The best-selling large SUV in Australia has been upgraded – but one of the best powertrain options has been axed.
Ford doesn’t offer the a bi-turbo engine anymore. It was excellent. But instead, the Blue Oval brand has added a new base engine, and increased the number of V6 options on offer.
MORE: ‘Walking ATM’: ‘Shameless’ $9bn grab probed
The new powertrain is a 2.0-litre single-turbo diesel, which – unlike the old ‘wet-belt’ bi-turbo – has a timing chain, new injectors and a new fuel pump. If you know, you’ll know why that’s important…
It’s no powerhouse, though, with 125kW and 405Nm. That’s 23 per cent less power and torque than the old base engine. But at least it has a 10-speed automatic and selectable 4×4, which means it can do off-road stuff but still offer a good experience on the road.
There’s also the carry-over V6, which still punches out 184kW/600Nm, and is now more readily available, offered in all trim grades.
Both have stated towing capacity of 750kg unbraked and 3500kg braked, but the 2.0L has a selectable 4×4 system, while the V6 has permanent four-wheel-drive, meaning it can offer you AWD traction at all times, if you need it.
Comparing the two is like night and day. The 2.0-litre is fine. The V6 is fun. If you like fun, buy the more expensive one.
Each has a 10-speed auto, and you’ll notice that more in the 2.0L. It is more, ahem, active in its gear management, making use of less torque to try and maintain momentum. The V6’s auto is less intrusive, and it just has more on-tap urge.
Both drive great, though, with precise steering, surprising nimbleness, and good refinement. The V6 is heavier and feels it, but both are manageable and user-friendly.
MORE: ‘Wow!’: One-armed driver beats cops’ charges
And while the drive wasn’t that focused on the rough stuff, these Ranger-based off-roaders are among the best in the business for off-roading, with excellent predictability and great technology – the off-road hill descent control system is among the best, and it’s very easy to place the Everest on tracks and trails.
Now, the model range.
Gone are the Ambiente and Trend trim levels, with the new entry-level Active model offered from just $60,000 drive-away for the 2.0L. The V6 commands an on-paper price premium of $8000, but there are no drive-away deals for the V6 Active, so it’ll be closer to $70,000 in your driveway.
It’s a decent grade on spec, with five seats standard but the option of a seven-seater layout, as well as leather seats, 18-inch alloys, privacy glass, and a new 12-inch touchscreen, not to mention tyre pressure monitoring – previously reserved for top models.
The interior of the base model feels good value, but not special. The bigger touchscreen hasn’t come at the expense of climate and media buttons and dials, thank goodness, and the back seat can be slid fore and aft for more boot space if needed.
Next up the ladder is the Sport grade, offered as a 4-cyl 4×4 ($68,990 plus on-roads) or V6 ($76,990 plus on-roads) offering, with some different styling and inclusions, and a surround-view camera, which wasn’t previously available in this spec. It has seven seats standard.
The most off-road-focused model is the Tremor V6 at $79,990 plus on-roads, with either five or seven seats. It has different suspension, wheels, tyres and equipment, and now has stuff that was previously optional like heated and ventilated front seats with power adjustment.
And the flagship Titanium V6 at $83,490 plus on-roads adds some top-shelf blingy bits, including huge wheels and road-focused tyres.
This isn’t what you’d call a “mid-life” update for the Everest, more of a rolling change with some important adjustments – but it remains to be seen if the brand will follow the same path seen in the Ranger ute and offer a plug-in hybrid option.
MORE: Call to fine Aus drivers of SUVs, utes more
It would make sense, given the market the Everest SUV is playing in – Denza’s B5 and B8 and the GWM Tank 300 and Tank 500 models offer options with PHEV tech, and you can expect more options that aren’t exclusively diesel-powered in the coming 12-18 months, too.
Meanwhile, the fuel consumption figures are notably different between the 4-cyl and V6 models, with the respective claims being 7.1 litres and 8.5 litres per 100km (9.3L/100km for the Tremor). On test, I predominantly drove the 4-cyl Everest and saw 9.1L/100km.
VERDICT
4.0 stars
There is no doubt that the Everest remains one of the most compelling family SUV options for buyers in the market for a big off-road wagon. It’s still a cracker.
