1997 Ford Explorer

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$20,085

starting MSRP

1997 Ford Explorer

Key specs

Base trim shown

Overview

5 trims

Starting msrp listed lowest to highest price

Wondering which trim is right for you?

Our 1997 Ford Explorer trim comparison will help you decide.

1997 Ford Explorer review: Our expert's take

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The verdict:

Versus the competiton:

What do you really want in a sport-utility vehicle?

Sure, somewhere in the back of your mind you see yourself on some remote dirt road, far from freeways and commuting, close to a stunning sunset reflected in a pristine mountain lake.

But if you’re like most, the real-world gotta-have checklist is different. Lots of interior space, a pleasant ride and enough power to keep up with the herd is more likely to show up here.

The Ford Explorer has always scored well in the first two categories, but the power of its standard 160-horsepower, 4.0-liter V6 was strictly ho-hum compared to the sixes offered in virtually all of its competitors.

Still is, in fact.

Ford’s initial cure for the basic V6 blahs was an optional 210-h.p. V8 that certainly pepped things up but also added something like $1,500 to the bottom line.

But this year there’s a much better in-between choice — a new overhead cam V6 option: same 4.0-liter displacement, 45 more horsepower, 25 additional foot-pounds of torque.

Those numbers make the new V6 competitive with any six-cylinder engine in this class, including the tough old General Motors 4.3-liter V6 in the Chevrolet Blazer, GMC Jimmy and Oldsmobile Bravada. And as you’d expect, the extra power does wonders for the Explorer’s forward progress, which is quite deliberate with the base engine.

No one is ever going to buy this or any other sport-utility vehicle for use as a getaway car or a drag racer — blazing acceleration just isn’t part of the program here.

But by current mid-size sport-utility standards, the overhead cam Explorer qualifies as respectable in the daily stoplight derby, as well as two-lane highway passing exposure.

You can’t quite say that for the base engine.

More power also means more towing and hauling capability. Although a V8-powered Explorer is still the best bet for heavier hauling, the overhead cam V6 version can tow up to 5,800 pounds, and — a bonus — doesn’t make as much noise as the standard pushrod V6 when it’s working hard.

(There are two ways to open and close the valves that let fuel and air into the engine’s cylinders. Engines with overhead camshafts are more precise about when they open and close the valves than older designs with pushrods.)

Along with the extra power, you also get an extra gear in the automatic transmission — a new five-speed self-shifter that provides generally smoother performance.

Quibbling points

The are only a couple of down sides here.

The first is that you can only get an automatic transmission on Explorers equipped with the new V6 and the V8. A five-speed manual transmission is available only with the base engine, and a manual can come in handy when the going gets rough.

There’s also a small penalty in rated fuel economy. At 15 m.p.g. city, 19 highway, the overhead cam V6 is rated one m.p.g. lower than the pushrod version with an automatic.

But that distinction is small enough to be eclipsed by your driving style, and in any case fuel economy doesn’t seem to be a big concern of folks shopping for sport-utilities.

All in all, I’d say the $425 cost of the overhead cam engine in an Explorer XLT (it’s standard in the more expensive Eddie Bauer and Limited models) is definitely worth the price.

Elsewhere, the strengths of the Explorer’s 1995 redesign continue to make this vehicle a perennial best-seller.

Family friendly

Four-door sport-utilities are vehicles for folks who just can’t abide the married-with-children image that goes with minivans, and the Explorer is family friendly in a big way.

The key element is lots of leg, head and shoulder room fore and aft, as well as a good-sized cargo hold behind the rear seats.

In addition, there are plenty of nooks and bins for stowing smaller stuff, and a roof rack for lashing down all your vacation toys.

The Explorer’s dashbo d continues to be one of the most attractive in the business, as well as one of the most functional, with its oversize audio and climate controls.

The bucket seats in my test truck — an XLT with four-wheel drive — are as good as any, with a wide range of adjustability, including an adjustment for height, and lots of glass gives all hands a good view of the world as it passes by.

About the only element that strikes me as out of step is the relatively skinny steering wheel, which doesn’t provide a very satisfying grip. But that’s a very small demerit in an outstanding package.

Dynamically, the Explorer provides a sporty feel and firm ride, augmented by rack-and-pinion power steering that’s more accurate and communicative than most sport-utes.

