Ford Everest 2026 review: Australian first drive

Price and features – Does it represent good value for the price? What features does it come with?

7 / 10

The new Everest entry-level variant is badged Active and kicks things off with a price-tag of $58,990 plus on-road costs. For that, you get the new 2.0-litre four-cylinder engine, leather accented seats, a 12-inch multimedia screen, tinted rear windows, tyre-pressure monitoring and six drive modes for the four-wheel drive system (the rear-wheel drive Everest was dumped in 2025).

But, in line with Ford’s policy of now offering the V6 turbo-diesel on every Everest variant, you can also get an Active V6 for $66,990. Like the other V6 models, that also gets you permanent 4WD, while the 2.0-litre Everests operate as part-time 4WD.

The next step up the ladder is the Sport version with the 2.0 litre engine at $68,990, and then the V6 version of the Sport at $76,990 which is a pretty big jump, to be honest. But both the Sport and Tremor specifications have been upgraded over the previous Everest with the addition of a 360-degree camera and heated and ventilated front seats. But if you still want a seven-seat Everest with those features, you’ll need to buy the Tremor variant, as the third row of seats on the Sport has been discontinued.

That brings up to the Tremor at $79,990 with no four-cylinder option, followed by the V6-only Wildtrak and Platinum at $79,990 and $83,490, respectively.

All Everests now get LED headlights, power mirrors, roof rails, a powered driver’s seat, dual-zone climate-control and an electronic park-brake.

Design – Is there anything interesting about its design?

8 / 10

Visually, the only real changes to the Everest from a design point of view are a move from some bright trim items around the vehicle to a darker colour. Some new alloy wheel designs also feature, but that’s about it apart from a couple of new hero colours on the more expensive variants.

The interior is likewise unchanged, which is another way of saying it works well and didn’t really need to be altered. The dumping of the third row of seats in the Sport model represents the biggest packaging swerve.

Stylistically, the limited edition Everest Wildtrak still makes a pretty serious statement with its orange-accented trim, power-folding third-row seat and 20-inch alloy wheels.

You can kind of see why Ford might not feel the need to make massive changes, either. When you’re outselling your arch-rival, the vaunted Toyota Prado, about 8100 to 6400 (year-to-date to April) you must be doing something right.

Practicality – How practical is its space and tech inside?

9 / 10

It might be a capable off-roader, but the Everest is also a large family car in a lot of cases. So cargo space is critical. In the case of a seven-seater Everest, there’s 259 litres of luggage space with all seven seats occupied. But configured as a five-seater, that number jumps to 898 litres. With just two on board (a typical camping or outback touring scenario) and both rear rows folded, there’s 1823 litres of load space.

If you do take your Everest off-road, there’s a fair bit of kit aimed at making that stress-free. That starts with side-steps (ever tried to enter a high-riding 4X4 when it’s parked on a slope?) underbody bash plates and even a pair of recovery points at the front. There’s also hill descent mode and a locking rear differential as standard.

Regardless of what you use an Everest for, the interior of even the most basic variant has four USB ports, plenty of cupholders, 12-volt power sockets in the centre console and the cargo area, automatic wipers, wireless connectivity for Apple CarPlay and Android Auto, digital radio, third-row air vents, wireless phone charging and keyless entry and start.

While the Everest is less likely to appeal to tradies (there’s the Ranger dual-cab for that) with huge trailers, it does retain the 3500kg towing limit that makes caravanning a reality in 2026 where huge, off-road vans are increasingly popular (and heavy).

All Everests also get a full-sized spare tyre.

Under the bonnet – What are the key stats for its engine and transmission?

9 / 10

There are a couple of changes to the Everest’s powertrain, both of which are kind of the headline story of this facelift.

The first is that Ford has moved to make the V6 turbo-diesel with its 184kW and 600Nm available on all Everest specifications as of now.

But more importantly, there’s a new 2.0 litre four-cylinder turbo-diesel replacing the old bi-turbo 2.0L, and the 10-speed automatic transmission is now standard across the Everest range.

But why replace a 2.0L diesel with a 2.0L diesel? The answer has a bit to do with globalisation and production rationalisation, but also the fact that the new engine features a simpler, potentially more robust, layout. Oh, and of course, with one turbocharger instead of the old engine’s two, it’s cheaper to make.

