Everest 2023 Sport
Following in the footsteps of the new Ranger (and Raptor), we've got Ford's seven-seat four-wheel drive landing in Australian showrooms. Does this family off-roader – now with diesel V6 power – live up to the hype? We find out. What we love
What we don’t
2023 Ford EverestFord's onslaught of new models continues this year, with the 2023 Ford Everest now landing in Australia. It follows behind the recently launched Ranger and Raptor, which both share underpinnings with this seven-seat family four-wheel drive. Unlike the last time around – where the development and release of the Everest followed behind the Ranger – this new Everest kicked off development at the same time as the Ranger (and Raptor). All three models use their own take on Ford's Australian-developed T6.2 platform and benefit from the modular-style ladder chassis design. While the Everest uses an independent front suspension set-up similar to the Ranger ute, the rear end is coil-sprung and uses a Watt's linkage set-up that is closer (but not identical) to the Raptor. The Everest sits on a shorter 2900mm wheelbase, with a full wagon body and room for seven on board. The new Ford Everest will continue to go head-to-head against these key rivals, while the Blue Oval is continuing to target the larger, more expensive and horrendously popular LandCruiser Prado. There are plenty of hallmark improvements that will be key in the 2023 Ford Everest taking on the competition. There's new safety equipment, loads more technology and a V6 diesel powertrain. More underbonnet grunt is something that LandCruiser Prado buyers have been wanting for a long time, and Ford offering a 600Nm diesel V6 could be just the ticket to swaying buyers away from the status quo. Other details, like additional underbody protection and a 100kg dynamic roof load capacity (350kg static), along with a permanent all-wheel-drive system and a locking rear differential in four-wheel-drive models would be of additional interest to the keen four-wheel drivers. How much does the Ford Everest cost in Australia?Pricing for the next-generation Ford Everest starts at $52,990 before on-road costs for the base-model Ambiente in the cheapest rear-wheel-drive format. Opting for four-wheel drive (which includes a low-range transfer case, permanent all-wheel drive and locking rear differential) pushes that price up to $57,990, a $5000 premium. Trend specification, which keeps the same BiTurbo powertrain but gains some additional specifications and niceties, represents a $7300 jump in asking price for both rear-wheel and four-wheel drive. First stop for a V6 is the Sport, which is available only in four-wheel drive and is priced at $69,090. This could be the pragmatic pick of the range costing $3800 more than the Trend. Then, at the top of the range – and costing $8600 more – is the Platinum, which is also only available with a four-wheel-drive V6 powertrain. For the full rundown on pricing and specifications for the 2023 Ford Everest, read these stories here and here. Get a great deal todayInterested in this car? Provide your details and we'll connect you to a member of the Drive team. How much space does the Ford Everest have inside?The interior of the Ford Ranger is one that is unsurprising – if you’ve seen a new Ford Ranger lately – and effective for a family hauler and off-roader. Up front, additional cupholders (that pop out from underneath the air vents) across the range are a nice addition, in addition to the two regulation cupholders near the gearshifter. Along with the extra glovebox in the dashboard, it’s nice to see these make their way across the range of the Everest, which is in stark contrast to the Ranger (where only the Wildtrak and Raptor get such things). Materials and finishes step up their game as you go further and further up the specification ladder, but it has to be said that even the cloth-trimmed Everest Ambiente – with manually adjusted seats – feels well made and nice. Not upmarket necessarily, but well laid out. In the second row of the Everest you’ll find that both legroom and headroom are in bountiful supply. You’ll need to eat into that legroom for third-row usage (more on that in a moment), but you can do so with the 60/40-split sliding seat bases. The headline is scalloped out for a little bit of extra space, and the seat base slides (with a 60/40 split) for some additional space when needed, and the levels of comfort, visibility and amenity on offer are all strong. You’ll find air vents in the roof, and fan speed controls and power outlets are on the back of the centre console. There’s also a pop-down armrest (with pop-out cupholders) and space for bottles in the door cards. In the third row, the Everest is decent without being amazing. In order to get the best out of the rearmost seats, you need to move the second row forward quite a bit. My testing of fitting one of myself in each row behind each other did check out, though. With the second row moved as far forward without my knees going into the seat in front, I was able to squeeze into the third row with some comfort. Legroom is decent (for a third row), but headroom is a little limited. Kids would be happier back here, but adults will fit well enough. I also like the high level of visibility on offer back here, both through the side windows and forward through the cabin. There are some extra air vents in the roof, along with cupholders and a space to fit a tablet-style device: smart design that I haven’t really seen before. Entry into the third row is a little tight. Ford has helped your cause here with grab handles and some steps, but the aperture is a little tight and high up to access. Kids and the more capable adults among us will be fine, but the less limber and more heavy-set could struggle somewhat. A 259L boot grows to 898L when you fold that third row down and away, while going into van mode (as a two-seater) reveals 1823L of storage space. For comparison's sake, the old Ford Everest had 249L, 876L and 1796L respectively.
