It’s perhaps no surprise that the Ford Everest is currently the best-selling large SUV in Australia. Based on the same T6.2 platform that underpins the Ranger dual-cab, the fact the Everest was developed down under, for Aussie conditions has won it plenty of favour.
The Achilles’ heel of the Everest was its four-cylinder engine options that featured a controversial wet timing belt design. You don’t need to look terribly hard online to find harsh criticism of it either.
Ford has clearly taken note of this feedback, and has revised the Everest lineup as part of a mid-year MY26.50 update, addressing this engine’s issues head-on. To find out whether the Blue Oval brand has done enough, we headed to the company’s You Yangs Proving Ground.
Headlining the revised Everest lineup is the news that there is now a single four-cylinder diesel engine option available. Gone is the twin-turbo 2.0-litre that was specific to this platform in favour of a global version of a single-turbo 2.0-litre with a timing chain.
While its outputs sit at 125kW and 405Nm, it promises improved durability and fuel economy. Alongside it, Ford has widened the availability of the powerful 184kW/600Nm 3.0-litre V6 turbo diesel engine to now span the entire lineup.
There’s also a new entry-level variant. Known as the Active, it replaces both the Ambiente and Trend variants. You’ll find the Sport positioned directly above it, and available with the new 2.0-litre. From there, the off-road focused Tremor model comes standard with the V6.
The Wildtrak has also returned to the Everest lineup, and the rather swish Platinum remains at the top of the tree. At the launch, we spent most of our time at the two bookends of the range in the Active 2.0-litre, priced at $60,000 drive-away.
The Platinum V6 which charges $83,490 before on-road costs. You can find further details in our pricing and specs story. The new Active variant offers a very compelling entry point to Everest ownership.
Not only is it priced smartly, but it has plenty of kit, with black 18-inch alloy wheels, leather-accented seats, rear privacy glass, a 12.0-inch infotainment display, and a tyre pressure monitoring system, all standard.
At the other end of the spectrum, the Platinum is a gorgeous thing inside with quilted leather-accented upholstery, 10-way power adjustable seats with heating and ventilation, a heated leather steering wheel, panoramic moonroof, and 12-speaker B&O audio system.
The Platinum is a slick thing on the outside, too, riding on 21-inch alloys and sporting an optional new Acacia Green hue. Model-specific lettering across the bonnet adds a nice Range Rover-inspired touch.
There are no particularly major changes inside the Everest as part of this MY26.50 update, but that’s probably a good thing as its cabin still holds up incredibly well. Across the board, it features a blend of good materials and excellent build quality inside.
Its SYNC infotainment system is responsive and easy to use. All Everest models do come with three rows as standard, seating seven occupants in total, but those buying the Tremor can now have the third-row seats removed as a no-cost option to increase boot space.
The real changes come out on the road, which is why we opted for the four-pot Active at every opportunity we could. On the drive between Melbourne Airport and You Yangs Proving Ground, we were set the challenge of achieving the best fuel economy possible.
We saw an indicated return of 7.2-litres/100km, good enough for second best on the day and just shy of the 7.1-litres/100km claim. It’s clear how much efficiency has been prioritised with this revised engine, as a new fuel injection system is among other upgrades.
While its outputs might look a bit thin on paper, the standard 10-speed automatic transmission helps the little 2.0-litre remain right in the sweet spot, with peak torque on offer from 1750-2500rpm.
The transmission, offered across a number of Ford products, also feels far smoother and less busy here than it has in some other applications. Do note though that the four-cylinder features a part-time 4WD system rather than the full-time setup offered with the V6.
Also noteworthy with this engine is just how refined it is. It sounds very muted inside the cabin, with no diesel clatter to be heard. Just don’t expect it to blow you away with performance along the way.
It might be better than you’d think, but it’s still not a lot of power in a vehicle with a 2245kg kerb weight in this Active spec. That’s where the punchy V6 comes in, with this popular engine option managing to hustle the Everest Platinum confidently.
Even with an extra 220kg of weight from its lavish kit-out you can simply lay into the throttle as hard as you like, and it delivers an immense wave of torque that won’t leave you wanting. That’s especially noticeable in back-to-back testing with the Ranger.
With the ability to put both through their paces, it’s clear to see how different the character of this SUV is compared to its ute sibling. Thanks to coil springs front and rear, rather than rear leaf springs in the Ranger, the Everest handles more smoothly.
It has a far more compliant ride, with excellent rebound on undulating Aussie country roads. The base platform might be the same, but there are plenty of changes to be felt behind the wheel.
Now that the base four-cylinder engine has been revised, and given its impressive fuel economy at a time when fuel prices are highly volatile, the Everest only adds even more appeal with this mid-year update.
From sampling it at the home of its development, it’s also clear how focused it is for our market. You can find out more about this revised model on the Ford Australia website, or by getting in touch with your local dealership. The updated MY26.50 Everest is available now.
Our test vehicles were provided as part of a Ford Australia media launch event. Exhaust Notes Australia was not paid to attend this event.
