If you’ve spent any time on Route 9, the Taconic, or a gravel road heading toward a trailhead, you already know why the Explorer has been a Hudson Valley staple for so long. It’s the rare three-row SUV that hauls the whole family without feeling like a chore to drive. The 2027 Ford Explorer keeps everything that made that reputation, and adds a few things worth getting excited about.

Here’s what we love about it, and who each version is really built for.

It Still Drives Like Something You Chose, Not Settled For

This is the part people underestimate until they get behind the wheel. The Explorer is built on a rear-wheel-drive platform, which is unusual in this class, and you can feel it. The steering has actual weight to it. The nose doesn’t wash out when you take an on-ramp with a little enthusiasm. It just feels planted in a way a lot of family SUVs don’t.

Two turbocharged EcoBoost engines carry the lineup. The 2.3L EcoBoost four-cylinder is standard on Active, ST-Line, Tremor, and Platinum, and it puts out 300 horsepower and 310 lb-ft of torque on premium fuel. That’s genuinely plenty. It’s not a base engine you tolerate, it’s an engine you’d pick on purpose.

Step up to the 3.0L twin-turbocharged EcoBoost V6 and you get 385 horsepower and 415 lb-ft, again on premium. It’s standard on the ST and available on the Tremor. Both engines pair with a 10-speed automatic, and both offer rear-wheel drive with available Intelligent 4WD.

You also get up to six selectable drive modes: Normal, Eco, Sport, Tow/Haul, Slippery, and either Trail or Off-Road depending on the model. Slippery alone earns its keep around here. Ask anyone who’s driven Route 199 in February.

The Tremor Is the One We Keep Talking About

The Explorer Tremor is the model that surprised a lot of people, and it carries into 2027 with all its hardware intact. This isn’t an appearance package with some stickers and a lift. Ford gave it real equipment.

You get a Torsen limited-slip rear axle, which is the big one. It helps send torque to the wheel that still has grip instead of the one spinning uselessly in the mud. There’s an off-road tuned suspension with increased ride height, bringing minimum running ground clearance to 8.7 inches versus 7.6 on the standard models. Underneath, front and rear deflector plates protect the components you’d rather not replace.

Outside, the Tremor rides on 18-inch high gloss Ebony Black wheels wrapped in all-terrain tires, with accent-color tow hooks, off-road auxiliary lights, and Tremor badging and grille. The geometry backs it up too: a 24.1-degree approach angle and 23.7-degree departure angle, both meaningfully better than the rest of the lineup.

Inside, it doesn’t feel like a work truck. You get heated front and second-row seats with a stitched Tremor logo, front and second-row floor liners, and a B&O Sound System by Bang & Olufsen with 10 speakers including a subwoofer. It’s a fishing-access-road SUV that’s still perfectly pleasant on the commute. That combination is genuinely hard to find.

One thing to know: the Tremor comes with Intelligent 4WD standard and seats six, not seven. If you need the seventh seat, one of the other models is your answer.

The ST Gets a Dark Side for 2027

The Explorer ST has always been a bit of a magic trick. A three-row family SUV that runs a twin-turbo V6, sport-tuned suspension, performance brakes with red-painted calipers, and a quad-tipped exhaust shouldn’t be as good as it is. But it works, and a big share of Explorer buyers reach for it.

New for 2027 is the ST Sinister Package, and it’s exactly what the name suggests. You get 21-inch gloss black-painted wheels, ST badges outlined in black, and unique accent lighting including amber daytime running lights that give the whole front end a different character at dusk. It’s a genuinely striking look, and the best part is that you’re not locked into black paint. The regular color palette stays open, so a Sinister ST in Rapid Red or Star White reads very differently than one in Agate Black. All three are worth seeing in person.

If you like the ST attitude but want something a little more restrained, the ST-Line gives you 20-inch Ebony-painted machined wheels, black exterior accents, and unique cloth seats with red stitching, all with the 2.3L engine underneath. Sportier look, gentler fuel bill.

Room for the People and All of Their Stuff

Three rows only matter if the third one is usable and the cargo area doesn’t disappear when you fold it up. The Explorer does well on both counts.

