2023 ford everest titanium 2.0l bi-turbo 4x4 price

This is the other big news from Ford in 2022 - the new-generation Ford Everest SUV has arrived.

Arriving alongside the new-generation Ranger ute, the 2023 Ford Everest 4x4 wagon remains built off the pick-up truck’s underpinnings, and bears more than a passing resemblance to the dual cab ute it shares plenty with.

So, if the Ranger ute is seemingly the new benchmark in its segment, does the Everest take the ute-based SUV market by storm, too? And should you consider one over the likes of the Isuzu MU-X, Mitsubishi Pajero Sport, SsangYong Rexton, or Toyota Fortuner?

Or is it now an even more fitting rival to the legendary Toyota Prado?

In this review, I’ll give you all the details you need to know. Let’s get to it!

Read more about the Ford Everest

• 2023 Ford Everest revealed! So different you'll rethink that Toyota Prado, Isuzu MU-X, Mitsubishi Pajero Sport and even Land Rover Discovery order, as the only Australian SUV steps up
• How long you'll wait for the new-gen 2022 Ford Ranger and Everest. Huge pre-orders push delivery wait times out for Toyota HiLux and Isuzu MU-X rivals
• Family SUV 4x4 spec comparison: 2022 Ford Everest V6 vs Isuzu MU-X and Toyota Prado
• Ford Everest police car takes shape! New-gen Ranger ute expected to report for duty next year, but could the Everest SUV also be in line to serve?

Does it represent good value for the price? What features does it come with?   8/10

The Everest range is now more expensive than ever, positioning the Ford four-wheel drive more closely to the Toyota Prado than other ute-based SUVs like the Mitsubishi Pajero Sport, Isuzu MU-X and Toyota Fortuner. 

Four trim grades are available as per the last model, but prices are up across the board and you’ll need to spend more if you want the new diesel V6 engine. 

Opening the range is the entry-level Ambiente, which starts off at $52,990 (MSRP - before on-road costs) for the 4x2 rear-wheel drive model, and adds five grand for the 4x4 version ($57,990 MSRP).

Next up is the Trend, which sees the biggest price hike over the last gen model, up $3200 for the 4x2 rear-wheel drive version (now $60,290), while the 4x4 version adds the same premium of five grand for 4x4 ($65,290).

Both the Trend and the base-model Ambiente are powered by the 2.0-litre bi-turbo engine and have a standard 10-speed automatic, whether you choose 4x2 or 4x4 - more details on that below.

Step up to the Sport grade and you score the 3.0-litre turbo-diesel V6 and standard four-wheel drive, but the price pushes up significantly, to $69,090 (MSRP).

And topping the range is the newly named Platinum, replacing the Titanium spec. It also comes standard with the 3.0-litre V6 diesel and 10-speed auto, four-wheel drive and plenty of other features. It’d want to, at $77,690 plus on-road costs.

You can read more about the inclusions and standard equipment here, but some of the highlights across all models include a digital instrument cluster (8.0-inch for all grades but Platinum, which gets a 12.4-inch display), a portrait media system with Apple CarPlay and Android Auto (10.1-inch in Ambiente, 12.0-inch and with sat nav in the rest), alloy wheels on all grades of varying designs and sizes, LED headlights and LED daytime running lights, and as before, the Ambiente can be had as a five-seater or with seven seats as an option ($950), while the rest are seven-seaters as standard.

Options are another interesting point. Choose a 4x4 version and you can switch out the wheels for 18-inchers with all-terrain tyres - that’ll cost you $1100 if you choose Ambiente, $500 for Trend, and it’s a free switch for Sport and Platinum.

If you plan to tow, take note: no Everest comes standard with a towbar. But you can option the Tow Pack with integrated brake controller (no more aftermarket wiring), and it’ll set you back $1700 no matter which grade you choose. More on towing specs below.

There’s another option for the Trend 4x4 and Sport models fitted with the Tow Pack - the Touring Pack adds a surround-view camera and zone lighting for a further $1950.

Colours available include Arctic White, which is the only no-cost option. The rest of the colour choices add $675 to the tab - they are: Shadow Black, Aluminium silver, Arctic White, Meteor Grey, Sedona Orange, Equinox Bronze (brown), and the Sport grade is available in the signature Blue Lightning hue. No red, no green, and no two-tone paint available.

Is there anything interesting about its design?   8/10

It’s bigger in every direction, and looks more substantial now, too. 

