Ford Everest VS Mazda CX-8
- All-round package
- Ride and handling
- Safety tech
- No AEB on Ambiente (coming in 2019)
- No reach-adjustment on steering wheel
- Easier to park than a CX-9, with almost as much space inside
- Much more useful boot than CX-5
- Very comfortable to drive
- Big price jump between Sport and Asaki
- No CarPlay until late 2018
- No petrol option
Since we first published this story on August 24, 2018, there have been some changes to the Ford Everest range, including the entry-level Everest Ambiente (RWD and 4WD variants) getting advanced driver-assist safety systems, including autonomous emergency braking (AEB) with pedestrian detection, at no extra cost.
The Ambiente also now gets lane-keep assist with driver alert, traffic sign recognition and automatic high beams. That's all in addition to the line-up's reversing camera, rear parking sensors, roll-over mitigation, trailer sway control and more.
The 4WD Ambiente also gets hill descent control, hill launch assist and an electronically locking rear differential.
In other Everest news, the top-shelf 2.0-litre twin-turbo Everest Titanium 4WD has dropped in price to $72,290 so it now avoids the luxury car tax.
Changes are rumored to be coming soon for the Ford Ranger range – perhaps towards the end of 2019 – and those changes may also materialise in the next update of the Everest line-up.
Stay tuned for more Ford Everest news.
As originally published August 24, 2018:
Change is good but there will always be some who become enraged at the mere hint of it. Case in point: those who strongly dislike 2.0-litre twin-turbo diesel engines.
In February this year, when just such an engine was revealed as the powerplant of choice for Ford’s high-performance ute, the Ranger Raptor, CarsGuide comments, online chat rooms and beer gardens everywhere echoed with acid-tongued complaint and hearty objections that included such pearls of wisdom as “The only good two litres are milk and orange juice”.
Well, it looks like some of us have a bitter pill to swallow because that 2.0-litre engine is now in the new, refreshed MY19 Everest, Ford’s large SUV wagon, as well – and it’s here to stay. But don’t fret because the 3.2-litre five-cylinder engine remains in the Everest ranks.
In other good news, the 2019 Everest has AEB.
Any bad news? Maybe. Read on.
|Engine Type||2.0L turbo|
Remember Mr McGreg from The Simpsons who copped the brunt of Dr Nick Riviera? "With a leg for an arm and an arm for a leg."
It may have the long wheelbase and seven-seat layout of a CX-9 but the narrower width of a CX-5, and the headlights from the latter and tail-lights from the former, but it's all for good reasons, and plonks the new model right between the two in Mazda's very appealing SUV line-up.
This is indeed a foot in both the mid-size and large SUV camps, but also gives Mazda an answer to the emerging range of seven-seat mid-sizers like the CR-V, Kodiaq, 5008, X-Trail, Outlander, and upcoming Tiguan Allspace.
Its journey to Australia has not been an easy one, being classified as a Japan-only model when it was revealed late last year and arriving with a relatively limited model line-up and no petrol drivetrain option.
With the coat-tails of CX-5's five-year run as Australia's favourite SUV to ride on, combined with the CX-9's credentials forming the other half of its gene pool, there's a very good chance a lot of Australians will be glad it made the trip.
We were among the first to drive the CX-8 at its Australian launch this week.
|Engine Type||2.2L turbo|
Originally built off the Ranger platform, the Everest has always been overshadowed by its overachieving ute stablemate. But now, with the introduction of AEB and some up-speccing to its Everest line-up, Ford has ensured its large SUV wagon is still a strong contender in the race for top honours in the market.
The line-up's volume seller is the Trend and that's still a pretty good sweet spot for the range.
Most of us don’t want a big, shouty 4WD, but we do expect a lot in our new vehicles: we want a quiet, refined family-friendly SUV that drives well, has plenty of safety tech, car-like ride and handling, and good fuel consumption. In its Everest, Ford has come pretty close to producing one of the best around. If only the Titanium's price-tag wasn't so high.
Is the Everest's 2.0-litre twin-turbo the way of the future or a misstep? Tell us what you think in the comments section below.