You get 16.3 cubic feet behind the third row, which is enough for a real grocery run or a weekend’s worth of duffel bags with everyone aboard. Drop the third row and you’re at 46 cubic feet. Fold everything and you have up to 85.8 cubic feet on Active and ST-Line models, or 85.3 on ST, Platinum, and Tremor.

Seating runs six or seven depending on how you configure it. Second-row captain’s chairs are standard on every model except ST-Line, which comes with the bench. The bench is available on all models except the Tremor. PowerFold third-row seats are standard on ST and Platinum and available on Tremor, which is one of those features you don’t think about until you’ve used it in a parking lot with your hands full.

The Platinum is where the comfort features really stack up. Heated, ventilated, and massaging front-row seats with leather inserts, the 980-watt 14-speaker B&O system, ambient lighting, adaptive headlamps, and an available panoramic fixed glass roof with a power sunshade. That roof, by the way, is available on every Explorer except the Active 100A, so you don’t have to jump to the top of the lineup to get it.

The 13.2-Inch Screen Actually Earns Its Space

Big screens are easy. Big screens that are pleasant to use are harder. The Explorer runs Ford Digital Experience on a 13.2-inch center touchscreen, and it’s genuinely well sorted.

Google Maps is built right in, so you get live traffic and road conditions without tethering your phone. Google Assistant handles voice commands. You can download apps from Google Play directly to the center screen. Sign in with your Google account and it pulls in your saved destinations, which means the first drive in a new Explorer already knows where you’re going.

Wireless Apple CarPlay and Android Auto are along for the ride if you’d rather stick with your phone’s setup. The Ford Connectivity Package, included for a year, adds unlimited Wi-Fi for up to 10 devices within about 50 feet of the vehicle, plus streaming apps, podcasts, and yes, karaoke and games while you’re parked. That last one sounds like a gimmick right up until you’re waiting out a downpour in a trailhead lot with two kids in the back.

BlueCruise Makes a Long Drive Boring, in the Best Way

Ford BlueCruise is hands-free highway driving on pre-qualified stretches of divided highway called Blue Zones. It handles steering, keeps you centered, and adjusts your speed while a driver-facing camera confirms your eyes are still on the road.

The newer Automatic Lane Change feature is what pushes it over the line for us. When BlueCruise detects slower traffic ahead, it can initiate the lane change, accelerate past, and merge back in, all without you touching the wheel. On a Thruway run to Albany or a holiday drive south, that adds up.

BlueCruise comes equipped on the ST and Platinum, and it’s optional on ST-Line and Tremor. Platinum includes a one-year plan plus a 90-day trial.

Towing Comes Standard, on Every Single One

This is our favorite quiet detail about the Explorer. Every model comes with the Class III Tow Package standard. Not optional, not bundled into a package you have to hunt for on the order sheet. Standard.

That gets you a Class III hitch receiver, a seven-wire harness, and four- and seven-pin trailer connectors, good for up to 5,000 pounds with either engine. Enough for a small camper, a pair of jet skis, an aluminum fishing boat, or a loaded utility trailer.

Ford backs it up with the supporting cast too. Trailer Sway Control works with AdvanceTrac and Roll Stability Control to brake and adjust engine power if things start to move around back there. BLIS includes Trailer Coverage, extending blind spot monitoring along the length of what you’re pulling. And side-wind stabilization, standard on every model, helps hold your line when a gust comes across an open stretch of road. Anyone who’s crossed the Kingston-Rhinecliff Bridge on a windy day will appreciate that one.

So Which One Is Yours?

Here’s the short version.

• Active is the value play, and it doesn’t feel stripped. Heated front seats, heated steering wheel, power liftgate, the full 13.2-inch screen, and Ford Co-Pilot360 Assist+.
• ST-Line is for the buyer who wants the sport look and the 20-inch wheels without the V6 fuel bill.
• Tremor is for anyone whose weekends involve leaving the pavement. Torsen rear axle, all-terrain tires, real underbody protection.
• Platinum is the comfort pick. Massaging seats, 14-speaker B&O, adaptive headlamps, BlueCruise included.
• ST is for the person who refuses to give up a fun car just because they now need three rows. Add the Sinister Package and it looks the part.

