Ford Everest Platinum 2022 Review

By Marton Pettendy, carsales.com.au

The new Ford Everest has put a sharper target on the side of its hugely popular rival, the Toyota Prado. The second-generation, seven-seat off-road SUV landed just a month after the hotly anticipated new Ford Ranger ute on which it is based, and seven years after the original 2015 Everest arrived.

Now, building on the success of its predecessor and its locally-developed T6 underpinnings, the new Everest brings a host of mechanical and equipment advances over and above the Ranger to set a new benchmark in the large off-road SUV segment, a position that has been held by the ageing Prado for decades.

The pinnacle of premium

The first Ford Everest didn’t threaten the Prado when it was launched in 2015. Sure, it was a trusty, seven-seat 4x4 wagon that proved ideal for urban Aussie families and outback adventure seekers. But the Prado has remained the most popular in its class for almost 20 years.

The all-new 2022 Ford Everest aims to change all that with a second-generation model that maintains its core attributes and the fact it is still designed, engineered and developed in Australia, but improves on the original formula by every tangible measure.

The new Everest shares the front two-thirds of its T6.2 ladder frame with the new Ford Ranger ute, as well as its 50mm wider tracks and 50mm further forward front axle position, but rides on a longer wheelbase and has a different rear suspension setup.

While the ute and wagon share the double wishbones with coils up front, the Everest ditches the Ranger’s heavy-duty rear leaf springs for coils and a Watts linkage, and yet retains a live rear axle and broader new footprint.

The electric power steering is tuned specifically for the Everest too, the four-wheel disc brakes are upgraded, and the body is longer and taller but no wider than before, although smarter packaging has liberated more passenger and cargo space.

The boxier new Ford Everest shares no sheet-metal or glass with its predecessor and borrows only its front door panels, bonnet and front fenders with the Ranger.

Ground clearance has been slightly reduced, but the breakover angle remains the same and both approach and departure angles are improved. The turning circle has grown from 11.7m to 11.8m and its wading depth remains 800mm.

The new Everest’s significant technical advances are best exemplified by the range-topping, road-focused Platinum variant tested here, which moves dramatically upmarket from the old Titanium it replaces and is powered exclusively by a lusty diesel V6. It’s not cheap though, as it will cost close to $84,000 once it’s on the road.

The four-grade 2022 Ford Everest line-up starts at $52,990 plus on-road costs – about $3000 more than before – for the rear-wheel drive Ambiente, which like the mid-spec $60,290 Trend comes with an uprated 2.0-litre biturbo diesel and is available with 4WD for an extra $5000, while the $69,090 Sport and Platinum ($77,690 plus ORCs) are exclusively powered by the V6 and have a 4WD transmission.

In comparison to the Ranger lineup, that makes the new Everest flagship $6000 pricier than the equivalent Wildtrak V6 ($70,190) when fitted with the $1500 Premium Pack, of which almost all the goodies come standard here. But the new 4x4 wagon brings more than an extra pair of seats and a coil-sprung rear-end compared to the equivalent ute.

Like the Ranger, all Everests come with wireless Apple CarPlay and Android Auto, digital radio, sat-nav, traffic updates, voice control and an embedded modem.

Wireless phone charging is also featured in all Everest models, where it is only standard in Ranger Sport, Wildtrak and Raptor versions of the ute.

Beyond that, all Everests score keyless entry and start, dual-zone climate control, rain-sensing wipers, power-folding wing mirrors, full LED exterior lighting, an auto-dimming rear-view mirror and an electric park brake.

The Platinum picks up the Trend’s rear privacy glass, puddle lamps, leather steering wheel, floor mats and an upper glove box instead of the open parcel shelf in the Ambiente (and all Rangers except the Wildtrak and Raptor), plus Sand and Mud/Ruts off-road drive modes – in addition to Normal, Eco, Tow/Haul and Slippery – and an off-road screen mode.

Also standard is the Everest Sport’s hands-free powered tailgate, ventilated front seats, 10-way power adjustment and memory function for the driver’s seat and eight-way power adjustment for the front passenger, while the Platinum adds zone and ambient lighting, a 360-degree camera and active (hands and feet off) park assist.

Other exclusive extras for the Platinum (which are unavailable in the Ranger) include a dual-pane powered panoramic glass roof with retractable sun blind, satin silver exterior and interior trim accents, unique quilted leather seat trim for all seven seats, power-folding third row, a heated steering wheel and heated second row seating, and a premium B&O sound system with 12 speakers.

