2015 Ford Everest

By: Alex Forrest

Ford has climbed aboard the bandwagon of all-terrain wagons in 2015 with the launch of its Everest seven-seat SUV range, which competes with the other twin-cab utes-with-a-roof such as the Holden Colorado 7, the Isuzu MU-X, Toyota’s Hilux-based Fortuna and the recently revealed new Mitsubishi Challenger.

However, a key difference between the Everest and its rivals is that Ford has positioned the stylish Everest as a premium model with excellent build quality and refinement, and higher price tag to match.

Ford has equipped the Australian version of the Everest with serious off road capability via an advanced four-mode “Terrain Management System”, and instead Ford is positioning it as a competitor for the Toyota Prado.

Off road ability

The off road modes are similar in presentation to that used in Land Rover’s Discovery. Everest’s well-appointed, family friendly cabin rides on a rugged chassis and underpinnings similar but not identical to the acclaimed Ranger utility.

Full-Time 4WD is aided by three off road modes, Snow/Mud, Sand and Rock. In conjunction with low-range, for maximum off road control, Everest has an active transfer case, electronic locking rear diff, and hill start and decent assist, delivering the go anywhere credentials needed for Australia’s unforgiving outback.

Market

Ford has indicated that 29% of all vehicles it sells worldwide are now SUVs, and Everest will be sold globally in 2.0 Ecoboost petrol, 3.2 litre 4wd diesel and 2.2 litre rear wheel drive diesel.

With Territory being Ford’s principal Australian 2wd family SUV, our Everest models will be powered exclusively by the now familiar 3.2 litre five cylinder turbo diesel engine, mated to a six speed automatic transmission.

Performance

It delivers 143kW and 470Nm, or 13kW and 20Nm more than the recently uprated 2.8-litre Prado, As a result, Everest also out specifies Prado in towing 3,000kg, has a useful roof rack load of 100kg and a decent fording depth of 800mm.

In the ADR test the Everest uses 8.5l/100km. That looks impressive given its 2,407kg heft, and is achievable on the open road, but don't expect anything like that in normal suburban use.

While current 3.0-litre Prado has the same figure, the new 2.8 litre cuts that to 7.9 l/100km.

Everest’s engine also requires add-blue (a urea fuel additive that reduces exhaust emissions) or it automatically adopts reduced power settings to contain emissions. Standard power distribution is 60/40 split, with a rear wheel drive bias, while the active centre diff automatically transfers drive to the wheels with the most grip.

Models and pricing

There are three versions, comprising the Everest, Everest Trend and Everest Titanium. Pricing starts at $54,990 plus on road costs. All models share the same powertrain and 4WD package, including trailer sway control, as well as the seven seat configuration.

Safety and Equipment

In addition to stability control and ABS braking with emergency brake assist, the standard safety package includes a rear view camera, rear parking sensors, rain sensing wipers and seven SRS airbags, featuring a driver knee bag and side curtains covering all three seating rows.

Keeping you connected in the entry level model is voice control and emergency assist, Bluetooth, iPod/USB input ports, a standard 8-speaker audio system and a 4.2 inch colour touch screen.

In the mid-spec Trend, from $60,990, you get 18” alloy wheels, power tailgate, side steps and chrome radiator grill. The trend also gets Halogen headlamps with auto high beam control, rain sensing wipers and advanced safety assist via adaptive cruise control, lane keeping, front parking sensors and a driver alert system.

Inside, Trend has a higher trim and instrument presentation along with the more advanced “SYNC-2” connectivity with high resolution 8-inch touch screen, 2xUSB ports and SD-card slot. There’s a 10 speaker audio with DAB and MyKey for programming individual or restricted driving modes.

Top end Titanium models from $76,990 are dressed to the nines with 20” wheels, panoramic sun roof, leather trim with 8-way powered front seats and satellite navigation. These also get Active Park Assist, Blind Spot monitoring with cross-traffic alert and tyre pressure monitoring.

Design

Everest takes its 4wd concept from Ranger, the cabin riding on a full chassis, but apart from the front section where the engine mounts, the setup is different in every detail. Everest sports coil over strut front suspension and a unique coil sprung, live rear axle featuring Watts linkage and with the dampers set outside the chassis for better ride control.

Interestingly while the 3.2 litre diesel is fundamentally the same architecture as Ranger there are a multitude of subtle changes to aspects such as the engine management system and cooling, in keeping with its envisaged customer use. Everest is aimed predominately at families and a majority of commuting and touring activity, but, with the potential to take you seriously off road whenever the desire or circumstances dictate. Ranger on the other hand is clearly focused on more sustained load carrying and work related activities.

Overall Everest feels substantially more refined and luxurious than expected. That said you’ll pay handsomely for fully equipped top end models, and even then there are omissions such as reach adjustable steering.

Despite lacking the width of Territory or Ranger, Everest still offers decent seven seat accommodation. Front buckets are typically sumptuous and supportive; the travel adjustable second row will take two adults or three children with only slight padding discomfort in the middle, and the thinly padded, child orientated third row will, if need be, seat adults on short trips.

There’s reasonable luggage space with all seats occupied, a 50/50 third row split and a hard flat floor when folded, with a full size alloy spare wheel underneath. The cabin also sports many well thought out features including fully recessed rear headrests to aide vision and a 230-volt power outlet for recharging devices, in addition to four 12-volt accessory outlets.

While Everest initially appears a tad expensive in the 4x4 seven seat wagon markets, it does bring a new level of refinement to the segment and an uncanny blend of practicality and ability more commonly associated with prestige European SUVs.

The 2015 Ford Everest had not been rated by ANCAP at the time of writing.