When the redesigned Ford Everest arrives later this year it will offer more technology, capability, a new turbo-diesel V6, and a new Platinum flagship.
It continues to be the SUV counterpart to the Ranger, which means it’s based on the redesigned ute due here mid-year and therefore uses a heavily updated version of the existing T6 platform.
Pricing and specific launch timing have yet to be released, though the Everest will be launched after the Ranger. We expect a launch sometime in the third quarter of 2022.
Ford says it’s monitoring the semiconductor chip shortage, but believes this shouldn’t derail its launch plans.
“We’re working really, really hard to make sure that during this kind of launch ramp up that our new models won’t be affected,” said Everest chief engineer Ian Foston.
“However, things change on a day-by-day basis, but at this point in time, nothing to share on the new models, where we are very hopeful we can continue to launch without any delays or shortages.”
The range will comprise Ambiente, Trend, Sport and new Platinum trim levels. You can view our breakdown of the range here.
As with the redesigned Ranger upon which it’s based, the new Everest gets the option of a 3.0-litre turbo-diesel V6 formerly used in the F-150 pickup truck.
The outgoing model’s 2.0-litre bi-turbo diesel four-cylinder will continue, but the 3.2-litre turbo-diesel five-cylinder is dead.
Both the 2.0-litre and 3.0-litre turbo-diesels are mated exclusively with a 10-speed automatic transmission.
Outputs haven’t been confirmed for the new Everest, however the outgoing model produces 157kW of power and 500Nm when equipped with the 2.0-litre bi-turbo, while the 3.0-litre V6 produced 190kW and 597Nm in the F-150.
The presence of a V6 diesel is unusual in this segment.
The likes of the Toyota Fortuner and Prado, Isuzu MU-X and Mitsubishi Pajero Sport are available only with four-cylinder turbo-diesels, while the Jeep Grand Cherokee is losing its turbo-diesel V6 with the WL redesign this year.
In other markets, the Everest will also be offered with the new, single-turbo 2.0-litre four-cylinder found in the Ranger, as well as the 2.3-litre EcoBoost petrol four-cylinder which Ford says is the company’s highest-volume engine globally.
Ford says the maximum braked towing capacity for the Everest is now an Isuzu MU-X-matching 3500kg when equipped with the optional Tow Pack.
This package includes a trailer light check function and connection check list, and a dedicated towing drive mode.
A trailer brake controller is integrated into the instrument panel, and the system ensures smooth trailer braking by powering the trailer’s electric brakes with a proportional output based on the towing vehicle’s brake pressure. The driver can also manually override this.
Selectable drive modes include comprise Normal, Eco, Tow Haul and Slippery, while the off-road modes – available on the 4×4 Trend, Sport and Platinum – include Mud/Ruts and Sand.
There’s space in the engine bay for a second battery to be installed.
Overall, Ford has kept the Everest largely the same length but increased the wheelbase by 50mm over the previous model. Track is also up by 50mm, while width is the same and height is up only fractionally.
The Everest essentially uses the same front section as the Ranger, allowing it to use the same engines and steering, though as before there’s a unique rear.
The new Everest continues to use Watt’s link suspension with coil springs.
“It’s the same concept of suspension we have on today’s vehicles, but just tweaked to make the ride comfort better for occupants,” said Foston.
“Everest was always well regarded for its plush ride on- and off-road, but the track increase allowed our dynamics team to create a greater connection between vehicle and driver, with a more controlled ‘fun to drive’ ride around town and on the highway,” said Foston.
The company says the car’s wider track has given the Everest better on-road control before, as well as better off-road articulation.
All variants are offered with a permanent four-wheel drive system using an electronically controlled on-demand two-speed electromechanical transfer case with selectable off-road modes.
Ford says the approach angle is “much better”, though the departure angle is “about the same”. Running clearance is slightly better, while maximum wading depth is 800mm.
All models feature two functional tow hooks up front, while there’s underbody protection to shield components like the steering system, engine sump and transfer case.
