The pickup-based mid-sized SUV is a completely different animal compared to what it was two decades ago. From a no-frills, humble 7-seater with go-anywhere ability, they’re now regarded as a status symbol—one that combines any terrain capability with a long list of comfort and convenience features. Among all the nameplates out there, only one has continued to ride the wave, and that’s the Ford Everest.
Like all the Everest generations before it, the latest one borrows its basic underpinnings from the Ranger pickup truck. However, Ford didn’t just put a different body on top and call it a day. Like the previous Everest, they swapped out the rear leaf springs for coil springs and a Watt’s linkage. As expected, this gives it improved passenger comfort and vehicle dynamics which are simply top of its class.
There’s still no mistaking this for a unibody crossover, but it comes closes in certain scenarios. For one, there’s the NVH. Thanks to excellent and well-placed insulation materials, it’s quiet at whatever speed with just a hint of tire noise its only chink. Then, there’s the suspension itself. With a longer travel, widened tracks, and longer wheelbase, it does a superb job of soaking just about every bump or irregularity on the road. Finally, there’s the electrically-assisted power steering. It doesn’t provide feedback, but at least it’s well-weighted and precise enough to instill confidence when driving a two-ton, almost-five-meter-long SUV.
Now, if there’s one thing that ruins the Everest’s generally stellar dynamics, it’s the brakes. Though the all-vented disc setup should provide more than ample stopping power, the decision to equip the Titanium+ 4WD variant with an electronic brake booster results in a spongy, inconsistent pedal feel. It’s hard to judge what sort of braking force you’d get vis-à-vis the amount of pressure you apply on the pedal.
Like the previous Everest, the new one’s powered by the 2.0-liter turbo diesel engine. It’s down on displacement compared to its rivals, but thanks to twin turbocharging, the on-paper figures leave almost everyone in the dust: 210 horsepower and 500 Nm. However, in the real world, the power delivery is peaky. It starts out strong with great off-the-line pull, but its progress drops off quite quickly after that. There’s no second wind here, but at least by that time, you’re already close to reaching triple digit speeds.
The accompanying 10-speed automatic, a bane in the old Everest, has been largely fixed here too. The wide ratios help mask the engine’s peaky nature and helps maintain its forward progress. A hidden menu—accessed by pressing either the + or – switch on the gearlever—reveals which gear’s engaged at any given time. It also offers some surprises—like how at 35 km/h, it’s already at fifth gear. Sadly, the gearbox still gets confused at times. During downshifts, there’s almost always a momentary delay. Also, the added complexity of this gearbox hasn’t generated stellar fuel economy numbers. At best, it does 10.41 km/L, but during the daily slog, it drops down to 6.89 km/L—the worst among the current crop of mid-sized SUVs. Thankfully, Ford realized this and has fitted an 80-liter fuel tank.
Ford’s decision to use this particular engine and transmission combo also has an effect on the Everest’s payload capacity. It’s not something usually talked about but its gross vehicle weight is pegged at 3,100 kilograms. With a curb weight of 2,385 kilograms, this means the payload is just 715 kilograms—that’s about 102 kilograms per occupant, if you plan to use all seven seats without luggage. That’s, surprisingly, just the same as the Montero Sport 4WD and slightly lower than the Fortuner LTD (750 kilograms). It’s better though than the Terra 4WD (667 kilograms) and mu-X LS-E (665 kilograms).
Based on design alone, the Everest is a winner. The upright stance and squared off body makes it more chiseled and muscular than ever, helped by the fact that the 20-inch alloys now fit flush to the bodywork. The front, except for some bumper detail, is downright a copy of the Ranger, and that’s totally fine. At the profile, it’s made its biggest strides with a less rounded, more chunky appearance for increased visual heft. The rear too looks neat with the full-length taillight broadening the look. Although, to be honest, the taillight graphic looks cheesy.
Since the Everest is based off the Ranger, the interior treatment is largely similar. What is surprising is that if you poke around long enough, you’ll see some bits that never made it from the pickup to SUV transition such as the hood latch and some iconography on the SYNC 4A which both show a pickup truck. That minor issue aside, Ford has stepped up their game in both materials and finishes, enabling it once more to become the pack leader. Mind you, it’s not luxurious, but it’s well-made and nicely laid out.
The well-appointed dash comes with a large 12-inch screen in the middle, while the traditional gauges have been swapped out for a 12-inch screen. The steering wheel now adjusts for reach and rake, and when paired with the powered driver’s seat (the front passenger’s also power adjusted) makes for one ergonomically solid driving position. As a side note, Ford says it features eight ways of adjustment, but their count includes the power lumbar support so in reality, it’s just six ways of movement with the seat cushion height adjustment moving as one piece.
