Ford has taken the developments made on the T6 Ranger ute and applied them to its Everest wagon which also rides on the T6 architecture. In doing so, it has created what could be the perfect touring wagon for the Australian family.
The new Everest comes with a new model variant in the range, the Sport, which sits between the popular Trend and the top-of-the-line model which is now called Platinum instead of Titanium. previous generation.
The Everest Sport is available in 2WD or 4WD drivetrains and a choice of 2.0-liter 4-cylinder or 3.0-liter V6 diesel engines, while inside, all Sport models are equipped with seven seats.
Here we’re testing the V6 Everest Sport which starts at $69,090 plus on-road costs, but it should be noted that as of February’s production run, the price will go up to $69,590 with additional standard equipment. A black stand-off roof will be included. rails, a 360 degree camera, zone lighting, tow bar and integrated trailer brake controller.
Powertrain and performance
Producing 184kW of power and 600Nm of torque, Ford’s new V6 diesel engine makes the Everest unique in its class as the only vehicle powered by a 6-cylinder engine.
The V6 engine, which has its roots in Land Rover and Ford Australia’s original SUV, The Territory, delivers seamless torque throughout its range and isn’t earth-shaking in its performance, its smooth, quiet power. Delivery plays a significant role in climbing Everest. The level of cabin quietness and refinement.
The engine is mated to a 10-speed automatic transmission which has been reworked since its introduction in the previous model Everest and Ranger where it was behind the 4-cylinder engine. It is now smoother and more accurate in its conversion and flawless in its performance.
One small gripe we have with the 10-speed is its manual shifting application, which is done via thumb buttons to the right of the transmission gear selector. These buttons are small and not as tactile or usable as the forward and reverse movement of the shifter itself or even the paddle-type levers behind the steering wheel.
The 4-wheel drive Everest Sport has a new transfer case that offers 2WD, 4×4 Auto, 4×4 Lock High Range and 4×4 Lock Low Range settings. The previous generation Everest had an on-demand 4×4 system that did not give the driver the option of 2WD.
Transfer case operation is simple via buttons inside the dial on the console. Turning the outer ring of the dial selects the multi-terrain modes for Normal, Towing, Eco, Slippery, Mud/Ruts and Sand driving. There’s also a locking rear differential that integrates with electronic traction control on the front axle.
All these modes and features can also be selected via the off-road display in the large center dash screen after pressing the off-road button on the console.
On-road ride and handling
The Everest uses a separate ladder chassis on which the body is mounted. It uses an independent suspension setup at the front with double wishbones and coil springs, while the rear has a live axle suspended on coil springs and a multi-link setup with lateral axles. Whatsapp link is used for location.
It’s a suspension design that has served the Everest well over the previous generation of the model and has been improved thanks to the wider wheel track and longer wheelbase of the latest model. This has resulted in improved stability, handling and ride control for the large family wagon.
The suspension is exceptionally well built when driving over rough terrain and doesn’t let potholes and bumps bother it, as can be the case with live rear axle vehicles. For a large wagon, it’s almost a sporty ride that will reward enthusiastic drivers.
The Everest Sport rides on 20-inch alloys as standard, but this test car has 18-inch wheels and all-terrain tires at no cost. Tires are 255/65R18s.
The Everest Sport impressed us when we pointed it to a deep pinch that we thought might challenge its off-road credentials. Bushes soon have wheels in the air and panels near hills, but the Everest’s electronic traction control made progress both up and down in a pinch.
The 4×4 Everest features a dual-range transfer case, rear differential lock, electronic traction control and multi-drive settings that all combine to make the Everest a beautiful off-roader.
The wider wheel track of these latest T6-based Fords not only makes them more stable at speed, but also provides a little more suspension travel on the tires to keep them on the ground for optimal traction.
It still lacks wheel travel and the Everest picks up the wheels easily but the well-calibrated ETC does a great job of keeping the car moving. The optional 18-inch alloy wheels and all-terrain tires fitted to this car certainly help and are a better choice than the 20s if you’re going off-road.
