Introduction

Australians love a large SUV that can tackle the daily grind – commuting, school runs, shopping centres – but that can also open up a whole world of adventure. Weekend getaways, road trips and even off-road trailblazing have become increasingly popular in these times of the Great Pandemic.

Demand for four-wheel-drive wagons has spiked in the wake of the pandemic, with buyers increasingly looking to holiday at home. In 2021, the Ford Everest set an all-time annual sales record for the Blue Oval, despite having first launched in 2015. Buyers snapped up 8349 of the rugged SUV, easily eclipsing its previous record of 5996 set in 2020.

The good news for buyers in the segment is that an all-new Ford Everest is imminent, with local deliveries expected at the back end of 2022. And while buyers might be tempted to hold out for the new model, there’s plenty of life left in the outgoing Everest.

To find out how much life, we spent a week late last year in the 2022 Ford Everest Sport that sits near the top of the Everest range.

The Sport slides in nicely between the Trend and Titanium trim levels in a range that encompasses eleven Everests in total. The entry point into Everest ownership starts at a tickle over $50k, the Ambiente asking for $50,090. It’s powered by Ford’s older 3.2-litre, five cylinder, single turbo diesel and at this entry point, is rear-wheel drive. Four-wheel drive is an extra $5000.

At the other end of the mountainous range, the Everest Titanium is priced at $73,190, and as well as being fully loaded with technology and interior niceties, sits on a four-wheel-drive platform and is powered by Ford’s smaller, and more efficient, 2.0-litre, four-cylinder, twin-turbo diesel.

The Ford Everest Sport we have here slots in just below that range-topper. It’s powered by the same 2.0-litre turbo-diesel and it too sits on Ford’s four-wheel-drive underpinnings. That makes it a $64,390 (plus on-road costs) proposition. Our tester came equipped with a couple of options – a $650 coat of ‘prestige’ paint and $300 power folding third-row seating. As tested? Try $65,340 plus on-roads.

Those who have no intention of heading off-road could save around five grand and opt for the rear-wheel-drive Everest Sport that gets underway at $60,090. It looks the same, enjoys similar levels of equipment, and is powered by the same 2.0-litre biturbo diesel.

For those who prefer displacement under the bonnet, there’s an Everest Sport with a 3.2-litre, five-cylinder diesel with your name on it. It’s four-wheel drive and is priced at $62,890 plus on-road costs.

For now, though, we’re behind the wheel of all the Ford Everest Sport money can buy.

First impressions count, and in the case of the Everest Sport those impressions are good. Yes, it’s an SUV that first graced our shores in 2015. But, age has not diminished its classic lines and proportions. The addition of the Sport badge brings with it some aesthetic embellishments, and externally those enhancements are exclusively black in colour.

From the stylish black grille to the 20-inch alloys and standard-fit roof rails, Ford has gone nuts with the black texta. The headlight inserts are black too, while identifying badges get the obligatory black-out treatment, including the exclusive to Sport variants E V E R E S T badging on the bonnet. Window trims too… In fact, anything that one could reasonably expect to be finished in chrome has been given a once-over with black paint.

It certainly cuts an imposing figure on the road and in the driveway, all that black lending it a tough, menacing air.

Of course, the Everest fights in a competitive segment. Even limiting choice to ute-based four-wheel-drive wagons (the Everest is built on the Ford Ranger ute platform) offers plenty of choice.

The four-wheel-drive Mitsubishi Pajero Sport range is priced from $48,940–$60,490, while the HiLux-based Toyota Fortuner is just a smidgeon more at $49,715–$62,945. Both undercut the newest kid on the block, the new Isuzu MU-X, priced from $53,900–$65,900 for four-wheel-drive models, all before on-road costs.

That lands the Everest Sport near the top of the heap in terms of pricing, meaning it has its work cut out to tempt buyers looking for a family-friendly, off-road-capable, four-wheel-drive SUV.

Inside

The ‘Sport’ treatment is more subtle inside than it is externally. Blue contrast stitching on the leather seats and on the dashboard are the biggest indicator that this Everest sits higher in the range than Ambiente and Trend models.

It looks fresh and contemporary, despite its age, with plenty of conveniences to make life on the move easier. Storage options abound, including a nice and deep central bin with padded lid that’s ideal for resting elbows. There are the obligatory cupholders in the centre console, while generous door pockets can accommodate bottles.

An 8.0-inch touchscreen is nicely integrated into the dash and is complemented, pleasingly, by chunky dials for volume and tuning. There are buttons and switches for primary climate-control functions, too, which are welcome in an era where touchscreens increasingly – and annoyingly – form the command centre for everything.

Minor quibbles include the switches for adjusting the electric mirrors hiding out of sight on the dash behind the steering wheel; an ergonomic quirk at odds with the rest of the well laid out and thought out cabin.

Second-row occupants are well catered for with separate air vents (mounted in the roof) and controls for fan speed, while the seats themselves slide fore and aft to free up space. There’s plenty of legroom on offer, even with the seats moved forward to accommodate third-row occupants.

Those seats slide (and fold) in 60:40 split fashion to allow for easy access to the third row. Additionally, the kerb-side seat folds as well as slides to make ingress into row three as easy as we’ve seen anywhere.

The third row remains tight, however, and best saved for smaller kids or occasional adult use. There are cupholders back there as well as air vents to help keep back row passengers cosy.

With all three rows being used by people, there’s a decent 450L of boot space measured to the roof. It’s plenty enough for the weekly shop or some overnight bags. That space expands to 1050L with the third row stowed away; a cinch thanks to the optional power-folding seats fitted to our tester. Flatten the second row as well and there’s a mammoth 2010L of cargo capacity.

Driving

Let’s be clear. There are more refined large SUVs in the market best suited to everyday family duties. But they can fall in a bit of a hole when faced with all but the mildest of off-road conditions.

Ute-based, off-road-focussed SUVs, like the Everest here, need to straddle that line between weekday urban duties and weekend adventures. Some do it better than others, their makers dialling in enough comfort and refinement to make for a liveable weekday hauler while simultaneously not diluting off-road ability.

The Ford Everest is among the best in serving this duality of purpose. And it starts with the 2.0-litre, twin-turbo diesel under the bonnet. While traditionalists might decry that ‘bigger is better’, it’s worth noting the 2.0-litre four-cylinder is more powerful and with more torque than the 3.2-litre five-cylinder diesel also found in the Everest range.

The four-cylinder biturbo diesel is good for 157kW at 3750rpm and 500Nm between 1750–2000rpm. It’s mated to Ford’s 10-speed automatic transmission sending drive to all four wheels. The Everest sits on a full-time four-wheel-drive platform with a centre diff (non-locking) apportioning drive 40:60 front to rear.

Conclusion

The Ford Everest Sport does a great job of being most things to most people. It’s a comfortable daily driver, equally at home in the suburbs and on the highways as it is on the rough stuff. That it can comfortably tow too is icing on the cake.

It’s a nicely balanced package deftly filling the needs of a family chariot and a weekend off-roader, with the ability to lug a large caravan or boat. And it does so without much compromise.

While the additional black garnishes of the Everest Sport add some visual flair and a decidedly urban stance, our recommendation would be to plump for the Trend variant, which eschews those urban garnishes and comes with similar levels of equipment in a package costing a couple of grand less.