The Ford Everest has always been one of the stalwarts in the pickup-based SUV automotive segment, innovating technologies and convenience features that has made it a consumer favorite among tough contenders such as the Toyota Fortuner, Mitsubishi Montero Sport, and Nissan Terra. We recently got a chance to drive Ford’s Next-Gen Everest in Kanchanaburi, Thailand to see what Ford has done to improve the model for this third generation. And while still based on the previous Ford T6 platform, Ford has gone to great lengths to make this all-new Ford Everest one of their most impressive SUV offerings yet.
The new look is immediately apparent. It’s bolder, more rugged, more aggressive. Its front end is shared with the new Ford Ranger, boasting a larger grille with integrated C-Clamp headlights featuring adaptive LED technology. The beltline is levelled off, giving it a more horizontal feel leading into a much steeper rear windscreen. The rear is a lot more squarish in design, emphasizing a sense of roominess. The designers have done a great job in stretching those corners as far apart as they can, without looking too bulky. If it looks more planted, that isn’t just the design at work. The new Ford Everest’s design sees a 50 millimeter increase in track width both front and rear, as well as a 50mm longer wheelbase bringing it to 2900mm – longer than a Toyota Land Cruiser 300 – while still retaining shorter overhangs. The top-spec Titanium variants get 20-inch alloys on 255/55 R20 tires, while lower specs ride on 18-inch alloys on 255/65 R18 tires.
Inside is equally impressive. The fully integrated 12-inch center screen immediately catches the eye as it dominates the entire front of the cabin. Then you notice the new shifter. It resembles the e-shifters of premium cars from BMW, but it actually functions just like a regular automatic transmission shifter, just with a shorter throw. Ford T6 Chief Platform Engineer Ian Foston mentioned that the idea was to make it feel like a computer mouse, giving a sense of familiarity to its users. This takes a while to get used to, but feels great to use once you do, and you start to wonder if other manufacturers will follow suite. Like the predominant theme of the Everest – bigger and better – the full color digital instrument cluster is likewise huge, taking up the entire space with a sharp and highly legible 12.4-inch display on the top-of-the-line Titanium trims. Lower spec models will get an 8-inch cluster.
We see new seats as well. The front and second row seats have been redesigned, with special attention being given to the second and third row, making ingress and egress easier. The cargo space makes good use of the increased size, adding an extra 39 liters to its total capacity. Small details have been added for convenience such as third-row pockets large enough to fit full-sized tablets, and enough charging points to power a small concert – two USB ports at the front console, two more at the second row, wireless charging, three 12V power sockets located at the console armrest, third row seat, and cargo area, and one 230v/400W inverter at the second row. To summarize, the interior maintains everything we loved about the current Ford Everest but improves on it in terms of space and functionality. The second-row seats tilt and slide with a 60:40 split, and the third row splits 50:50 and folds with the touch of a button. Both second and third row seats fold flat to allow for long loads.
Powering the Next-Generation Ford Everest in its top-of-the-line trim is a familiar engine: the 2.0-liter 4-cylinder Inline 16V Bi-Turbo Diesel that we first saw on the Ranger Raptor. Output remains the same at 207 bhp @ 3750 rpm and torque at 369 lb-ft @ 1750-2000 rpm. Lower spec Everests get the single VG turbo 2.0-liter producing 168 bhp and 299 lb-ft of torque.
Where the Next-Generation Ford Everest takes the biggest stride is its technology, in terms of safety, entertainment, and convenience – something the Everest already did very well in. There’s a lot to talk about here, so let’s start with its infotainment system. The all-new Everest now features Ford’s SYNC 4A connectivity software with added voice control, which includes wireless Apple CarPlay and Android Auto support, putting its large touch screen to good use. All variants of the Ford Everest get 8 speakers. The new Ford Everest also gets the ability to connect to the FordPass Connect app, which allows you to access remote features such as start/stop, pre-cool the cabin, lock/unlock, locate vehicle, and vehicle status check. The app also relays important information such as fuel and oil levels, service history, and warranty details.
