While all of its brothers received updates from Ford Philippines, the SUV sibling of the Ranger family is finally hitting a sort of puberty. This late-bloomer gets mechanical improvements from the trucks, which include an all-new engine and transmission combo. We were given the new Ford Everest in its 2.0L Biturbo Titanium trim for a day. In that time we managed to shoot a video, make a head to head comparison, and test drive the new midsize SUV from Ford.
We weren’t able to take it out of town just yet. Fuel economy figures should be in the same ballpark as the Wildtrak if we were to make a wild guess. Pair that with the 10-speed automatic transmission and you have yourself a peculiar facelift, given that the face isn’t all too different, save for the grille.
The Everest was already muscular, to begin with. If the previous incarnation’s looks impressed you, this iteration will keep you glued. The front bumper gets an extra line and now comes with a plate holder. The facelift is safe, and Ford has opted to keep the elements that made the Everest a good-looking SUV. Hawk-eyed enthusiasts will be able to tell whether it’s a new model or not, but I find that it’s a little too safe, and Ford could have done more.
You cannot ignore the new alloys. These come in a 20-inch size with a two-tone finish, a darker and lighter finish is on the inside and outside, respectively. If you squint hard enough, it looks like another SUV’s wheels, but I cannot deny that it looks quite good especially with its size.
On the side, instead of the “3.2L – 6-speed” badge, you’ll find that the badge has been cleaned up with the words “bi-turbo”, which is a nice touch.
There are a few things different with this new Everest on the inside, and by few, I mean few. It’s not a bad thing since the Everest has one of the better interiors for its class, but unlike the updates to the Ranger Biturbo Wildtrak, you’re getting leather material all throughout, so no faux-Alcantara or suede-like material here.
If you look closely, the gear selector lever is different from the previous generation’s. You now get the same selector on the Ranger and its Raptor version. This makes sense since the 10-speed automatic transmission carries over from both cars. Still, no paddle shifters which made me groan in disappointment. So in order to change gears, I had to press the buttons on the side of the gear lever.
New for the model is adaptive cruise control which pairs nicely with the lane keep assist feature in the SUV. I wasn’t able to use it since we didn’t go out to the highway for this first drive, but Ford’s adaptive system performs well in other models with the feature, based on my experience.
One big improvement that Ford has made to this model is the keyless entry system with a push start. This also allows for the inclusion of a smart tailgate system where all you need is a well-placed wave of your foot underneath the rear bumper, just don’t count on it to open every time you wave your foot underneath. It works when you least expect it, not when you continuously close and open the tailgate. At least you don’t have to lock and unlock the car via the fob anymore.
Equipped with the 2.0L Biturbo engine, the Everest has a new lease on life. A breath of fresh air breathes new life into the SUV. One turbo is great, but two is just better. Props to Ford for making its consumer-oriented model as capable as its high-performance counterpart.
Acceleration was great. There was little-to-no lag, but you also get added grunt that comes from the engine. While the old Everest had a five-cylinder engine, this one trades a piston for an extra turbo. This resulted in the SUV pulling more hectically, and it sure sounded like it. Engine noise went up by quite a bit from the previous generation. It didn’t sound raspy by any means, but I can infer that it’s because each piston has to fire more times than the five-cylinder. Other than that, you get 210 hp and 500 Nm of torque, which is 10 more horsepower and 30 Nm more than the outgoing model; the numbers don’t lie because it’s noticeable.
The transmission has also been improved. Gone were the slow and clunky gear changes in favor of smooth direct up and downshifts. Ten-speeds were a lot to wrap your head around, but driving was easy and laudable. Shifting into D will allow you to coast and save fuel, then accelerate at a simple press of the throttle. The transmission would shift quickly and smoothly to utilize the powerband of the engine effectively.
The steering remained as light as ever, the ride remained pliant and well composed even with a live-axle rear suspension. Handling was as expected from a soft suspension. Braking will make the SUV dip considerably, and turning will make it lean noticeably. Needless to say, handling was the same as the old Everest.
A new engine and transmission combo brought driving smoothness to the new Everest, but with a slight increase in volume. I’d hoped that the cabin was more insulated from what was going on inside the bay. Play some music, drown out the sound, and drive normally though, because this drive was done without plugging my phone into the SYNC 3 system.
I do enjoy the power that the engine produces, and it made the vehicle seem more athletic than what it is. The interior is familiar, which is both a good and a bad thing. It’s good since the Everest already has a nice interior, but bad because those who are familiar with this car might be quick to dismiss this facelift.
For those new to the model, this is the best time to get an Everest. It comes with all the features, one-touch systems, and an interior and ride that can rival even the most comfortable PPVs out in the market today – packaged in a competitive price point considering that the new model comes in two range-topping variants. All of the good bits of the SUV were retained, but this time, with another serving of power and torque.
210 hp @ 3,750 rpm
Ford Everest 2.0 Biturbo Titanium 4X4 AT
Number of Cylinders
Number of Valves
Max Output (HP)
210 hp @ 3,750 rpm
Max Torque (nm)
500 Nm @ 2,000 rpm
Economy & Environment
Number of Doors
Number of Seats
Safety & Security
Front Passenger's Airbag
Electronic Brake Distribution
With Electronic Brake Force Distribution, Hill Start Assist, Rollover Mitigation, Brake Assist
Electronic Door Locks
Speed Sensing Door Locks
Lane Departure Warning System
Blind-Spot Detection System
Front Parking Sensors
Rear Parking Sensors
Push Start Button
Wheels Metal Type
Dual Zone Automatic Climate Control
Ford SYNC 3 8-inch LCD AM/FM Radio, USB, iPod, CD, MP3, Aux-in via 10 speakers
Aux-in, iPod, Bluetooth, USB, Apple CarPlay and Android Auto
Electric Adjustable Seats
Steering Wheel Audio Control
Active Park Assist
Hill Start Assist
Tire Pressure Monitoring
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