Ford Everest vs Audi Q3

What's the difference?

The standard Ford Everest – powered by a 2.0-litre twin-turbo or a V6 – is a nicely refined, comfortable and capable 4WD with plenty of potential as a touring vehicle.

The Tremor treatment doesn’t turn the Everest into a Raptor-esque Everest but it does offer low-key substantial off-road improvements to what was already an impressive 4WD wagon.

This sensible package of upgrades – more ground clearance, off-road-suited suspension, and decent all-terrain tyres – gives this Everest a mild 4WD boost.

The Audi Q3 Sportback S line 40 TFSI quattro is a quiet achiever.

Not as flashy or performance driven as some of its rivals, it still manages to tick almost every box when it comes to comfort and features. Like most models in the class, space in the back seat is modest but for a top-spec non-performance model, the price is alright and it’s lovely to drive.

Lift any vehicle a few millimetres and throw decent all-terrain tyres on it and that one-two combination instantly gives the vehicle more track-cred. 

And so it goes for the Everest Tremor.

But there’s more going on here than simply increased height and a swap-out of rubber over standard Everests.

As mentioned, it gets Bilstein dampers, new springs, and tough all-terrain tyres which combine to give the Tremor a solid presence.

The new honeycomb-pattern grille with auxiliary LED lights, quite visible steel bash plate, pronounced heavy-duty side steps and orange Tremor branding add to the package.

And inside it gets those Tremor-specific touches, such as the leather-accented seats embossed with Tremor branding, ebony-coloured interior accents and all-weather floor mats.

The Q3 Sportback blends the practicality of an SUV with a sports-car presence due to its wide 2022mm stance and coupe-styled rear. With the black accents across the body, big 20-inch alloys and sharp Matrix LED headlights, the Q3 Sportback more than holds its own against the sporty prowess of its rivals.

The cabin establishes that it sits within the premium market with its leather mix upholstery and flashy-looking tech that headlines an angular dashboard. However, it's understated compared to its rivals, which all boast a stronger cabin presence.

Overall, it's not a ‘look at me car’ but the longer you look, the better it gets.

The Tremor cabin is a comfortably familiar interior – it’s functional and roomy and so scores well in terms of overall practicality.

Driver and front passenger have easy access to storage options, such as the centre console, cupholders, door pockets and a shelf for your everyday-carry stuff as well as charging points (wireless charger, USB and USB-C sockets).

There’s plenty of space for the driver and all passengers (front, second and third row), and the seats are supportive and comfortable, even in the third row.

While that pew is a straight-up-and-down set-up it still manages not to be a complete punishment for those passengers.

Those in the second row get a fold-down centre armrest, door pockets and map pockets as well as air con vents and controls.

The rear cargo area has standard Everest features – with cargo tie-down points and a 12-volt outlet.

A niggle, and one I’ve found in other new-generation Fords, is the multimedia system. It's a decent size with clear and crisp colours and is easy to operate, but I needed to repeatedly stab a finger onto the screen in order to work my way through menus and sub-menus to figure it all out.

My advice is get your head around all of the multimedia system’s functionality while the vehicle is stationary because, to me, some of the screen workings are counter-intuitive and it’s easier and safer to learn all of that while the vehicle is not moving.

Also, the fact some controls are on-screen and some are off it creates more than a little confusion.

The Q3 Sportback offers plenty of head- and legroom up front, with access that is accommodating because of the wider door apertures.

Like its rivals, the back seat offers modest space for my 168cm height, but it might be a squeeze if you taller. The middle seat suffers the most with legroom due to the tall transmission tunnel – keep this seat for kids only.

However, all other seats offer well-rounded comfort with decent-padding, side bolsters and the front get extendable under-thigh and lumbar supports, as well as heat functions.

The rear row also gets directional air vents, reading lights, two USB-C ports and a 12-volt socket. Longer trips will be comfortable for four occupants but five will elicit some grumbles.

