Ford Everest Trend 2019 bi-turbo review

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The 2.0 litre engine delivers more power and torque than the 3.2 but with better fuel economy.

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Five seats or seven

Ute origins exposed

More standard features

The verdict

Five seats or seven

The new engine/transmission package is standard on the top-spec Titanium (4WD only) and rear-wheel drive mid-spec Trend models, and as an option to the 3.2-litre six-speed auto on the 4WD Trend. The entry-level Ambiente retains the 3.2-litre package but it also has five-seater options over the standard seven seats found on all other Everests.

The 2.0-litre diesel uses less fuel than the 3.2-litre model, with an official consumption of 6.9L/100km for the rear-wheel-drive model and 7.1L/100km in the four-wheel-drive. On test our 4WD 2.0-litre Trend averaged 8.5L/100km, which was significantly less than the last 3.2 Everest we drove. Note that Everest engines require add-blue, a urea fuel additive that reduces exhaust emissions, to meet emission requirements (unlike its Ranger ute cousin, which is classified as a commercial vehicle).

Once up and rolling, the 10-speed auto does its job efficiently; the shifts are generally inconspicuous. With an extra four ratios it always seems to be in the right gear to make effective use of the engine’s strong low- to mid-range torque. At low speeds, however, particularly in stop/start traffic, we experienced an occasional abrupt shift.

Ute origins exposed

Everest is based on Ford’s Ranger ute but was launched with a refined chassis and suspension set-up to produce ride, handling and steering that are more civilised for a family-friendly large SUV. Minor tweaking has further improved the dynamics. It’s a comfortable highway cruiser and does a good job around town.  At low speeds, however, there is no disguising its bulk and ute origins, such as its large turning circle. Some thumping on small bumps highlights the initial firmness required to provide a controlled ride over the variety of on and off-road conditions this type of vehicle would encounter.

With the bi-turbo engine, Everest’s towing capacity increases to 3100 kilograms. The top three gears are overdrive ratios (greater than 1:1) which is not always ideal when hauling close to maximum load, but Ford says there is no need to avoid any gears when towing; the 10-speed will decide the right gear for the situation. However, it’s possible to override the transmission through Progressive Range Select (PRS) which allows progressive lock-out of the high gears or for as many gears as the driver wants. In PRS mode, the transmission continues to shift automatically but only up to the maximum gear selected.

More standard features

Apart from the mechanical changes, this update is relatively minor. Some features previously found only on the high-grade models are now standard across the range, such as keyless entry and push-button start, Ford’s SYNC 3 infotainment system with sat-nav, Apple CarPlay and Android Auto compatibility, and digital radio.

From its looks and feel, Everest means business. It’s a bit of a climb into it but the appeal of its spacious, practical cabin and the commanding view from a high, upright seating position is unquestionable. Instrumentation, controls and switches are all logically placed and clearly marked.

Prices start from $49,190 plus on-road costs through to $73,990. The all-wheel-drive 2.0-litre bi-turbo we drove is $61,190 plus on-road costs. And like all other Fords, Everest is now covered by a five-year/unlimited-kilometre warranty.

The verdict

Everest has a good selection of well-equipped 2WD and AWD models, a practical cabin (with five or seven-seat options) and strong performance on and off the road.