I feel the Earth move under my feet…
The 2025 Ford Everest Tremor has landed and aims to send shockwaves (get it?) through the large SUV market segment that it comprehensively dominated last year.
Dubbed the ‘most capable Everest ever’, the Tremor builds on the blueprint laid down by the limited-edition Ranger Tremor ute offered to Australians in 2024, but this time with V6 diesel power and a permanent slot in the local lineup.
Highlights include Bilstein position-sensitive dampers, new springs, and General Grabber AT3 all-terrain tyres. There’s also a new ‘Rock Crawl’ four-wheel drive mode, designed to improve traction and momentum on loose, rocky surfaces – a first for the Everest nameplate.
Ford quotes a 29mm increase to ground clearance over the standard Everest Sport, as well as 30mm increase to track width. As a result, off-road specs like approach and departure angles have been improved, while retaining its wading depth and of course the Everest’s 3.5-tonne braked towing capacity – more details further down.
WATCH: Paul breaks down everything you need to know about the Ford Everest Tremor!
Externally, the Tremor gains a blacked out grille with auxiliary LED lamps, a steel bash plate, heavy-duty side steps, and orange Tremor badging. An exclusive new ‘Command Grey’ exterior paint is also available for the Tremor.
What does this all mean? Like Toyota’s Prado Altitude and Lexus’s GX Overtrail, among others, Ford is curating popular aftermarket upgrades and offering them to customers as factory-backed products to unlock extra capability out of the box.
We joined the Australian media launch in Victoria to confirm whether the Blue Oval’s claims of its capabilities are accurate.
How much does the Ford Everest cost?
The Ford Everest Tremor joins the 25.25MY Everest lineup as the penultimate variant on the family ladder, priced from $76,590 before on-road costs.
| Model | Price before on-roads |
|---|---|
| 2025 Ford Everest Ambiente 4×4 Bi-Turbo | $59,240 |
| 2025 Ford Everest Trend 4×4 Bi-Turbo | $67,040 |
| 2025 Ford Everest Sport 4×4 V6 | $74,640 (+$900) |
| 2025 Ford Everest Tremor 4×4 V6 | $76,590 |
| 2025 Ford Everest Platinum 4×4 V6 | $81,200 (+$85) |
For reference, that makes it just under $2000 dearer than the popular Everest Sport, and undercuts the flagship Platinum by just under $5000. Ford Australia has also confirmed 4×2 versions of the Everest will cease production in May, ahead of Australian emissions regulations (NVES) becoming punitive from July 1, 2025.
4×2 models are subject to tougher emissions caps as they are lumped in with passenger cars (Type 1), whereas 4×4 models are classified as light commercial vehicles and heavy-duty SUVs (Type 2) – the mandated average CO2 emissions are 141g/km and 210g/km respectively for the two classes.
To see how the Ford Everest lines up against the competition, check out our comparison tool
What is the Ford Everest like on the inside?
It’s not all that different to an Everest Sport on the inside, but there are some unique Tremor details in the cabin.
That means a pretty clean interior with a very black-themed colour scheme. As you’ll find in the Everest Sport, there are embossed seats – with bright orange TREMOR lettering – as well as the portrait-oriented 12-inch SYNC 4 infotainment touchscreen.
Sadly, the Tremor misses out on the higher-spec 12-inch digital instrument cluster from the Platinum, making do with the smaller 8.0-inch display from other grades, which is fairly limited in its scope for configurability. Compared to other Everests with this cluster though, the exclusive Rock Crawl mode offers a new display when engaged.
As we’ve said in previous Everest reviews, the cockpit is well presented for the segment and pretty sound ergonomically. While plenty of functionality is built into the upright touchscreen, the Blue Oval has still retained physical switchgear for volume and climate controls even if there are additional virtual controls within the display.
Ford’s on-board tech remains a benchmark too, with the excellent SYNC 4 multimedia system still being leaps and bounds ahead of everything bar the new Prado, with snappy load times, user-friendly menus, and heaps of embedded functionality like wireless Apple CarPlay and Android Auto, plus satellite navigation, DAB+ digital radio, and of course there’s the suite of FordPass Connect online services.
As standard, you get an eight-way powered driver’s seat, though our test vehicles were fitted with the optional Tremor Premium Seat Pack ($1100) which adds a further two ways of adjustment for the driver. There’s also eight ways of power adjustment for the front passenger, as well as heating and ventilation for both front pews – I reckon it’s worth it.