Storage is good for the class with a glovebox that can fit a manual, a medium-sized middle console and a large phone tray. There are four cupholders and four drink-bottle holders throughout the car, and the rear row also get two map pockets.

The boot offers class leading space with its 530L capacity and only the BMW X2 beats it (by 30L). Storage options open up again with the 40/20/40 split of the rear row. The top model gets a powered tailgate with gesture control and temporary spare tyre.

Technology looks high-end and the touchscreen multimedia system is easy enough to use once you get your head around the menus. The built-in satellite navigation is top notch and the directions are pulled through to the digital instrument cluster.

The Q3 now gets wired/wireless Apple CarPlay and wired Android Auto. The CarPlay maintained a steady connection this week. Charging options are great with a total of four USB--C ports, two 12-volt sockets and a wireless charging pad to choose from.

There are four variants for the Q3 before you hit the high-performance model, and our test vehicle is the top S line 40 TFSI quattro model, which is priced from $70,800, plus on-road costs, making it the most affordable compared to its rivals.

Its closest rival is the Lexus UX300h AWD F Sport with a price tag of $73,210, then the BMW X2 20i M Sport at $75,900, and the Mercedes-Benz GLA 250 4Matic sits at the top at $79,700.

Our test vehicle has also been fitted with an upgraded Sonos 3D surround sound system and sunroof for an additional $3900.

As one would expect for a top model, the S line is well-equipped and includes electric and heated front seats, leather upholstery and high-end technology throughout, which includes a 10.1-inch touchscreen multimedia system, a 12.3-inch digital instrument cluster, satellite navigation, wireless Apple CarPlay, wired Android Auto, Audi Connect app with over-the-air updates, four USB-C ports, a 12-volt socket and a wireless charging pad.

Practical features include keyless entry and start, adaptive LED headlights, a frameless auto-dimming rearview mirror, rain-sensing wipers, a powered tailgate (with gesture control) and a park assist feature.

It's features list mostly mirrors that of its rivals, but it does miss out on ventilated front seats.

As mentioned right at the start, the Everest Tremor has a 3.0-litre V6 turbo-diesel engine – producing 184kW at 3250rpm and 600Nm at 1750-2250rpm – and that’s matched to a 10-speed automatic transmission.

It also gets the line-up’s full-time 4WD system. This system has selectable two-wheel drive (2H), four-wheel drive high-range (4H), four-wheel drive low-range (4L) and four-wheel drive automatic (4A = 4Auto) that sends drive to the front and rear axles as needed, and which can be safely used on high-traction surfaces, such as bitumen.

Our test vehicle keeps it's tried and tested 2.0-litre four-cylinder turbo-petrol engine, which produces 132kW of power and 320Nm of torque. Those outputs are slightly less than most of its nearest rivals and it sports a slower sprint time of 7.8 seconds.

The Q3 Sportback is a quattro, which means it has an all-wheel drive and it boasts a silky-smooth seven-speed auto transmission.

While it doesn't induce strong sports-car vibes on road, it’s not a car you'd ever have the audacity to call slow.

The Tremor has the highest listed fuel consumption of the Everest line-up: 9.5L/100km on a combined (urban/extra-urban) cycle.

I recorded an average of 11.2L/100km on this test.

The Tremor has an 80-litre fuel tank so, going by my on-test fuel-consumption figure, you could reasonably expect a driving range of about 714km from a full tank.

Worth noting the Tremor requires AdBlue diesel-exhaust fluid.

The official combined fuel cycle figure is 8.2L/100km, but the real-world usage is at 8.6L after doing a mix of open-road and urban driving. Considering the lack of restraint shown for really giving this model a real 'go' on the open-road, the fuel usage is respectable.

Based on the official combined fuel cycle and 60L fuel tank, you should see a theoretical driving range of up to 732km, which is good for any longer road trips you might want to tackle.

