New Ford Everest v Ford Ranger

The 2022 Ford Everest may share its locally-developed T6 ladder architecture and tough DNA with the new Ford Ranger, but there are big differences between the all-new SUV and ute – and they go well beyond the unique wagon/pick-up rear-end design and suspension (coils for the Everest and Ranger Raptor, leafs for other Rangers).

While Ford is not alone in differentiating its off-road SUV from the ute on which it’s based – think Isuzu MU-X/D-MAX, Mitsubishi Pajero Sport/Triton, Toyota Fortuner/HiLux – it has arguably invested more than any of its rivals in the process.

It starts with some of the basic specification levels. All versions of the second-generation Everest get a new stubby electronic gear shifter, for example, whereas in the Ranger more affordable models make do with an old-school mechanical shifter.

All Everests also get dual front recovery hooks, whereas on the Ranger that get-out-of-a-bog largesse only kicks in from XLT level. And wireless phone charging is fitted to all Everests, whereas it’s only standard on Ranger Sport, Wildtrak and Raptor.

In positioning the Everest against its prime SUV rivals – the Toyota Prado is top of that list – Ford has created a more upmarket wagon, one that is designed with pampering in mind as much as dealing with the toughest terrain Australia can muster.

For the record, the cheapest Everest is the Ambiente RWD Biturbo ($52,990 plus on-road costs), while dual-cab Ranger pricing starts at $42,330 for the base XL 4x2.

Similarly, the most expensive Everest is the Platinum V6 at $77,690 plus ORCs, which is $7500 pricier than the Ranger Wildtrak V6 ($70,190 plus ORCs), but that shrinks to $6000 when you option the $1500 Premium Pack, almost all the goodies in which come standard in the Platinum.

But the new Everest brings far more than an extra pair of seats and a coil-sprung rear-end compared to the equivalent ute. Here are some of the key differences between the all-new Everest and its Ranger brethren.

It’s no surprise that the new Ford Everest again brings different variant designations to the Ranger, but Ford has stepped it up for the second iteration of its large off-road SUV.

The new Everest flagship is called Platinum instead of Titanium and the fresh badge aims to highlight the big step upmarket for the flag-bearer of the new four-grade Everest line-up.

Throw in the entry-level Ambiente, family-oriented Trend and stealthier-looking Sport variants and there’s a significantly different range spread than in the Ranger model family, which encompasses XL, XLS, XLT, Sport, Wildtrak and Raptor.

Pop the fuel filler of the Everest and you’ll notice a separate, smaller refill nozzle. It’s for topping up with AdBlue, the fluid added to exhaust gases to help break down oxides of nitrogen in order to reduce emissions.

The Everest has exactly the same diesel engine options as the Ranger – 2.0-litre twin-turbo four-cylinder and 3.0-litre single-turbo V6 – but because the Ranger is a commercial vehicle it has more lenient emissions regulations to meet and therefore doesn’t require exhaust gas after-treatment.

Both the Everest and Ranger bring high levels of safety equipment as standard, including nine airbags on all models, standard auto emergency braking, blind spot warning and driver monitor.

But the Everest adds rear auto-braking to its active safety mix. It means the car can automatically apply the brakes if it spots an object when reversing.

No Ford Ranger can be had with a sunroof, but step up to the Everest Platinum and a panoramic glass roof sprawls across the top of the vehicle. There’s also a retractable blind to keep the sun out on hot days.

Leather generally is a much bigger fixture in the Everest than it is in the Ranger. All but the Ambiente get leather on some of the seats.

Step up to the Platinum and there’s higher-grade quilted leather – and it covers all three rows of seats. That quilted leather is not available on any Ranger.

For the Ranger you’ll get either chrome or black highlights on key features such as the grille and fender vents.

But in the Everest Platinum those highlights get a unique satin silver finish that also extends to the window surrounds and various interior surfaces. It’s all about providing a more premium look than regular shiny chrome.

The Ranger XLT, Sport, Wildtrak and Raptor all get rear air-vents mounted within the centre console unit to keep the AC flowing to the back. However, only five-seat Everest vehicles get that same console-mounted setup.

All Everests with seven seats – optional on Ambiente and Trend and standard on Sport and Platinum – instead get air-vents in the roof, ensuring those in the third row don’t miss out.

Seven-seat Everests also get a second air-conditioning compressor mounted towards the rear of the car. It’s all about ensuring there’s a steady flow of cool air to all three rows.

