2025 Ford Everest Review: The Ranger SUV You Can’t Buy In America
PROS ›› Lots of space, off-road capability, excellent for towing, reasonable fuel consumption CONS ›› Small digital cluster, basic design, not an engaging drive
The Ford Everest has been strutting its stuff for over two decades now, surviving through three generations. But, you may not have heard of it if you’re in the US, because it’s never been available here. Which, honestly, is kind of a head-scratcher. Americans adore their big SUVs, and the Everest is essentially a beefed-up version of the Ranger pickup, a vehicle that’s already a stateside favorite.
Rather than producing the Everest as a global vehicle, Ford has focused on the Asia-Pacific market, while also selling it in the Middle East, Africa, and Australia. Being built on the Ranger’s tough ladder-frame chassis, it rivals vehicles like the Toyota Fortuner, Mitsubishi Pajero Sport, and Isuzu MU-X, aiming to combine the rugged practicality of a pickup with the comfort expected of a modern SUV.
To see if the Everest truly deserves its popularity, we recently spent a week living with one. We drove the 2025 model almost 2,000 km (~1,200 miles) on a mixture of highways, country roads, and urban streets, and it’s easy to understand why it’s so popular in Australia.
QUICK FACTS
› Model:2025 Ford Everest Trend› Starting Price:AU$73,927 (~$46,200)› Dimensions:4,914 mm (193.4 in.) L 2,207 mm (86.8 in.) W 1,841 mm (72.4 in.) H2,900 mm (114.1 in) Wheelbase› Curb Weight:2,383 kg (5,253 lbs)*› Powertrain:2.0-liter bi-turbo diesel four-cylinder › Output:207 hp (154 kW) / 369 lb-ft (500 Nm) combined› 0-62 mph (0-100 km/h)~10 seconds*› Transmission:10-speed automatic› Fuel economy8.6 l/100 km (27.3 US mpg)*› On Sale:Now*Manufacturer
Photos Brad Anderson/Carscoops
Two Diesels To Choose From, No Performance Version
This third iteration of the Everest was first unveiled three years ago, is built in Thailand and exported internationally. As mentioned, it’s underpinned by the same T6.2 platform also used by the Ford Ranger, the Bronco, and the Volkswagen Amarok. Down Under, it’s available with two diesel engines a 2.0-liter bi-turbo four-cylinder and a 3.0-liter turbo V6, both of which are also available in the Ranger.
Unfortunately for performance SUV fans, there’s no such thing as an Everest Raptor, meaning the Ranger’s flagship 3.0-liter twin-turbocharged petrol V6 is nowhere to be found in the range.
Read: New Ford Everest Tremor Brings Raptor Vibes To Ranger SUV
Nevertheless, there are plenty of different versions on offer, appealing to buyers with different budgets. Sitting at the base of the range is the Everest Ambiente, priced from AU$60,589 (~$37,900) in rear-wheel drive configuration or AU$65,799 (~$41,100) with four-wheel drive. We tested the Everest in Trend guise, which is priced from AU$73,927 (~$46,200) with four-wheel drive and sold exclusively with the 2.0-liter bi-turbo diesel.
Priced just below this version is the Sport, starting at AU$70,484 (~$44,100) with rear-wheel drive, but soon to only be offered with AWD. The range also includes the AU$83,872 (~$52,500) Tremor, the AU$84,248 (~$52,700) Wildtrak, and the AU$90,467 (~$56,600) Platinum.
Photos Brad Anderson/Carscoops
Not A Class Leader In Tech, But Still Well-Equipped And Practical
Given that the Trend is one of the lower-spec models, it comes as no surprise that it lacks some of the features of higher-end models, but the cabin is still a pleasant place to spend time in.
Fitted as standard are electrically adjusted front seats clad in soft black leather with an interesting stitched pattern. The leather extends across parts of the dashboard and door panels, sitting alongside plenty of hard-wearing black plastic. Given that the Everest shares its platform with the Ranger, it’s perhaps no surprise the cabin is virtually identical.
Whether or not that’s a good thing depends on what you’re looking for. There are other SUVs on the market with more tech-focused cabins that place a greater emphasis on material quality. However, none offers the rugged versatility enabled by the Everest’s T6.2 platform, meaning it has the middle-ground between a pickup and a normal SUV all on its own.
As with the Ranger, the centerpiece of the Everest is the 12-inch portrait infotainment screen. This display is superb. All of the menus are easy to understand and it quickly responds to inputs. An added perk is wireless support for both Apple CarPlay and Android Auto.
A slight annoyance with the screen is that it houses most of the climate control functions. Ford has done a better job than some other brands by dedicating the lower portion of the screen to the climate settings, meaning they’re just a touch away even if you’re using CarPlay. Fortunately, you can tweak the fan speed and temperature with physical buttons and dials, but we’d rather it had more of them.
