The Blue Oval’s new Adventure SUV is undoubtedly a head-turner! However, is the 2023 Ford Everest truly in a higher category than other bakkie-based, 7-seat vehicles? To find out, we took the 3.0 V6 AWD Platinum on a 4 000-km journey.
I’m still the only “family guy” in the Cars.co.za test team, which means that, when a test car needs to get packed for a holiday, it has to accommodate kids, pets and much detritus. So, suffice it to say, I’ve been the go-to guy for testing large SUVs since I joined Cars.co.za! Every year, around November, anticipation levels are high in the Oosthuizen household, as we wait to hear which vehicle will be taking us on holiday.
As a happy consequence, I’ve driven most 7-seat SUVs in the new-vehicle market for extended periods of time, particularly models that fall in the bakkie-based SUV category – the Toyota Fortuner, Isuzu MU-X and so forth. Furthermore, I’ve driven them all on the same routes, so I am well-placed to compare them.
Recently, it was the 2023 Ford Everest’s turn to get packed to the rafters and go on a sojourn to the Southern Cape. How much better is it than its lauded predecessor? And has the Ford moved so far up the ladder in sophistication and ability that it has become a Toyota Prado rival, not a Fortuner challenger?
A month-long evaluation, during which I travelled about 4 000 km in the model, provided some answers.
FAST FACTS
- Model: Ford Everest 3.0 V6 AWD Platinum
- Price: R1 113 100 (Jan 2023)
- Engine: 3.0-litre V6 turbodiesel
- Power/Torque: 184 kW/600 Nm
- Transmission: 10-speed automatic
- Fuel consumption: 8.5 L/100 km (claimed)
- Luggage/Utility space: 259-898-1 818 litres
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Massive public interest and awareness
I took delivery of the flagship Everest 3.0 V6 AWD Platinum in early December 2022 (before dealers started receiving their stock). By then, the launch had already happened and public awareness was impressive. Finished in white, the handsome 2023 Ford Everest turned heads wherever we went.
I’m used to driving new cars that attract a lot of attention, but once we reached our destination in the Southern Cape, the attention became even more heightened – bear in mind, I found myself among other holidayers driving not only examples of the previous-generation Everest, but all of its rivals as well.
So, whenever I parked the Ford at a petrol station or shopping mall, strangers walked up to me to come and inspect the Everest 3.0 V6 AWD Platinum inside and out! Their feedback? They were blown away…
Interestingly, quite a few onlookers commented on the naming of the vehicle. Due to the number (and prominence) of Platinum badges on the Ford, some thought the SUV had been renamed “the Platinum”!
The Everest looks every bit like a R1.1-million-plus SUV. It’s huge (4.94 metres long and 2.2 metres wide) – in that sense, it’s a good match for the Prado, plus it rides high (it has a ground clearance of 226 mm) and on striking 21-inch multi-spoke wheels. If you are going to be doing a lot of off-roading, you may want to consider fitting the optional 18-inch rims, which are wrapped in more off-road-oriented rubber.
Furthermore, the Platinum trim level incorporates numerous chrome embellishments, but not to the extent that it seems overkill. In fact, the 2023 Ford Everest’s upright front-end design is rather attractive; its bracket-shaped LEDs flank an enormous grille that adds to the perceived wide stance of the 7-seater. The rear design is more conservative, but it certainly looks more modern than on the previous model.
When it came to packing the Everest 3.0 V6 AWD Platinum for the holiday trip, a number of its features stood out. The cabin volume is massive: the 50/50-split 3rd row can be folded down electrically using switches mounted in the load bay and, with one part of the 60/40-split middle row folded down, one can easily fit a bicycle or surfboard in the Everest’s expansive cabin.
However, seeing as the first 2 rows would be occupied, and maximum luggage capacity was required, the surfboards were put on the roof (Ford claims the roof is sturdy enough to take static loads of 350 kg). A detachable towbar is fitted as standard and the tow rating has increased (by 400 kg) to 3 500 kg.