Overall, the Tremor is nice to drive on road. It’s quiet, refined and comfortable and the engine and transmission make a cluey, unstressed pairing.

However, the Tremor’s suspension – engineered to improve the vehicle’s off-road capability – is firm through sections of back-country bitumen and even mildly corrugated bush tracks. 

Also, this Everest’s all-terrain tyres don’t help ride quality or noise levels on sealed surfaces. But that’s no surprise and a very minor trade-off when the Tremor's potential as a touring vehicle is so high.

On the open highway at cruising speed, the Tremor exhibits all of the smooth-driving characteristics the Everest line-up is well known for.

It sits nicely on the road, that wide wheel track (a 30mm increase in width to 1650mm) gives it a solid stance and this V6 ute simply rumbles along.

So, how does it perform in 4WD territory? Well, it’s based on the Everest Sport, which is no off-road loser, so you’d assume the Tremor would do okay.

However, we all know if you assume, it makes an 'ass' out of 'u' and 'me'… but the Tremor has been engineered to outperform the standard Everest in the dirty stuff. Unsurprising spoiler alert, it does, but only marginally.

The Everest Tremor is 4914mm long (without the towbar hitch receiver; 4978mm with), 2015mm wide (mirrors in; 2207mm, mirrors out) and 1904mm high.

It has a 2900mm wheelbase and a listed kerb weight of 2550kg, the latter making it the heaviest Everest in the line-up. 

This is not a diminutive wagon but it has the smallest turning circle (11.65m) in the Everest range and its dimensions don’t hamper it in the bush.

As mentioned earlier, when you add running ground clearance to any off-roader its off-road performance will be improved. The Tremor has more ground clearance (255mm) than its stablemates but, as with any measurements provided by vehicle manufacturers (ground clearance, wading depth, towing capacities, etc), always regard those figures with a healthy degree of scepticism.

Wading depth is listed as 800mm and its off-road angles are in line with market rivals: for your reference, approach, departure and ramp-over angles are listed as 32, 26.8 and 23.9 degrees, respectively.

This wagon’s 3.0-litre turbo-diesel V6 offers plenty of torque across a broad rev range, the 10-speed auto is clever – no flip-flopping between ratios here – and you can use the manual shifter if you get the urge.

Low-range gearing is adequate and the Tremor has an electronic rear diff lock.

The Tremor has a variety of selectable on- and off-road drive modes, including 'Normal', 'Eco', 'Tow/Haul', 'Slippery', 'Mud/Ruts', 'Sand and Rock' and the Tremor-specific 'Rock Crawl' plus a locking rear diff.

These off-road driving modes are no substitute for track-worthy 4WD mechanicals but they help by adjusting engine, throttle, transmission, braking, traction and stability controls to suit the driving conditions. 

Off-road traction control is effective without being spectacular. There’s a bit too much wheelspin for my liking.

Off-road applications are displayed on screen – with driveline/diff lock indicators, steering, pitch and roll angles depicted. Hill descent control held the Tremor to a steady 3.0-4.0km/h as I crawled down a difficult slope.

The power steering, light and sporty in all scenarios, has been tweaked with a heavy-duty tune and it retains a confident feel in difficult conditions.

Heavy-duty off-road engineering has bolstered the suspension set-up with new springs and Bilstein dampers with external reservoirs.

Wheel travel – how far the axle can move up and down vertically wheel-to-wheel relative to the chassis – is slightly better than a standard Everest’s, with this wagon’s tyres stretching a little further than the regular version’s.

Again, as I mentioned earlier, by replacing an off-roader’s standard road-biased rubber with a set of decent all-terrain tyres its off-road capability will be improved. And that’s exactly what Ford has done.

The Tremor's General Grabber all-terrain tyres feature light-truck construction. They are grippy and very effective in dirt, loose gravel, slippery clay and the like.

There are a few niggles, though.

