Ford’s Everest a supreme SUV

The Everest uses a lot of the same parts as the Ranger ute but is a cut above on luxury and ability, writes Damien O’Carroll.

As sure as night follows day, a new Ford Everest SUV has followed the new Ford Ranger ute. It’s not surprising, given the number of bits they share, but this time around Ford has gone all out on making the Everest a far more luxurious experience than your usual ute-based ladderchassis SUV.

Make me an instant expert: What do I need to know?

The Everest sits on the same heavily revised T6 platform as the Ranger. As such, it features a stretch of 50mm in track and wheelbase over the last model, and it also has a new coil-sprung Watts linkage rear end in place of the Ranger’s leaf spring setup.

As well as the front half of the underpinnings and the body (it gets the same bold, squared-off face as the Ranger, but with different bumpers), the Everest also shares the ute’s engines. The 2.0-litre biturbo diesel four-cylinder engine carries over from the lastgeneration models and a new 3.0L turbo diesel V6 replaces the old 3.2L inline five-cylinder engine.

Both engines will be hooked up to Ford’s 10-speed automatic transmission and an advanced, permanent 4WD system that uses an electronically controlled, ondemand two-speed electromechanical transfer case with selectable drive modes.

Ford has launched the Everest in three guises in New Zealand – Trend, Sport and Platinum.

The Trend packs the carriedover 2.0L biturbo four-cylinder diesel engine, while the top-spec Platinum and off-road-oriented Sport will only be available with the 3.0L turbo diesel V6.

We don’t get the base level Ambiente that Ford Australia is offering, and neither will we get the 2WD versions. For now, at least.

Our entry-level Everest will be the Trend AWD, which costs $71,990 and comes standard with the 154kW/500Nm biturbo four.

It also has 18-inch alloy wheels, seven seats with leather-accented trim, an eight-way electrically adjustable driver’s seat, satellite navigation, a 360-degree camera, a 12-inch touchscreen infotainment display with Android Auto and Apple CarPlay, LED DRLs and tail lights, rain-sensing wipers, steel underbody protection, two front tow hooks, wireless phone charging, keyless entry, a locking rear differential, a power tailgate and a full suite of safety features, including nine airbags, blind spot monitoring and rear cross-traffic alert, as well as trailer tow assist.

The $79,490 Sport adds the 184kW/600Nm diesel V6 engine, black exterior accents, 20-inch black alloy wheels, a 10-way electrically adjustable driver’s seat and an eight-way passenger’s seat, as well as heated and cooled front seats. A no-cost option adds 18-inch alloy wheels and all-terrain tyres to the Sport.

The $84,990 Platinum also packs the V6 and adds 21-inch alloy wheels, satin chrome exterior accents, matrix LED headlights, a panoramic sunroof, a 12.4-inch digital cluster, a premium 12-speaker B&O sound system, active park assist, tyre pressure monitoring, heated second row seats, power-folding third row seats, a heated steering wheel and interior ambient lighting.

Where did you drive it?

The Everest was launched at the same time as the Ranger Raptor, with a mix of on- and off-road driving in Queensland, Australia.

The on-road component took a circuitous route from Brisbane to the Sirromet Wines winery in Mt Cotton, where the off-road component took place.

The last Everest stood out as one of the best ladder chassisbased SUVs on the road, and the new one has only improved.

You are always aware that it is a big thing sitting on a ute platform, yet the ride quality is deeply impressive.

It has a nicely sorted rear and suspension that effortlessly absorbs imperfections. Handling is surprisingly sharp too, and responsive and accurate steering adds to the experience.

The steering responses and handling were seriously put to the test on one motorway section when the car in front of us swerved suddenly to reveal a ladder that had fallen off a ute in the middle of the road, forcing us into an impromptu ‘‘moose test’’ (the infamous manoeuvre that has

tripped up many a high-riding SUV) at 100kph. Happily, the Everest behaved impeccably and was totally unflustered by the sudden change in direction at speed, remaining composed the entire time. Unlike my passenger.

As impressive as the Everest is on the road, it is even more

impressive off it. Yes, even the Platinum on its 21-inch wheels and road-biased tyres. Packing the same off-road drive modes as the Ranger, the Everest is only available with Ford’s new full-time AWD system, complete with a locking rear diff, which made short work of the slushy conditions on the off-road circuit, effortlessly traversing the heavily rutted mud tracks and even an impressively steep climb up a clay face. Coming back down was even easier, thanks to the excellent hill descent system.

What’s the pick of the range?

The Sport on the optional smaller wheels and off-road tyres ticks all the boxes for me – it is very well equipped, comfortable and refined, and it looks particularly good with its big, blacked-out grille.

It is also extremely capable on and off the road.

However, I can see why you might want to go for the Platinum. It is a particularly luxurious package for a ute-based off-roader, and is just $5000 more than the Sport, with quite a lot more standard kit.

Why would I buy it?

Because you need a big, comfortable, capable SUV for towing and/or proper off-road use.

The Everest is a bit pricier than its obvious competition but it packs serious value into the extra cost, with the high level of standard equipment in all variants, and that brawny V6 in the Sport and Platinum.

Why wouldn’t I buy it?

You can’t bring yourself to go past a Toyota when it comes to ladder chassis 4X4s.