The second model to be spun off Ford’s Australian-designed and engineered Global T6 body-on-frame architecture, the Everest weighs into the fray against Toyota’s market-leading LandCruiser Prado and other SUV rivals.  

 

Closely related to the recently launched Ranger ute, the Everest is based on the same body-on-frame platform and shares much of the same hardware and software, including engines and transmissions, as well as familiar styling cues including its distinctive C-Clamp head and taillights.

 

Despite this, the Everest is very much a standalone vehicle and designed to appeal to a different demographic, namely those wanting Ranger-like ruggedness, but in a more family-friendly five-door wagon body.

 

Powertrain options are limited to the proven 154kW/500Nm 2.0-litre biturbo diesel that powered the previous model or a new 184kW/600Nm 3.0-Litre V6 turbodiesel, as debuted in the Ranger several months ago. Both engines are backed by Ford’s 10-speed automatic transmission, driving either the rear wheels or all four, depending on the grade choice.

The four-variant range starts with the Ambiente 4x2 with 2.0-litre bi-turbo diesel costing $52,990, and tops out with the Everest Platinum at $76,880.90 (MRLP).

 

In between are the Everest Trend and Sport models, with the model line-up expanding to six thanks to the four-cylinder only Ambiente and Trend variants being offered in either 4x2 or 4x4 guise.

 

The 4x4 option adds $5,000 to the purchase price of these models.

 

Meanwhile, further up the food chain, the Sport and Platinum are offered exclusively as 4x4s, with the V6 turbodiesel engine.

To give the pricing some perspective, the 4x2 Ambiente sits between Isuzu’s entry-level 4x2 MU-X LS-M ($48,900) and mid-spec LS-U ($55,400) while the Platinum 4x4 V6 splits the pricing of rival Prado variants, the VX ($76,348) and top-spec Kakadu ($86,998). Other notable competitors for the Everest include the Mitsubishi Pajero Sport and Toyota’s Hilux-based Fortuner.   

Given the fresh design and features across the Everest range, the Ford wagon seems fairly-priced against its competitive set.

That’s particularly the case against the ageing Prado, which is soldiering on strongly in its 13th year, despite not having been facelifted since 2017.

 

With a price spread of almost $24,000, it’s obvious that features and specifications will vary significantly across the range, with Ford expecting the better-equipped Sport and Platinum to capture a healthy share of private sales.

Hence why we’ll focus here on the Platinum, as it’s the model that shows off the full breadth of features and updates.

First up, there’s the always-important subject of styling with Ford Australia Designer Chief Nick Eterovic acknowledging the old model was softer, narrower and taller than the design team would have liked and that this new model afforded designers the opportunity to go back to the drawing board and address some of its attributes.

 

He notes that a key change is the fact this generation places the front wheels further forward, creating a shorter front overhang, while pushing the wheels further out helps create a stronger, more squared off stance.

 

Mr Eterovic said the wider track and longer wheelbase created a tougher, more muscular look that better communicated what the vehicle was capable of.  

 

While all models feature the same fundamental body style with distinctive ‘C-Clamp’ lighting signature front and rear, designers have successfully differentiated the four core variants through different badging, grille finishes, wheels and colour schemes, with the Sport variants easily identified from Platinum thanks to its gloss black wheels and grille.  

 

The Platinum’s unique grille design features so-called ‘hot foil’ accents, with silk chrome accents elsewhere creating a classier, more premium look. 

It stands apart on bigger 21-inch wheels, finished in a special tri-coat paint with machined accents.

Inside the stylish cabin you’re presented with soft-touch finishes and a wide horizontal dash with technical-looking instrument panel and a large, well-integrated portrait-oriented central touchscreen.

The design has some similar cues to Ranger but is not identical.

The Platinum gets a larger and more-impressive 12.4-inch colour digital instrument cluster ahead of the driver, while other variants feature an 8.0-inch cluster. Elsewhere, the Trend alone gets a smaller 10.1-inch portrait-oriented centre touchscreen versus the other models’ 12-inch unit.

 

The centre console houses dual cupholder recesses and there’s dash-mounted ‘pop out’ cupholders for front seat occupants.

 

Other standard features of the Platinum include heated and ventilated premium leather-accented front seats with 10-way power adjustment and memory function for the driver.

 

There’s also a heated leather steering wheel and the front seats are finished with attractive quilted inserts and Platinum badging, while second-row occupants also get the heated seat treatment.

