2022 Ford Everest Sport review

With an all-new Ford Everest on the horizon, we get behind the wheel of the soon-to-be-replaced model to see if it still stacks up as a dual-purpose large SUV.

What we love

Excellent on-road manners
Comfortable and quiet cabin
Effortless and refined 2.0-litre biturbo diesel

What we don’t

10-speed auto not at its best in an urban environment
Thirsty on fuel against manufacturer’s claim
Servicing costs on the high side for the segment

Introduction

Australians love a large SUV that can tackle the daily grind – commuting, school runs, shopping centres – but that can also open up a whole world of adventure. Weekend getaways, road trips and even off-road trailblazing have become increasingly popular in these times of the Great Pandemic.

Demand for four-wheel-drive wagons has spiked in the wake of the pandemic, with buyers increasingly looking to holiday at home. In 2021, the Ford Everest set an all-time annual sales record for the Blue Oval, despite having first launched in 2015. Buyers snapped up 8349 of the rugged SUV, easily eclipsing its previous record of 5996 set in 2020.

The good news for buyers in the segment is that an all-new Ford Everest is imminent, with local deliveries expected at the back end of 2022. And while buyers might be tempted to hold out for the new model, there’s plenty of life left in the outgoing Everest.

To find out how much life, we spent a week late last year in the 2022 Ford Everest Sport that sits near the top of the Everest range.

The Sport slides in nicely between the Trend and Titanium trim levels in a range that encompasses eleven Everests in total. The entry point into Everest ownership starts at a tickle over $50k, the Ambiente asking for $50,090. It’s powered by Ford’s older 3.2-litre, five cylinder, single turbo diesel and at this entry point, is rear-wheel drive. Four-wheel drive is an extra $5000.

At the other end of the mountainous range, the Everest Titanium is priced at $73,190, and as well as being fully loaded with technology and interior niceties, sits on a four-wheel-drive platform and is powered by Ford’s smaller, and more efficient, 2.0-litre, four-cylinder, twin-turbo diesel.

The Ford Everest Sport we have here slots in just below that range-topper. It’s powered by the same 2.0-litre turbo-diesel and it too sits on Ford’s four-wheel-drive underpinnings. That makes it a $64,390 (plus on-road costs) proposition. Our tester came equipped with a couple of options – a $650 coat of ‘prestige’ paint and $300 power folding third-row seating. As tested? Try $65,340 plus on-roads.

Those who have no intention of heading off-road could save around five grand and opt for the rear-wheel-drive Everest Sport that gets underway at $60,090. It looks the same, enjoys similar levels of equipment, and is powered by the same 2.0-litre biturbo diesel.

For those who prefer displacement under the bonnet, there’s an Everest Sport with a 3.2-litre, five-cylinder diesel with your name on it. It’s four-wheel drive and is priced at $62,890 plus on-road costs.

For now, though, we’re behind the wheel of all the Ford Everest Sport money can buy.

First impressions count, and in the case of the Everest Sport those impressions are good. Yes, it’s an SUV that first graced our shores in 2015. But, age has not diminished its classic lines and proportions. The addition of the Sport badge brings with it some aesthetic embellishments, and externally those enhancements are exclusively black in colour.

From the stylish black grille to the 20-inch alloys and standard-fit roof rails, Ford has gone nuts with the black texta. The headlight inserts are black too, while identifying badges get the obligatory black-out treatment, including the exclusive to Sport variants E V E R E S T badging on the bonnet. Window trims too… In fact, anything that one could reasonably expect to be finished in chrome has been given a once-over with black paint.

It certainly cuts an imposing figure on the road and in the driveway, all that black lending it a tough, menacing air.

Of course, the Everest fights in a competitive segment. Even limiting choice to ute-based four-wheel-drive wagons (the Everest is built on the Ford Ranger ute platform) offers plenty of choice.

The four-wheel-drive Mitsubishi Pajero Sport range is priced from $48,940–$60,490, while the HiLux-based Toyota Fortuner is just a smidgeon more at $49,715–$62,945. Both undercut the newest kid on the block, the new Isuzu MU-X, priced from $53,900–$65,900 for four-wheel-drive models, all before on-road costs.

That lands the Everest Sport near the top of the heap in terms of pricing, meaning it has its work cut out to tempt buyers looking for a family-friendly, off-road-capable, four-wheel-drive SUV.

Key details	2022 Ford Everest Sport
Price (MSRP)	$64,390 plus on-road costs
Colour of test car	Meteor Grey
Options	Prestige paint – $650 Power-fold third row – $300
Price as tested	$65,340 plus on-road costs
Rivals	Isuzu MU-X \| Toyota Fortuner \| Mitsubishi Pajero Sport

Inside

The ‘Sport’ treatment is more subtle inside than it is externally. Blue contrast stitching on the leather seats and on the dashboard are the biggest indicator that this Everest sits higher in the range than Ambiente and Trend models.