With a maximum length of 4940mm with a towbar fitted (4914mm without), a longer wheelbase than before (2900mm, up 50mm), a width of 2207mm with mirrors (or 1923mm without), and a height range of 1837-1842mm, it isn’t a small thing.

The track width has been broadend, too, at 1620mm - and those wheels (17-inch on Ambiente, 18-inch on Trend, 20-inch on Sport, 21-inch on Platinum) sit more flush with the metalwork. It looks a lot more muscled and solid.

A lot of that comes down to this bluff, boxy front end, which is edged by the ‘C-clamp’ LED daytime running lights and - unlike the Ranger - there are LED headlights on all grades of the Everest.

You will notice more than a passing resemblance to the Ranger ute, of course, and the chief designer, Nick Eterovic, told me that buyers are totally cool with that - they wanted it to look like the tough truck it’s based upon. There’s very little separating the two, aside from some slight bumper adjustments.

Beyond that, the top-spec Platinum gets that love it or hate it P-L-A-T-I-N-U-M lettering across the bonnet - whereas on the Sport grade it says E-V-E-R-E-S-T. Trend and Ambiente don’t have any letters. Overall it’s a pretty neat front end design, I reckon..

In profile it looks vastly different to the last Everest, with less roundedness and top-heaviness and more of a robust, chunky appearance. It has a longer wheelbase and wider track which make it look broader and lengthier, too.

At the rear there is a neat tail-light design that helps broaden the appearance of the back, and there’s a bar between those tail-lights (not an LED light like so many others) which helps that too.Other brands also struggle to make their ute-based SUVs look cohesive when it comes to the back end, but I think this is the best one yet. Tell me your thoughts in the comments below.

Inside there are heaps of carryover design cues from the Ranger ute, including the dominating big portrait style screen, digital instrument cluster and those oddbod door handles. But what’s the practicality like? Let’s take a closer look.

How practical is the space inside?   8/10

That big centre touchscreen is the control centre for a lot of things in the cabin, including the stereo and air-con functions - though thankfully there are buttons and knobs below the screen, too.

There’s the requisite wired and wireless Apple CarPlay and Android Auto for all grades, and you get sat nav on all but the base model Ambiente, which also gets a smaller 10.1-inch screen (it’s a bigger 12.0-inch unit in the higher specs). I had a few issues with the Ambiente’s CarPlay connectivity, but the bigger screen didn’t seem to exhibit any problems with connecting.

The fact there’s a digital instrument cluster on all versions (8.0-inch in all but the top-spec, which scores a 12.4-inch units) is a nice touch, but it will take some getting used to. One thing that I found frustrating was the constant warning screens when you’re getting going in the car - seatbelts, engine, doors, etc - you might find you wear out the ‘OK’ button on the steering wheel because you have to hit it a lot to clear the screen.

Another frustration was the gear selector - which I think is more complex than it needs to be. Ford says it was designed to allow you to shift between D and R when parking without needing to look at what you’re doing, but it does take a while to get to grips with it, and the manual mode button and +/- buttons on the side of the shifter are really easy to bump. 

It’s a family SUV and it has the storage bits you’d expect, including cup holders in the front centre console, pop-out cup storage either end of the dash, a flip-down armrest with cupholders in the second row, and cup spots in the third row, too.

There are bottle holders in all four doors, a few other loose item caddies up front, map pockets in the seat backs, and even some underfloor storage sections in the boot (with all seats up).

Other practicality elements include a handful of USB ports - 2x USB-A and 2x USB-C ports (first and second row), and there are a few 12-volt ports (including in the third-row and boot, so you could fit a USB charge adaptor there). 

There are also air-vents for all three rows - ceiling mounted in the back rows - and there’s a fan controller in the second row at the rear of the centre console, too.

Let’s talk space and comfort for occupants.

The driver finally gets reach and rake adjustment for the steering wheel, which is good, and I found it pretty easy to get comfortable.

Second-row space for me (at 182cm/6’0”) behind my own driving position was fine when the seat was slid all the way back, but moved forward I did find it a bit limited for leg and toe room. You will be able to fit three adults across (I tested it with some colleagues at the launch event) though the outer edges of the bench lack a bit of support. 

If you plan to fit kid seats in the second-row, you’ll find ISOFIX child-seat anchors in the second-row outboard seats, and three top-tether points as well. There are also two top-tethers in the third row.

You might want to consider where you put child seats, as the larger portion of the second-row split-fold seat is on the kerbside of the vehicle - so if you have children that will regularly need to access the back two seats, they might find it a bit difficult to operate the larger tilt-and-slide part of the seat.