Only the Everest Ambiente gets the small storage shelf on the passenger side above the glovebox. In all other variants Ford has taken the opportunity to add a styling strip to showcase the more upmarket interior finishes of the Everest.

It also means the Everest Trend, Sport and Platinum all get the second/upper glovebox that, in the Ranger, is only seen in the Wildtrak and Raptor.

Ford has thrown bigger wheels at the Everest, at least for more expensive models. The Everest Sport, for example, gets standard 20-inch rubber, whereas the Ranger Sport makes do with 18s (also alloys painted black).

On the Everest Platinum there are 21-inch wheels as standard – well up on the 18s fitted to the Wildtrak – but they can be swapped out for 18s with all-terrain tyres for no extra cost.

Most Ford Rangers make do with a six-speaker sound system (the XL gets only four) whereas all Everests get at least eight speakers – and 10 for the Sport.

The Bang & Olufsen sound system is a 10-speaker unit in the Ranger (optional on Wildtrak, standard on Raptor) whereas for the Everest it picks up another two speakers for the third row, for 12 in total.

Both Ranger and Everest get a subwoofer, but in the Ranger it’s under the back seat whereas in the Everest it’s relegated to under the boot floor.

Additional warmth for the steering wheel is one feature fitted to the Everest Platinum to step its luxury up a notch. There’s no Ranger with a heated steering wheel.

Only those in the front seats of the new Ranger will get some additional warming for their derriere – and only if you splash out for the Wildtrak or Raptor.

The Everest comes with standard front seat heating in Sport and Platinum variant, while Platinum flagships also throw in middle-row seat heating.

No Ranger comes with ventilation for any of its seats, but in the Everest Sport and Platinum you can press a button to get air flowing through the perforations of the front seats.

The Ranger can only accommodate two child seats across the back seat, because there are only two anchor points to attach them to.

The Everest steps that up to three anchor points across the second row of seats, while seven-seat models also get two additional anchor points in the third row, for five in total. It makes the Everest a clear winner for larger families with kids still in child seats.

Many of the accessories for the new Ranger were developed in conjunction with ARB – and most translate directly to the Everest. That includes the second battery and associated electrical systems, as well as various storage systems and underbody protection.

The Everest will soon also be offered with a longer-range fuel tank, bringing it closer to the 150-litre capacity available for the Toyota Prado. However, whereas the Ranger’s extended fuel tank takes the capacity to 140 litres, expect slightly less for the Everest due to its shorter wheelbase reducing space underneath.

Much of the above provides plenty of potential for upgraded and additional Ranger models in future. That’s especially pertinent considering the model life of a commercial vehicle is typically around a decade, so the Ranger that’s just gone on sale will still be sold beyond 2030.

It’s not difficult to imagine a premium Ranger variant picking up some additional luxury items – quilted leather and a heated steering wheel, for example – as well as larger wheels to add some bling.

No doubt Ford’s Australian product planners will consider all options.

While we’re at it, we’d put in a vote for a more affordable Everest with more off-road focused gear. Maybe an Ambiente-like level of equipment but with some of the Sport’s black styling, plus wheel-arch flares, chunkier tyres, better underbody protection and the additional drive modes (Sand and Mud/Ruts) currently reserved for Everest Sport and Platinum.

The above spec comparison falls in favour of the Everest because Ford has clearly tried to position it further upmarket, but the Ranger wins in some areas.

Buy a Ranger XLT, Sport, Wildtrak or Raptor, for example, and you get a tow kit standard, whereas it doesn’t matter how luxurious you get with an Everest, you’ll still need to pay $1700 more for a tow bar, wiring and an integrated brake controller.

The latter is also optional on the Ranger XLT and Sport, adding $900 to the price and bringing a 360-degree camera and exterior zone lighting kit.

The Ranger can also be had with auxiliary switches neatly integrated into the roof, something that’s not initially be available in the Everest.

And while the Everest Platinum gets plastic underbody protection – its 21-inch wheels position is as more of an on-road machine – all Ranger 4x4s (as well as other Everest 4WDs) get steel underbody protection.

The Ranger also offers a clear performance advantage for those who spring for the Raptor. The 292kW twin-turbo 3.0-litre petrol V6 is only fitted to the top-shelf Raptor and there are no plans to offer it in the Everest.

The Raptor also gets the most serious suspension system yet attached to the new T6.2 architecture that underpins the latest Ranger and Everest (and Bronco in the US) and beyond the adaptive damping tech there’s also unique-to-Raptor drive modes (Rock Crawl, Sport Baja).

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