Onto the second row, there are no complaints here. The bench looks flat, but this does allow three burly adults to sit side-by-side each other with some shoulder and elbow room to spare. The bench also slides in a 60/40 split allowing you to adjust the available leg room. And despite the moonroof and ceiling-mounted vents, there’s good levels of headroom as well.
Unfortunately, the Everest’s additional girth doesn’t directly translate to a roomy third row. The legroom is dependent on the mercy of those in the second row. If the second-row occupants agree to compromise, its livable, for short distances. However, if they don’t feel generous, they can cut off the blood circulation of anyone in the last row barring children. Headroom, while an improvement from before, is still tight. Also, because the second row doesn’t tumble, getting in and out from the third row requires being double jointed or possessing athletic dexterity. Also, refrain from wearing any tight-fitting clothes that may decide to rip itself halfway as you contort your way out. Don’t ask how I know.
Going back to tech, this is single-handedly the Everest’s biggest advantage. The portrait-style screen is easy to use and navigate with most menus being just one or two levels deep. With large icons it should theoretically make it easy for drivers to operate while on the move. In reality, it takes practice and lots of luck to get right. Thankfully, there’s still a row of physical buttons for the climate control and volume at the bottom. It also comes out of the box with both wired and wireless Apple CarPlay and Android Auto. There’s also FordPass which can do remote start, location services, and lock/unlocking using a smartphone app and an e-SIM built into the vehicle.
Of course, technology could lead to some frustration, and here, it’s down to the awkward gear lever design. In principle, Ford says it was engineered to allow drivers to shift between D and R when parking without needing to look at the gear indicator. In reality, it’s guaranteed to make you miss your desired gear position (the Manual and +/- buttons on the side are also really easy to hit by mistake). The shape and action feel like a stop-gap between a traditional lever and an electronic shifter. It’s meant to be held like an electronic shifter (like a mouse), but the operation itself is still mechanical. This makes the entire thing more complex than it needs to be.
The Everest Titanium+ 4WD is the top-trim variant and for that comes full loaded with everything and the kitchen sink. Priced at P 2,525,000, it’s the only one in the line-up, and the only one in its class to offer a full suite of Advanced Driver Assist technology from adaptive cruise control (with stop/go support) to forward collision warning with emergency braking to blind spot indicators to tire pressure sensors and a 360-degree camera. It can even park itself in both perpendicular and parallel spaces thanks to Active Park Assist.
Like its predecessors, the next-generation Ford Everest comes out yet again as a compelling and comfortable proposition for families looking for a vehicle that can mostly do it all. I was already doing car reviews when the first-generation Everest debuted in 2003, so it’s amazing to see how far things have gone in the past 20 years. It’s even more amazing how Ford’s managed to keep up with the trends, transforming this young nameplate into a venerable icon. The latest generation might have some hiccups, but overall, it’s nice to see Ford continue to school its rivals if they put their hearts and minds into it.
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2023 Ford Everest 2.0 Bi-Turbo Titanium+ 4x4 |
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| Bottom Line | |
| Pros | Excellent NVH, composed ride, well-packaged. |
| Cons | Clumsy shifter design, thirsty, difficult ingress/egress in 3rd row; spongy brakes. |
| TL;DR | Ford and the Everest schools other pickup-based SUVs. |
| Ownership | |
| Year Introduced | 2022 |
| Warranty | 5 years / 150,000 kilometers |
| The Basics | |
| Body Type | Mid-sized SUV |
| Seating | 7 |
| Engine / Drive | F/4WD, Part-Time, Low, Locking |
| Under the Hood | |
| Displacement (liters) | 2.0 |
| Aspiration | Turbocharged |
| Fuel Delivery | Common Rail |
| Layout / # of Cylinders | Inline-4 |