A panoramic roof adds to the spacious feel of the interior and rear-seat passengers benefit from a touch more shoulder space than before, plus better access to the third-row seats thanks to a 60:40 split second row that slides further forward.

 

Occupants in all three rows have places to store things along with power outlets for charging devices, albeit a 12V outlet in the third row.

 

 

The 50:50 split third row is electric so can be folded at the touch of a button, likewise the power operated tailgate which accesses a slightly wider cargo opening than before.

 

The second and third-row seats are designed to fold flat and there’s a handy underfloor storage area beneath the boot floor.

Cargo volumes are 259 litres in seven-seat mode, 898 litres in five-seat mode, and 1,923 litres in two-seat mode.

Naturally, Everest boasts the latest in connectivity via Ford’s Sync4A operating system enabling wireless Apple Car Play and wired Android Auto among other features.

It’s an intuitive system to use and offers enhanced voice recognition activation of communications, entertainment and information systems.

An embedded factory-fitted modem allows owners to connect remotely to the vehicle when using the FordPass App, accessing features like remote start, vehicle status check plus remote locking and unlocking.

Ford claims to have placed great emphasis on reducing cabin NVH to make Everest more family friendly and the extra insulation and improved aerodynamics ensure the cabin is a quiet and comfortable place to travel in.

 

The 2.0-litre bi-turbodiesel makes its presence felt more than the smoother and quieter 3.0-litre V6 turbo diesel but across the range it’s clear that Ford’s efforts have paid off in the form of reduced road, wind, tyre and mechanical noise.

 

The 2.0-litre bi-turbodiesel is a carryover engine and offers good throttle response but is a little noisy in comparison to the V6, despite having been upgraded to be quieter and with improvements to durability.

 

In fact, Ford claims to have done the equivalent of more than five million kilometres of testing on the engines and six million kilometres on the 10-speed auto alone.

 

But the arrival of the V6 has reset the standard by which the Everest is judged and anyone who compares the two will be impressed by its smoothness and quietness, while its muscular 600Nm of torque available between 1750 and 2250rpm makes it a likely candidate for towing duties.

 

Whatever engine it’s hitched to, the 10-speed auto likes to quickly slur up to the taller gears and it takes a dedicated prod to get it to kick down.

 

Among the few criticisms is the lack of positive engagement of the stubby, leather-trimmed e-Shifter transmission lever, which often sees you fishing for Park or Reverse.

 

A small toggle switch on the side of the shifter enables manual selection of gears but it’s not intuitive to use and paddle shifts would be a better bet.

 

The launch drive took us from Brisbane’s northern suburbs out towards Redland Bay, with some mild off-roading on tracks through a private property.

 

 

It wasn’t enough to trouble the Everest or to say definitively that it’s capable of taking the family across the Simpson or to the Cape, but the vehicle specs attest to the fact this is a proper off-roader with decent 4x4 capability. 

 

The permanent four-wheel drive system uses an electronically controlled on-demand two-speed electromechanical transfer case, with selectable drive modes.

 

The system runs in full-time 4x4 by default, but can be switched to low-range for difficult terrain and there’s a lockable rear diff for when things get tough.  

 

The six selectable drive modes comprise Normal, Eco, Tow, Slippery, Mud/Rut, and Sand, and in combination with more ground clearance plus better approach and departure angles than the previous model, combine to ensure the Everest offers above-average off-road ability.

 

The low-profile 21-inch wheels will be a limiting factor for Platinum buyers who do want to get adventurous, but Ford has thought of that too, and buyers

can access a no-cost option off-road pack that includes 18-inch alloys, 255/65R18 All Terrain Tyres, a full-size alloy spare and steel underbody protection.

Meanwhile, back inside, the central touchscreen is linked to a 360-degree camera with split-view display to aid when parking or driving off-road.

The system utilises cameras at the front, rear and side to provide a handy birds-eye view of the vehicle and its surrounds.

An off-road mode in the multimedia screen provides access to the diff lock and the screen also displays information like steering angle and predictive track overlay.

 

There’s provision under the bonnet for mounting a second battery which will be appreciated by anyone who enjoys off-road touring, plus roof racks, bullbars and a range of other accessories co-developed with Australian aftermarket specialist ARB.  

 

A handy feature that’s likely to be appreciated by anyone working around the vehicle at night, or using it for bush camping, is the Everest’s new exterior zone lighting system which activates an array of lights around the vehicle and is controlled via the vehicle touchscreen or the FordPass App.

