition dimensions are approximate; confirm on the 2027 Expedition guide. Roughly a foot of length and a body-on-frame construction is the whole story of the Expedition. It is what makes the third row adult-sized, the cargo area big enough for a family’s luggage with all three rows up, and the tow rating nearly double. It is also what you feel in a school pickup line, a parking ramp in Sioux Falls, and a two-car garage that was built in 1975. The Explorer fits places the Expedition does not, and for a lot of families that is the deciding factor. The third row and cargo The Explorer’s third row is a kids’ row and an occasional-adult row. With it up there are 16.3 cubic feet behind it, which handles the hockey bags and the groceries; with rows two and three down there are 85.3 cubic feet. The Expedition’s third row is an adult row, and its cargo area with all three rows up is large enough for a week’s luggage. If your regular load is three teenagers plus a friend plus their gear, or grandparents in the third row on the drive to Rapid City, the Expedition is the one that does it without complaint. If your regular load is two car seats in the second row, kids in the back a few times a month, and a dog, the Explorer’s space is right-sized and the extra room in the Expedition is room you pay to carry around empty. Towing: 5,000 vs. 9,600 lbs This is the cleanest dividing line. 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Shop Explorers in Stock Ask About a Custom Order Engines and fuel 2027 Ford Explorer 2027 Ford Expedition Standard engine 2.3L EcoBoost I-4, 300 hp / 310 lb-ft 3.5L EcoBoost V6, 400 hp / 480 lb-ft Available engine 3.0L EcoBoost V6, up to 400 hp / 415 lb-ft 3.5L EcoBoost V6 High Output, 440 hp / 510 lb-ft (Tremor and Platinum performance builds) Transmission 10-speed automatic 10-speed automatic Fuel economy 2.3L 4WD: 20 / 27 / 23 mpg (EPA) See the window sticker on each unit Fuel tank 17.9 gal (2.3L) / 20.2 gal (3.0L) Larger Ford published figures. Towing requires proper equipment. The Expedition starts where the Explorer tops out: its base engine makes 400 horsepower and 480 lb-ft, and the High Output version makes 440 and 510. That is what moves a 9,600-lb trailer. The cost is fuel. The Explorer 2.3L 4WD is EPA-rated at 23 mpg combined, and a full-size body-on-frame SUV with a twin-turbo V6 is not going to match it; check the sticker on the specific Expedition, but plan on a meaningful difference at 15,000 miles a year. If you do not need the towing, the Explorer’s 300-hp four is plenty and the savings are real. Price and which families end up where The 2027 Explorer starts at $38,465 (Active 100A RWD) and tops out at $56,460 (Tremor 801A) before options and $1,795 destination. The Expedition starts well above the Explorer’s base and a loaded Platinum runs well into the upper range of the Ford SUV lineup; the current numbers are in the 2027 Expedition Buyers Guide and on the window stickers on our lot. As a rule, an Explorer trim costs roughly what the Expedition trim one step below it costs. 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The Explorer has more standard power (300 hp vs. 293), more available power (up to 400 hp vs. 324), a factory off-road trim with all-terrain tires and a limited-slip rear on a three-row body (Jeep’s Trailhawk is two-row only), BlueCruise hands-free driving, a lower starting price, and it is on the lot in Bowdle in two model years. For most families who tow a boat or a small camper and drive gravel, the Explorer does the job for less. Engines and towing 2027 Ford Explorer 2026 Jeep Grand Cherokee L Standard engine 2.3L EcoBoost I-4, 300 hp / 310 lb-ft 3.6L Pentastar V6, 293 hp / 260 lb-ft Available engine 3.0L EcoBoost V6, up to 400 hp / 415 lb-ft 2.0L Hurricane turbo I-4, 324 hp / 332 lb-ft Transmission 10-speed automatic 8-speed automatic Max towing 5,000 lbs, every trim Up to 6,200 lbs, properly equipped Fuel tank 17.9 gal (2.3L) / 20.2 gal (3.0L) Per Jeep specifications Explorer figures are Ford’s published 2027 specifications; towing requires proper equipment. 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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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