Ford Everest Titanium 2019 Tow Test

With shared parts and mechanicals from the popular Ranger ute, Ford’s seven-seat Everest SUV has developed a reputation as a good choice for families with adventurous spirits as well as big towing jobs.

However, the introduction last year of the twin-turbo 2.0-litre turbo-diesel engine and 10-speed auto transmission from the Ranger Raptor 'hero' ute, made the big Ford wagon an even more appealing alternative to the top-selling Toyota Prado.

More refined and responsive around town, the twin-turbo engine also provides the Everest with some added punch as a tow vehicle; its on-paper output of 157kW/500Nm (versus the standard 3.2-litre engine’s 143kW/470Nm) translating to more impressive real-world towing, at least when we drove the two powertrains back-to-back in Ranger utes.

Our other real-world experiences also back this up, including an extended stint in a 3.2 AWD Everest Trend, towing caravans up to 2.5 tonnes, and time spent in a 2.0-litre RWD Everest Trend, complete with roof-top tent and 1700kg trailer in tow.

All quiet on the Western front

For our latest Everest mega-test, we took a top-spec Ford Everest Bi-Turbo 4WD Titanium along West Australia's Coral coastline from Perth to Exmouth and back, towing a New Age Wayfinder camper.

At around 1800kg (or around 60 per cent of the Everest’s 3100kg maximum tow rating), the camper barely made a dent in the Ford’s zesty on-road performance. Despite a combined weight of around 4.3 tonnes, getting up to speed was never a problem and there was still plenty in reserve at the mandatory West Australian towing speed limit of 100km/h.

Refinement at highway speeds was equally impressive. Whereas many automatic transmissions when towing are reluctant to use the top gears, resulting in extra noise and fuel use, the Everest's 10-speeder had no hesitation slotting into ninth or tenth gear, barely turning over around 1500-1600rpm at highway speeds.

Hitting a hill or flooring the accelerator for overtaking, and in most cases it was a seamless shift to eighth gear, with revs rising barely above 2000rpm and a mild rise in engine noise.

As result, fuel economy across the trip was down as low as 12L/100km in benign conditions, and up to 14.5L/100km when tackling a serious head- or cross-wind. It meant we never had to worry too much about running out of fuel before the next stop, with a range of around 550km from the 80-litre tank when towing. By comparison, fuel economy without the trailer was about 9.5L/100km.

The Titanium-spec Everest's cabin also proved a comfortable and pleasant place to be after a few hours behind the wheel; whether streaming podcasts via Apple Carplay via the 8.0-inch touch-screen or pumping up tunes from a local FM radio station through the 10 speakers. The noise cancelling technology also helped keep tyre and wind noise to a minimum.

Also user-friendly was the digital instrument cluster in front of the driver, with easily accessible steering wheel buttons for toggling through the various trip computer functions including fuel range, tyre pressures and off-road gradients.

Separate front and rear climate control air conditioning also added to passenger comfort, regardless of outside temperature.

There's also plenty of space for legs and gear in the second row and boot, while second row passengers get their own USB and 12V cigarette sockets for mobile phone recharging, plus a 240V three-prong socket for running other small appliances.

The Titanium Everest also benefits from powered rather than manual third row operation, although we found the auto tailgate more useful, in providing hands-free access to the rear cargo space that doubled as a 'wardrobe' during our family trip.

The Titanium-spec Everest comes equipped with a raft of driving aids, including autonomous emergency braking (AEB) with pedestrian detection, lane keep assist, reversing camera, and rear parking sensors. Handily, some of these are automatically switched off when it detects a trailer connection, thus avoiding annoying beeps from the sensors during U-turns.

Another handy touring feature was the active cruise control, which worked well in maintaining a pre-set gap behind the vehicle in front, while slowing down or speeding up accordingly in all types of traffic.

The black leather seating in the Titanium Everest was also ideal for repelling dirt and sand, but felt a bit firmer than the cloth upholstery in the Everest Trend. That said, the power-operated (and heated) seats are both large and supportive enough for long stints behind the wheel.

Unhitched, we also found the Everest a decent runaround for shopping and day trips, with the light steering at lower speeds particularly helpful when parking in crowded shopping centres.

The full-time 4WD system, which includes an electronic locking rear diff plus a terrain management system in the Titanium, was also perfect for accessing some desirable, off-the-beaten-track locations that might have proved troublesome in a less capable rear-drive vehicle.

After dropping the tyres to 20psi to soften the ride, the Everest had no problems tackling one 20km stretch of light corrugations and soft, sandy tracks to a coastal camp site. The tyre pressure monitoring system also came in handy later for re-checking pressures once back on the bitumen.

But even at highway pressures, the 265/50 Goodyear highway rubber on 20in alloy wheels delivered a comfortable ride on bumpy roads and importantly, didn't succumb to punctures. However, keen off-roaders may prefer a more aggressive all-terrain pattern for better grip in wet or muddy conditions.

We also liked the fact that unlike some of its rivals, the Everest four-wheel drive system is full-time, which means you can largely forget about it when going from the bitumen to the dirt and back.

The Everest's low-range gearing, extra road clearance and underbody metal protection also proved its worth over a very rutted track we encountered in a national park near Margaret River. With low range first gear a sufficient 'crawler' gear for most low-speed, off-road work, hill descent control should only be needed on the most severe descents.

Summing up

All in all, the top-spec Everest barely skipped a beat over 3500-plus kilometres. One minor hiccup was a ‘warning’ on the trip computer that popped up about mid-trip, noting the AdBlue additive was running low. After topping up the AdBlue tank with a few litres, the message came up again around 1500km later (luckily we had some leftover from a 10 litre bottle so didn’t have to go searching for a servo with an AdBlue pump).

Another possible downside of the Titanium-spec Everest (apart from not being able to adjust the steering wheel for reach, which wasn’t a big issue for me) is the RRP of $72,590. Personally, I'd forego the leather, sunroof and slightly nicer interior presentation of  the top-spec Titanium for the $10,000 cheaper mid-spec Trend, which delivers all the wanted features of the Everest but without some of the bling.