2027 Ford Explorer FAQs

Come Drive One

Specs on a page only get you so far. The Explorer is one of those vehicles where ten minutes behind the wheel tells you more than an hour of research, especially if you’re deciding between the Tremor and the ST. They’re very different personalities on the same excellent bones.

Stop by and see what we have on the lot, or reach out and we’ll help you build the one you actually want. No pressure, just a straight conversation about what fits your driveway and your weekends.

Browse 2027 Ford Explorer Inventory

Specifications, features, and availability are based on manufacturer information and are subject to change. Horsepower and torque ratings achieved using premium fuel. Maximum towing capacity requires proper equipment and configuration. Ford BlueCruise requires an active plan and operates on pre-qualified sections of divided highway. Driver-assist features are supplemental and do not replace attentive driving. Please confirm details on the window sticker or with a product specialist before purchase.

If you’ve been shopping trucks for your trailer, you’ve probably been staring at tow ratings. Totally understandable, it’s the biggest number on the page. But here’s the thing we tell just about every horse owner who walks in: tow rating usually isn’t what limits you. Payload is.

The short version, if you’re in a hurry: a two-horse bumper pull is happy behind an F-250. A three-horse gooseneck with a dressing room usually wants an F-350 single rear wheel. Four horses or living quarters puts you into F-350 dually or F-450 territory.

That last one throws people, because an F-250 is rated to pull way more than a loaded three-horse trailer weighs. So what gives? A gooseneck doesn’t just pull on your truck. A big chunk of it sits on your truck. Let’s walk through how that works, and how to check it yourself in about a minute.

Start Here: The Short Answer by Trailer Type

These are typical ranges to help you plan, not exact specs. Your trailer’s gross weight is on its VIN plate, and what you actually load varies with horses, tack, water, and hay. A trip to a certified scale with everything loaded is the only way to know your real number, and it’s worth doing once.

Why Payload Runs Out First

Here’s the part that trips everyone up. A gooseneck or fifth-wheel hitch puts 20 to 25 percent of your trailer’s weight straight down onto the truck’s rear axle. A bumper pull puts 10 to 15 percent on the hitch receiver. Either way, that weight counts against payload, which is a totally separate number from tow rating.

Let’s do some real math together. Say you’ve got a three-horse gooseneck with a dressing room. Loaded up with three horses, tack, water, and hay, you’re looking at around 13,000 lbs. At 22 percent, that’s roughly 2,860 lbs pressing down on the bed of your truck. Now add yourself, a friend, a few bags of feed, and the hitch hardware. You’re over 3,100 lbs and you haven’t left the driveway yet.

A nicely equipped crew cab 4×4 F-250 with the diesel often has real-world payload somewhere in the 2,800 to 3,400 lb range, even though that same truck can tow well past 20,000 lbs. So the trailer is nowhere near the tow limit, and the truck is already maxed out. That’s the whole puzzle, and it’s why we usually point three-horse gooseneck folks toward an F-350 SRW instead of a loaded-up F-250.

Gooseneck or Bumper Pull?

Goosenecks just tow better, and most people notice it immediately. The pivot point sits over the rear axle instead of hanging out behind it, so you get way less sway and a much calmer ride in crosswinds and on choppy pavement. They also turn tighter, which you’ll appreciate the first time you’re backing into a tight stall row at a show grounds with people watching.

The tradeoff is that all that stability comes from putting weight on your truck. A bumper pull of the same size asks less of the chassis, but it’s more prone to sway and really wants a weight distributing hitch to behave itself. If you’re running two horses locally a few times a month, a bumper pull behind an F-250 is a perfectly good setup and there’s no reason to overthink it. If you’re hauling a three-horse rig to shows on the regular, the gooseneck is worth the truck it takes.

Gas or Diesel? You Might Be Surprised

This is where a lot of horse folks get sold more truck than they need, and we’d rather just be straight with you about it. The 6.7L Power Stroke is a fantastic engine. If you’re putting on serious towing miles or climbing long grades regularly, it’s the right call, and the high-output version makes a genuinely wild 1,200 lb-ft of torque.