That’s up from 10 in the Everest Sport (and the Ranger Raptor and, optionally, in the Wildtrak) and eight in all other Everests; most Rangers get six speakers and the base XL just four.

All Everests also have dual front recovery hooks (standard only from Ranger XLT level and above), but a towing pack including electronic brake controller costs $1700 extra.

Like all 4x4 Everests, the 10R80 10-speed automatic transmission is operated by a stubby electronic gear shifter (as per premium Rangers), but in line with its less adventurous urban-focused role in the range, the Platinum has plastic instead of steel underbody protection.

However, there is the choice to swap the big 21-inch wheels for black 18s (as per Ranger Wildtrak) with all-terrain tyres as a no-cost option.

Metallic paint, which is everything except white, costs $675 extra. As per Ranger, service intervals are 15,000km/12 months and the first four services for the V6 each cost $329. Ford’s five-year/unlimited-kilometre factory warranty and enticing aftersales ownership provisions also apply.

Safely Connected

The impressive level of technology in the 2022 Ford Everest doesn’t end there, as its safety and multimedia credentials are equally impressive.

Inside the larger cabin, the new Everest takes a massive leap up in terms of size, space, design and material quality.

A standout feature that will surely capture attention is the big portrait-style 12.0-inch central infotainment touch-screen with SYNC 4A1 operating system – making for a clear, concise, quick and highly intuitive interface – plus a classy new 12.4-inch digital instrument cluster that’s shared with the Ranger Raptor and finally brings a full-time tacho.

There are 12V power outlets, cup holders and roof-mounted air vents for all three rows, plus a second air-conditioning compressor towards the rear of the car to ensure cool air flow for all seven occupants (seven seats are standard in all but the entry-level Ambiente five-seater, which get rear air vents on the back of the centre console), and USB-A and -C ports for the front and centre occupants but not the third row.

Out the back, the cargo area behind the rear seats expands from a minimum of 259 litres in seven-seat configuration (which is more than double the Prado at 120L) to a maximum of 1823 litres when both the second and third rows are folded flat. This is just 10L short of the Prado despite the fitment of a full-size spare tyre underneath.

There’s a bit more room in the third row than before, which is among the class leaders for amenity – although knee-room, legroom and shoulder-room remains tight for full-size adults – and access is made easier by the second-row electric-fold function as well as well-placed grab handles and foot steps.

On the safety front, the Everest is kitted out with a comprehensive suite of advanced driving aids, including autonomous emergency braking that detects vehicles, cyclists and pedestrians at all speeds, and in reverse, blind spot monitoring with trailer coverage, lane keeping with road edge detection, adaptive cruise control with lane centring and evasive steering assist.

All models get front and rear parking sensors and auto headlights. The only omission is a head-up display.

All occupants are afforded protection by nine airbags – up from seven – including full-length curtain side curtains and a centre airbag between the front seats to prevent head clashes in a side impact.

There are three child seat anchor points across the second row, and seven-seat models get two additional anchor points in the third row, for five in total – up from just two in Ranger.

And like the ute, Ford’s newest SUV will be available with a host of factory-backed ARB accessories, such as a second battery and, soon, a longer-range fuel tank, bringing the standard 80-litre tank closer in capacity to the 150-litre tank available for the Toyota Prado, although it won’t be as big as the Ranger’s optional 140L maximum.

Powerfully refined

Like the new Ford Ranger, the 2022 Ford Everest wagon is both wider and has a longer wheelbase than before, and its boxier proportions are punctuated by an almost identical new front-end with Matrix LED headlights featuring bold ‘C-clamp’ DRL graphics.

Among a host of other highlights, the top-spec Everest Platinum swaps the Sport’s black front-end elements for chromed trim including bold Platinum lettering across the bonnet, which may not be to everyone’s tastes.

All 4x4 models continue with a locking rear diff, low-range transfer case and off-road drive modes, and standard across the range is a 10-speed auto operated by a compact new shifter with side-mounted manual shift buttons, which we never really got the hang of.

But the big news is the huge uplift in towing capacity from 3100 to 3500kg for all Everests, matching most 4x4 utes and the big Toyota LandCruiser 300 Series, and bettering almost everything else in its class – including the Prado – but not the Isuzu MU-X.

That said, the Platinum has the highest kerb weight in the range of almost 2.5 tonnes and the lowest payload of 658kg. And despite the healthy 6250kg GCM, if you’re towing at maximum capacity you’re only left with only 258kg for occupants and cargo, which is nevertheless more than many off-road SUVs.