Important convenience features that Ford brought to the Next-Generation Everest include New Active Park Assist 2.0, which automatically parks the car in tight parallel or reverse perpendicular spots with the press of a button; and New Reverse Brake Assist, which detects vehicles, pedestrians, or other obstacles behind you as you’re backing up, providing an audible alert or completely stopping the car for you if you don’t react in time. This is on top of Ford’s other Advanced Driver Assist Technologies such as Adaptive Stop-and-Go Cruise Control with Lance Centering which brings you all the way to a full stop if needed and automatically resumes driving once the car ahead resumes, Auto High-Beam Headlamps, automatic emergency braking with Pedestrian Detection, Forward Collision Warning with Brake Support, Post-Impact Braking, Lane Keeping System, Lane Departure Warning, Blind Spot Information System with Cross-Traffic Alert and Braking, a 360 Degree Camera, Evasive Steer Assist, and a Tire Pressure Monitoring System. This safety suite is supported by 7 airbags – front dual, front side, side curtain, and knee.
But more noteworthy is how the Next-Generation Ford Everest actually drives. Improvements have been made to ensure that the Everest is class-leading in terms of comfort and noise levels. Not only does the increase in the Everest’s track improve stability and control, but tweaks to damper settings to its double wishbone with coil spring suspension up front and coil spring plus beam axle rear suspension at the rear. Improvements have been made to the brakes as well, although brake dimension remain the same from the previous model. Testing the Everest on the road revealed these statements to be true. Comfort and ride stability have been greatly improved, almost to monocoque crossover levels. Bumps and road irregularities are impressively suppressed, to the point where even driving on uneven dirt roads barely disturbs the cabin. Noise levels have indeed been reduced, with loud outside noises such as honks or conversations greatly dampened.
Off-road, the Next-Generation Ford Everest equally shines, with new 4×4 modes added to assist the driver in precarious off-roading situations. In addition to the “Normal” and “Eco” driving modes, which affect power delivery and transmission to optimize fuel economy, “Slippery Mode” is designed to help drivers cross slippery and loose road surfaces, taking control of the engine, transmission, and traction control to reduce wheel spin. “Mud/Ruts Mode” automatically engages the rear electronic diff lock, and is designed to maximize grip and maintain vehicle momentum while allowing the wheels to spin at speed to clear mud from the tire treads. Engaging this mode also activates the 360 degree camera, which helps you navigate obstacles all around you such as tree branches, boulders, or large holes.
We got to put the Next-Generation Ford Everest through its paces, tackling steep inclines, wet and muddy roads, large ruts, and even tested its 800mm water wading capabilities, and the Everest passed with flying colors. It wasn’t even challenged as we drove through farmlands with unpredictable terrain, with the Everest rewarding us with a highly confident drive where we might have been slightly worried in less capable vehicles.
Ford has done an incredible job with the Next-Generation Ford Everest, leaving us thoroughly impressed. It’s obvious that Ford has listened to the concerns and wishes of fans of the previous model, improving key aspects of its design, together with adding even more features and benefits to the average user where it matters. We’ll see the final Philippine specs when it launches next week, but our brief test of the Ford Everest in Thailand has left us excited to see what’s in store for the local market.
|Cylinder Head||dohc 16V|
|Fuel Injector||Direct Injection Intercooled Twin-Turbodiesel|
|Max Power (bhp @ rpm)||207 bhp @ 3750 rpm|
|Max Torque (lb/ft @ rpm)||369 lb-ft @ 1750-2000 rpm|
|Suspension System||Front: Double Wishbone with Coil Spring and Anti-Roll Bar; Rear: Coil Spring with Watt’s Link and Anti-Roll Bar|
|Brakes||Front: Ventilated Discs; Rear: Ventilated Discs|
|Tires||20” Alloy Wheels with 255/55 R20 Tires|
Weight and dimensions
Fuel consumption and CO2 emissions
|Fuel Capacity||80 liters|