For me, the availability of a towbar meant I could fit my Thule bicycle carrier on the back, but I soon encountered an interesting quirk… The bicycle carrier would swivel on the ball of the towbar, no matter how tightly it was fastened. This presented a problem, seeing as bicycle pedals and handles could rub against the vehicle’s tailgate and bumper, so I applied thick double-sided tape to avoid any damage.
There were no such issues inside, however. The load bay is capacious with the 3rd row folded down (898 litres) and so it swallowed all our luggage and other items, while leaving enough space in the 2nd row for a trio of passengers. The middle row, by the way, can slide fore/aft and you sit slightly high (a reminder that the Everest is based on a ladder-frame chassis). Second-row passengers have access to two USB outlets, a 230V 3-pin power outlet and a separate fan-speed control for the overhead ventilation outlets.
Although the 3rd-row seats were folded down for most of our trip, later adventures required those seats to be occupied as well. Given the overall size of the 2023 Ford Everest, I was a little surprised by just how tight the 3rd-row accommodation was. To illustrate my point: if a pair of 1.8-metre occupants sat behind the ‘wheel and the seat directly behind it (in the second row) respectively, then the 3rd-row occupant behind them would have very little legroom. Headroom is tight too. Still, it’s no worse than in most 7-seat, bakkie-based SUVs. With all 7 seats occupied, the load capacity is 259 litres, which is relatively good.
Road tripping in the 2023 Ford Everest
The Platinum-specification Everest is offered exclusively in conjunction with Ford’s new 3.0-litre V6 turbodiesel motor, which delivers a healthy 184 kW at 3 250 rpm and peak torque of 600 Nm from 1 750 to 2 250 rpm. The engine is mated with Ford’s updated 10-speed automatic transmission, which drives a permanent all-wheel drive system (though, on the road, it mostly runs in 2H mode). There are no paddle shifters – frankly, you don’t need them – but if you really must make manual shifts, there are tiny buttons on the transmission lever. The ‘box is so well sorted, however, that you’re unlikely to ever use them.
When travelling fully laden on the open road (with the roof-mounted surfboards undoubtedly creating extra aerodynamic drag), the Everest was invariably eager to respond to throttle inputs and always had impressive overtaking acceleration on tap. Refinement is also good, with only some wind noise (from the oversized side mirrors) audible; NVH (noise, vibration, harshness) levels are probably class-leading.
Similarly, there is no other bakkie-based SUV in the new-vehicle market that offers such a good combination of supple ride comfort and firm cornering stability; the 2023 Ford Everest largely avoids the top-heavy feel that afflicts similarly packaged vehicles. Only very sharp, sudden jolts knock through the suspension to the cabin occupants. As mentioned before, opting for the more off-road-oriented tyres (on 18-inch alloys) might realise some benefits when you are 4×4-ing (and provide a little more “give” over bumps on tar). Still, there will undoubtedly be an impact on the Everest’s impressive road manners.
When driven like this (with a near-full complement of passengers and cargo on board) and at (or near) the national speed limit, one should perhaps not expect incredible fuel economy, but I was still somewhat disappointed with the Everest 3.0 V6 AWD Platinum’s thirst throughout the test period. Ford claims an average consumption of 8.5 L/100km, but you’ll have to drive extremely gingerly to get near that figure.
If you drive normally, you’re likely to average somewhere around 10.5 L/100 km. At best, then, you could achieve a range of just over 700 km on a full (76-litre) tank. If you are going to travel very long distances into the bundu, the Prado’s 150-litre tank capacity may swing your buying decision towards the Toyota.
2023 Ford Everest’s toys and safety features
As befits its flagship status, the Everest 3.0 V6 AWD Platinum is loaded with standard features, some of which are not even available as options on its traditional rivals.
