As our 2023 COTY winner, the Ford Everest has been a popular addition lớn the Wheels fleet.

So much so, that it took nearly three weeks before I managed to lớn get hold of it – and it"s had a huge first month.

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First, Street Machine editor Simon Telford used it to tow some overboosted confection off khổng lồ a fly-blown bush dragstrip, & then photographer Ellen Dewar snaffled the keys in order lớn disappear off on a week-long assignment at Winton and the high country. When it returned, the previously box-fresh Everest definitely had that slightly funky road-trip tang to it.

I can see why it"s in demand. Everyone in the Wheels office loves the new Ranger, & a more versatile and family-friendly SUV version built loosely on those bones was always going khổng lồ be popular. Factor in a tow bar, 600Nm of torque on tap & a towing capacity of 3500kg và it has me wondering about the profit margins on a hot donut trailer.

Of course, it"s more than just a fenestrated pick-up. The rear end is coil-sprung rather than featuring leafs to lớn soak up road bumps và there"s a Watt"s linkage back there too.

At the other end is a punchy 184k
W V6 turbodiesel that can trace its roots all the way back khổng lồ 2004 và the Gemini joint venture between Ford & PSA Peugeot Citroen, variants of the engine appearing in the likes of the Land Rover Discovery 3, the Jaguar S-Type, the Citroen C5 and the Peugeot 407.

Still, Bizzarrini"s V12 lasted in Lamborghinis from the 1963 350 GTV to the 2010 Murcielago Super
Veloce with a few tweaks along the way, so we won"t hold a lengthy lineage against the Everest"s lump.

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We opted for the sport trim, which is one down from the Platinum range-topper, missing out on kit lượt thích a Bang & Olufsen 10-speaker stereo & 21-inch alloy wheels. One feature that, strangely, also goes amiss on anything other than the flagship is tyre-pressure monitoring.

The reason I noticed was that the Everest seemed to lớn have a bit of a pull to the right. After checking pressures at a servo and everything seeming good, I found that it was Ford"s lane-keep system, which positions the vehicle a little further right in the lane than I would naturally, so I"d been driving for about an hour down a freeway tensing the wrists against the motor of the electrically assisted steering. Fail.

Given Telf và Ellen"s road trips, by the time I took delivery of the Everest, a notice had flashed up in the dash signalling that it needed replenishing with Ad
Blue within a couple of hundred kilometres or it"d throw a hissy & refuse khổng lồ start.

I realised, khổng lồ my embarrassment, that this was something I"d never actually done before, having never owned a diesel vehicle which needed it. The process was no more involved than topping up your washer bottle but I deliberately bought a smaller bottle in order to monitor its consumption of the foul-smelling brew.

I still think the sport is easily the best choice in the Everest line up. For me, all-wheel drive is a no-brainer on a vehicle with this sort of rough track potential và if you want drive going to lớn each corner, you"ll also love the clever fire-and-forget automatic 4WD system, which is night và day smarter than the manual thiết đặt that you used to lớn get on Everest.

If you want the extra poke of the V6 (and you should), that narrows your choice down to sport or Platinum and given that the sport is $8000 cheaper and, to these eyes at least, a better looking vehicle with its black rather than chrome exterior dress-up, the decision almost makes itself. At only $2500 more than the equivalent Ranger sport V6, the seven-seat Everest looks strong value for money at $69,090 plus on-roads.

We"ve got some big assignments planned for the Everest to really establish its bona fides. Keeping the keys in my possession will be a good start.