 

But if you really want to impress the neighbours, show them the Active Park Assist feature which allows the operator to park the Everest via its key remote, with the system taking care of the steering, shifting, acceleration and braking to drive into parallel or perpendicular parking spaces and back out of parallel spots.

 

Suspension remains via a coil-strut independent front with a five-link live axle with coils and Watts link at the rear.

 

 

The new model’s longer wheelbase and 50mm increase in track width has allowed engineers to relocate some suspension components, which along with tweaks to damper settings shows up in the form of a more polished ride.

 

Low-speed ride is on the firm side, thanks in part to the low-profile 21-inch wheels but it’s by no means brittle and it will likely ride better laden than unladen.

 

The long travel suspension handles larger lumps and bumps comfortably, however.

 

Weighing 2,492kg and standing 1,837mm tall, the Everest is never going to corner like a sports car and there is still some body movement evident in corners, but it’s mostly well controlled and the wagon feels suitably poised and confident in corners.

 

Body control is more disciplined and there’s less of the vertical rebound and exaggerated body movement that accompanied progress in the old model.

 

Head toss is reduced, too, meaning riding in the new Everest is generally a much nicer experience.

 

Access to the third row is reasonable and Ford claims to have put a great deal of design effort into the location of step points and grab handles to aid ingress and egress.

 

But as with most 4x4 or third-row SUVs, the rear pew is a somewhat confined space and getting in and out requires dexterity.

 

The large, wide side-steps are handy in this regard, while also useful for front and second-row passengers.

 

The third row of seats fold electrically in the Platinum, as does the single-piece tailgate, which now opens in a more confined space than its predecessor, with the ability to program kits opening height for different garage heights.   

 

The Platinum’s combination of gutsy V6 turbodiesel and 3,500kg braked tow capacity will likely make it a strong candidate for caravanners and others looking for a sturdy, body-on frame tow rig, with Ford stating about 80% of buyers are expected to order their vehicle with tow bar fitted.

 

These customers will also appreciate the benefits of the smart new factory-fit, integrated electric trailer brake controller.

 

The feature obviates the need to take your new car to an auto-electrician to have trailer brakes fitted and brings with it some clever features including trailer sway control, trailer light check function, trailer connection check list function and the same blind spot trailer identification system with trailer coverage that debuted recently on the Ranger.

 

 

The system supports trailers up to 2.4m wide and 10m long, monitoring blind spots around the vehicle and trailer, when fitted with Ford’s tow pack.

There’s also a dedicated Tow/Haul drive mode to optimise gear shift timing to maintain the best power delivery and engine braking when carrying loads, either in a trailer or in the cargo area.

 

Safety is well accounted for with nine airbags including dual knee airbags, a new centre airbag positioned between the driver and front passenger and side curtain bags across all three rows.

 

Other standard technologies include reverse brake assist, pre-collision assist, evasive steer assist, lane keep assist with road edge detection, blind-spot monitor with cross-traffic alert, intelligent active cruise with stop and go, and traffic sign assist.

 

New Matrix LED headlamps are exclusive to Platinum, offering enhanced night driving visibility thanks to a raft of clever features, including auto dynamic levelling and speed dependent lighting that can adjust the intensity of the beam in front of the vehicle depending on vehicle speed.

The headlamps also offer both static and dynamic bending capability as well as glare-free high-beams, which help provide maximum visibility for the driver without dazzling other road users.

In summary, Ford has left few stones unturned in its bid to claim a larger share of the 4x2 and 4x4 wagon market.

At the top of the table, the Everest Platinum 4x4 V6 is a powerful, polished performer that deserves to be on the shortlist for anyone wanting a comfortable, safe and capable wagon to go off-road adventuring in.  

 

Key stats

Ford Ranger Everest Platinum 3.0L V6   

• PRICE: $76,880.90 (MRLP)  
• ENGINE: 3.0L V6 turbo-diesel engine (184 kW@3,250rpm/600Nm from 1,750-2,250rpm)
• ANCAP CRASH RATING: Five stars (2022)
• FUEL CONSUMPTION (combined cycle, litres/100km): 8.5L/100km (224g/km/km)
• FOR: Attractive design, generously equipped, smooth and strong V6 engine performance, connectivity.
• AGAINST: Vagueness of e-shifter transmission selector, firm unladen ride, tight third row of seats.