Buying a Used Ford Everest UA Series (2015-18)

Ford chose Bangkok’s 2003 International Motor Show to launch its very important new SUV, the Ford Everest, recognising the importance of Asia to global vehicle manufacturing.

Said to have cost US$100 million to develop, the Everest shared 60 percent of its components with the Ford Ranger – at that time a Mazda Bravo clone – and was built in Thailand, with satellite assembly plants to serve the Indian and Vietnamese markets.

Initial Everests had at least seven seats – 10 in some markets – with 2.5-litre turbo-diesel or 2.6-litre petrol four-cylinder engines. Most were all-wheel drive, with RWD only available in some markets. A modified version of the Ranger’s leaf-sprung rear suspension was retained.

Various facelifts followed, incorporating updated front panels, lights and grille, but also including introduction of a 3.0-litre turbo-diesel engine mated to five-speed automatic transmission.

2013 brought the revelation of an entirely new Everest, yet one that maintained links to and shared components with the Ford Ranger/Mazda BT-50 duo that had been developed in Australia under Ford’s T6 program.

In recognition of Ford Australia’s contribution to its design, the Everest 375 Concept debuted at the 2013 Sydney International Motor Show before being displayed in near-production-ready guise at the 2014 Bangkok exhibition.

The new Everest would eventually arrive in Australia during October 2015, designated by the UA model code. This followed Ford’s announcement that it would end local production and discontinue the Territory, which the Everest would effectively replace.

Various versions of the Everest UA were marketed in Australia, with Trend models becoming most prolific in the used market. Sales of all versions climbed from 3614 during 2016 to reach a pre-Pandemic total of 5996 units and 6.6 per cent of the market in 2020.

Overseas buyers could choose from a range of Everest drivetrains, but Ford Australia made the choice for us with a 3.2-litre turbo-diesel engine, mandatory six-speed automatic transmission and all-wheel drive.

Local models had seats for seven, with entry level Everests pitched directly at GX versions of the 2.8-litre Toyota Prado and the GLX Pajero. Lowest priced amongst local Everests was the Ambiente grade, which listed in late 2015 at $54,990. This level came equipped with cloth trimmed seats without heaters or power adjustment. The air-conditioning was vented to include those in the rear seats and an eight-speaker sound system shared the noise around.

For those who liked their music pre-packed the Everest also included a CD player. Helping mask the diesel engine’s distinctive sound was electronic noise cancelling which did its best, providing the windows were closed, to overcome the rattle and clatter.

Another interesting inclusion was Ford’s My Key system which allowed an Everest to be programmed then locked to stop settings being changed by other people who might use the car.

The lights were activated automatically by dusk sensors, the steering used electric assistance, and safety features included a camera and park distance monitoring (rear only). Although the standard wheels were 17-inch alloys, 18s were optional and space was provided for a full sized alloy spare.

Next on the list and considerably more expensive than the Ambiente was the Everest Trend. These in 2015 were priced at $60,990, with AWD mandatory.

The seats were still cloth trimmed but the steering wheel was leather bound, the stereo came with more features, 10 speakers and a sub-woofer.

Major differences between the low and mid-range versions of the Everest could be found buried in the owner’s manual under ‘Driver Assistance.’ These items included lane-departure warning and forward collision alert, driver fatigue monitor and park distance monitoring front and rear.

When test driving, you may not be able to test all of these functions, but make sure that at least the parking alerts and lane departure chime are working. Other features of the Everest Trend that can be tried are heated and folding door mirrors and the various functions accessed via buttons on the steering wheel.

Choose a top-of-the-range Everest Titanium, for which the 2015 starting price was a massive $76,990, and the driver-assistance list expanded to include automated steering and a blind-spot sensor.

Trim in the Titanium grade was leather, the climate control operated across two zones, the headlights did their own dipping and was a dual-segment glass sunroof was located above the occupants.

Despite its equipment levels, the Everest Titanium cost a lot of money when new, not a lot were sold, and in the used market they can cost around 25 per cent more than an Everest Trend.