It looks fresh and contemporary, despite its age, with plenty of conveniences to make life on the move easier. Storage options abound, including a nice and deep central bin with padded lid that’s ideal for resting elbows. There are the obligatory cupholders in the centre console, while generous door pockets can accommodate bottles.

An 8.0-inch touchscreen is nicely integrated into the dash and is complemented, pleasingly, by chunky dials for volume and tuning. There are buttons and switches for primary climate-control functions, too, which are welcome in an era where touchscreens increasingly – and annoyingly – form the command centre for everything.

Minor quibbles include the switches for adjusting the electric mirrors hiding out of sight on the dash behind the steering wheel; an ergonomic quirk at odds with the rest of the well laid out and thought out cabin.

Second-row occupants are well catered for with separate air vents (mounted in the roof) and controls for fan speed, while the seats themselves slide fore and aft to free up space. There’s plenty of legroom on offer, even with the seats moved forward to accommodate third-row occupants.

Those seats slide (and fold) in 60:40 split fashion to allow for easy access to the third row. Additionally, the kerb-side seat folds as well as slides to make ingress into row three as easy as we’ve seen anywhere.

The third row remains tight, however, and best saved for smaller kids or occasional adult use. There are cupholders back there as well as air vents to help keep back row passengers cosy.

With all three rows being used by people, there’s a decent 450L of boot space measured to the roof. It’s plenty enough for the weekly shop or some overnight bags. That space expands to 1050L with the third row stowed away; a cinch thanks to the optional power-folding seats fitted to our tester. Flatten the second row as well and there’s a mammoth 2010L of cargo capacity.

And for those venturing off the beaten track, a full-sized spare lives under the car.

	2022 Ford Everest Sport
Seats	Seven
Boot volume	450L to third row / 1050L to second row / 2010L to first row
Length	4903mm
Width	1869mm
Height	1837mm
Wheelbase	2850mm

Infotainment and Connectivity

Ford’s Sync 3 infotainment system continues to impress, and it’s no different in the Everest Sport. Anchored by an 8.0-inch touchscreen, it’s intuitive to use and responds to inputs quickly, while pairing smartphones via Apple CarPlay or Android Auto is slick and quick. There are three USB ports throughout the cabin to keep devices topped up.

There’s inbuilt satellite navigation, and while its interface is simple and not as flashy as some, its ease of use and clear graphical display are a boon.

So too are the large and chunky dials for the audio system. We love the tactility and ease of adjusting volume via an intuitive dial, while scanning for radio stations, including DAB+, via a large easy-to-hand knob is also welcome. Steering-wheel-mounted controls add to the array of usable options.

A centrally mounted analogue speedo is the main focal point of the driver display, which also includes two small digital screens on either side of it that can toggle through a variety of driving data. It’s not the latest and greatest iteration of the tech, but it’s serviceable enough.

Safety and Technology

The Ford Everest range wears a five-star ANCAP safety rating awarded at the model’s launch back in 2015. The safety body awarded it an overall score of 35.98 out of a possible 37 against 2015 testing criteria. Of particular note was the Everest’s perfect 16 out of 16 in side impact protection, and 15.38 out of 16 in frontal offset crash testing.

The Everest carries a range of safety technologies including autonomous emergency braking, adaptive cruise control, lane-departure warning and lane-keeping assist, speed sign recognition, a driver attention monitor, and front and rear parking sensor.

The Everest Sport does miss out on a couple of key technologies – blind-spot monitoring and rear cross-traffic alert – that are available only in the Titanium trim level.

The Everest Sport is fitted with seven airbags, including side curtains that stretch back to the third row. Even with these technologies on board, it’s worth noting that ANCAP criteria are modified every two years, meaning a new five-star car isn’t directly comparable to the Everest’s 2015 result.

	2022 Ford Everest Sport
ANCAP rating	Five stars (tested 2015)
Safety report	ANCAP report

Value for Money

The Everest Sport’s circa $65K buy-in places it at the upper end of the ute-based 4WD wagon segment where the competition is fierce. The four contenders – Everest, Mitsubishi Pajero Sport, Isuzu MU-X and Toyota Fortuner – account for around 26 per cent of the large SUV market where total sales in 2021 exceeded 113,000.

Ford’s enticements include its standard five-year, unlimited-kilometre warranty and servicing intervals spaced at 12 months or 15,000km, whichever comes first.

The first five years/75,000km of servicing will set you back in order $500, $740, $580, $740 and $500, a total of $3060.

At a glance	2022 Ford Everest Sport
Warranty	Five years / unlimited km
Service intervals	12 months or 15,000km
Servicing costs	$1820 (3 years), $3060 (5 years)

For context, the best-seller in the category, the Isuzu MU-X, offers a six-year warranty and the same annual/15,000km service intervals ask for a total of $2315 over the first five years/75,000km.