I’ve previously expressed annoyance at the auto transmission shifter – a kind of joystick on a light cycle of steroids and just as touchy. It’s especially finicky on bumpy terrain but it’s another Everest-based characteristic to which I’ve become somewhat accustomed.

The operation of some off-road driver-assist tech can be confusing as it’s divided between the rotary dial (to select drive modes) and the screen (to engage the rear diff lock etc). Not a deal-breaker, but it takes some getting used to.

The brake pedal is spongy – taking some time between initial foot pressure to ‘biting', but then the brakes – discs all around – do clamp into action.

As for packability, there is a listed 259 litres (VDA) of space in the rear-most cargo area (with all three rows of seats in use), 898L (VDA) when the third row is stowed away and 1823L (VDA) when the second and third rows are lowered.

The Everest Tremor has a listed payload of 690kg, and towing capacities of 750kg (unbraked) and 3500kg (braked).

It has a listed GVM (Gross Vehicle Mass) of 3240kg and a GCM (Gross Combined Mass) of 6350kg. Remember: any onboard loads – such as people, pets, camping gear or aftermarket equipment (bullbar, roof rack etc) – must figure in your payload and GVM equations.

The power delivery for the Q3 Sportback S line model is effortless. It doesn’t have the thrum or burbling of a turbo, but the power is well and truly there whenever you need it. So, while not as ‘powerful’ as some of its rivals, you don’t feel like you’re missing out.

The low and wide stance of the Q3 Sportback translates to nimble and direct handling – you can take corners at speed with almost no roll and the steering sits within the goldilocks zone for firmness.

A downside is the cabin noise, which is fairly loud with road and wind no matter the speed – but you don't have to raise your voice. You'd expect a bit of noise with the big wheels, but you always hope for more refinement at this grade level.

The Q3 isn’t difficult to park, but it does take a moment to get your bearings on how it fits a space, as it’s bigger than you might expect. The 360-degree camera is super clear, which takes out a lot of the guesswork.

The car feels like an extension of you as a driver which elevates the overall on-road experience despite not being a performance model. This would be well-suited for a driver who wants great on-road performance without feeling like someone who is in a mid-life crisis.

The Q3 has a maximum five-star ANCAP safety rating from testing done in 2018 and it scored highly with the adult protection score sitting at 95 per cent, child protection score at 88 per cent, and safety assist systems score at 85 per cent, and it's vulnerable road sits at 76 per cent.

Unfortunately, the Q3 only features six airbags, which is fairly low for this day and age and misses out on a front centre airbag.

Standard safety equipment is robust and includes blind-spot monitoring, driver attention alert, a First Aid kit, a warning triangle, tyre pressure monitoring, rear cross-traffic alert, lane keeping aid, lane departure alert, traffic sign recognition, intelligent seatbelt warning, adaptive cruise control with stop/go function, park assist, a 360-degree camera and front and rear parking sensors.

There are two ISOFIX child seat mounts and three top tethers but two seats will fit best.

The Q3 has AEB and forward collision warning with car, pedestrian and cyclist detection. This system is operational from 5-85km/h (and up to 250km/h for car detection).

The Tremor is covered by Ford’s five year/unlimited kilometre warranty, which is the standard for this part of the market.

Roadside assistance is complimentary for 12 months after each service, extended for up to seven years as long as the Tremor’s owner has it serviced at an authorised Ford dealership.

Service intervals are scheduled for every 12 months or 15,000km and a capped-price servicing plan applies to the first five years/75,000km with a $2550 cost attached ($510 per service).

For reference a comparable Toyota LandCruiser Prado will set you back $390 per workshop visit, but that car's service interval is more frequent at six months/10,000km.

The Q3 comes with a five-year/unlimited-km warranty, which is a normal term for the class.

You can pre-purchase a five-year servicing plan, which costs $3330 overall, or $666 per service which is competitive for the premium segment.

Servicing intervals are reasonable at every 12 months or 15,000km whichever occurs first.