Ford Everest Common Problems

The Ford Everest is a seven-seat 4x4 wagon built on the Ranger's ladder frame, with coil springs at the rear. Two generations are on the used market. The UA arrived in October 2015 with the 3.2-litre five-cylinder diesel and a six-speed auto, and rear-drive versions followed from 2016. The September 2018 UA II update added a 2.0-litre bi-turbo diesel with a 10-speed auto. The next-generation Everest, on sale from mid-2022, uses the 2.0 bi-turbo or a 3.0 V6 diesel, both with the 10-speed. Reviewers rate it highly for comfort and towing. Its weak points are the diesel emissions hardware, the 2.0's wet timing belt and a long list of recalls and software fixes.

EGR and AdBlue faults (3.2 and 2.0 bi-turbo diesels, 2015 to 2026)

The Everest shares the Ranger's diesels, and the internal EGR cooler leaks reported on the Ranger can affect it too. Signs are unexplained coolant loss, white smoke, rough running and limp mode, and a neglected leak can damage the engine. The 3.2 and the 2.0 also use AdBlue. Early cars drew reports of false low AdBlue warnings, and Ford issued a calibration update to dealers in 2016. Some owners of later cars report crystallised AdBlue and failed heaters, pumps or sensors. A new EGR cooler is roughly $1,500 to $3,000. Faulty AdBlue parts are usually replaced one at a time. A low-coolant alarm is cheap insurance.

Oil pump losing prime after an oil change (3.2 five-cylinder, 2015 to 2022)

The 3.2 has a variable oil pump in the sump that can lose its prime if the oil is left draining too long (around ten minutes is the figure often given). The engine can then run without oil pressure on start-up, and at least one owner reports an Everest engine failing straight after a service. The correct procedure is to refill promptly and confirm the oil light goes out within about five seconds of starting. A replacement engine costs many thousands of dollars, so check who has been servicing the car.

Wet timing belt wear (2.0 bi-turbo diesel, 2018 to 2026)

The 2.0 bi-turbo drives its camshafts and oil pump with rubber belts that run in engine oil. Some mechanics regard the design as a liability. The belt can degrade and shed rubber that blocks the oil pick-up and starves the engine, sometimes with little warning. Listen for clanking or grinding from the engine, and look for dirty oil. Ford's replacement interval has been revised, so check the schedule for the car's build and use the exact oil Ford specifies. Budget roughly $1,500 to $2,500 for a belt job.

Six-speed auto thump and flare (6R80, 3.2 diesel, 2015 to 2022)

The 3.2 Everest uses the 6R80 six-speed auto. A reported complaint is a thump into sixth at around 75 to 80 km/h after a part-throttle downshift to fifth, and Ford is reported to have released a transmission software update for it. Owners also report erratic shifts, flare between gears and clunks on take-off. A thermostat holds fluid away from the cooler until it is warm, which some specialists link to wear. Ford's fluid interval is very long, so towing owners change it every 40,000 to 60,000 km for a few hundred dollars. A rebuild is roughly $4,000 to $7,000.

Harsh 10-speed shifts (2.0 bi-turbo and 3.0 V6, 2018 to 2026)

The 10-speed auto can give clunky or hesitant low-speed shifts, especially between first and third, and a thump when slowing to a stop. Adaptive learning that picks up poor shift patterns is often blamed, and on some early units sticking solenoids or a faulty valve body. A dealer software update and adaptive reset helps many cars, and solenoids or valve bodies can be replaced under warranty. Out of warranty, a valve body is roughly $2,000 to $4,000. Heat is the main enemy when towing, so a transmission cooler is worth having.

Driveline thrum and oil leaks (3.0 V6, 2022 to 2026)

Some owners of V6 Everests report a humming vibration through the floor, pedals and steering wheel at certain speeds, often around 40 to 60 km/h or 80 to 100 km/h. It is usually blamed on tailshaft and centre bearing angles, and dealers have tried rebalancing the tailshaft or fitting spacers or diff shims. Some owners also report V6 oil leaks from the rear main seal or upper timing cover. Both repairs are labour-heavy, because the rear seal needs the gearbox removed. Out of warranty, allow roughly $1,500 to $3,000.

Battery drain and SYNC 4 glitches (next generation, 2022 to 2026)

Some owners report next-generation Everests entering "Deep Sleep Mode" and refusing to start after a few days parked. The reported causes are standby drain from the modem and sensors, the battery management settings and a factory battery that struggles with the load. A dealer software update is reported to help, and some owners fit an AGM battery. Owners also report the SYNC 4 screen going black, freezing on the Ford logo or dropping wireless phone connections, often cured by a reset or a firmware update.

Recalls and safety

UA recalls cover side airbags that may not inflate (late 2016 to early 2017 builds), a steering shaft weld and seat frame welds (early 2018 builds), automatic transmission fluid pump gears (2018 to 2019 builds) and software that could shift the auto into Park at low speed. Several recalls cover fitted accessories: awning bolts, a winch remote and driving light wiring that could start a fire. Next-generation recalls include a driver's seatbelt, power window auto-reverse software, rear camera software, a valve body that could stop the car reversing and a camshaft sprocket on the 3.0 V6 that could fracture and stall the engine. Have a Ford dealer check the VIN for open recalls, and see our recalls page.

Buying a used Ford Everest? What to check

• Coolant level: Check it cold and ask whether it has needed topping up. Unexplained loss points to the EGR cooler.
• Service records: On a 3.2, ask who did the oil changes. On a 2.0 bi-turbo, check the right oil was used and when the timing belt is due.
• Cold start: Listen for rattles, grinding or clanking, and look for white smoke and AdBlue or engine warnings.
• Gearbox: Drive in traffic and at 75 to 80 km/h. Clunks, flares, a thump into top gear or hesitant low-speed shifts need checking.
• Driveline: On a V6, hold 40 to 60 km/h and 80 to 100 km/h and feel for a hum through the floor.
• Oil leaks: Look under the engine and gearbox bellhousing for fresh oil, especially on a V6.
• Electrics: Test the screen, phone connection, cameras and power tailgate, and ask whether the battery has gone flat.
• Body seams: Check the door, bonnet and tailgate seams for bubbling paint, and look for faded plastic trim.

Run a PPSR check for finance owing and write-off records, then use our Ford Everest buying checklist on inspection day.

The verdict

The next-generation V6 Everest from 2022 is the pick for towing and refinement. Choose one with every recall done, including the camshaft sprocket, and a smooth driveline. A UA 3.2 is a solid, cheaper choice if the coolant level is stable, the oil changes were done properly and the six-speed shifts cleanly. The 2.0 bi-turbo, in either generation, is strong but needs strict servicing with the right oil because of its wet belt. Avoid any Everest with overheating history or gaps in its service book.