Driven. 2025 Ford Everest Platinum
- Kalen Ziflian
- Jan 13
- 5 min read
Just on a decade ago, the steel-whisperers at Ford Australia took the blowtorch to their Ranger, with the goal of creating a sport utility vehicle for the masses. With a sprinkle of metal to extend the roof, a dash of extra seating in the form of a third row and the liberal swapping of rear suspension layout, the Ford Everest was born.
Now in its second generation, according to recently published VFACTs numbers, the Everest was the 5th biggest selling vehicle in Australia for 2025.
The Platinum sits atop the model range and proudly announces itself with perfectly spaced lettering at the trailing edge of the bonnet. These eight chrome-plated letters match similarly dazzling details across the very Ranger-like front end.
The contrast against the cost-optional Shadow Black had me reminiscing of a trip stateside where I had access to the Everest's distant cousin, in the form of a Ford Explorer.
Swirl marks are the stuff of nightmares for this not-so-closet amateur detailer, so black has never been on the list of preferred hues for a daily-driven vehicle. The issue is compounded given the Everest's ability to spread mud across perfectly reflective panels.
But once you’ve seen one in this spec any other combination seems lacking, particularly against the 21-inch machine-finished wheels wrapped in 275/45 Good Year rubber. They can be swapped out for more off-road friendly 18-inch wheels and all-terrain tyres, but this combination bestows the large SUV with a truly handsome, almost stately appeal.
The frontal vista is not the only angle that’s reminiscent of a Ranger, because climbing aboard for the first time reveals familiar territory. It’s identical to a Ranger in overall design, but the quilted, leather-accented seats seem to be a tad more sumptuous.
Electrically controlled and provisioned with both ventilation and heating, they are complimented by wood-look trims that really lift the cabin’s look and feel. I do wish there were other colour options though. Whilst the black-on-black is classy, It’s also a tad boring.
One difference is the ambient lighting across the cabin, which see’s luminescence present across parts of the dash, footwell and door trims. A massive glass sunroof renders them irrelevant during the day, but at night a choice of 7 colours kept the younger ones in the household entertained.
Particularly when the wired and wireless Car Play (Android is available too) through the 12.4-inch central touchscreen got too monotonous. But not before a prudent-for-sub-teenage-girl selection of Taylor Swift and Tate McRae was queued to play through the excellent 12-speaker Bang & Olufsen sound system.
Constant fiddling with devices saps charge, so thankfully charging is handled by a combination of wireless and wired options up front, with dedicated ports in the second row. They also get access to their own air-conditioning zone, along with outboard seat heaters.
They fold up to allow access to the third and final row which magically appears and retracts at the touch of two buttons in the cargo area. You’re not going to have a happy adult back there for a long time, but it provides a great option for larger families, with child seat anchorage points also available. They do eat into the cargo space but that’s expected, leaving 259 litres when up, 898 litres when folded, and a massive 1818 litres with the second row folded down.
Hitting the steering-column mounted starter fires up the same silky smooth 3L V6 available in the Ranger stablemate, producing 184kw and 600Nm of torque. It’s also backed by the same 10-speed automatic, which was a little slow and indecisive at times. It’s not something I’ve not experience before, which leads me to think it may be vehicle specific.
Despite this the combination works well, using well-spaced ratios to bring the 2350-odd kilo shell to speed effortlessly, regardless of the conditions. Around town, the benefit of a wheelbase that’s some 30 cm shorter than the Ranger becomes evident in the manoeuvrability of the Everest.
In concert with the multilink coil-sprung rear, it makes for a ride that is a blend of plushness and control through bends. It’s also comfortable on the open road, with the gearbox settling in at about 1800RPM.
Perhaps a larger blight was the fuel consumption, which hovered in the mid-14’s/100km around town, then settling to 12.2 following some highway miles. There are competitors that will do better, but they can’t really match the driveline though.
As a potential customer looking to update the family car, this was a difficult pill to swallow. The driving experience is truly a pleasure, but the vehicle I’m looking to replace has the same penchant for dinosaur juice; a trend that needs to change.
Whilst it could live happily amongst more pedestrian all-wheel-drive SUV’s in the ‘burbs, the Everest is just as happy getting down and dirty. Supplementing the default 2WD mode is 4A, which continuously monitors conditions to send drive where it's required, along with 4H, 4L and a rear diff-lock.
These mechanical functions work with a range of off-road modes including Slippery, Mud/Ruts and Sand modes. On a trip out to the Watagan’s, 4L with Mud/Ruts engaged was sufficient for some steep but basic terrain. That’s aside from a momentary lapse of judgement which required the rear diff-locker. It’s good to have a security blanket.
Of note, engagement of any of the off-road modes also wakes up the off-road camera functions, utilising the same large centre screen to help take in a combination of front, rear and 360-degree views around the vehicle at any given time.
Through the lens of a buyer, the Everest is a jack of all trades. But that's a phrase that is often followed by a more incendiary ending. Not here though, because the Everest does everything with a level of poise, comfort and confidence.
It looks good inside and out, and that form is matched by function given the amenity and space inside. It’s easy and pleasurable to drive, owing to a refined drivetrain that’s happy to potter but also has enough punch when called upon. Finally, it can take this road-trip loving family down the highway, with the confidence to turn onto that dirt road to chase adventure.
It also does it for far less than the front-running replacement for the aging family RX350. At $81,200 it’s not chump change, but a GX550 in the desired spec re
quires a $60,000 deeper foray into the pocket.
Imagine what you could do with that much spare cash?
Like – Aesthetics are on point, Spacious and comfortable, Rugged and capable yet refined
Dislike – Thirsty, gearbox was a little indecisive at times
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