Ford claims the Everest Sport will use a frugal 7.0 litres per 100km of diesel on the combined cycle. We toured the suburban sprawl and Sydney’s network of motorways and it returned 9.8L/100km. Not a great return against Ford’s claim.

Fuel Usage	Fuel Stats
Fuel cons. (claimed)	7.0L/100km
Fuel cons. (on test)	9.8L/100km
Fuel type	Diesel
Fuel tank size	80L

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Driving

Let’s be clear. There are more refined large SUVs in the market best suited to everyday family duties. But they can fall in a bit of a hole when faced with all but the mildest of off-road conditions.

Ute-based, off-road-focussed SUVs, like the Everest here, need to straddle that line between weekday urban duties and weekend adventures. Some do it better than others, their makers dialling in enough comfort and refinement to make for a liveable weekday hauler while simultaneously not diluting off-road ability.

The Ford Everest is among the best in serving this duality of purpose. And it starts with the 2.0-litre, twin-turbo diesel under the bonnet. While traditionalists might decry that ‘bigger is better’, it’s worth noting the 2.0-litre four-cylinder is more powerful and with more torque than the 3.2-litre five-cylinder diesel also found in the Everest range.

The four-cylinder biturbo diesel is good for 157kW at 3750rpm and 500Nm between 1750–2000rpm. It’s mated to Ford’s 10-speed automatic transmission sending drive to all four wheels. The Everest sits on a full-time four-wheel-drive platform with a centre diff (non-locking) apportioning drive 40:60 front to rear.

And it’s apparent, despite giving away displacement, that the Everest Sport in this guise is an accomplished urban chariot and family hauler.

Moving away from standstill feels effortless thanks to the combination of peak torque on tap from as low as 1750rpm and the 10-speed auto. It feels relaxed thanks to the quick succession of gear changes down low that keep the Everest not only moving with ease, but also quietly.

Yes, there’s some diesel gruffness from the engine, but it’s minimal and kept nicely at bay inside the cabin by Ford’s excellent sound-deadening.

The 10-speed can feel a little fidgety around town, its search for the right cog very occasionally leaving you in a little torque hole. But, it’s a different story out on the highway where the Everest Sport effortlessly and happily gets up to speed and maintains pace with little fanfare.

Ford has done some work underneath to ensure the Everest feels relaxed and compliant on the road. Introduced with the 2.0-litre model in 2019, a retuned front end has made for a more supple experience on the road. Whereas some off-roaders feel like they hate driving on the blacktop, the Everest is happy to roll along soaking up nasties and road rash with ease and minimal intrusion into the cabin.

While we didn’t take this particular Everest Sport off-road for this test, we know from past experience it’s an accomplished four-wheel drive. Like the wider Everest range, the Sport is equipped with Ford’s Terrain Management System that offers different off-road modes.

There’s low-range for the rough stuff, aided by a locking rear differential, although the lack of a locking centre diff puts some strain in the traction-control system. Still, the Everest has proved time and time again that it’s a competent off-roader, and perfectly suitable for conditions most families are likely to throw at it. We’d probably ditch the fancy 20-inch black alloys, though, for anything more than casual off-roading.

For those who want or need to tow, the Everest Sport with the 2.0-litre biturbo diesel is rated at 3100kg braked, 100kg more than similar Everests with the 3.2-litre engine. That extra hauling capacity comes with a commensurate bump in gross combination mass, from 5800kg previously to 5900kg, so there’s no penalty for the loss of displacement.

Previous tow testing highlighted the Everest’s competence, with the power and torque bumps over the older engine, along with the new 10-speed auto, more than enough to compensate for the loss of a cylinder and 1.2 litres.

Key details	2022 Ford Everest Sport
Engine	2.0-litre four-cylinder biturbo diesel
Power	157kW @ 3750rpm
Torque	500Nm @ 1750-2000rpm
Drive type	Full-time four-wheel drive, low-range transfer case
Transmission	10-speed torque convertor automatic
Power to weight ratio	65kW/t
Weight (kerb)	2417kg
Tow rating	3100kg braked, 750kg unbraked
Turning circle	11.7m

Conclusion

The Ford Everest Sport does a great job of being most things to most people. It’s a comfortable daily driver, equally at home in the suburbs and on the highways as it is on the rough stuff. That it can comfortably tow too is icing on the cake.

It’s a nicely balanced package deftly filling the needs of a family chariot and a weekend off-roader, with the ability to lug a large caravan or boat. And it does so without much compromise.

While the additional black garnishes of the Everest Sport add some visual flair and a decidedly urban stance, our recommendation would be to plump for the Trend variant, which eschews those urban garnishes and comes with similar levels of equipment in a package costing a couple of grand less.

There’s an all-new Everest coming later this year, but for those who can’t wait, this might be a good time to nab a sharp deal on an outgoing model.

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