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Ford
Everest
Next-Gen (UB)·
2022-2026
suv-4wd
Value
Price (AUD)
$50k-$85k
Body styles
5-door wagon (7-seat)
Drivetrain
Full-time 4WD with selectable 2H/4A/4H/4L (dual-range, locking rear diff on higher grades), Part-time 4WD (Ambiente base, electronic shift-on-the-fly, dual-range)
Origin
Australia
Built in
Thailand (Ford Thailand, Rayong)
Overview
The Next-Gen Everest (UB) launched in late 2022 on the same T6.2 ladder-frame platform as the Ranger, and quickly became the benchmark seven-seat ladder-frame touring wagon in Australia - class-leading on-road manners, a genuinely capable off-roader with dual-range and (on higher grades) a locking rear diff, and a rated 3500kg braked tow. Sold as Ambiente, Trend, Sport, Tremor, Wildtrak and Platinum. Engine choice is the key buying decision: the 3.0L 'Lion' V6 turbo-diesel (184kW/600Nm, timing-CHAIN) is the hero engine and the one most tourers want, but it is the subject of a significant Australian recall for a fracturing left-hand camshaft sprocket that can stall the engine. The 2.0L 'Panther' four-cylinder diesels - bi-turbo (154kW/500Nm) and the base single-turbo (125kW/405Nm) - are competent but use the controversial 'WET' timing belt (a rubber belt running in engine oil) that Ford itself dropped for a timing chain in the MY26.5 update, an implicit admission of the durability concern. All Next-Gen Everests run a 10-speed automatic, AdBlue/SCR after-treatment and a DPF, so the modern caveats apply: AdBlue sensor faults that can immobilise the car, DPF regen needs, and SYNC4 infotainment glitches. Buy the V6 with the recall completed, confirm AdBlue/DPF health, and you have one of the best all-round 4WD wagons on sale.
Engines & variants
3.0L V6 'Lion' turbo-diesel
Engine
3.0L single-turbo common-rail diesel V6 with SCR/AdBlue and DPF
Config
V6 single-turbo
Displacement
2993cc
Power
184kW @ 3250rpm
Torque
600Nm @ 1750-2250rpm
Drivetrain
Full-time 4WD (2H/4A/4H/4L, dual-range, rear locker on higher grades)
0–100
~8.5s
Economy
8.5-9.5 L/100km combined (claimed); 10-12 real world
Tow (braked)
3500kg
Tow (unbraked)
750kg
Transmission
10AT
Timing chain / belt / gear
Chain-driven
Pros
- Effortless 600Nm V6 - superb tow and touring engine, the one to have
- Timing CHAIN (not the 2.0's wet belt)
- Refined, strong and quiet; full-time 4WD with 4A all-surface mode
- Class-leading on-road manners and a genuine 3500kg tow rating
- Strong demand and resale over the four-cylinder cars
Cons
- Subject to the camshaft-sprocket recall - confirm it has been done
- AdBlue/SCR and DPF after-treatment adds modern-diesel complexity
- Thirstier and dearer to buy than the 2.0 fours
- Some early limp-mode/over-temp complaints under heavy load in heat
Known problems
high
Left-hand camshaft sprocket fracture (recall)
Ford recalled around 13,400 Ranger/Everest 3.0L V6 vehicles built 2022-2025 because a manufacturing defect can cause the left-hand engine camshaft sprocket to fracture, stalling the engine and causing sudden loss of drive at speed - a serious safety risk.
Fix: Have the recall completed free at a Ford dealer; confirm the rectification on the VIN before purchase. If a sprocket has already failed, valve/piston damage can require major engine work.
medium
Limp-home / over-temperature mode under heavy load
Some owners report the vehicle entering safe/limp mode when fully loaded and towing at speed up a long hill on a very hot day, or from transmission/coolant over-temp protection.
Fix: Confirm cooling system health, software updates, and that any related TSBs/recalls are applied; avoid sustained overload in extreme heat.
high
Coolant intrusion / water in cylinders (isolated)
A small number of owners have reported coolant/water finding its way into a cylinder, in worst cases requiring a replacement engine. Uncommon but well documented.
Fix: Warranty claim; check service history and any coolant-loss or misfire complaints pre-purchase.
2.0L bi-turbo 'Panther' diesel
Engine
2.0L twin-sequential-turbo common-rail four-cylinder diesel with SCR/AdBlue and DPF
Config
I4 bi-turbo
Displacement
1996cc
Power
154kW @ 3750rpm
Torque
500Nm @ 1750-2000rpm
Drivetrain
Full-time 4WD (2H/4A/4H/4L, dual-range) on Trend/Sport; part-time on base
0–100
~9.5s
Economy
7.2 L/100km combined (claimed); 8.5-10 real world
Tow (braked)
3500kg
Tow (unbraked)
750kg
Transmission
10AT
Timing chain / belt / gear
Wet timing belt (oil-bath rubber belt; ~240,000km / 10yr factory interval)
Pros
- Strong 500Nm for a four-cylinder; still rated to tow 3500kg
- More economical than the V6 in everyday driving
- Cheaper entry into a Next-Gen Everest than the V6
- Smooth 10-speed auto and the same excellent chassis
Cons
- WET timing belt - runs in engine oil and can degrade, the reason Ford dropped it for a chain
- Works hard fully loaded / towing where the V6 is relaxed
- AdBlue/DPF after-treatment complexity
- Weaker resale and demand than the V6
Known problems
medium
Wet timing belt degradation
The Panther 2.0 uses a rubber 'wet' timing belt that runs submerged in engine oil. DPF regen can let unburnt diesel contaminate the oil, attacking the belt's rubber; degraded belt material can also clog the oil pickup. Ford replaced this design with a timing chain in the MY26.5 update.