Of course, the other big highlight lurks under the bonnet, where a muscular V6 turbo-diesel is unique in its class and gives the Platinum the grunt to match its classy new look.

Previously seen in the Ford F-150 and also available in the new Ranger, the new 3.0-litre Powerstroke diesel is matched to a full-time 4x4 system managed by a Borg-Warner electronically controlled on-demand two-speed electromechanical transfer case with selectable drive modes, bringing a much broader spread of capability.

As per Ranger, while the outputs of the four-cylinder Panther engine are 154kW/500Nm, the Lion V6 churns out a big 184kW of power and a class-leading 600Nm of torque.

That beefy torque peak is available from the same 1750rpm as the four-cylinder biturbo diesel, but extends to 2250rpm, giving it a wider spread of pulling power that not only makes it feel quicker off the line but stronger in the mid-range and more responsive and tractable right across the rev range.

Any comparison to the gruff old Puma inline five it replaces is inconsequential because the new V6 is quieter, smoother and freer-revving than both the revised 2.0-litre and the discontinued 3.2-litre diesel.

Official combined fuel consumption is one point higher than the Ranger Wildtrak V6 at 8.5L/100km, which also is more than the Everest 4x4 biturbo’s 7.2L/100km and the Prado’s 7.9L/100km, and we averaged 9.5L/100km on the lead-footed launch drive.

So, the new Everest V6 brings more performance across the board for a small fuel consumption penalty, but it’s not the massive step up in performance that perhaps many were expecting.

That said, as we experienced with the outgoing Volkswagen Amarok V6, the full extent of its extra performance won’t be realised until we’ve subjected it to a full load, a heavy trailer and a long road trip with plenty of overtaking.

A new benchmark

The biggest revelation when behind the wheel – which like the new Ranger’s is now, thankfully, adjustable for both height and reach – may well be the dramatic reduction in noise and the subsequent increase in overall refinement inside the cabin of the 2022 Ford Everest Platinum.

Combined with high-quality, soft-touch materials on almost every surface and the plethora of cutting-edge, user-friendly technologies, the Everest Platinum is one of the most opulent Fords we’ve ever travelled in.

Its ride quality, even on low-profile 21-inch rubber, also takes a big step forward – despite a reduction in body roll – and combines with sharper steering and improved body control during changes of direction to make one of the best ride/handling packages in its class even better.

The Everest’s broader footprint and well-sorted chassis also bring benefits away from the bitumen, where the big 4x4 wagon also feels more stable in bumpy corners at speed, generates less head shake over lumpy terrain and retains all of its hard-core off-road capability.

A platinum choice

The original Everest was a pragmatic choice; it ticked plenty of boxes but was a little rough around the edges and, therefore, lacked any sense of prestige.

The new 2022 Ford Everest – especially in the range-topping Platinum trim with its brilliant V6 engine – elevates the nameplate to another level.

It’s not 100 per cent perfect, as it is a shame there are no USB outlets in the third row and you have to pay extra for a tow bar. And while we’re nit-picking, perhaps the huge new portrait touchscreen could be a little higher and angled towards the driver.

That said, the fact we’re complaining about USBs and tow bars shows how complete the new Everest is as a package, and not just because of its new-found V6 muscle.

Indeed, there’s no doubt the Everest is now a thoroughly modern, upmarket and welcoming place to spend long periods of time in – whether it’s trekking, towing or family transporting.

The original Everest impressed us enormously after several extended acquaintances including a hard-core Simpson Desert trek without skipping a beat, but the new model brings much more class, capability and performance.

The 2022 Ford Everest Platinum isn’t cheap, but it is a classy go-anywhere SUV by any measure that deserves to give the aged Toyota Prado a much tougher run for its money on the sales charts.

Now all the budget-constrained off-road enthusiasts need is a cheaper version fitted with the V6, a bigger fuel tank, 18-inch off-road tyres and blacked-out styling.

How much does the 2022 Ford Everest Platinum cost?

Price:  $77,690 (plus on-road costs)	Transmission:  10-speed automatic
Available:  Now	Fuel:  8.5L/100km (ADR Combined)
Powertrain:  3.0-litre V6 turbo-diesel	CO2:  224g/km (ADR Combined)
Output: 184kW/600Nm	Safety rating:  Five-star (ANCAP 2022)

 

Disclaimer: Images supplied by Ford Australia.

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