Does the Ford Everest have Apple CarPlay?The base specification is furnished with lots of digital acreage inside, setting the 2023 Everest Ambiente a long way in front of the previous-generation Everest. A 10.0-inch infotainment display – complete with Apple CarPlay and Android Auto that operate in both wired and wireless capacities – is a great system. It uses Ford's new SYNC 4 architecture, which packs in a lot of features and functionality, while also maintaining the balance of easy usage and navigation. There's also a wireless charging pad (which means you can charge and connect your phone without any cables), native navigation, digital radio and FordPass connectivity (which can do remote start, location services and locking/unlocking). Going up one specification level to Trend gets you a larger 12.0-inch infotainment display with the same portrait orientation, and both sized systems keep physical air-conditioning controls and a volume dial lower down for ease of use (especially on the move). Sport grade picks up a 10-speaker sound system (instead of eight speakers in lower grades), while top-spec Platinum gets the full-fat experience: 12.4-inch digital instrument cluster, 12-speaker B&O branded audio system, 360-degree camera system and ambient lighting. In any case, the Everest is well sourced for digital technology on the inside. While the 8.0-inch digital cluster is good in itself, the larger system brings with it more features, more data and information to dig through, and extra customisation abilities for the driver. Is the Ford Everest a safe car?On top of the 2022 five-star ANCAP safety rating – which is hot off the press – there are some good things to report on for the Everest. According to the ANCAP testing, adult occupants scored 86 per cent for protection, while child occupants did even better at 93 per cent. Vulnerable road users scored 73 per cent for protection, while the Everest's safety assist systems picked up an 86 per cent score. From the wide range of safety equipment available, Ford hasn't scrimped across the specification levels. Autonomous emergency braking (which includes reverse low-speed autonomous braking), intersection detection, lane-keep assistance (with road edge detection), lane-departure warning, blind-spot monitoring (which can include your trailer), parking sensors front and rear, and automatic headlights appear across the range. The 2023 Ford Everest also gets nine airbags – like the Ranger – which includes a front centre airbag. There are also driver and front passenger knee airbags, along with curtain airbag coverage that extends to the third row. Platinum picks up a 360-degree camera system – which would help for visibility in parking and tight spaces – and automatic parking assistance function, along with matrix LED headlights. How much does the Ford Everest cost to maintain?On top of a five-year, unlimited-kilometre warranty, Ford has recently revamped its servicing side of the business with the aim of making it more versatile and flexible. There are things like express service options, loan cars and the ability to book online, and Ford owners can even opt for a pick-up and drop-off service (for an extra cost, of course). Ford's service price guide on its website indicates a $329 servicing cost per year for the first four years, running to $1316 for the full period (and 60,000km). For the fourth (and final capped) year, a 2.0-litre Everest costs $383, while a V6 goes to $400. This initial servicing price is quite good and keeps initial costs down. While Ford hasn't yet published what indicative service costs might be beyond this point, it's a fair assumption to make that prices would head upwards.