The only other distinctions in the cabin to tell you you’re in the Tremor rather than a Sport are ‘Ebony’ interior trim accents (more black) and dark top-stitching… but that’s about it.
Storage options include a deep shelf under the touchscreen with wireless phone charging pad, an assortment of cubbies including a double glovebox and underarm bin, as well as relatively deep door bins.
Build quality for a vehicle this size and class is fine, but its workhorse roots are a little more obvious next to something like the new Toyota Prado. We noticed one of the 4WD buttons on a centre console was a little sticky, too.
The elevated theatre-style rear seating rows give little ones a good view out the front and side windows – meaning there shouldn’t be emergency stops for car sickness.
Leg, head and knee room are all plentiful even if you’re over six foot like myself, and you can squeeze three across for shorter journeys. Note that the decent driveline hump in the floor eats into foot room, however.
While there isn’t a proper third zone of climate control, there is a manual fan control to toggle the air speed through the roof-mounted air vents in the second and third rows, which is handy. Behind the centre console is also a module with USB-A and USB-C charge ports to keep phones and iPads juiced.
For 2025.25MY, all Everest variants bar the base Ambiente also pick up a 400W inverter with interior socket as standard.
Other rear seat amenities include map pockets behind the front seatbacks, a fold-down centre armrest with cupholders, bottle holders in the doors, as well as the requisite ISOFIX window seat anchors and top-tether points across all three second-row seats.
Access to the third row is via folding and sliding the second row forward, but it’s not quite as easy to get into as it is in something like a Kia Sorento.
Once you’re back there it’s more than kid friendly, and you can probably plop some adults in there for a shorter journey. Air vents feature back there, along with 12V ports, and the curtain airbags cover all three rows of seating. Big windows are also a plus.
Behind the third row, there’s 259 litres of cargo space, expanding to 898 litres with it folded and 1818 litres with the second row folded.
| Dimensions | Ford Everest Tremor |
|---|---|
| Length | 4914mm |
| Width | 1954mm |
| Height | 1904mm |
| Wheelbase | 2900mm |
| Cargo capacity (VDA) | 259 litres – 7 seats 898 litres – 5 seats 1823 litres – 2 seats |
To see how the Ford Everest lines up against the competition, check out our comparison tool
What’s under the bonnet?
Unlike the Ranger Tremor, which was four-cylinder Bi-Turbo only, the Everest Tremor gets the beefier V6 diesel.
| Specifications | Ford Everest Tremor |
|---|---|
| Engine | 3.0L V6 turbo-diesel |
| Power | 184kW @ 3250rpm |
| Torque | 600Nm @ 1750-2250rpm |
| Transmission | 10-speed auto |
| Drive type | 4WD with 4A mode |
| Fuel economy (claimed) | 9.5L/100km |
| CO2 emissions (claimed) | 250g/km |
| Fuel tank | 80 litres |
| Weight | 2550kg – kerb |
| Payload | 690kg |
| Braked towing capacity | 3500kg |
| Gross vehicle mass (GVM) | 3240kg |
| Gross combination mass (GCM) | 6350kg |
Key things to note are the Tremor’s increased fuel consumption and emissions over its counterparts, to the tune of ~1.0L/100km and ~30g/km according to official figures. Most of this is due to reduced aerodynamic efficiency with the extra ride height, as well as the added weight.
Further, the Everest Tremor quotes an reduced payload and increased gross masses over the standard model (except the Platinum). Compared to a Sport V6 4WD, you’re losing around 20kg in payload, though GVM and GCM are up by around 90kg.
To see how the Ford Everest lines up against the competition, check out our comparison tool
How does the Ford Everest drive?
Our launch drive included off-road trails and some touring on winding country B-roads in the Victorian hills, as well as a stint on the M80 Western Ring Rd heading back to Ford Australia’s headquarters in Campbellfield, Melbourne.
We also had the chance to drive the full range of standard Everest 4WD variants, from the base Ambiente to the flagship Platinum, all fitted with the optional All-Terrain Tyre Pack – it was good to have a reference point(s).
On sealed roads the Tremor’s widened track and increased footprint is noticeable particularly at higher speeds, with improved stability and roadholding. The new Bilstein dampers feel a little firmer, but it’s far from harsh.
I was also surprised at how well road noise in the cabin is suppressed despite the chunky all-terrain tyres of the Tremor, let alone the standard models with the optional package. There’s a bit of wind whistle off the bluff front-end and big side mirrors, but really you could drive this for hours on a cross-country tour without any issues.