| BHP @ rpm | 210 @ 3,750 |
| Nm @ rpm | 500 @ 1,750-2,000 |
| Fuel / Min. Octane | Diesel |
| Transmission | 10 AT |
| Cruise Control | Yes, Adaptive |
| Fuel Economy (km/L) @ Ave. Speed (km/h) |
6.89 km/L @ 14 km/h, 10.41 km/L @ 26 km/h (fueled with Petron Turbo Diesel) |
| Dimensions and Weights | |
| Length (mm) | 4,914 |
| Width (mm) | 1,923 |
| Height (mm) | 1,842 |
| Wheelbase (mm) | 2,900 |
| Curb Weight (kg) | 2,385 |
| Suspension and Tires | |
| Front Suspension | Independent, Double Wishbone |
| Rear Suspension | Coil Spring w/ Watt's Linkage |
| Front Brakes | Vented Disc |
| Rear Brakes | Vented Disc |
| Parking Brake | Electronic, w/ Auto Hold |
| Tires |
Goodyear Wrangler
Territory HT 255/55 R 20 V (f & r) |
| Wheels | Alloy |
| Safety Features | |
| Airbags | 7 |
| Anti-Lock Brakes (ABS) | Yes, with EBD |
| Traction / Stability Control | Yes |
| Parking Sensors | Yes, Front & Rear |
| Parking Camera | Yes, 360-degree |
| Front Seatbelts | 3-pt ELR w/ pre-tensioners x 2 |
| Rear Seatbelts |
3-pt ELR x 3 (2nd row), 3-pt ELR x 2 (3rd row) |
| ISOFIX Child Seat Anchor | Yes |
| Other Safety Features |
Hill Start Assist Rollover Mitigation Hill Descent Control Tire Pressure Monitoring Autonomous Emergency Braking Pre-Collision Assist Forward Collision Warning Lane Departure Warning w/ Lane Keep System Blind Spot Indicators w/ Rear Cross Traffic Alert Driver Alert System Active Park Assist 2.0 |
| Exterior Features | |
| Headlights | LED |
| Fog Lamps | Yes, Front (LED) & Rear |
| Light Operation | Auto |
| Wiper Operation | Rain-Sensing |
| Tailgate | Power, w/ Hands-Free |
| Interior Features | |
| Steering Wheel Adjust | Tilt/Telescopic |
| Steering Wheel Material | Leather |
| Seating Adjustment (driver) | Electric, 8-way |
| Seating Adjustment (front passenger) | Electric, 8-way |
| Seating Surface | Leather/Leatherette |
| 2nd Row | 60/40 Split-Fold, Reclining, Sliding, w/ Arm Rest |
| 3rd Row | 50/50 Split-Fold, Power |
| Sunroof | Yes |
| Multi-Information Display | Yes |
| Convenience Features | |
| Power Steering | Yes |
| Power Door Locks | Yes |
| Power Windows | Yes |
| Power Mirrors | Yes, w/ Fold |
| Rear View Mirror | Auto-dimming |
| Proximity Key | Yes |
| Climate Control | Front, Dual Zone, w/ Rear Aircon |
| Audio System |
Stereo USB Type A USB Type C Bluetooth |
| Smartphone Connectivity |
Apple CarPlay Android Auto |
| # of Speakers | 8 |
| Steering Controls | Yes |
Ford always more advance on tech, but always low on reliability.
ReplyDeleteNew tech usually means more problems initially.
DeleteUnreliable engine and transmission.
ReplyDeleteYet Ford is still usually in the top 5 in terms of sales in the Philippines and one of the top selling manufacturers in the world. I wonder why. 🤔
DeleteFord vehicles usually more techie, goodlooking, more badass and prIced competitively here(5 years warranty add to peace of mind) and in USA
DeleteUly, is this FordPass an aftermarket service that's already built-in (but basic features only) or it does require subscription?
ReplyDeleteFor newer units (released after December 2022), it comes pre-activated already. Your Ford sales personnel should have briefed you on how to use it / pair it with the app.
DeleteFor units released before December, they need to be activated first but yes...it is built into the car.
So far, Ford says 77 percent of Everest/Ranger owners have had their FordPass activated.
For this review, I had to deactivate the vehicle connectivity (FordPass) since I don't know who's been using the demo units.
DeleteThere are stories in the past when one journalist paired the demo unit to a FordPass and didn't unpair it. When it was in the hands of another journalist some weeks later, the first guy actually showed that he could track where the second guy was. Scary.
Hope you can review the new Territory, plus the GAC Emkoo and Jetour Dashing (plus a compact crossover comparo).
ReplyDeleteWow. That's a lot hahaha. But yeah. Let's see. The Chinese brands haven't been letting me borrow their cars lately.
Delete"Thankfully, Ford realized this and has fitted an 80-liter fuel tank."
ReplyDeleteBut it already did have one since the predecessor came out lmao.
Yup, I know that. Just pointing out that with such poor mileage in the city, it's a good thing Ford retained that giant fuel tank.
Delete