But the diesel and everything that comes with it adds roughly 700 to 800 lbs to the truck. And every single one of those pounds comes right back out of your payload. Since pin weight is the thing squeezing you with a gooseneck, the 7.3L Godzilla gas V8 often leaves you with more usable capacity in the same configuration. It’s also less expensive up front, and you skip diesel exhaust fluid, emissions maintenance, and the cold-start routine that gets old fast in a Hudson Valley February.

For 2026, the 6.8L V8 is standard on XL, XLT, and Lariat, the 7.3L becomes standard on King Ranch and Platinum, and the 6.7L Power Stroke is available on every trim. Our honest read: if you’re towing a loaded three-horse rig more than a few thousand miles a year, or you’re on sustained grades a lot, go diesel. Below that, the 7.3L is usually the smarter buy, and we’ll happily tell you so.

The One-Minute Payload Check

Go open your driver’s door and look at the jamb. There’s a yellow sticker that says “The combined weight of occupants and cargo should never exceed X lbs.” That number is built specifically for your VIN, with your exact cab, bed, drivetrain, engine, and options already baked in. It’s the only payload number that really counts.

Brochure maximums, on the other hand, almost never describe a truck anyone actually drives home. Those peak numbers usually come from a regular cab, two-wheel drive, gas engine, long bed configuration. Add a crew cab, 4×4, the diesel, and a sunroof and you can watch 1,500 lbs or more disappear off that headline figure.

So here’s your check. Take your loaded trailer weight, multiply by 0.22 for a gooseneck or 0.13 for a bumper pull, add everyone and everything riding along, and hold that up against the yellow sticker. If you’re within a few hundred pounds, move up a model. Seriously, go look at the sticker on the truck sitting in your driveway right now. Most people are surprised.

A Note on Hauling Around Here

Brochure numbers assume flat ground and nice weather, which is not exactly what we get. Pulling a loaded rig up the 9G grades, running 199 out toward the Taconic, or crossing the Kingston-Rhinecliff Bridge on a gusty spring afternoon all go a lot better in a truck that has some margin left over instead of one working at its absolute limit.

Whether you’re heading to the Dutchess County Fairgrounds, running the circuit at HITS in Saugerties, or hauling down through Millbrook hunt country, you’re doing plenty of two-lane miles with hills and not much shoulder. In that kind of driving, an integrated trailer brake controller, Trailer Sway Control, and Pro Trailer Backup Assist earn their keep in a hurry. So does a truck that’s genuinely rated for what’s riding on it.

Common Questions

Bring Us Your Trailer Numbers

Honestly, the easiest thing to do is let us run the math with you. Bring in your trailer’s VIN plate weight or a scale ticket and we’ll work it against real trucks on the lot before you commit to anything. If the right configuration isn’t sitting here, we can factory order one built around your trailer rather than talking you into whatever’s out front. Come see us on Route 9G in Rhinebeck, or give us a call and we’ll get started over the phone.

Call 845-876-4440

2027 Ford Expedition vs. Expedition MAX: Size, Cargo, Towing, and Price Compared

The 2027 Ford Expedition MAX is 11.8 inches longer than the standard Expedition, and every inch of that goes to cargo behind the third row — not to passenger room. The MAX carries 37.4 cubic feet behind an upright third row versus 22.9 in the standard model, plus a larger 27.8-gallon fuel tank. Passenger space is identical in all three rows. The tradeoff is towing: with the Heavy-Duty Trailer Tow Package, a 4×4 Expedition is rated for 9,600 lbs and a 4×4 Expedition MAX for 9,000 lbs.

Both body styles ride on the same body-on-frame platform, use the same 3.5L EcoBoost V6 engines and 10-speed automatic, and share the same 24-inch panoramic display and 13.2-inch center screen. The MAX adds 9.0 inches of wheelbase (122.5 to 131.5 inches) and 2.8 inches of rear overhang. Front overhang is unchanged, and so is every published interior dimension.

To compare both body styles side by side or schedule a test drive, call our team at (845) 209-1636 or visit our Rhinebeck showroom.