Mazda has taken a little of Column A and a little of Column B to bridge the gap between CX-5 and CX-9 quite nicely. It could only be better with the CX-9s petrol engine and perhaps a few more trim levels, but it's a good thing. Having said that, the sweet spot is definitely the two-wheel drive Sport, because it comes with what I consider to be all the important features, and represents the best value.
Will the CX-8 tempt you up from a CX-5 or down from a CX-9? Tell us what you think in the comments below.
Nothing much to report here. The Everest has always had substantial presence and nothing has changed in that respect; it’s a good-looking unit.
Among the styling tweaks are a new grille design, revised bumper and fascia design, halogen projector headlights with halogen daytime-running lights, a laminated acoustic windscreen, a 10-speaker audio system, as well as an 'Ebony' interior colour scheme with contrast stitching and chrome highlights.
If there’s any potential strife to the interior look and feel here, it may be that it’s too neat and tidy – too plain – and in danger of becoming a bit dated.
The Titanium has new 20-inch split-spoke alloy wheels.
Rather than a smaller CX-9, it's fairest to describe the CX-8 as a long-wheelbase CX-5 given it shares all panelwork from the B-pillar forward with the latter. Everything rearward is unique aside from its tail-lights, however.
CX-8 development boss Hideki Matsuoka explains his team started with the CX-9 though, with the seven seat layout a core element of the project. Rear legroom was another key criteria, which is why it uses the CX-9's 2930mm wheelbase to match the large SUV.
The rear doors have been extended accordingly to optimise rear seat access, following a formula only used by the Kodiaq, 5008 and Tiguan Allspace to date.
Retaining the CX-5's 1840mm width was also important for easier manoeuvrability, but it's worth noting that the CX-8's 11.6m turning circle is closer to the CX-9's 11.8 than the CX-5's 11.0.
The 129mm narrower body, shorter front and rear overhangs and 175mm shorter overall length than the CX-9 are certain to be beneficial when parking though.
The net result can look like an elongated CX-5 from the front three-quarter view – surprise, surprise – but in isolation it's yet another fine Kodo-era SUV design.
The interior is a similar package, with the dash and door trims from the CX-5 blending with the split-lidded centre console from the CX-9. Everything rearward is also unique, and the top-spec Asaki's presentation nudges premium brands with actual wood trim on the dash and nappa leather on the seats, particularly in the optional and CX-8-specific 'Dark Russet' colour.
Inside is nice and roomy. It’s also well blended together; chrome, leather accents, as well as clear, easy-to-read instrument displays and colourful Sync3 screen. Nice, small touches, such as the illuminated blue edging around USB ports, add to the cabin’s premium feel.
The front seats are very comfortable and electrically adjustable; the third row can be deployed or stowed away by using buttons on the right-hand rear interior wall of the cargo area.
Those in the front are well catered for with access to two 12-volt sockets, and two USB ports.
Storage spaces include glovebox, two cup holders and a deep bin between driver and front passenger, and bottle holders in each door.
Second-row passengers get a pair of pop-out cupholders in the arm-rest, and can control aircon temp and fan speed, as well as open or close air vents, and use a 230-volt or 12-volt socket from their seat.
There are two ISOFIX anchor points in the second row and the cargo area has bag hooks each side, as well as luggage tie-down points on the floor.
Mazda defines the life stage of a typical CX-8 owner as having two kids under their belt and considering a third, with the need to often bring their friends along for the ride.
This sits above the CX-3's 'young people or young couple' profile and the CX-5's 'couple thinking about kids or have a kid', but beneath the CX-9 as the go-to for large families.
The key element of the CX-8's remit is clearly the third row of seats, which has been designed to suit heights up to 170cm, which essentially means taller kids. This 172cm tester found it quite cosy, but possible, so you wouldn't want to push it much further. Legroom is officially within 5mm of the CX-9, but the limiting factor is headroom.
Access to the third row is as easy as you could hope for thanks to those long doors opening 80 degrees, with the second row sliding forward from either side with a single action. The third row also folds flat with a simple single action for either pew.
The second row is really just a narrower version of the CX-9's with the same legroom and ample headroom for this tester. It won't swallow three adults or child seats as comfortably as a CX-9, and you'd need to choose your child seat carefully if attempting the latter.