It’s no secret some Everest (and Ranger) owners have experienced problems with the bi-turbo engine’s durability, notably the wet timing-belt layout. Fundamentally, this is a rubber toothed timing belt that runs in an oil bath, counter to what the majority of engine makers do with their dry-belt engines. But Ford has gone one step further here and replaced the rubber belt altogether with a timing chain that should last the life of the vehicle.

Compared with the old engine with its 154kW and 500Nm, the new unit is a bit puny on paper with just 125kW and 405Nm. A lower final-drive ratio in the differentials should help mask that, however, by keeping the engine in its turbo-boost zone more of the time.

Efficiency – What is its fuel consumption? What is its driving range?

8 / 10

If there’s any pay-off in the reduction of power and torque for the new engine, it’s likely to be the promise of improved fuel economy.

Ford claims 7.1 litres per 100km for the new 2.0-litre and, combined with the 80-litre fuel tank, that gives a theoretical range of close enough to 950km. Of course, it won’t be anything like that in the real world and a country-road fuel consumption figure of between nine and 10L/100km is much more likely, with a corresponding range closer to 700 or 800km.

V6 versions of the Everest claim the same 8.5L/100km (combined urban/extra-urban cycle) fuel figure as before, and, like before, the real number is going to be closer to 11 or 12 litres in normal running.

The Everest also requires AdBlue and there’s an 18.5 litre tank for that that needs to be replenished every few thousand kilometres.

Driving – What's it like to drive?

8 / 10

I’d love to be able to tell you what the new 2.0 Everest is like as a tow-vehicle. But we just didn’t get the chance to hook up a load at the recent launch. However, it’s likely towing will really show up the loss of power and torque compared with the old 2.0-litre, so keep an eye on carsguide.com.au for a full tow test of the new engine in the Everest and the Ranger.

What we can tell you is that the new engine feels and sounds very much like the one it’s replacing. Which is to say it’s quite smooth, relatively quiet and overall a very civilised package. Acceleration is adequate rather than ample and when you start to wind the engine out, you begin to feel the loss of those kiloWatts and Newton-metres.

But it’s strong enough in the typical overtaking range, and if you’d never driven the old 2.0, you won’t know what you’re missing, anyway.

Since the rest of the dynamic package including suspension, brakes, steering and tyres haven’t been altered this time around, it’s no surprise the new Everest is just as good as the previous version. Which, compared with much of its competition, is very good indeed. The Everest has always had the drop on the majority of its competitors in terms of on-road manners and off-road capacity.

And don’t even bother comparing its off-road chops with those of a typical mid-sized SUV that happens to have all-wheel drive. With its huge wheel articulation, low-ratio transfer-case and excellent ground clearance, the Everest is a proper off-roader in every sense of the term.

Safety – What safety equipment is fitted? What is its safety rating?

9 / 10

The Everest’s safety package is a good one and starts with no less than nine airbags including a centre airbag to reduce head injuries in a side-impact crash and full-length side-curtain airbags for every outboard passenger in every row. There are also three-point seat-belts for every occupant and two ISOFIX child restraint mounting points.

The Everest was also an early adopter of the latest driver aids, so you also get autonomous emergency braking (AEB), blind-spot monitoring, cross-traffic alert, lane keeping assistance, front and rear parking sensors, a rear-view camera, traffic sign recognition and tyre pressure monitoring. However, the Active entry-level version misses out on adaptive cruise-control and a 360-degree camera.

The Everest hasn’t been independently crash tested here, but it’s close mechanical relation, the Ranger, has been. Back in 2022, the Ranger was awarded the maximum five stars for safety, and this rating has also been applied to the Everest.

It’s also worth noting big, heavy and high vehicles like this one generally protect their occupants well in crashes compared with lighter, lower vehicles.

Ownership – What warranty is offered? What are its service intervals? What are its running costs?

8 / 10

The Ranger comes with Ford’s five-year/unlimited kilometre warranty and pre-paid servicing is available for the first four years. That’s based on the first four scheduled services which are due every 15,000km or 12 months whichever comes first.

You also need to keep in mind the Everest’s use of AdBlue to reduce emissions as this will increase day-to-day running costs.

Ford also throws in 12 months’ worth of roadside assistance on any new Everest and this is increased by 12 months every time the vehicle is serviced at a participating Ford dealership up to seven years.

All genuine Ford Accessories for the Everest are also covered by a five-year/unlimited kilometre warranty.

Ford Australia also has a huge dealer network, so parts and servicing should not represent a problem anywhere in the country.

Verdict