Part of the drive program also took us up a more technical stretch of road just out of Healesville that I’d normally use as a test bed for performance cars. The Everest Tremor, despite its more off-road leaning brief, is actually an engaging SUV to drive even in these conditions.
Ford has managed to dial in a bit of fun to the Everest’s handling despite its boxy proportions, with a beautifully accurate and fluid steering feel that helps this big 4WD shrink around you and encourages you to push it a bit.
No, it doesn’t quite feel like a Focus hatchback, but like its Ranger sibling its leaps and bounds ahead of just about every other large ladder-frame rival in this respect.
The excellent ride and handling is backed by the beefy 3.0-litre V6 turbo-diesel, which again is a segment benchmark for its performance and refinement. It’s not quite fast, but with 600Nm on tap from 1750rpm you get a wave of shove from nice and low down in the rev range.
Perhaps not quite as good is the 10-speed automatic transmission, which has been massaged to be more decisive with its shifting, but there are so many ratios that occasionally it’ll sound like a CVT. Still, it does a good job of keeping the V6 diesel on the boil and is only really caught out if you mash it suddenly and it needs to drop a few cogs.
On day one we did some dusty moguls in the Everest at Mount Disappointment, while day two was spent navigating some muddy trails through the Toolangi State Forest. In both settings, the Tremor was in the same convoy as the wider Everest range.
The added ground clearance and more rugged rubber made the Everest feel unflappable over all of the obstacles that were thrown at it, with minimal fuss across the board. On the deepest sections we did hear the odd knock against a bash plate or the tow bar, but it otherwise walked effortlessly through everything.
All the Everest Tremors available to test were fitted with the Rough Terrain Pack, which adds an ARB-developed Rough Terrain Bar front bumper, as well as underbody bash plates and an auxiliary switch bank. If you plan on doing these kinds of activities often, the extra layer of protection is well worth the $3500 spend.
We also used the new Rock Crawl mode for some of the off-road exercises, which is new to the Everest. It engages 4H and locks the rear differential for maximum traction over rocky roads, and in the instances we used it Ford’s instructors basically said we could use it interchangeably with 4L mode – either way, the Tremor wasn’t all that fussed.
I noticed that throttle modulation in Rock Crawl mode is very good, with very precise response allowing you to control the Everest’s crawling speed well. The story is the same once you lock it into 4L, though sometimes in 4H you can feel the transmission shift at around 9km/h and there’s a lurching that isn’t particularly confidence inspiring.
Driven in convoy with the wider Everest lineup (there were only five Tremors for 15 media representatives), the difference in clearance and approach/departure angles was demonstrated by the fact Ford’s instructors basically told non-Tremor drivers to straddle some of the deeper moguls that the Tremor easily walked through.
For reference, the chunkier General Grabber AT3 all-terrain tyres (with white lettering for good measure), Bilstein position-sensitive dampers and new springs add 29mm of ground clearance to the Tremor over the Sport on which it’s based, while approach, departure and breakover angles have all been improved – see the table below for more.
The Tremor otherwise retains its capable 800mm quoted wading depth as well as its 3.5-tonne braked towing capacity from the standard Everest range. Unfortunately, we weren’t given the chance to tow with the Tremor, though our previous testing we know the Everest V6 is one of the more capable towers in its class.
| Off-road dimensions | Everest Tremor 4WD | Everest Sport 4WD |
|---|---|---|
| Track front and rear | 1650mm (+30mm) | 1620mm |
| Ground clearance | 255mm (+29mm) | 226mm |
| Approach angle | 32.0 degrees | 30.2 degrees |
| Departure angle | 26.9 degrees | 25.0 degrees |
| Ramp breakover angle | 23.9 degrees | 21.9 degrees |
| Wading depth | 800mm | 800mm |
To see how the Ford Everest lines up against the competition, check out our comparison tool
What do you get?
The Tremor slots in as the penultimate Everest variant in Australia, under the flagship Platinum.
