Teased extensively during the final stages of 2021, alongside this year, the all-new third-generation Ford Everest has been officially unveiled ahead of the start of sales later this year.
Debuts less than four months after its sibling, the rangerthe Everest again rides a body-on-frame architecture, this time the same T6.2 underpinnings that also under the new Ranger Raptor just like the incoming Volkswagen Amarok†
The final product would be the result of not only extensive testing, but also customer feedback, the Everest, as seen by spy footage discovered last yearcontains the same Independent thinking person-inspired frontal design like the Ranger and Ranger Raptor, but with some further customized exterior features.
Compared to its predecessor, the newcomer benefits from a 50mm wider track, larger third-row side windows, a squarer silhouette plus a smaller boot lid and tailgate seemingly derived from the Jeep Grand Cherokee in progress.
Inspired to some extent by the Explorer externally, the unique visual details extend all the way to the roof rails, offering two choices; an integrated design or a so-called floating arrangement. The payload varies between 100 kg for ‘dynamic’ load and 350 kg for ‘static load’.
Below that, the Everest retains the 800mm wading depth of its predecessor, but with revised or in some cases new chassis components according to the T6.2 platform.
ALSO READ: WATCH: Ford teases new Everest again for March 1 unveiling
Said to be “designed for adventure,” the tweaks include an updated Watt clutch and coil-spring rear suspension, custom-designed electric power steering, a slightly reconfigured Terrain Management system and a new electronic-locking rear differential.
For the first time, four-wheel drive models have a choice of two systems depending on the market; a part-time configuration with an electronic transfer case and a permanent configuration using an electromechanical transfer case on request.
The Everest was inherited from the Ranger and now offers Ford’s two/haul mode that re-tunes the transmission and engine while towing.
Together with the various changes on the underside, the mode, together with a new electronic trailer brake controller, allows for a braked towing weight of 3,500 kg, 500 kg higher than on the outgoing Everest.
While landing and departure angles are similar to the current model, the approach angle has been improved, albeit incrementally, according to Ford. No figures have been disclosed about the claimed ground clearance.
Initially with a choice of three trim levels; SportLimited and Platinum – the latter a major denominator from Ford debuting for the first time – Everest’s interior has been redesigned with an overall look and design similar to the Ranger, albeit with a number of improvements to enhance its status as a leisure fulfill vehicle.
These consist of higher quality materials, better soundproofing from road and engine noise, and on seven-seat models, improved head and legroom and better entry and exit in the third row. On more expensive models, the third row of seats is electric and can be folded and unfolded at the touch of a button.
Unique to the Everest is a lip integrated into the base of the trunk, dubbed the ‘apple catcher’, which stems from customer feedback and prevents ‘loose’ items from falling out once the tailgate is opened.
One of the front-facing features, the previous 8-inch touchscreen infotainment system with SYNC 3 software, gives way to the new SYNC 4-compatible portrait display in two sizes; the entry-level 10.1-inch and the flagship twelve-inch.
Also on departure, the analog/digital instrument panel slides to the side for a fully digital eight or 12.4-inch setup. Both can be configured to your liking and will automatically adjust when switching to a specific driving mode.
While the final specification has yet to be determined, notable items include a surround-view camera system, the FordPass smartphone app, revised Park Assist, ambient lighting, auto-on/off Matrix LED headlights with flexion function, adaptive cruise control with lane centering and intersection scanning to the Pre-Collision System.
New in the field of safety are Blind Spot Monitoring with Trailer Detection, Evasive Steer Assist, Lane Keeping Assist with Road Edge Detection, Reverse Brake Assist and an industry-first central airbag between the driver and front passenger which, according to the Blue Oval, offers “extra protection”. offers in the event of a side impact”.
Up front, the Everest will be motivated by the same engines as the Rangers, namely the revised single and bi-turbo 2.0-litre Panther diesel engine and the long-awaited 3.0-litre turbo diesel V6 once sold under the name Powerstroke in the F-150†
Starting in 2023, certain markets will also have access to a 2.3 EcoBoost petrol that covers the 2.0-litre unit introduced two years ago† For now, the Everest remains only an internal combustion engine-powered model, despite Ford confirming that the T6.2 platform is capable of electrification.
As alluded to back in 2019, no Raptor model will be offered with Ford also confirming the end of the manual gearbox previously offered on models equipped with the 2.2-litre Puma mill.
As such, the Everest will be an automatic model with the current six-speed manual transmission and General Motors co-developed ten-speed transmissions as the selected choices, although with some undisclosed internal revisions to match the outputs of the said engines.
The Everest is expected to go on sale later this year and is expected to arrive in South Africa before the end of the year, although surprisingly apparently coming from the Rayong factory in Thailand as no mention of the Silverton was made. factory outside Pretoria.
However, given Ford’s record R15.8 billion investment in the facility last yearas well as a further R600 million at the Struandale Engine Plant in Port Elizabeth, there is a good chance that local production will continue alongside the Ranger and Amarok. Expect more details on specs, price and local launch date at a later date.