June 2016 saw Ford announce two-wheel drive versions of the Everest Trend, at a base price of $55,990 – against the AWD version’s $60,990. Wheel size and ride height was unchanged and towing capacity with a braked trailer remained 3000kg.

Equipment upgrades accompanying the arrival of the rear-wheel drive Everest included a larger screen as part of the Synch 3 infotainment system, Apple CarPlay/Android Auto connectivity and upgraded voice control. These upgrades were installed in both the Trend and Titanium grades, with either drive-train.

For 2018, Ford Australia introduced more changes to the Everest model range, with an extra engine choice and five seats supplementing the original seven. Cheapest of the extended Everest range was now a five-seat, AWD, 3.2-litre turbo-diesel Ambiente variant which listed at $49,190 + ORC.

Cheapest of the models which combined rear-wheel drive, the new 2.0-litre turbo-diesel engine and 10-speed automatic transmission was the Everest Trend Bi-Turbo. With 157kW and 500Nm of torque it cost $56,990. AWD Trend variants in the same configuration were priced at $61,190.

The Everest Titanium now also featured the four-cylinder twin-turbo diesel, but was available only in AWD and now priced at less than $74,000.

The Everest is basically a Ranger with seats for seven, perched on a shorter version of the Ranger’s old-fashioned perimeter chassis, and with coil springs to stop those furthest to the rear feeling every bump on the track leading to the camp ground.

In Trend trim, with all-wheel drive and the 3.2 engine, Everests weighed an impressive 2370kg. For those worried about low clearance carparks, an Everest at 1837mm without the optional roof-rack is almost as high as it is wide (1860mm), with 225mm of that height allocated to ground clearance.

Wheels fitted to most Everests are 18-inch alloy, with 60-series tyres and tread patterns more attuned to fire trails than freeways. That’s the bad news.

On the plus side, Everests offer roomy and comfortable transport for five, with space in the third row for occasional occupants. The 3.2-litre in-line five-cylinder turbo-diesel is a lovely, lazy engine with transmission ratios chosen to keep the engine on top of the torque curve.

The all-coil suspension allows the body to develop some attitude when cornered at speed, but looks more alarming from the outside. The steering is responsive, the brakes excellent and those baggy tyres barely notice inner city speed bumps.

Given their weight and lack of any discernible attention to aerodynamics, Everests aren’t going to be an economical vehicle and certainly worth keeping away from peak hour traffic, if that is possible.

Official average fuel consumption on the ADR combined-cycle (Highway/Urban) was 8.5L/100km, but it isn’t hard to send that beyond 13L/00km in traffic and to 20L/100km when towing or driving offroad.

Everest may not be the first choice of dedicated off road users, but it is no slouch on rough tracks or when churning through sand either. Using the Terrain Select control, the driver can tune the car’s responses to the surface on which it is running. Clearance is excellent, ramp and departure angles good, there’s an effective hill-descent system and low range for when slow progress is prudent.

In common with rival models from Toyota, Isuzu and Mitsubishi, the Everest qualified easily for a five-star ANCAP safety rating. Even the early version recorded near perfect scores in the frontal offset and side impact tests.

The Ford Everest is outstanding, but it is a big unit; high off the ground. Although there are side-steps there isn’t much to grab when entering or alighting, so small children and the aged might need some help.

Later versions received ISOFIX child seat tether points, with attachments in all for five kids in seats. If you intend filling the back half of your Everest with younger fry, do spend up on a version with the dual-zone air-con.

Carrying capacity in five-seat configuration is 450 litres, expanding to a massive 2010 litres if you lower the centre seat.

Those going offroad with lots of gear sitting on the rear floor should consider adding a cargo barrier so it doesn’t try sliding into the front with you during steep descents.

RedBook Inspect mobile inspectors can take the guesswork out of buying a car with a comprehensive vehicle inspection.

Used vehicle grading for Ford Everest 2015-21
Design & Function: 15/20
Safety: 16/20
Practicality: 15/20
Value for Money: 13/20
Wow Factor:12/20
Score: 71/100

Also consider:

Toyota LandCruiser Prado
Mitsubishi Pajero Sport
Isuzu MU-X

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