With antilock disc brakes on all four wheels, braking is very good for a two-ton vehicle, although weight is always an enemy when you’re trying to go from 60 to 0 in the shortest possible distance.

Similarly, high curb weight combined with a tall roofline — attributes that are pretty much universal in sport-utilities — are not your allies in emergency maneuvers.

The Explorer handles quick lane changes and hard cornering well, but you can feel all that mass moving back and forth when you’re cranking the wheel back and forth through a set of slalom cones.

As for those sunsets in faraway places that you get to via some rock-strewn, rutted dirt trail, well, there are better choices than an Explorer.

The Control-Trac four-wheel drive system is easy to operate via its dash mounted switch, and it gets the power down to all the wheels when the going gets slippery.

But the long wheelbase of a four-door Explorer, plus very modest ground clearance (6.7 inches), just don’t cut it in really rough terrain.

If that’s what you anticipate on a regular basis, you’re much better off with a two-door Explorer: almost 10 inches shorter in wheelbase, and, with the Sport package, a little more space between vulnerable underside elements (the differentials) and the hard and stony ground.

But remember, most family off-road excursions are limited to reasonably well-maintained dirt and gravel roads, where the Explorer’s ground clearance is adequate and the long wheelbase delivers a much better ride.

It’s not cheap

Like everything else in life, Explorers are getting more expensive.

The basic XL two-door, with two-wheel drive, starts at $20,610, including a $525 destination and delivery charge, the four-door version at $22,010.

The better-equipped XLT, which accounts for most Explorer sales, starts at $24,745, and the base price for my four-wheel drive test truck was $24,475.

Beyond that, my test Explorer included a $3,545 preferred equipment package with premium AM/FM/CD/cassette sound system, automatic climate control, power everything, keyless remote entry and running boards ($395).

With the destination char ge, it all added up to $31,115, before a $1,415 special package discount got the total back below $30,000. Though not by much.

That’s not what you’d call inexpensive, and it’s not going to get any cheaper for 1998.

Incidentally, if you’ve been doing the old approach-avoidance dance because you’re worried that the ’98 Explorer will make the ’97 look old, you can relax.

Significant changes for ’98 include a slightly larger rear window, a slightly darker hue to the tinted glass, and some upgrades to interior small object storage.

So the face will continue to remain familiar.

And the Explorer will continue to be what it’s been since the beginning — an excellent choice in a family-oriented sport-utility, with high quality and the welcome option of a first-rate V6 engine.

RATING: 4 wheels

VEHICLE TYPE: Front-engine, four-wheel drive, four-door compact sport-utility vehicle

KEY COMPETITORS: Chevrolet Blazer, GMC i my, Honda Passport, Isuzu Rodeo, Jeep Grand Cherokee, Nissan Pathfinder, Toyota 4Runner

BASE PRICE (XLT 4-door): $24,745

PRICE AS TESTED: $29,700

STANDARD EQUIPMENT (XLT): Four-wheel ABS;, dual air bags;, air-conditioning;, AM/FM radio;, power windows, mirrors and locks; cruise control;, tilt steering;, illuminated vanity mirrors;, rear washer/wiper;, aluminum alloy wheels

SPECIFICATIONS:

(manufacturer’s data)

Engine 205-hp 4.0-liter V6

EPA fuel econ. 15 city/19 hwy.

Curb weight 4166 pounds

Wheelbase 111.5 inches

Length 188.5 inches

Width 70.2 inches

Height 66.8 inches

Assembled Louisville, Ky.

Consumer reviews

Rating breakdown (out of 5):
  • Comfort 4.2
  • Interior design 4.0
  • Performance 4.0
  • Value for the money 4.2
  • Exterior styling 4.0
  • Reliability 4.2

Most recent consumer reviews

4.6

Limited AWD 5.0 L

The tranny is a Mazda. You can sleep across the back seat or put the back seats down and there's enough room for 2 to sleep. I've towed a Taurus and a TJ Wrangler with this. I've moved large, heavy dressers, refrigerators and stoves with this. It is my second car and the gas mileage isn't great but it is a tank. One thing they are prone to rolling over so spacing your tires out wider is a good idea. Some people cannibalize the axles and put them on TJ Wranglers. The gears are perfect and the axles will handle the larger tires. This is called the poor man's swap.

