2020 Ford Everest 2.0L Bi-Turbo Titanium+ 4x4 AT

An Everest with a Raptor's heart

The Ford Everest, possibly one of Ford’s most sellable vehicles to-date. Sure, the Ranger may be selling more on paper, but as far as SUVs are concerned, the Everest still ranks pretty high among the scores of owners.

While there have been some updates to the Everest since its first release in 2016, what we have here may be the variant with the biggest and most significant change. The 2.0L Bi-Turbo Titanium+ 4x4 that you see here is the high-end model in the entire lineup, and here we get to show you what’s new, what’s hot, and what’s not with this newest incarnation of the Everest.

To start off, the Everest has always been one handsome PPV. Some people find that it may be bulbous, or simply too big, but I personally think that it has curves in all the right places. This particular refresh gets a new three-band chrome grill with a honeycomb insert. The front bumper has been ever so slightly redesigned as well, making the silver accent piece at the bottom stand out more.

Speaking of standing out, there was always something ruggedly handsome with the Everest’s fender arches. This may be where many see and find the “bulge”, but it really does give it more appeal, it being a muscular SUV after all. Add to that the placement of a Bi-Turbo badge on the fender and you have yourself your needed touch of refinement and class.

The wheels have been changed as well. The Titanium+ has a machine finished two-tone multi-spoke design, which much like the fender badge, allows the Everest to look more than just a lumbering truck, but a classy piece of machinery as well. Overall, its appearance will look at home both on the trails, and at special “need-to-be-dapper” events.

On the flipside, not much has changed with the interior of the Everest. It seems Ford saw fit to literally carry the previous Titanium’s bits into this refreshed model, but really, we don’t think that’s a problem.

Accessories and amenities do not fall short, so that’s a good thing. You get the SYNC 3 touchscreen for your infotainment system that comes standard with Apple CarPlay and Android Auto, you get a slew of USB ports all around the cabin, and there’s a 230-volt power inverter to boot. You also get a leather-wrapped steering wheel with integrated controls, and a dual-zone climate control.

As it is, there’s not much you’re left wanting, and though people may expect more, it really is a winning formula as it is. If they were to add a bigger screen and, say, more cameras, then that would be a substantial upgrade. For now, these will have to do, and really, they do well enough.

The good news is that the seats retain their good and supple quality. The Everest’s seats are by far one of the most comfortable that we’ve sat on, and Ford really has this down pat with this truck. Properly padded, well-bolstered, you’re pretty sure to get a comfortable ride in and outside city limits.

The same goes for the material quality of the middle row. Do allow us to say, though, that they’re obviously flatter than the front seats, but that doesn’t translate to less padding – they’re still comfy.

As massive a vehicle as it is, head, leg, and shoulder room are pretty good in the Everest. We managed to pack it with 3 adults in the middle row and while they’re not burly individuals, they had enough space to wiggle around in.

Third rows are generally made to seat two, but here’s something we don’t see everyday. If you’re looking at adults who aren’t, err, “bulky”, the Everest can actually fit three. Okay, it wasn’t the most comfortable space-wise, but the takeaway here is that should you need that kind of seating capacity, the Everest has it.

Also, that means that if you stick with the usual two people in this row, it’s not going to be the biggest, but it does have the potential to be more comfortable than most other SUVs.

One of the greater things we find in the Everest is its massive glass moonroof. It’s powered, spans almost the entire roof, and most importantly, its headliner is thick enough to filter out light and horrid heat from permeating into the cabin. If you find yourself on an overcast stretch of highway, or with a clear sky, just draw the shade back and enjoy the view. A novelty, maybe, but one that has its appeal for some, myself included.

Cargo space is likewise impressive. Forward and vertical space are what Ford seems to have focused on when designing the Everest’s boot, and frankly, it may be one of the most spacious out there in the SUV market. As you could expect, with the 3rd row up, you won’t have much to deal with, but with the press of a switch, you have yourself a flat area with space enough for golf bags, coolers, and other bits and bobs in the back.

This being the top-of-the-line model, of course it’s a 4x4. There are a total of four different drivetrain modes, and changes are made with the twist of a dial. Although we didn’t get to try all of them out, we can attest to the Everest’s versatility with those that we were able to test. Crawling or finding traction on loose ground was pretty easy and impressive, so that’s something we know the Everest can handle should you want to use it on the beaten path.

Now, the biggest change to the Everest: its engine. Gone are the Duratorq engines as this specimen now has a 2.0-liter EcoBlue bi-turbo diesel motor mated to a new 10-speed automatic transmission– the same as the ones on the Ranger Raptor. On paper, it puts out about 213HP and packs 500Nm of torque. For a sizeable truck, 213HP might not be enough for some (although I personally think it’s fine as it is), but what the Everest has going for it is its torque. 500Nm available at a meager 1750RPM does have enough to get you going, and believe us when we tell you that you can feel it, too.

There is a bit of a drawback, though, and that is its impact on consumption. For sustained long drives, you get considerably good mileage, up to about 14Km/L. In pure city traffic, though, it may be a struggle to get you up past 8Km/L. Torque can only do so much, but pushing it up past the sweet spot of 1750RPM requires engine work. Yes, economy could be better.

The saving grace, overall, is that it’s comfortable. No, not just the aforementioned seats, but the suspension seems to have been tweaked for this update, too. If the previous generation rode smooth enough, you’ll find that this one is even smoother. It doesn’t wallow, but it absorbs all the road’s imperfections very well. At least this could get your mind off of that hard-to-improve fuel consumption.

So what’s the deal with this Everest, then? You get a mildly updated exterior plus essentially the same-old interior. You also get better ride quality, a beefier engine, but at the same time a drinker (not a guzzler, mind you) of a truck inside the city.

If you ask us, what the Ford Everest has going for it is the fact that it’s retained most of an already winning formula. At its PhP 2,299,000 tag, it is pretty hefty. But if what you’re looking for is an SUV that is more than a truck for beating, you may want to include this in your consideration list.

You get a good-looking SUV, you have an impressive interior with all the amenities you may want or need, you have a newer engine, and you also get a more comfortable truck for your everyday use. Plus you have the confidence that, if you want to take it out for its intended purpose, AKA off-roading, it’s more than capable of holding its own.