Ford Everest Bi-Turbo 2019 Tow Test

Unless it’s got a Toyota badge on it, Australians tend to steer away from proper off-road SUVs.

That said, the Ford Everest seven-seat off-roader has been a decent seller for the Blue Oval brand since its arrival down under in 2016, with more than 5000 alone off-loaded in 2018.

Offering arguably the nicest on-road performance of the ute-based SUV brigade, which includes the Isuzu MU-X, Holden Trailblazer and Mitsubish Pajero Sport, the Everest also impresses as a decent bush-basher (if somewhat lacking in fuel range with an 80-litre tank) and spacious, well-equipped family hauler (although not quite matching the on-road poise and refinement of similar-sized ‘soft road’ SUVs like the Mazda CX-9).

Without denting their Outback aspirations, the latest raft of updates skew the Everest even more to the suburban crowd, with more safety tech and the option of a new 2.0-litre, four-cylinder twin-turbo diesel engine and 10-speed automatic transmission, also found in the top-spec Ranger Raptor.

To see whether the latest improvements make any difference in the real world, we recently grabbed a mid-spec Everest Trend (in rear-wheel drive/2.0-litre twin turbo/10-speed auto configuration) over the summer break and loaded it up for a typical Aussie family road trip, including towing a camper trailer and bolting on a rooftop tent.

Smooth operator

The 3.2-litre, five-cylinder Everest has always been a terrific touring option  thanks to its grunty 143kW/470Nm turbo-diesel engine, practical and well-equipped interior and comfy ride over a variety of terrain.

However, the new 157kW/500Nm, twin turbo-diesel 2.0-litre engine and 10-speed auto take it to a new level. While there’s still some engine rumble when accelerating, it’s quieter and more refined in operation than the five-cylinder and despite the smaller capacity its engine performance reminds me of the silky V6 Amarok’s.

The 10-speeder also smooths out the changes more effectively, with none of the torque convertor ‘flare’ you often get with the six-speed auto. The only time we noticed shifts was at lower, peak-hour urban speeds; out on the open road, it’s seamless.

Add in the supple ride, and the only blemish on the Everest’s road manners is some noticeable body roll in corners – although even that’s well contained for a high-riding, two tonne-plus, ladder frame SUV.

Well-mannered workhorse

But you don’t buy an Everest just to take the kids to tennis practice; you want to make use of its workhorse capabilities which include a decent 3100kg towing capacity and Gross Combination Mass (GCM) of 5900kg.

Hitching up a camper trailer weighing around 1700kg (or only 60 per cent or so of its towing maximum) barely dented performance, with the Everest still able to strongly accelerate up hills without flooring the pedal, and maintain 100-110km/h on the highway under light throttle.

It mostly cruised in ninth gear at around 1800rpm on the highway, occasionally kicking into top gear and dropping a couple hundred revs on longer flat sections.

Despite some extra wind noise from the aftermarket Rola roof bars we had fitted as well as the additional roof-top tent, the Everest remained quieter inside than some of its rivals, while the tarmac-oriented Bridgestone Dueler highway tyres also help contribute to the relaxed in-cabin ambience.

Fuel economy when towing, which was predominantly country highways and B-roads, ranged between 9.5-10.5L/100km – an excellent result and not much different to driving solo around town, where the tendency is to enjoy the thrust of the silky-smooth performance whenever possible (to the detriment of fuel economy!). That said, we did get as low as 7.5L/100km on the trip computer during one stint on the freeway.

The Everest’s coil-sprung suspension also coped well with the extra 160kg on the tow ball (and another 300kg or so inside the vehicle) with only some minor droop around the rear wheel arches.

The sleek James Baroud roof-top tent that we bolted on top also added another 60kg. While well within the Everest’s 80kg roof rating, it was right on the limit for the aftermarket Rola bars fitted.

Speaking of roof bars, the Everest’s slightly curved roofline isn’t ideal for fitting larger items like the big roof rack platforms you often see on old-school off-roaders like the Nissan Patrol. The curvature (common on most SUVs these day)s means you can’t create a flat surface when using three roof bars (preferable for supporting a heavy roof tent). Even with two roof bars fitted, there was minimal room under the tent base to screw in the mounting brackets.

That said, we’d recommend the sleek, custom-built Rola bars for the Everest (around $400 for two); they clamped nice and securely onto the Everest’s painted side rails, without leaving a mark, and were easy to remove using the supplied Allen key.

Rear drive dilemma

The one thing we did miss on the Everest Trend we drove was permanent four-wheel drive. Ford has offered a two-wheel drive version of the Everest since late-2016, and the current rear-drive Everest is $5000 cheaper than the equivalent 4WD version.

We hardly missed the lack of all-wheel traction on the bitumen, but struggled a bit during a brief off-road excursion, where we had to accelerate a lot harder than desirable through a steep dip in the track to avoid getting bogged in a big muddy puddle.

While the RWD Everest, at 2286kg, has a 101kg lighter kerb weight than the 4WD version, it also offers 49kg less payload (664kg) than the off-road model.

Other things we’d change on the Everest (rear- or four-wheel drive) is the lack of an automatic folding feature for the side mirrors when you exit and lock the car (you have to manually press a button in the side doors to fold them in). It’s something you need to remember to do, especially in busy supermarket carparks or when parked on your average suburban street, as the large side mirrors are prone to getting swiped.

Our only other minor gripe with the Everest was the lack of adjustment in the driver’s seating position, particularly for smaller adults. It was a real issue for my 158cm tall partner, who was unable to adjust the steering wheel low enough, nor raise the seat high enough. Taller folk won’t have the same problems in getting comfortable.

That said, adding leather-trim to the supportive seats on the mid-spec Trend grade is a welcome upgrade: it makes them much easier to wipe down and keep clean, when dealing with wet bathers and the occasional muddy dog paw.

We’re also fans of the Everest’s auto-lifting tailgate, which got a good workout during the camping trip as most of our clothes were stored in the Everest’s big boot. Although with the remote control located in my trouser pocket, it did unexpectedly open a couple of times when bending around and doing tasks in proximity; fortunately without causing any dramas.

Summing up

Apart from the lack of all-wheel traction on occasion, and a couple of ergonomic issues, we had very little to complain about the Everest during our loaded-up holiday adventures. Despite recent price rises, it remains smart buying for the money if you’re after an almost unbeatable blend of family runabout and outdoor lifestyle machine.

However, for our hard-earned, we’d stretch the budget to the four-wheel drive version – so we could confidently venture a bit further off-road next time…

How much does the 2019 Ford Everest Trend RWD Bi-Turbo seven-seat cost?
Price: $$56,190 (plus on-road costs)
Engine: 2.0-litre four-cylinder turbo-diesel
Output: 157kW, 500Nm
Transmission: 10-speed automatic
Fuel: 9.5-10.5L/100km (As tested)
Tow rating: 3100kg (310 tow ball)
Safety Rating: Five-star ANCAP