The sliding second row seat is likely to make for much more comfortable front seating with a rearward facing child seat fitted, too.
On that note, the CX-8 has the same child seat anchorage layout as the CX-9, with ISOFIX mounts for the outward second row seats, and top tether points for all five rear seats.
Despite having a shorter rear overhang than the CX-9, the CX-8 still manages to have a useful 209 litres (VDA) of space in the boot (loaded to the roof) with the third row upright, which expands to 742 litres VDA (loaded to the roof), or a much bigger space than the CX-5 with the third row folded.
Both rear rows fold flat to reveal 1727 litres (VDA) in total, and there's a further 33 litres of underfloor storage.
The CX-8 retains all the other important practicality elements, including bottle holders and cupholders for all three rows, 12-volt and USB points, and there's tri-zone climate control that gives second row passengers an extra zone, but like the CX-9 there's no individual ventilation for the third row.
If you're looking to tow with the CX-8, it carries the same 2000kg braked tow rating as the CX-9, which is 200kg ahead of the figure applied to all CX-5s.
Price and features
The Everest range remains a three-model line-up: entry-level Ambiente, mid-spec and volume seller Trend, and top-spec Titanium.
One of the other more notable new features in the range is 'Inter-Urban Autonomous Emergency Braking' (AEB) with 'Pedestrian Detection' and 'Vehicle Detection', which is now standard across the Trend and Titanium; it will become standard on Ambiente in 2019.
Keyless entry and push-button start are now standard across the range, and Trend and Titanium get Ford’s hands-free power tailgate.
Also new to the Trend are leather-accented seat trim, eight-way power driver's seat and a leather-trimmed gear shifter.
All prices to follow exclude on-road costs.
Everest Ambiente pricing is: RWD 3.2L (five seats) $49,190; 3.2L RWD (seven seats) $50,190; 3.2L 4WD (five seats) $54,190; and Ambiente 4WD 3.2L (seven seats) $55,190.
Everest Trend pricing is: RWD Bi-Turbo $56,190; 4WD 3.2L $59,990; and 4WD Bi-Turbo $61,190.
The Ford Everest Titanium is only available as a 4WD with the twin-turbo engine and 10-speed auto at a cost of $73,990, including luxury car tax. We spent the lion’s share of our time at the launch in a Titanium so we’ll focus on that variant.
The new exterior prestige paint is Diffused Silver for $780.
The 2019 Everest is due in showrooms this month.
Unlike the broad variant spectrum available with other Mazdas, the CX-8 is limited to just two trim levels; Sport and Asaki.
The Sport is available in two- and all-wheel drive configurations, which carry list prices of $42,490 and $46,490 respectively and sit a significant margin beneath the $61,490 Asaki.
The CX-8 Sport slightly undercuts the petrol-only CX-9 Sport by $1400 in either two- or all-wheel drive (AWD) forms.
The nearest diesel CX-5 would be the GT diesel at $46,590, but remember that every diesel CX-5 comes with AWD.
The CX-8 Asaki is only available with AWD, and priced $12,300 more than the top-spec CX-5 Akera, but $3300 less than the top-spec CX-9 Azami. In a nutshell, it's a bit cheaper than the CX-9 at either end of the range.
The Sport's standard feature list includes all the important safety gear, which you can read about in detail below, plus cloth seat trim but leather steering wheel, three-zone climate control, 7.0-inch multimedia screen with sat nav and digital radio, but no Apple CarPlay or Android Auto until it becomes optional later this year.
Sports also come with a head-up display, active cruise control, LED auto headlights, auto wipers, heated and power folding door mirrors, plus auto-dimming rear-view mirror, and can be best identified on the outside by their 17-inch alloys.
Over the Sport, the Asaki adds things like nappa leather seat trim with power adjustable front seats, seat heaters for the first two rows, a heated steering wheel, Bose stereo, real wood trim, rear window blinds, a power tailgate, proximity keys, a 360 degree camera system, front parking sensors, adaptive headlights, plus LED daytime running lights and fog lights.
Does that sound like an extra $15,000 worth? I'm not sure, particularly given the best way to pick the Asaki on the outside is by its bigger 19-inch alloys.
