Ford Everest 2024 review: Ambiente 2.0 Bi-Turbo RWD

Our test vehicle is the Everest Ambiente 4x2, which is available only with a 2.0-litre 'Bi-Turbo' diesel engine and 10-speed automatic transmission for a list price of $53,490.

In standard 'Arctic White' paint and five-seat configuration, this is the lowest-priced entry point to Everest ownership by a considerable margin, given it’s $5000 cheaper than the 4x4 Ambiente that occupies the next rung up the model ladder.

However, our example is fitted with the seven-seat option ($950), which adds a third row of seats with additional roof-mounted air vents to match.

There’s a big 10.1-inch colour touchscreen in the central dash.

Ours is also fitted with Ford’s optional Towing Pack ($1700) comprising tow-bar, 12-pin plug and electronic trailer-brake controller. Together, these two options add $2650 to the price tag - yet that’s still cheaper than a standard 4x4 Ambiente.

So, the 4x2 is base camp for Everest climbers, but that doesn’t mean it misses out on desirable features. These include chunky 17-inch alloys and 255/70 R17 tyres with a full-size steel spare, full LED lighting including front fog lights and signature 'C-clamp' daytime running lights, black side-steps and black roof rails.

Features include chunky 17-inch alloys and 255/70 R17 tyres with a full-size steel spare.

The interior offers stylish patterned-fabric seating, eight-way manually-adjusted driver’s seat including lumbar support, height-and-reach adjustable steering wheel, electronic parking brake, 60/40-split rear seat with adjustable backrests, wireless phone-charging, three 12-volt power outlets and two front USB ports.

There’s also dual-zone climate control and an 8.0-inch configurable colour instrument display for the driver, plus a big 10.1-inch colour touchscreen in the central dash.

This controls multiple vehicle functions including the eight-speaker multimedia system, with connectivity that includes 'FordPass Connect' and Apple/Android devices.

The Ambiente 4x2’s 2261kg kerb weight is a substantial 108kg lighter than the 4x4 version, but that doesn’t translate to a corresponding gain in payload, as its 739kg rating is only eight kg more than the 4x4.

However, they share the same 3000kg GVM, 3500kg braked tow rating and 6250kg GCM; the latter determining how much it can legally carry and tow at the same time.

That means if you wanted to tow 3500kg of braked trailer, you’d have to reduce the maximum payload by 250kg to avoid exceeding the GCM. And that would leave 489kg of payload, which could be all-but used up by five large adults without luggage.

Fact is, few (if any) owners would need to tow 3500kg. However, having that class-benchmark capacity affords reassuring reserves of performance and safety when towing in the more common 2000-3000kg range, for which this vehicle is ideally suited.

The Everest has 259 litres of internal load volume with all seat rows upright, which expands to 898 litres with the optional third-row folded flat and a van-like 1823 litres (or more than 1.8 cubic metres) with both the second and third rows folded.

Front-of-cabin storage includes small and large bottle-holders and bins in each front door, plus pop-out small-bottle/cupholders on each side of the dash under the air vents, an overhead glasses holder and upper and lower glove boxes separated by an open storage shelf.

The centre console has two more small-bottle/cupholders and a box with padded lid that doubles as a driver’s elbow rest.

Second-row passengers get bottle-holders and small bins in each door plus pockets on the front seat backrests and a fold-down centre armrest with two more small-bottle/cupholders.

Third-row ticket holders also get cupholders on each side. The hinged rear section of load floor can also be opened to access a large bin beneath.

Ford’s ubiquitous 2.0-litre Bi-Turbo diesel with Euro 5 emissions compliance powers most of the Everest line-up, producing 154kW at 3750rpm and 500Nm of torque which peaks between 1750-2000rpm.

It’s paired with Ford’s 10-speed torque converter automatic transmission that feeds power to the coil-spring live rear axle. To optimise performance and economy, there are four drive modes comprising 'Normal', 'Eco', 'Tow/Haul' and 'Slippery'.

Ford’s ubiquitous 2.0-litre Bi-Turbo diesel with Euro 5 emissions compliance powers most of the Everest line-up, producing 154kW at 3750rpm and 500Nm of torque which peaks between 1750-2000rpm.

Unlike its 4x2 Ranger Hi-Rider ute sibling, it’s not equipped with a driver-selectable rear diff-lock, but it does have electronic traction control.

Ford claims an average combined cycle consumption figure of 7.1L/100km and the dash display was claiming 8.8L/100km when we stopped to refuel after our 265km test, which was conducted entirely in city and suburban driving, with up to five occupants on board.

Ford claims an average combined cycle consumption figure of 7.1L/100km and the dash display was claiming 8.8L/100km when we stopped to refuel after our 265km test, which was conducted entirely in city and suburban driving, with up to five occupants on board.

The dash display was close to our own figure of 9.1, calculated from actual fuel bowser and tripmeter readings, so the Everest’s onboard computations are accurate by our measure and represent thrifty economy for a large wagon weighing more than two tonnes.

So, based on our figures, you could expect an excellent real-world driving range of around 880km from its 80-litre tank.

The Everest range was awarded the maximum five-star ANCAP rating in 2022 and features benchmark safety including nine airbags, AEB, blind-spot monitoring and rear cross-traffic alert, adaptive cruise control, trailer sway control, front and rear parking sensors, reversing camera and much more.

The second-row has ISOFIX child-seat anchorages on the two outer seating positions and top tethers for all three positions.