I got in the third row and wouldn’t recommend it to someone of a similar size. Legroom is tight, headroom is limited, but the width isn’t too bad. It’ll be okay for kids or smaller adults, though, and getting in and out is aided by a pair of grab handles just rearward of the C-pillars.

What about boot capacity?

The luggage figures are pretty promising, though just keep in mind it’s hard to compare what these numbers mean without actually trying to fit stuff in the boot. 

Suffice to say, the seven seats up figure is 259 litres, and there is enough space behind the third row for a couple of small suitcases. 

Drop those third-row seats, and the five-seat capacity is 898 litres, and you’ll fit five peoples’ luggage, provided they’re not heading away for a month.

With two seats up, Ford claims there is 1823L of capacity, and the seats fold relatively flat. So yep, if you’re thinking it, you could probably sleep in it with the seats down if you had to or wanted to.

What are the key stats for the engine and transmission?   9/10

When the entry-level engine is similar to the one that used to be in the old Ranger Raptor, you know things are pretty good on the powertrain front.

That one is the four-cylinder bi-turbo diesel unit - a 2.0-litre engine producing 154kW (at 3750rpm) and 500Nm (at 1750-2000rpm). Those numbers leave rivals like the MU-X and Pajero Sport well in the rearview mirror.

The bi-turbo model is sold with a 10-speed automatic transmission only - no manual is available. You do have the choice of 4x2 rear-wheel drive or what Ford calls a “full time permanent four-wheel drive (4x4)” system, which still has selectable high range 2H and 4H, and low-range (4L), but also a 4A four-wheel-drive auto mode which you can use on sealed surfaces, that will determine where the engine torque needs to go - front, rear, or all wheels.  

But the real big news here is the bigger engine. The V6 turbo-diesel unit in the Sport and Platinum versions is big on everything - it’s a 3.0-litre with 184kW (at 3250rpm) and 600Nm (at 1750-2250rpm). It also runs a 10-speed auto, and is 4x4 only. 

Those are massive outputs for a four-wheel drive wagon at this price point, and only really eclipsed by the likes of the Land Rover Defender 110 D300 (220kW/650Nm) or the Toyota LandCruiser 300 (227kW/700Nm).

Towing capacity is 750kg unbraked and up to 3500kg braked. You can option a towing kit with an in-built electronic brake controller, which is neat.

If you plan to tow, just keep in mind these other important numbers. The gross combination mass (GCM) is 6250kg, no matter which model you choose. 

The Everest gross vehicle mass (GVM) depends on the version. Choose the 2.0L 4x2 and there’s 3000kg to play with; the 2.0L 4x4 is rated at 3100kg; the V6 is specced to 3150kg.

Payload varies depending on grade too, between 658kg to 741kg. And if you’re wondering, the lightest Everest is 2259kg (2WD Ambiente) and the heaviest is 2492kg (4WD Platinum).

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How much fuel does it consume?   7/10

The official combined cycle fuel use figures vary, as you’d expect.

The 4x2 bi-turbo model has an official number of 7.1 litres per 100 kilometres. Choose the 4x4 bi-turbo and the claim is a little higher at 7.2L/100km.

The V6 version has a claimed number of 8.5L/100km.

While our testing was based around the road drives specified by Ford for the launch of the new Everest, the indication given by the dashboard trip computer (which we’ve found to be very accurate in the new Ranger) wasn’t quite as rosy.

The average of the few bi-turbo 4x4 models I tested across mostly country and open road driving worked out at 10.1L/100km, while the V6 4x4 version I was in was even higher after a short stint of suburban stop-start and some twisty roads at lower speeds, showing 12.0L/100km.

For what it’s worth, I also kept an eye on the trip computer while driving a V6 version on the off-road course set out by Ford for this event - it was mostly in low range, and the screen was showing 30.7L/100km after 43 mins of slow slog.

You’ll decide whether you think that’s good enough or not, but to me, it seems pretty high, and so do the real-world numbers against the official specs.

Note, all Everests have an 80-litre fuel tank, and all are fitted with engine start-stop technology and Adblue treatment. 

What safety equipment is fitted? What safety rating?   9/10

The new-generation Everest has been awarded the maximum five-star ANCAP safety rating against the strictest 2022 crash test criteria, and it has plenty of tech that helped it achieve that top score.