4.7

Great Vehicle

Bought my 1997 Ford Explorer XLT Control Track 4x4 for only $1,000 with 126,000 miles to add to my collection. Was is perfect condition! This vehicle is downright amazing for it’s age! Pros: Leather seats, Driver and passenger powered seats, excellent second row room, great sound system, no blind spots whatsoever due to massive windows, enough power to tow 6000 pounds (V6 tows around 3,500), great off-road handling, no rattling, plenty of features for the day, cruise control, massive cargo storage with rear seats folded, solid suspension, easy steering, great turn radius, split tail gate, keyless entry, door code for entry without key, six CD changer, roof rack, and reliability! Cons: Not sporty, isn’t fast, plain looking, interior could be better designed, column shifter gets misaligned, and roof rack only holds 100 pounds. I honestly love this car! It’s very reliable and does everything I ask of it. After 134k miles he’s still running strong! Bone dry, not a single leak anywhere! Handles great off roading and tows my mini camper no problem. Gas mileage isn’t bad at all as I’m returning 16 city and 21 highway with the V8 engine set up. Hauls people very well and rear seat passengers also get lush cushy seats! Front seats are just amazing! Easy to drive! Handles like a dream once aligned. Suspension is a little rough at times, but what do you expect from leaf springs, torsion bars, and shocks? (Built on a truck frame). Sits high up, so don’t go swinging these Explorers around corners sharply. Would totally recommend this car to someone! BUT do not get a used one of these if it’s beat up. Beat up, it’ll rob you financially, taken care of, it’ll treat you well! PS. Is a simple car by modern standards, so it’s easy to DIY at home for repairs! I’m a mechanic, but any average person could do it! Just remember those bolt torques and thread locker! Bought in 2018 with 126k miles, now has 134k. Needed maintenance and upkeep costs (For my Explorer once purchased): Brake pads and rotors (front and back) = $320 Front wheel bearings = $200 Upper and Lower ball joints (always replace after 100k miles on these Explorers) = $100 (Parts only! Labor is free if you DIY) < obviously :p Suggested Upkeep: Tires every 50k miles, oil changes every 3k miles, coolant every 3 years, power steering every 3 years, brake fluid every 4 years, transfer case oil every 2 years, transmission oil check every 10k miles, differential oil (front and rear) every 2 years, U joints every 100k miles, shocks every 120k miles.

4.0

Love my Explorer

My 97 explorer v8 5.0 awd is great and Strong but too much gas $$...don’t use thicker than 10w30 oil or will start making ticking noises, change oil at least 3 times a year..it has 180,000 Gas pedal is riveted (bad idea) rivets broke and I drilled and installed screws w nuts. front hub bearings replaced ect .. if transmission feels like shuttering after 2nd gear try turning OD OVERDRIVE off .. Scan it w computer but usually is because of the lock up converter switch acting up ..4r70w trans’s valve body needs to be upgraded. I’ve been driving it like that for 5 years ..MAKE SURE IT HAS THE RIGHT OIL !!!!.i think is mercon on 5 ..BUT if oil looks DARK ..DONT REPLACE IT !..Too late for that. If oil is changed when is dark like black or almost black is a big chance trans will fail.

See all 21 consumer reviews

Warranty

New car and Certified Pre-Owned programs by Ford Blue Advantage Gold
New car program benefits
Bumper-to-bumper
36 months/36,000 miles
Corrosion
60 months/unlimited distance
Certified Pre-Owned program benefits
Maximum age/mileage
Gold Certified: Ford models up to 6 years old with less than 80,000 miles
Basic warranty terms
12-Month/12,000-Mile (whichever comes first) Comprehensive Limited Warranty Blue Certified: 90-Day/4,000-Mile (whichever comes first) Comprehensive Limited Warranty Disclaimer: See your dealer for warranty coverage details.
Powertrain
7-Year/100,000-Mile (whichever comes first) Powertrain Limited Warranty Blue Certified: Available Disclaimer: See your dealer for warranty coverage details.
Dealer certification required
Certified 172-point inspection
Roadside assistance
Yes
View all cpo program details

Have questions about warranties or CPO programs?

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