How Do the 2027 Expedition and Expedition MAX Compare in Size and Cargo?

The 2027 Expedition MAX measures 221.7 inches long on a 131.5-inch wheelbase, compared to 209.9 inches on a 122.5-inch wheelbase for the standard model. That extra 11.8 inches adds 14.5 cubic feet of cargo volume behind the third row and up to 11.8 inches of usable cargo floor length — 102.2 inches in a MAX Platinum versus 90.4 inches in a standard Platinum with the rear rows folded.

Both models are 80.0 inches wide excluding mirrors, 94.6 inches with mirrors extended, and 84.6 inches with mirrors folded. Height is within a tenth of an inch of identical. The two SUVs feel the same in a travel lane; the difference shows up in the parking lot and the cargo hold.

Cargo volume, side by side

Ford publishes two sets of cargo figures. The first reflects the seats in their standard position; the second reflects Ford’s “optimized” measurements, with the third row fully upright and the second row slid fully forward. Both are shown below so you can compare like for like.

The third row is exactly the same in both

This is the single most common misconception we hear on the lot. The MAX does not add legroom. Ford publishes identical figures for both body styles in every row: 41.1 inches of second-row legroom (42.2 with the seat slid fully rearward), 36.5 inches of third-row legroom (43.5 with the second row slid fully forward), and 37.4 inches of third-row headroom. Third-row shoulder room differs by a tenth of an inch, 64.2 versus 64.3.

If your reason for considering the MAX is that a taller teenager or an adult will be riding in the back, the standard Expedition gives you the same seat. The MAX buys you room for what goes behind them.

How the MAX compares to a Suburban

The 2026 Chevrolet Suburban is the closest cross-shop at 226.3 inches long, with 41.5 cubic feet behind the third row and 144.7 cubic feet maximum. It holds more cargo than the Expedition MAX. It also tows less — Chevrolet rates the Suburban at up to 8,200 lbs, against 9,600 lbs for a properly equipped Expedition 4×4 and 9,000 lbs for the MAX 4×4. If cargo volume is the deciding factor, the Suburban wins on paper. If you are pulling a boat or a camper, the Expedition has roughly 800 to 1,400 lbs more capability depending on configuration.

Do the Expedition and Expedition MAX Have Different Engines, Fuel Economy, or Towing Ratings?

Engines and EPA ratings are identical between the two body styles. Towing ratings are not. The standard-wheelbase Expedition is rated 600 lbs higher, and both ratings require the optional Heavy-Duty Trailer Tow Package — without it, neither model reaches its headline number.

The 600-lb gap comes from two places. Ford assigns the MAX a Gross Combined Weight Rating of 15,600 lbs versus 15,900 for the standard model, and the MAX carries about 126 lbs more curb weight — 5,796 lbs against 5,670 lbs at base. Even at 9,000 lbs, a MAX handles most double-axle campers, horse trailers, and boats comfortably. If you are near the top of that range, bring us your trailer’s loaded weight and tongue weight and we will check it against the specific vehicle’s door-jamb sticker before you commit.

Engines and fuel economy

Every 2027 Expedition and Expedition MAX uses a 3.5L EcoBoost V6 producing 400 horsepower and 480 lb-ft of torque, paired with a 10-speed automatic with SelectShift. A High-Output version of the same engine makes 440 horsepower and 510 lb-ft; it is standard on the Tremor and available on Platinum and MAX Platinum. Horsepower and torque ratings are measured on premium fuel per the SAE J1349 standard, though Ford recommends regular unleaded.

Ford publishes the same EPA-estimated ratings for both body styles in 4×4 form: 15 mpg city / 22 mpg highway / 18 mpg combined.

The MAX’s larger 27.8-gallon tank does change real-world range meaningfully. At the combined estimate, a MAX covers roughly 500 miles between fills against about 425 miles for the standard model — close to 75 extra miles, or one fewer stop on a run to Vermont or the Adirondacks.

What Does the Extra Length Actually Change Day to Day?

The most common question we get on the lot is whether the extra foot makes the MAX hard to live with. In practice, three things change and one thing does not.