Fix: Strict oil-change discipline with the correct spec oil, watch for oil dilution from short-trip/regen cycles, and replace the belt and drive components on (or before) interval; inspect for belt debris in the sump.
medium
DPF clogging on short urban trips
The DPF needs regular highway running to regenerate; short low-speed urban use causes soot loading, forced regens and oil dilution that can stress the engine and (here) the wet belt.
Fix: Give it regular highway runs; address blocked-DPF warnings early before they cascade.
high
AdBlue / SCR sensor faults causing immobilisation
A fault in the AdBlue/SCR system (e.g. a temperature or level sensor reading out of range) triggers a no-restart countdown - the vehicle warns over a set distance then will not start once the count expires.
Fix: Diagnose and replace the faulty sensor/heater/injector; keep AdBlue topped up with quality fluid and clear faults promptly before the countdown expires.
2.0L single-turbo 'Panther' diesel
Engine
2.0L single-turbo common-rail four-cylinder diesel with SCR/AdBlue and DPF (base-grade engine; MY26.5 revised with timing chain)
Config
I4 single-turbo
Displacement
1996cc
Power
125kW @ 3500rpm (MY26.5 revised; earlier base ~125-140kW)
Torque
405Nm @ 1750-2000rpm (MY26.5; earlier base ~500Nm range)
Drivetrain
Part-time / full-time 4WD depending on grade (dual-range)
0–100
~10.5s
Economy
7.0-7.5 L/100km combined (claimed)
Tow (braked)
3500kg
Tow (unbraked)
750kg
Transmission
10AT, 6AT (early base specification)
Timing chain / belt / gear
Wet timing belt on 2022-2025 build; timing CHAIN on MY26.5 revised engine
Pros
- Cheapest way into a Next-Gen Everest
- Most economical of the range
- MY26.5 revised version finally swaps the wet belt for a timing chain
- Same capable chassis, dual-range and tow rating
Cons
- Noticeably the slowest engine - works hard loaded or towing
- Pre-MY26.5 examples still have the wet timing belt
- AdBlue/DPF complexity as with all the diesels
- Base-grade trim and equipment
Known problems
medium
Wet timing belt (pre-MY26.5)
2022-2025 single-turbo cars share the Panther wet timing belt that runs in oil and can degrade from oil contamination during DPF regen; Ford moved to a timing chain on the MY26.5 revision specifically to address durability.
Fix: Maintain strict oil-change intervals with correct oil, watch for oil dilution, and replace the belt/drive on or before interval. Prefer a MY26.5 chain-equipped car if available.
high
AdBlue / SCR sensor faults causing immobilisation
Same AdBlue/SCR vulnerability as the rest of the diesel range - a sensor or heater fault can start a no-restart countdown that ends with the vehicle refusing to start.
Fix: Diagnose and fix the faulty component, use quality AdBlue, and never let a fault sit until the countdown expires.
medium
DPF clogging on short trips
Lowest-power engine often bought for urban/fleet duty, exactly the short-trip use that loads the DPF and dilutes the oil.
Fix: Regular highway runs for regeneration; act on DPF warnings early.
Common problems (all variants)
low
SYNC4 infotainment glitches / inverted display
Owners report SYNC4 touchscreen freezes, reboots and a known fault where the centre-display image can appear flipped/inverted after an ignition cycle, leaving on-screen controls mirrored.
Fix: Software update at the dealer or master reset; most issues are addressed by SYNC updates.
medium
Multiple safety/electrical recalls (2022-2025 build)
Beyond the V6 sprocket recall, the Next-Gen Ranger/Everest family has been subject to several recalls covering electrical/software and other items across vehicles built since 2022.
Fix: Run the VIN through Ford and the Australian recall register and confirm all outstanding recalls are completed before purchase.
low
Electric park brake premature wear
The electronic park brake can wear or fault prematurely, particularly after exposure to muddy water/creek crossings, and may need recalibration or service.
Fix: Clean and recalibrate; replace worn park-brake components and avoid leaving it caked in mud after water crossings.
medium
DPF / AdBlue running-cost and management burden
Across the whole diesel range the SCR/AdBlue and DPF systems require AdBlue top-ups and regular highway running; neglected they cause regen faults, immobilisation countdowns and oil dilution.
Fix: Budget for AdBlue, drive it on the highway periodically, and address any after-treatment warning promptly.
low
Brake and tyre wear on a heavy 7-seat 4WD
At over 2.4 tonnes and often towing, the Everest can be hard on brakes and tyres; rotors and pads wear faster than a lighter SUV, especially with heavy towing duty.
Fix: Quality pads/rotors and tyres; consider towing-rated brake pads for heavy-tow use.