Mazda expects the two-wheel drive (2WD) Sport to represent 60 per cent of CX-8 sales, with the AWD version just 10 per cent, and the top Asaki making up the remaining 30 per cent.
Engine & trans
The new-generation twin-turbo engine – 157kW at 3750rpm and 500Nm from 1750rpm-2000rpm – is paired with a 10-speed torque-converter automatic transmission, the same combination as used in Ford’s high-performance models, Mustang and Raptor.
But this working partnership is a better match here, in the Everest, than it is in the Raptor, in terms of smooth delivery of power and torque at low and high speeds, as well as doing everything in an unfussed manner – low-key but still effective.
As mentioned, the previous-gen 3.2-litre 143kW/470Nm five-cylinder turbo-diesel engine and six-speed auto is still offered in Ambiente and Trend, ensuring those who prefer their engines bigger are catered for.
The Titanium has full-time 4WD with low-range gearing ('4x4 Low') and electronic diff lock, as well as a 'Terrain Management System' with four driving modes (Normal, Grass/Gravel/Snow, Sand and Rock) to suit different terrain.
Yes, the CX-8 is diesel only, in a similar way to the CX-9's petrol-only status. The CX-8 was designed exclusively for diesel-loving Japan, which doesn't get the bigger CX-9 which was largely developed to suit petrol-loving US tastes.
Australia's proven love for Mazdas – currently the number two brand in our market - got the local business case across the line, which also included New Zealand. Fun fact: This leaves the Antipodean markets as the only two in the world to retail both CX-8 and CX-9.
The CX-5's relative breadth of drivetrain options comes down to the mid-size SUV's global appeal.
The 2.2-litre twin-turbo-diesel is the same revised 140kW/450Nm unit fitted recently to the CX-5 and Mazda6. Maximum torque is available from just 2000rpm, which helps mask the six-speed torque converter auto's relatively low ratio count.
AWD versions come with the clever 'i-ACTIV' drive system, which embraces numerous sensors to predict surface changes before the tyre encounters them and react accordingly.
Best-of-the-bunch 2.0-litre fuel consumption is listed as 6.9L/100km (combined) in the Trend RWD, and 7.1L/100km (combined) in the 4WD. We noted an average of 9.8L/100km on the dash but there may have been some heavy right foot involved in prompting that figure.
The Everest has an 80-litre fuel tank.
The 2WD CX-8 Sport carries an impressive 5.7L/100km official combined fuel consumption figure, and the two AWD variants are only 0.3L behind at 6.0L/100km.
The 2WD CX-8 figure matches diesel CX-5s, which are AWD, and compares with the 8.4 and 8.8 figures applied to 2WD and AWD versions of the CX-9 respectively.
With the 72 litre fuel tank from the 2WD CX-9, this suggests a very impressive theoretical range of 1263km for the 2WD CX-8, or 1200km from the AWDs.
The Everest’s 2.0-litre is not going to get any pulses pounding with its engine note, that’s for sure, but it more than makes up for any lack of rough, gutsy charm – perceived or otherwise – by being the consummate quiet achiever. Because it is very quiet … and it achieves.
The good news is that we pushed the 2477kg Titanium pretty hard off the mark, as well as made a series of overtaking moves and clocked up a bit of open-road cruising and it just burbled along nicely. There’s a real no-fuss quality to its delivery of big torque at low revs. It certainly seems to work better in the Everest than in the Raptor, which we drove at launch a few weeks ago and the consensus there was that it was underpowered and underwhelming.
The Everest is also very quiet inside. Ford reckons the twin-turbo is “much quieter” than their 3.2-litre models due to advanced sound insulation and 'Active Noise Cancellation' which has helped to improve cabin quietness. Well, the 3.2 is pretty quiet anyway, but in the short time I’ve spent so far in the 2019 twin-turbo Everest, I have no reason not to believe them.
Its steering has that real Ford feel – light and lively but precise – and on its revised coil-spring suspension, the Titanium’s ride and handling is even smoother than before. It was firm, bordering on stiff at times, but perhaps the Titanium’s 20-inch rims on road-biased Goodyear EfficientGrip SUV tyres set at 38 psi could be blamed for some of that; 18 x 8.0-inch alloy wheels and tyres are a no-cost option on the Titanium.