Is the Ford Everest fuel-efficient?Gaining a sharp eye and good insight on fuel consumption is tricky on a first drive like this one, when you're jumping between different powertrains and specifications regularly in different driving conditions. That being said, the worst we saw out of the thirstiest option (V6) was around 12 litres per hundred kilometres, while being somewhat pummelled up some twisty mountain roads outside of Brisbane. We also saw approximate numbers of 8–9L/100km of indicated consumption in the BiTurbo Everest, with the V6 (once again roughly) settling down to 9–10L/100km after a longer and less vigorous drive. Instead of potentially leading you astray with inaccurate figures, we have this time stuck with the claimed consumption figures below for the time being. Unsurprisingly, the smaller and less powerful BiTurbo powertrain does come with an overall efficiency advantage. When these vehicles soon come through for more thorough testing in this regard, we will report back.
What is the Ford Everest like to drive?It’s no surprise – considering the platform-sharing Ranger feels similar in many respects – but this Everest feels nicely dialled overall. The BiTurbo engine with its 154kW/500Nm feels quite punchy, with less of an ‘elastic band’ feeling than the previous iteration of the same engine. The powertrain has been updated with this new-generation model, and the gearbox shifts more astutely with recalibrated tuning and a new torque converter. It now feels much more direct, and is a better powertrain for the changes. In comparison, the V6 has a nice surge of lazy torque available with 600Nm at 1750–2250rpm. Peak power is very low in the rev range with 184kW at 3250rpm, which means the engine operates mostly between 1500 and 2500rpm. Once you punch it upwards into the peak power area, the car feels peppy and eager. It’s not Amarok 580 responsive, but certainly gets moving when required.
For some reason, the V6 Sport specification felt like it had a little more punch and eagerness in comparison to the Platinum, but we’ll have to revisit this at a later date to know for sure. In any case, the V6 powertrain is low-revving and unstressed in its nature, with that important shove available in the lower rev range. You’ll feel a difference in weight over the nose of the two variants, with the BiTurbo steering slightly more sweetly and with a more lively response. Steering feel is good and well balanced with the V6 under the bonnet, with a slight leaden feeling (when compared directly to the 2.0). For a four-wheel-drive vehicle with a 3500kg towing capacity, good payload and proper off-road capability, this new Everest steers with impressive decorum and ability. This is something we have long noted in the previous-generation Everest, and the new model maintains that trait. The ride quality is also mostly very good. We noticed more busyness and less outright compliance on the top-specification Platinum model, which we put down to the 21-inch wheels and slightly higher weight to deal with. It’s certainly less smooth, and something that the 18-inch wheels on the Sport specification go a long way to fix.
Go down to the 17-inch wheels on the base Ambiente model (and its lower overall weight) and the ride quality seemed to improve once again. Also, the benefit of a smaller and lighter engine over the nose helped in this regard slightly, with the ability to zip over bumps without much reaction appreciated. Larger bump absorption – through potholes and over speedbumps, for example – feels good. But feeling similar to the previous-generation Everest in some respects, the improvements in on-road driving feel less marked. Rising slightly from a high base, you could say. Refinement is good in both cases, and helped by the better shifting and smart ratio holding from both V6 and inline four. Fewer shunts and less unwanted buzzing from the powertrain certainly help. A small detail here: Trend specification and upwards pick up acoustic-laminated glass for some additional sound deadening. And while many Australians will prefer the V6 – simply because of our undying love of capacity under the bonnet – I would implore buyers to not gloss over the option of choosing the cheaper, lighter BiTurbo powertrain.