While the Everest Sport gets a blacked-out treatment on the outside, it has a touch of luxury inside such as heated and cooled leather seats with powered 8-way adjustment up front, a sliding second row, and a split third row. Is. In the center of the dash is a 12-inch screen that includes all your A/V controls, HVAC and Ford Sync 4 functions, while ahead of the driver is an 8-inch configurable digital dash that lets you set up your gauges and information. allows to. How do you like to use it?
Wireless Apple CarPlay and Android Auto are also standard, as is a wireless phone charging pad in the console. We found that wireless charging made the phone quite warm and preferred to use a cable plugged into the USB port. You also get a more reliable CarPlay connection when using a cable.
In terms of safety, there are AEB, side airbags that extend to the third row occupants, a center airbag between the driver and front seat passenger, lane keeping assist with roadside detection so that it is white. Don’t rely on color. lines, blind spot indicators, reversing emergency brake, post-impact braking, trailer way control, 360° camera, and radar cruise control. Blind spot indicators work with the Sync 4 trailer setup to take into account the length of your trailer and adjust its range.
Unfortunately, Ford only saw fit to include the Tire Pressure Monitoring System (TPMS) as standard on the Platinum Everest, so it’s not available on the Sport.
There’s plenty of space for front-seat passengers, while the second row has plenty of room for two adults or three children. The third-row seat is surprisingly accessible for an adult, but a tight squeeze once you’re in there. When not in use they fold flat into the floor to provide a large, long cargo space with a 12V power outlet.
Ford claims 898 liters of capacity behind the second row of seats, and 259 liters with the third row upright and roomy. The Everest Sport has a powerful tailgate. The steering column is manually adjustable for both reach and height.
The Sport, like all 4×4 Everest 4×4 models has a 3500kg towing capacity, 6250kg GCM and 696kg payload. It offers a good balance of standard equipment and payload capacity but like all 4×4 wagons, it’s something you need to keep in mind if you’re fitting accessories and carrying passengers. You don’t want to exceed 3150kg GVM.
Being closely related to the Ranger ute, there are plenty of accessories available to allow the owner to tailor the Everest to their needs. These come from both Ford and the aftermarket, and include Ford’s partnership with ARB to offer ARB accessories that are covered by the factory Ford warranty, provided they are ordered at the time of vehicle purchase. .
Ford has delivered a vehicle that surpasses everything else in its class in terms of performance, refinement, safety and features. The fact that it’s a new model in a class of aging rivals plays a big part, but the Everest is a big step up from anything that’s come before it.
The inclusion of a V6 diesel engine makes the Everest unique in its category and contributes to its refinement both on and off the road. The extra money for the V6 engine over the bi-turbo 4-cylinder engine is well spent, as it elevates the Everest to a higher level of driving, in which you’d otherwise be paying $100K or more. .
2023 Ford Everest Sport Specs
|engine||V6 Turbo Diesel|
|Maximum power||184kW at 3750rpm|
|Max torque||600Nm at 1750 to 2250rpm|
|Transfer||10 speed automatic|
|4×4 system||2WD, 4×4 Auto, 4×4 High Range, 4×4 Low Range|
|Construction||Body-on-frame 5-door wagon|
|Front suspension.||Double Wishbone IFS|
|Rear suspension||Live axle, coil springs, multi-links, Watt’s link|
|The weight||2492 kg (kg)|
|Tensile capacity||3500 kg|
|ADR fuel consumption||8.5L/100km|
|On-test fuel consumption||11.1L/100km|
|Angle of view||30.2°|
|Ramp over angle||21.9°|
|Angle of departure||23°|
|Ground clearance||226 mm|
|Wading depth||800 mm|
Things we like.
- Awesome V6 and 10-speed powertrain
- Class-leading levels of safety
- Excellent off-road capability
Not so much
- Feedly transmission shift button
- Asynchronous Wireless CarPlay connection
- Complex dashboard screens