Tow Test: Ford Everest

Boasting trade-tough underpinnings with family-friendly trimmings, Ford’s Everest has proven itself as a competent all-rounder since the Ranger ute-based, seven-seat SUV first arrived down under in 2015.

The big Ford’s 3.2-litre five-cylinder turbo-diesel engine and six-speed automatic transmission prove to be an effortless combination on the highway, returning excellent cruising fuel consumption (just over 8.0L/100km) with a load in the back, and leaving plenty in reserve for overtaking.

A lot of thought has clearly been placed into the Everest’s use as the family truckster. The interior is comfortable, practical and flexible, with plenty of space in the first and second rows, and a plethora of cargo space (450/1050/2010 litres) – even with four adults on board.

However the third row might best be left for the littlies, and access does require a level of dexterity for taller teens.

We love the Everest’s light, electrically-assisted steering – especially its ability to absorb road shock on rugged trails. There’s a level of accuracy and feedback in the Everest’s steering which many rivals lack, and on tight, winding tracks it really is a pleasure to use.

Good road clearance and a permanent 4WD system with low-range gearing and electronic Terrain Management system ensure steady progress off-road. The dust sealing works pretty well off the beaten track too, as does the air-con which keeps its cool in spite of the heat.

What about towing?

The Everest is one of only a handful of vehicles in its class capable of towing 3000kg (braked). It also allows for a decent payload in the tow vehicle with the maximum weight trailer (Gross Vehicle Mass for the 2407kg Everest Trend is 3100kg, with Gross Combined Mass at 5800kg).

While it doesn’t quite accelerate like a V8 LandCruiser with a 2.4 tonne caravan behind, it’s not that far off and what the Everest lacks in output it makes up for with a strong, creamy surge of low-down torque from the get-go.

Unlike some of its rivals, the Everest happily sits at 100km/h at around 1800rpm in top (sixth) gear, or around 1600rpm at 80 clicks when towing a heavy trailer. There’s rarely a need to rev much above 2000rpm, except when overtaking or maintaining speed up steeper hills. Even then, it nonchalantly drops a gear or two without labouring or sounding raucous.

Steady and stable

Dropping around 200kg on the tow ball sees no discernible dip in the Everest’s rear suspension, and we attribute some minor sway out on the highway to a combination of an empty, slightly unbalanced caravan, and imperfect hitch height set-up.

Most of the time Everest feels stable and composed when towing a two-tonne plus van, with the sheer bulk of the Everest Trend helping provide a good counter-weight to a similar weight caravan behind.

We have no doubt it could handle three tonnes, but a trailer weighing 2500kg or less would allow a sensible safety margin including leaving enough grunt in reserve for overtaking or emergency manoevres. Not to mention a bigger payload in the tow vehicle if you want to carry extra passengers or gear...

The only time you really need to manually manually shift gears is to enact some engine braking down steeper hills. Other towing attributes include the big side mirrors (sufficient for towing a small teardrop camper or camper trailer); and the clear and adaptive reversing camera for when hitching up. It’s also nice to see Holden using Redarc’s neat Tow Pro Elite as its factory-accessory electric brake controller.

However, the holes on the factory tow bar, for connecting D-shackles holding the trailer’s safety chains, are too small for some of the larger D-shackles legally required for towing heavier trailers. An after-market tow bar could be a better option here.

While no patch on the Prado’s long-range tank, the Everest’s 80 litre fuel tank is bigger than many of its rivals. Driving solo around town that translates to a range of around 800km between fill-ups. However, bank on around halving that when towing, depending on trailer weight  (we averaged between 17 and 23L/100km towing a couple of two-tonne-plus vans).

Should you buy one?

There are plenty of reasons other than strong towing performance to buy an Everest. It’s arguably the least truck like of the ute-based SUVs, except perhaps the Mitsubishi Pajero Sport which doesn’t tow as well as the Ford and has a firmer ride off-road.

Even the mid-spec Everest Trend gets noise cancelling tech and a bunch of useful driver safety aids, and unlike some of its rivals Ford hasn’t skimped on the Everest’s infotainment system which includes a quality sat nav and audio system.

If you’re looking for a big family SUV that’s equally at home towing, out in the bush or battling peak hour in the ‘burbs, the Everest should be on your shortlist.

2018 Ford Everest Trend Type pricing and specifications:
Price: $58,990 (plus on-road costs)
Engine: 3.2-litre five-cylinder turbo-diesel
Output: 143kW/470Nm
Transmission: Six-speed automatic
Fuel: 8.5L/100km (ADR Combined) / 17L/100km (as tested, towing 2400kg van)
Safety Rating: Five-star (ANCAP, 2015)
Towing: 3000kg maximum, 300kg tow ball mass