From behind the multifunction steering wheel, the range-topping derivative exudes upmarket luxury and high technology. I really like the way the door handles are integrated into the armrests, the stitched leather upper fascia, the dark faux-wood trim and the satin silver accents. The electrically-adjustable front seats, which offer heating and cooling (the 2nd row is heated as well) are superb, and the heated steering wheel is rake- as well as reach-adjustable, so it’s easy to find a comfortable driving position. Overhead, a large panoramic sunroof is standard and impressively well-insulated from wind noise.
The very neat digital instrument cluster is packed with information: using the steering wheel-mounted controls, one can access various sub-menus and settings. You can switch between drive modes with a button on the transmission panel and neat graphics illustrate the selected mode in front of the driver.
There is also an excellent B&O audio system, dual-zone climate control and, of course, a long list of driver-assistance and safety systems, including adaptive cruise control, forward collision assist, rear cross-traffic alert with braking (very useful on a vehicle of this size), lane-keep assist and even active parking. Some of the systems are a little intrusive at first, but you can either deactivate some of them or simply adjust their sensitivity.
And now for the Everest cabin’s party piece – its massive (12-inch) tablet-like infotainment touchscreen, which is mounted portrait style in the middle of the fascia. Certainly, onlookers were always intrigued by the system’s functionality, but everyone agreed that it endowed the 2023 Ford Everest’s cabin with that last bit of next-gen tech that immediately makes every rival vehicle look like it comes from the past.
Of course, there are many features hidden in the infotainment system’s various menus, and finding your way around will take some time, but it’s all pretty intuitive. Besides, the controls that you will use most often (fan speed, temperature control, volume etc.) can still be accessed using physical buttons/knobs.
Ford’s latest SYNC4 system works very well indeed. Bluetooth, Android Auto and Apple CarPlay are all supported and a wireless charging pad is provided. Front occupants have access to a trio of USB ports (one being windscreen mounted – you can use it to power a “dash cam”, for example).
If I had to nitpick, I’d say the camera system was somewhat disappointing. Crossovers priced at half of what this Everest costs feature more advanced 360-degree camera views and graphics. The resolution of the camera display is also not as crisp as I’ve seen in other vehicles. Still, there is a bird’s eye view…
Heading (slightly) off the beaten track
I didn’t get the opportunity to put the Everest 3.0 V6 AWD Platinum through a serious off-road test, largely because I was worried that the shiny big (20-inch) alloy wheels and elaborate side steps would be susceptible to damage. However, I did quite a lot of gravel-road driving and some minor off-roading.
In terms of its approach and departure angles, the 2023 Ford Everest is actually a close match for the Prado and, in addition to the automated four-wheel-drive setting, you can manually select 4H or 4L, and then further fine-tune the vehicle settings using a dial on the centre console. Normal, Eco, Tow Haul, Slippery, Mud&Ruts and Sand modes are available, and the rear diff lock can be activated electronically.
On gravel roads, we found the Everest’s driving experience quite superb and, when we did some off-road driving in trickier conditions, it was abundantly clear that even when rolling on road-biased tyres, the Blue Oval’s 7-seater’s strong torque and clever off-road systems combine to make it a truly capable Adventure SUV. Tyre pressure monitors are also fitted, as is specific underbody protection.
Verdict
Priced at just over R1.1 million (without a service or maintenance plan), the flagship 2023 Ford Everest is comfortably in a different league to its traditional rivals from Toyota (Fortuner), Isuzu (MU-X) and Mitsubishi (Pajero Sport). In fact, Isuzu – in particular – must be concerned that its still-new MU-X (which I had on test for the same holiday period the previous year), has been outclassed so quickly.
How well does Ford’s newcomer compare with the Toyota Prado? I don’t think they appeal to the same kind of buyer, even though they may end up on the same shortlists. The Ford is a more premium and modern-feeling SUV with great on-road manners, while the Toyota has that reputation for unburstable reliability and off-road toughness – it arguably remains the choice if you’re going to head into the unknown very often. But, as a comfortable daily family vehicle that can do long-distance family trips with sufficient luxury, plenty of space and no shortage of occupant comfort, the Everest takes the crown.