The standard equipment list is extensive, with items such as autonomous emergency braking (AEB) with pedestrian, cyclist and junction detection, lane keeping assistance, blind-spot monitoring and rear cross-traffic alert, and reverse brake assist that acts like a rear AEB system and should prevent impacts with obstacles at low speed in reverse.

There is also standard adaptive cruise control with speed sign recognition, and it can even adjust to the speed on the sign.

All models come with a reversing camera as well as front and rear parking sensors, and the top-spec Platinum comes with and a self-parking system. That flagship also has a 360-degree surround view camera system, which is optional on the Trend 4x4 and Sport V6.

Oddly, only the top-spec gets tyre pressure monitoring.

When it comes to airbag coverage, all grades have nine airbags fitted - dual front, driver’s knee, front centre, front side and full-length curtain airbag coverage (including third row).

Warranty & Safety Rating

Basic Warranty

5 years / unlimited km warranty

ANCAP Safety Rating

What does it cost to own? What warranty is offered?   8/10

Ford backs the Everest with a five-year/unlimited kilometre warranty, which is okay - but not at the benchmark level for these sorts of vehicles.

If you want longer cover, consider the Isuzu MU-X or Ssangyong Rexton, which have seven years of warranty, or the Mitsubishi Pajero Sport which is offered with a conditional 10-year warranty plan (if you service with the brand).

On the topic of servicing, the Everest’s service intervals are par for the course at 12 months or 15,000km, no matter which drivetrain you pick.

Ford’s capped price service plan is pretty good for the first four years/60,000km - those four visits are capped at $329 a go. Beyond that, expect it to get more expensive.

Remember, Ford also offers a free loan car, or a collect and return service, or even an express service option (in and out in 90 mins).

What's it like to drive?   9/10

The last generation Everest was already the best of the ute-based SUVs to drive, and the new Everest simply shifts the goalposts again.

It is considerably quieter and more refined which is undoubtedly going to be music to the ears of existing owners who are considering trading up to the new one, as the amount of engine, road and wind noise is significantly less intrusive than the last model.

Don’t get me wrong - the refinement levels aren’t going to worry a Range Rover - but there is something to be said for quieter progress when you’re driving what is, primarily, a family vehicle.

That’s just one of the improvements.

Others include the steering, which has a bit more feel and meaning to it when you turn the wheel, yet remains nicely light and direct without being overactive.

The suspension is improved - there’s less bounce and wobble than before over bumps, but the ride is still comfortable and controlled. The longer wheelbase and wider track make it feel more planted on the road, too.

The engines? Well, the V6 is my pick, because it just feels more fitting for this size and weight of vehicle. It has a slightly lazier character, being that it has a fair bit more pulling power than the smaller four-cyl, but it also seems to rely less on the transmission, more fluidly moving you forward without fuss.

That isn’t to say the 2.0L is a bad unit - it’s really good, and significantly more refined and livable than some of the gruff diesels it competes against. It, too, is quieter than before, and the 10-speed auto is reworked so it isn’t as busy as the last model. You will still notice it shuffling between gears a bit, but it’s less tiresome these days.

Now, of course, we did some off-road testing in the Everest on a planned route that Ford designed for the launch event.

I drove the V6 Platinum model on the standard 21-inch wheels and road tyres, and it was very capable across all the tests that I drove it through.

There were moguls, mud puddles, offset bumps and lumps, a 25-degree incline and descent, and more - and the Everest was well and truly capable of machining its way through each of these elements.

We did touch the front bumper over one obstacle, and also scraped the belly and side steps on another - but what was impressive was the torque of the V6 diesel in low-range mode, the usability of the driving modes for off-road testing, and also the Trail Control hill descent speed management system, which helped us inch our way down and up the steepest ascents at a set speed of just 3km/h.

We’ll dive deeper into the off-road abilities of the Everest at a later date in our Adventure Guide section of the site. Who knows - it might even feature in a comparison against the stalwart Prado…

Verdict

The new-generation Ford Everest is a compelling and comfortable proposition for families looking for a vehicle that has the option of some serious off-road capability or towing capacity.

The Sport V6 seems like the stand-out model for younger families, though the top-spec Platinum is alluring due to its extensive list of equipment.

No matter which version you choose, though, it is a more mature and refined ute-based wagon than any of its like-minded rivals, and definitely a fitting - and likely superior - alternative to a Toyota Prado.

Note: CarsGuide attended this event as a guest of the manufacturer, with (travel), (accommodation) and (meals) provided.

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