Parking and garages. At 221.7 inches, the MAX is 18.5 feet long. A typical single-car garage bay runs 20 to 22 feet deep, so it fits — but the working clearance drops to about a foot and a half at each end in a 20-foot bay, before you account for shelving, a chest freezer, or a garage door track. Measure your bay before you decide. Many older homes in Rhinebeck, Red Hook, and Millbrook have garages built well under 20 feet.

Steep driveways and dirt roads. The MAX gives up a little ground geometry. Departure angle drops from 23.3 to 22.2 degrees and ramp breakover from 19.1 to 17.3 degrees. Minimum running ground clearance is the same 8.7 inches on both. If you regularly crest a steep apron at the end of a driveway, the standard model has a small edge. The Tremor, which is standard-wheelbase only, is the meaningful step up here at 10.6 inches of clearance and a 28.2-degree approach angle.

Fuel stops. The larger tank means fewer of them, as covered above.

What does not change: width, height, seating position, front overhang, and every interior dimension. The MAX is not harder to thread through a narrow lane or a parking structure than the standard model — both are 94.6 inches across the mirrors and roughly 78 inches tall.

Both body styles include a standard 360-Degree Camera System, and BlueCruise hands-free highway driving is available on Active and equipped on Platinum, Tremor, and King Ranch models. The multifunction Ford Split Gate is standard across the lineup, with powered upper and lower gates and a 500-lb capacity when used as a loading platform or tailgate seat. The available Cargo Tailgate Manager adds a 35-lb shelf, table, or backrest.

When Is the Standard Expedition the Better Value?

Across every trim that offers both, the MAX body style adds exactly $3,000 to base MSRP. That is a straightforward calculation: you are paying about $207 per additional cubic foot of cargo space behind the third row.

Choose the standard Expedition if:

• You tow near the top of the range and want the full 9,600-lb rating
• Your third row is usually folded, in which case 60.8 cubic feet is already generous
• Your garage is under 20 feet deep, or you park on the street regularly
• You have a steep driveway apron where the extra departure angle helps
• You want the Tremor, which is only built on the standard wheelbase
• You would rather put the $3,000 toward a higher trim

Choose the Expedition MAX if:

• You routinely fill six to eight seats and need to carry luggage at the same time
• You carry long items — the 102.2-inch cargo floor swallows full sheets of plywood or a kayak
• You drive long distances and value the 4.2-gallon larger tank
• Your trailer is comfortably under 9,000 lbs loaded

What’s New for the 2027 Ford Expedition?

The Expedition was fully redesigned for 2025, so 2027 is a refresh rather than an overhaul. The notable changes:

• 30th Anniversary Appearance Package on Platinum models, marking 30 years of the Expedition. It includes 30th Anniversary badging, 22-inch Ebony-painted bright-machined wheels, and exclusive access to Blue Ember Metallic paint.
• Three new exterior colors: Bronze Fire Metallic Tinted Clearcoat and Nocturnal Blue Metallic on select models, plus the Platinum-exclusive Blue Ember Metallic.
• An acoustic laminated windshield is now standard across the lineup.
• The Ford Security Package is included for one year, then available by monthly subscription or as a one-time seven-year purchase at the time of sale.

Frequently Asked Questions

Find Your 2027 Expedition or Expedition MAX at Ruge’s Ford

The decision usually comes down to one question: do you regularly need all three rows occupied and a full load of gear at the same time? If yes, the MAX earns its $3,000. If your third row lives folded flat, the standard Expedition gives you nearly the same maximum cargo volume, a higher 9,600-lb tow rating, and an easier vehicle to park.

Our team can park both body styles next to each other on the lot, walk you through the 24-inch panoramic display and the Split Gate, and run your actual trailer weight against the right rating for the configuration you are considering — not the headline number.

Browse our available inventory, call (845) 209-1636, or stop by our Rhinebeck showroom for a test drive.

Specifications, pricing, and availability sourced from Ford.com and are subject to change without notice. Figures shown reflect 4×4 configurations. EPA-estimated ratings for comparison purposes only; actual mileage will vary. Towing capacity requires proper equipment and varies by configuration — always confirm against the vehicle’s door-jamb sticker and owner’s manual before towing.