Ford Everest 2021 review: Basecamp off-road test

The 4WD-only BaseCamp is based on the mid-spec Trend variant, and is available with one of two diesel engines: a 143kW/470Nm 3.2-litre single-turbo five-cylinder ($63,090 plus on-road costs) or a 157kW/500Nm 2.0-litre twin-turbo four-cylinder ($64,590, plus on-road costs).

Our test vehicle had the 3.2-litre and a six-speed torque-converter automatic transmission.

Our test vehicle had the 3.2-litre and a six-speed torque-converter automatic transmission.

The Trend’s standard features list includes Ford’s SYNC 3 multimedia system with Apple CarPlay and Android Auto, an 8.0-inch full-colour touchscreen and 10-speaker audio system, leather-accented seat trim, an eight-way power driver's seat and a leather-trimmed gear shifter, keyless entry and push-button start, reversing camera, rear parking sensors, and dual-zone climate control, 18-inch alloy wheels, hands-free power tailgate and more.

The Trend has AEB with pedestrian detection, lane departure warning, lane keep aid, traffic sign recognition, hill descent control, and more.

The Trend’s standard features list includes Ford’s SYNC 3 multimedia system with Apple CarPlay and Android Auto.

The BaseCamp edition comes standard with adventure-ready extras beyond Trend spec, such as a 76mm black nudge bar, LED light bar, a snorkel, and a Rhino Rack roof-top storage platform and a Rhino Rack Sunseeker awning. It also has distinctive ‘BaseCamp’ decals.

It costs $2200 more than a Trend but, Ford reckons, the add-ons are worth $6000.

Colours for the Ford Everest Basecamp include Arctic White and True Red (no additional cost), or additional-cost colours such as Alabaster White, Aluminium, Deep Crystal Blue, Diffused Silver, Meteor Grey, Shadow Black, and Sunset.

A 3.2-litre five-cylinder turbo-diesel engine – producing 143kW at 3000rpm and 470Nm at 1750-2500rpm – powered our test vehicle. And that engine is matched to a six-speed automatic transmission. This is an impressive pairing.

The 2.0-litre twin-turbo four-cylinder diesel engine actually generates more power and torque than the bigger engine – 157kW and 500Nm – but the 3.2-litre is nice and smooth and never seems to lack any punch. I’ve towed and off-roaded with Everests of both engine variants and they’ve all been comfortable with highway cruising and heavy-duty work (including towing almost three tonnes and tackling low-range 4WDing). 

A 3.2-litre five-cylinder turbo-diesel engine powered our test vehicle.

The Trend has full-time 4WD with low-range gearing (a push-button ‘4x4 Low') and an electronic diff lock on the rear, as well as a dial-operated Terrain Management System which includes four driving modes (Normal, Grass/Gravel/Snow, Sand and Rock). 

If you’re familiar with an Everest cabin you know what to expect: a neat comfortable space, with solid build quality and nice fit and finish. Though it feels a tad aged, the Everest has a pleasant cabin in which to spend your time, including on long-distance road trips and/or during low-speed low-range 4WD expeditions.

The cabin is a neat comfortable space, with solid build quality and nice fit and finish.

The interior is spacious and functional with easy-to-read instrument displays and the clear Sync3 screen, and life-friendly hard-plastic surfaces and comfort-friendly soft-touch areas.

The Ford Everest Basecamp has seven seats: driver, front passenger, and then a 60:40 split-fold seat back second row, and a 50:50 split-fold seat back third row. The second- and third-row seats can be manually deployed or stowed away.

The driver's seat is six-way power adjustable, and the front passenger seat is four-way manually adjustable.

The Trend has five child-seat anchor points, including two ISOFIX anchors in the second row.

Second-row passengers get a pair of pop-out cupholders in the arm-rest.

Upfront you have access to multimedia and steering-wheel-mounted controls, two 12-volt sockets and two USB ports, as well as storage spaces including glovebox, two cup holders and a substantial bin between driver and front passenger, and bottle holders in each door.

Second-row passengers get a pair of pop-out cupholders in the arm-rest, and can control their own aircon temp and fan speed, as well as open or close air vents, and use a 230-volt or 12-volt socket from their seat.

Boot space in this seven-seat version of the Everest is a claimed 249 litres (VDA).

Boot space in this seven-seat version of the Everest is a claimed 249 litres (VDA) with all seats up and in use; 876L with the third-row seats down; and 1796L with the second row down.

Cargo space increases to 1796L with the second row down.

The BaseCamp is 4903mm long (with a 2850mm wheelbase), 2180mm wide (1869mm with the wing mirrors tucked in), 1837mm high, and has a listed kerb weight of 2437kg.

It is a substantial size, but the Everest always feels quite nimble in different scenarios, largely due to its precise and well-weighted steering. 

The Everest always feels quite nimble in different scenarios, largely due to its precise and well-weighted steering. 

I’m a fan of the Everest’s 2.0-litre engine, but the 3.2-litre in this BaseCamp makes a bit more sense to me if you’re planning to take on long-term towing and hard-core 4WDing duties. Both provide a smooth driving experience and both engines have proven themselves time and time again as punchy units capable of delivering smooth and sustained power and torque at low and high speeds.

NVH (noise, vibration, harshness) levels are well under control in the BaseCamp with nothing much noticeable inside the cabin other than some low-level wind-rush around the wing mirrors and a welcome engine growl every now and again. The BaseCamp’s Rhino Rack roof-top storage platform or Rhino Rack Sunseeker awning don’t seem to generate as much discernible noise as you might expect, but then again maybe I had the ‘Best of Abba’ turned up way too loud.

The BaseCamp’s Rhino Rack Sunseeker awning don’t seem to generate as much discernible noise as you might expect.

The suspension set-up – independent front (wishbones) and a five-link solid-axle rear end (Watt’s linkage), with coil springs all-round – helps to produce very smooth ride and handling with a sure-footed predictability about it all.

This Everest rides on Bridgestone Dueler H/T 684II (265/60 R18 110T) tyres, which go some of the way to contributing to a settled on-road presence, whether on the blacktop or a dirt track. It has 18-inch alloy wheels and a 17-inch steel spare.

The 3.2-litre Trend has a claimed fuel consumption of 8.5L/100km on a combined cycle.

Actual fuel consumption on this test was 10.8L/100km.

It has a 80-litre fuel tank.

The Basecamp is powered by a diesel engine.

Any Everest purchased after May 1 2018 is covered by a five-year, unlimited kilometre warranty.

Service intervals are set at every 15,000km/12 months. 

Ford states that customers will pay $299 for items listed in a A or B standard scheduled service for up to four years or up to 60,000km, whichever comes first.