This is especially the case if you’re not planning on towing or doing lots of heavily laden touring. For around-town driving with a light to moderate load on board, you’ve got ample punch, refinement and responsiveness from the four-cylinder powertrain. Plus, you get the benefits of better fuel economy and a nicer steering feel. That being said, I doubt many will regret going up to the V6. It costs a few grand more and uses more fuel, but provides a nice low-rev surge of torque and faster overall acceleration. Unladen, the difference between powertrains is certainly noticeable. And once you start loading up the cabin and towball of the Everest with weight – using that 3500kg towing capacity – then this advantage will only get bigger.
While we did do some off-roading in the new Ford Everest, we'll need to do more to get a clearer idea of its true capability and performance in this regard. Having 17-inch and 18-inch tyres is always a good start, along with a locking rear differential and a handful of off-road driving modes to choose from (in higher-specification grades). The permanent all-wheel-drive system of the Everest is different to what you'd find in a Pajero Sport or LandCruiser Prado, and is more sophisticated than the part-time four-wheel-drive system of an Isuzu MU-X or Toyota Fortuner. In terms of off-road, the important thing to note with this system in the new Everest (which uses electronically controlled clutch packs) is it can fully lock into a true 50/50 split front to rear and mimic a locked centre differential or 4H. Should I buy a Ford Everest?There is a lot to like about this new Ford Everest, which takes the baton from a strong position. If you throw your mind back to not very long ago, the Ford Everest – a one-time grand champion of Drive Car of the Year – won its segment at a recent DCOTY event. The recipe has been improved with this new model. The V6 will be a major drawcard in its own right, no doubt. And the 3500kg towing capacity equals the new Isuzu MU-X, while it betters many other options (including the LandCruiser Prado). And while the V6 might be the talk of the town, the smaller and less desirable BiTurbo powertrain feels fresh and competent in this application, getting a new lease on life from Ford tweaking the tune and components. Special mention must go to the lowly Ambiente model, which feels like a happy little jigger and well-specced for the asking price. This will be competing directly with the likes of Mitsubishi's Pajero Sport and Isuzu's MU-X, and will hold a clear and (for now) unassailable advantage over them. If you want to go big, then the V6 Sport would be the most pragmatic choice. You'd have to wind back the clock to Nissan's Pathfinder Ti 550 for a similar engine in a similar car, and the question must be asked: why did it take so long?
Platinum is loaded to the hilt with specification, and will put things like a top-spec Kakadu, or even a low-spec LandCruiser or Defender, under the microscope. However, it does come with a fair hike in price over the already nice Sport. Ratings Breakdown2022 Ford Everest Platinum Wagon7.7/ 10Infotainment & Connectivity Interior Comfort & Packaging Insurance from $1,092/yr Estimate details Sam Purcell has been writing about cars, four-wheel driving and camping since 2013, and obsessed with anything that goes brum-brum longer than he can remember. Sam joined the team at CarAdvice/Drive as the off-road Editor in 2018, after cutting his teeth at Unsealed 4X4 and Pat Callinan’s 4X4 Adventures. Read more about Sam Purcell How much is the new Ford Everest 2023?2023 Ford Everest Pricing and Specs. The Ford Everest 2023 prices range from $50,090 for the basic trim level SUV Everest Ambiente (rwd) to $77,690 for the top of the range SUV Everest Platinum (4X4).
How much is a 2022 Ford Everest sport?The Ford Everest 2022 prices range from $50,090 for the basic trim level SUV Everest Ambiente (rwd) to $77,690 for the top of the range SUV Everest Platinum (4X4).
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SUV.. Does the Everest sport have a sunroof?From a panoramic sunroof to seven airbags, it's the finer details of the Everest you'll come to love. These clever touches make your drive easy and comfortable, every day.
Is Ford Everest coming to Malaysia?FORD's 2022 next-generation seven-seater luxury sports utility vehicle (SUV) arrives in three grades to choose from. The 2022 Ford Everest line-up consists of the two-wheel drive (2WD) Sport variant, the four-wheel drive (4WD) Trend, and high-spec 4WD Titanium.
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