Everest Trend models also have an 8.0-inch infotainment display shared with the Ranger. This screen does the job, but it’s noticeably lower resolution than the infotainment display, and it’s not as bright or as colorful and has very few customization options. Even so, those at the front seats will appreciate the wireless phone charger that’s included in the SUV’s equipment list.
Plenty Of Room Inside, Plus There’s A Third Row Of Seats
Space in the Everest’s cabin is expansive, to say the least. The second row offers plenty of room for even tall adults, and it’s possible to adjust the angle of the backrests. There’s also access to a fan speed controller, a USB-C port, and a USB-A port.
Standard in the Trend grade is a third row of seats, which is an option on the entry-level model. As is usually par of the course, the third row isn’t suitable for tall occupants, but it will offer enough room for two kids or teenagers. There are no climate controls or USB ports back there – just a pair of cupholders.
With the third-row seats in their upright position, the Everest provides 259 liters (9.1 cubic-feet) of space, but that grows to a much more usable 898 liters (31.7 cubic-feet) with the seats folded down. Do the same for the 60:40 split second row bench, and that expands to 1,823 liters (67.9 cubic-feet).
Photos Brad Anderson/Carscoops
A Solid, But Uninspired, Driving Experience
As mentioned, the Everest Trend we drove is offered exclusively with Ford’s 2.0-liter bi-turbo diesel four-cylinder that delivers 207 hp (154 kW) and 369 lb-ft (500 Nm) of torque. It feels more than adequate for an SUV like this, although those seeking additional grunt would be wise to go with the 3.0-liter turbo diesel V6 which is rated at 247 hp (184 kW) and 443 lb-ft (600 Nm).
For a relatively small-capacity diesel, I was impressed with just how smooth and polished the powertrain is. The 2.0-liter is coupled to a 10-speed automatic transmission and is generally pretty quiet, making the Everest a nice cruiser. It’s not particularly quick, needing around 10 seconds to hit 100 km/h (62 mph), but most shoppers won’t be that fussy about acceleration times.
One thing they will be interested in, though, is efficiency. According to Ford, the Everest Trend sips just 7.2l/100 km (32.6 US mpg) over the combined cycle, but we found out that this is almost impossible to achieve. During my time with the Everest, 80% of which was sitting at highway speeds with the cruise control set, I averaged 8.6 l/100 km (27.3 US mpg). In more urban settings, that figure climbed to 9.3 l/100 km (25.2 US mpg). Those are pretty solid figures, but don’t match the ones quoted by Ford.
All Everest models have an impressive 3,500 kg (7,716 lbs) towing capacity, and the third-gen model has proven to be popular among Aussies who need a strong and reliable tow vehicle. It also includes a trailer braking system and a dedicated Tow/Haul driving model. Ford has also fitted a locking rear differential and added Slippery, Mud/Ruts, and Sand driving modes, allowing it to tackle challenging terrain without dramas.
Our tester was fitted with 18-inch wheels clad in 255/65 Goodyear Wrangler Territory HT wheels. On the road, the Everest feels solid, although it’s not particularly inspiring. There’s no hiding the sheer size and weight (2,383 kg) of it, and it’s all very mundane. However, it gets the job done and feels at home in all manner of driving conditions.
The ride is reasonably comfortable given the Everest’s pickup truck underpinnings and its weight. I found the rear end to be a little bit firm, but it’ll be more than adequate for most families. It also cannot match the dynamics of unibody SUVs from brands like Mazda, Hyundai, and Kia, but that’s to be expected.
Photos Brad Anderson/Carscoops
Like the Ranger, the Everest has a dial on the transmission tunnel that enables you to choose between rear-wheel drive, 4 High, 4 Auto, and 4 Low, allowing it to be tweaked to different conditions. This isn’t something you’ll get in most traditional unibody SUVs and it adds to the Everest’s versatility.
Verdict
In Australia, this generation of Everest has proven to be extremely popular. In 2024, it was the country’s sixth-best-selling new vehicle and the third-best-selling SUV behind the Toyota RAV4 and Mitsubishi Outlander, shifting 26,494 units. This represented a massive 75.8% increase from the year prior and shows just how popular the Everest has become.
As a well-rounded family SUV, it perfectly suits those with an adventurous lifestyle who want to get away from the city, perhaps towing a caravan or a pair of jet skis. If you want a large SUV for cruising through the city, there are many better options out there. But for those who want to tour the country and enjoy a bit of off-roading on the way, the Everest is a no-brainer. It’s just a shame it’s not sold in the US.
Photos Brad Anderson/Carscoops