The Everest’s roof can now support static loads of up to 350kg and dynamic loads of up to 100kg, with the Platinum featuring unique stand-off roof rails.
From the firewall forward, the Everest is identifiable as being Ranger-based, while its wider stance and more angular bodywork and detailing give it a more purposeful look.
“Everest is, and always will be a super cable vehicle… but probably the previous generation, particularly the exterior didn’t really deliver on the promise of the capability of the sort of chassis that’s underneath,” said Max Wolff, designer director for Ford in China and the International Market Group (IMG).
The bluff front end with its C-clamp lighting signatures arguably works well with the boxier body of the new car, with Ford employing a stronger shoulder line while also squaring off the rear end to improve luggage space.
The Platinum exclusively offers matrix LED headlights with speed-dependent lighting and both static and dynamic bending capability.
The top-spec Everest is also differentiated by a unique grille, black roof, and 21-inch alloy wheels, but the changes aren’t limited to the exterior.
Inside, the Platinum exclusively offers quilted leather upholstery, ambient lighting and a panoramic sunroof.
All models feature a Sync 4A infotainment system with wireless Android Auto and Apple CarPlay. All bar the Ambiente use a 12-inch portrait-oriented touchscreen infotainment system, with the base model using a 10.1-inch.
All Everest models have been “significantly upgraded from a soft trim perspective”, according to Wolff.
Ford says it’s worked to make the Everest more comfortable for longer journeys, with engineers also looking at the mirrors, door seals and even brakes to make the cabin quieter.
The company says it’s maximised the packaging for the largely identical external footprint, with more elbow, leg and shoulder room for those in the front and back. It also says the Platinum with its panoramic roof has more headroom than the old Titanium, which also featured a panoramic roof.
The sliding second row split/folds 60:40, with the third row featuring a 50/50 split. Both rows have been designed to fold flat.
Ford has increased the size of the rear window and changed the angle of the rear glass to provide third-row occupants with more light.
The third row also has more shoulder room and functional storage, while Ford says it’s also easier to get in and out of. Platinum models also feature power-folding capability for this row.
There’s an underfloor storage area, while Ford has installed a small lip for the load area, which it calls an ‘apple catcher’, to prevent items from rolling out when you open the tailgate.
Ford says female customers were included in the development process.
“I think the interior is a clear area of evidence in terms of the customer feedback from our female customers,” said T6 program manager Pritika Maharaj.
“Things like design lighting, the IP, the [dash-mounted, pop-out] cupholders in the instrument panel, there’s lots of features that I think are very much in response to what female customers have asked and said is important to them.”
The Everest’s list of safety equipment has been bolstered, though Ford hasn’t outlined whether the suite will be available across the range. In the outgoing car, features like blind-spot monitoring and rear cross-traffic alert were restricted to the top-spec Titanium.
The autonomous emergency braking system includes pedestrian detection and now includes junction assist, applying the brakes if it detects you’re about to collide with oncoming traffic while turning.
The adaptive cruise control system features stop/go and lane-centring, and works in conjunction with traffic sign recognition.
The lane-keep assist now includes road-edge detection, designed for rural road driving at speeds between 65km/h and 110km/h, while evasive steer assist uses the radar and front camera to detect vehicles ahead and provide steering support to the driver if an imminent collision is detected.
The existing car’s blind-spot monitoring and rear cross-traffic alert features have also been upgraded.
Ford’s reverse brake assist feature works at speeds of between 2-12km/h and will apply the brakes if it detects you’re about to reverse into a vehicle, cyclist or pedestrian.
The blind-spot system includes trailer coverage when you specify the optional Tow Pack and create a profile for your trailer in the infotainment system. It supports trailers up to 2.4m wide and 10m long.
There are nine airbags in total, with a new centre airbag between the front occupants to prevent them from colliding with each other in a side impact. Curtain airbags continue to cover all three rows, while there are dual front knee airbags.
MORE: Everything Ford Everest