Best Shocks and Struts for Ford Explorer (2011-2026): What Actually Fixes the Ride

The Short Answer

For most Ford Explorer owners, a quality OEM-replacement shock from KYB or Monroe will restore the ride you remember — but if you tow, haul, or want the last shock you'll buy for this vehicle, Bilstein's 60mm monotube units are worth the premium.

*Cost ranges reflect typical market pricing. Use the part finder below for your exact fit and today's price.*

Why Ford Explorer Shocks Wear Out Faster Than You'd Expect

The Explorer is a heavy vehicle — even the base fifth-gen models tip the scales at over 4,000 lbs. Add a full passenger load, a trailer hitch (extremely common on these trucks), and the mix of highway miles and suburban potholes that most Explorer owners log, and you've got conditions that stress shocks harder than average. Ford's factory shocks on the 2011-2019 generation were tuned soft — intentionally. Buyers wanted a smooth, car-like ride, and that's what Ford delivered. The trade-off is that softer valving wears faster under load. By 60,000-80,000 miles, a lot of fifth-gen Explorers are already feeling vague and floaty. The sixth-generation (2020-present), with its rear-wheel-drive platform and independent rear suspension, has a more sophisticated setup — but it's not immune. Worn shocks still show up as excessive body roll, nose-dive under braking, and that telltale wallowing feeling on the highway. ---

Which Generation Are You Working With? Before you buy anything, know your generation. Fitment is non-negotiable. ### Fifth Generation (2011-2019)

This is the unibody, front-wheel-drive-based Explorer that's still the most common one on the road. It uses MacPherson struts up front and a multi-link rear with separate shock absorbers. The rear shocks are accessible and a realistic DIY job. The front struts require a spring compressor and an alignment after the swap. Trim-level note: The Sport and Platinum trims on this generation often had a different spring rate and damping tune. Confirm your trim when ordering. ### Sixth Generation (2020-Present)

The platform switch to a longitudinal engine layout and rear-wheel-drive base changed the geometry significantly. The rear suspension is more complex, and some trims — particularly the Platinum and higher-end ST versions — came with adaptive or air suspension. Those require compatible air spring modules, not a standard swap. ---

KYB: The Logical First Choice for Most Explorers

KYB is the world's largest supplier of shocks and struts, with annual sales exceeding $4.2 billion and 15 manufacturing plants across Asia, the United States, and Europe. Their North American subsidiary, KYB Americas Corporation, has been operating out of Greenwood, Indiana since 1974. That OEM-supplier background matters — it means their parts are engineered to the same design philosophy as the shocks Ford specified for the vehicle. Their Excel-G line is the go-to for owners who just want the car to feel right again — not sporty, not lifted, just properly controlled. It's a direct OEM-match replacement that installs without drama. The newer KYB Performance Series is worth a serious look for Explorer owners who tow, carry heavy loads regularly, or simply want more body control than stock. It's positioned specifically for modern trucks and SUVs, with valving that handles variable load better than a standard OEM replacement. Honest take: KYB's coverage for the Explorer across both generations is strong, pricing is competitive, and you're getting a part made by the same type of operation that supplied the factory units. For 80% of Explorer owners, this is the right answer. ---

Monroe: Comfort First, and That's Not a Bad Thing

Monroe was founded in 1916 and is now part of DRiV Incorporated, a division of Tenneco, which also owns brands including Rancho and MOOG. One recent development worth knowing: a Tenneco shock absorber facility in Paragould, Arkansas had its closure announced in January 2025, with completion planned by April 2025 — which affects Monroe's domestic manufacturing footprint going forward. Monroe's OESpectrum line leans into comfort. If an Explorer has gotten harsh after a previous owner threw in budget shocks, or if you prioritize a plush ride over sharp handling, OESpectrum is a reasonable choice. It's engineered specifically to match OE ride characteristics. The Monroe Reflex is their handling-biased option — better body control, slightly firmer feel. For Explorer drivers who found the stock tune too wallowy, it's a solid step up without going full performance. Coverage across Explorer years is wide. Monroe is easy to source. That said, for towing or heavy-load use, I'd lean toward KYB or Bilstein over Monroe — their valving tends to hold up better under sustained compression cycles. ---

Bilstein: When You Want the Last Shock You'll Ever Put on This Explorer

Bilstein operates under thyssenkrupp Automotive Technology, employs more than 4,000 people across six countries, and produces around 13 million shock absorbers per year. The 60mm monotube design is their calling card — and it's genuinely different from the twin-tube construction used by most competitors. Why the 60mm monotube matters:

• Single-tube construction separates oil and gas with a floating piston, which eliminates oil foaming under heat
• More consistent damping when you're descending a mountain or towing in traffic
• The larger 60mm bore (versus the typical 46mm in standard units) gives more fluid volume and better heat dissipation
• They're rated for a lifetime of service, not just the vehicle's warranty period

Our inventory includes Bilstein 60mm corner module assemblies for the Explorer — both front and rear — as well as standalone 60mm shock absorbers. These are not budget parts. They're for owners who want the best possible outcome and plan to keep the vehicle long-term. For a daily-driver Explorer doing school runs and highway commutes with no towing: the Bilstein premium is real, but you'll feel it mostly in the longevity and heat tolerance rather than the daily ride quality. For an Explorer being used for towing, regular off-pavement driving, or heavy passenger loads — Bilstein earns every dollar. ---

What About Complete Strut Assemblies vs. Individual Components? You have two approaches for the front:

Complete strut assemblies (spring + strut + mount) cost more upfront but install faster — no spring compressor needed, no alignment issues from a worn mount slipping. Better for shops billing by the hour, and often the smarter call if your springs are aging too. Individual struts/shocks are the right call if your springs and mounts are still in good shape. You save money and get to choose the exact damping tune you want. For the rear, you're almost always buying individual shock absorbers. They're straightforward, and most mechanically-inclined Explorer owners can handle a rear shock swap in an afternoon. ---

Installation Costs and What to Expect

• Rear shocks only (DIY): $0 labor, typically 2-3 hours total
• Rear shocks (shop): $150–$300 labor, varies by region
• Front struts (shop, with alignment): $400–$700 labor including alignment
• Full four-corner replacement (shop): $600–$1,000 labor plus parts and alignment

Always budget for an alignment after touching the front suspension. On the Explorer's front strut setup, it's not optional — a bad alignment will eat tires fast and can create handling that feels worse than the worn shocks you started with. ---