We did some decent 4WDing on this launch out near Lithgow and the Everest was infrequently challenged anywhere near the limits of its off-roading capabilities.
In fact we intentionally drove our tester in Normal mode and took the ‘off’ line through sections of terrain that would have likely put some rivals in a spot of bother but, with judicious use of that 10-speed auto, especially that low first, we trucked through no problem.
The Everest’s hill descent control deserves a mention also as it’s rather smooth and effective; it holds very low speeds (registering as 0km/h on the dash), can be adjusted via buttons on the steering wheel, and was not jerky or jarring like some systems in other off-roaders can be.
When we did dial through the drive modes of the terrain management system to actually suit the surface we were driving on there was no surprise at how efficient and effective it was, as we’ve used it quite extensively before in the bush and on beach sand.
The Titanium has 227mm ground clearance. We observed a few Everests on different terrain and, especially on deep sharp-edged ruts and short steeper-angled rocky climbs its underslung full-sized spare tyre behind the rear axle can seem like it’s about to become a plow – and there's something else to watch out for.
One fellow journo pointed out that what appears to be the AdBlue tank protrudes below the bottom edge of the full-sized spare, eating into a bit of ground clearance and the Titanium’s departure angle; posing a bit of a damage risk if your 4WDing takes your Everest into particularly tricky territory.
The Everest has a towing capacity of 3100kg (braked) up from its previous 3000kg; unbraked max is 750kg. The Titanium has a payload of 623kg, a GVM of 3100kg and a 5900kg GCM.
My first impression behind the wheel is very diesel CX-5, which is of course a good thing.
If you've been following Mazda's recent efforts with refinement in the updated 6 and CX-5, you'll be pleased to know the same formula has been applied to the CX-8. These cars are achieving their goal of troubling the established premium brands for comfort.
You can certainly feel the extra length over the CX-5, and for the most part this means better ride comfort over bumps as there's less pitching forward and backwards.
It also feels longer when chucking a U-turn or parking – don't forget that extra 60cm of turning circle.
As always, the 2.2-litre turbo-diesel makes for relaxed cruising, but you can feel the effect of the extra 200 kilos of weight over the CX-5. It's not quite as spritely, but still more than enough for highway overtaking, and it's still more nimble around corners than a proper large SUV.
The CX-8 would probably be a better package with the CX-9's turbo-petrol, but the diesel's economy will probably win over a lot of buyers, particularly with that huge theoretical range between fills.
The Everest range has a five-star ANCAP rating as a result of testing conducted in 2015.
Standard safety gear across the range includes seven airbags (driver and front passenger, side front, side curtain (to third row) and driver's knee), ABS, DSC, RSC, EBD, traction control, EBA, reversing camera and rear parking sensors.
Driver-assist tech in the top-spec Titanium includes AEB, adaptive cruise control with forward collision warning, lane-keep assist, blind-spot monitoring with rear cross-traffic alert, and a tyre pressure monitoring system.
It has five child-seat anchor points and two ISOFIX anchors in the second row.
The CX-8 is yet to be tested by ANCAP to see if it's worthy of the maximum five star ratings applied to the CX-5 and CX-9, but an announcement is expected in the near future.
Mazda expects it will get top marks, so our safety score is a tentative on that basis. Do check before signing on the dotted line.
Both trim levels come with airbags covering all three rows, front and rear AEB, reversing camera, rear parking sensors with cross traffic alerts, traffic sign recognition, auto high beams, blind-spot monitoring, lane guidance and lane departure warning.
The Asaki adds rear parking sensors, proximity keys and active headlights.
One feature Japanese CX-8s miss out on, which Australian versions don't, is 'Intelligent Speed Assistance'.
This coordinates the active cruise control with the traffic sign recognition to automatically adjust your speed as you pass through different speed zones. This is likely to be particularly popular with Victorian CX-8 owners...
The CX-8 is covered by Mazda's regular three year/unlimited kilometre warranty, which is starting to look a bit brief among the many five year and beyond periods on offer from other manufacturers.
The 'Mazda Service Select' capped price servicing plan applies, if 12 month/10,000km intervals are adhered to. Base scheduled maintenance for the first three services will set you back $318, $458 and $318 respectively.