2025 Ford Everest Ambiente equipment highlights:
- Acoustic windscreen (NEW)
- 17-inch alloy wheels
- All-season tyres
- 17-inch steel spare wheel
- LED reflector headlights
- C-shaped LED daytime running lights
- Front fog lights
- LED tail-lights
- Black side steps
- Power-folding exterior mirrors
- Rain-sensing wipers
- Two front tow hooks
- Steel underbody protection (4×4 model only)
- 10.1-inch SYNC 4 infotainment touchscreen
- 8.0-inch digital instrument cluster
- Wireless Apple CarPlay and Android Auto
- Embedded modem
- Wireless phone charger
- 8-speaker sound system
- Satellite navigation
- DAB+ digital radio
- Embedded voice assistant
- FordPass with remote start
- Dual-zone climate control
- 5 seats (7 seats optional)
- Fabric upholstery
- 8-way manual driver seat adjustment
- 4-way manual front passenger seat adjustment
- Driver floor mat
- Electrochromatic rear-view mirror
- Dash-mounted pull-out cupholders
- Open storage shelf
- Tilt and reach steering wheel adjustment
- Keyless entry with push-button start
- Vinyl console lid
- Electronic parking brake
- Conventional mechanical gear shifter (4×2 only)
- e-Shifter gear shifter (4×4 only)
- Locking rear differential (4×4 only)
- Push-button selectable drive modes
Everest Trend adds:
- 400-watt power inverter (NEW)
- 18-inch alloy wheels with matching spare
- Privacy glass
- Power tailgate
- Heated, power-folding side mirrors with puddle lamps
- 12-inch SYNC 4 infotainment touchscreen
- 7 seats
- Leather-accented upholstery
- 8-way power driver’s seat
- Leather-wrapped steering wheel
- Driver and passenger floor mats
- Upper glove box
- Off-road displays (4×4 only), which shows:
- Driveline and electronic diff lock indication
- Steering angle
- Vehicle pitch and roll angles
- Off-road features button
- Rotary drive mode selector (4×4 models only)
- Sand, Mud/Ruts drive modes
- Black stand-off roof rails
- Zone lighting
Everest Sport adds:
- 20-inch black alloy wheels with matching spare
- Black exterior accents
- Unique leather-accented upholstery
- ‘SPORT’ embossed seats
- Unique interior colour accents
- 10-way power driver’s seat with memory
- 8-way power passenger seat
- Heated and ventilated front seats
Everest Tremor adds:
- 17×8-inch alloy wheels – Asphalt matte black
- General Grabber AT3 all-terrain tyres – 265/70 R17
- Unique honeycomb grille incl. auxiliary LED lamps
- Steel bash plate
- Heavy-duty side steps
- Orange Tremor badging
- Bolder Grey wheel arch mouldings
- Bilstein position-sensitive dampers
- ‘Rock Crawl’ drive mode
- ‘TREMOR’ embossed seats
- Ebony-coloured accents
- All-weather floor mats
Everest Platinum adds (over Sport):
- 21-inch alloy wheels with matching spare
- Black-painted roof
- Satin chrome exterior accents
- Matrix LED headlights with auto-levelling
- 12.4-inch digital instrument cluster
- 12-speaker B&O premium sound system
- Surround-view camera
- Tyre pressure monitoring
- Satin chrome interior accents
- Quilted leather-accented upholstery
- Heated second row seats
- Power-folding third row seats
- Heated steering wheel
- Premium front and rear floor mats
- Interior ambient lighting
To see how the Ford Everest lines up against the competition, check out our comparison tool
Options
The Everest Tremor is available with several optional packages.
Rough Terrain Pack: $3500
- Rough Terrain Bar
- Under Vehicle Armour – underbody protection
- Auxiliary switch bank
Touring Pack: $2500
- 360-degree camera
- Towbar
- Integrated trailer brake controller
- Pro-Trailer Back-Up Assist
Tremor Premium Seat Pack: $1100
- 10-way power driver seat incl. memory
- 8-way power passenger seat
- Front seats – heated, ventilated
Towing Pack: $1900
- Tow bar
- Integrated brake controller
To see how the Ford Everest lines up against the competition, check out our comparison tool
Is the Ford Everest safe?
The Ford Everest wears a five-star ANCAP safety rating based on 2022 testing on the related Ranger ute.
| Category | Ford Everest |
|---|---|
| Adult occupant protection | 86 per cent |
| Child occupant protection | 93 per cent |
| Vulnerable road user protection | 74 per cent |
| Safety assist | 86 per cent |
Standard safety equipment includes:
- 9 airbags
- Autonomous Emergency Braking (AEB)
- Blind-spot monitoring
- Driver attention alert
- Lane departure warning
- Lane-keep assist
- Parking sensors – front, rear
- Post-impact braking
- Reverse AEB
- Reversing camera
It’s worth noting that the Everest Tremor is ‘unrated’ when fitted with the optional Rough Terrain Pack, due to the differences between the front bumpers.
To see how the Ford Everest lines up against the competition, check out our comparison tool
How much does the Ford Everest cost to run?
As with the wider Ford lineup, the Everest Tremor is covered by a five-year, unlimited-kilometre warranty.
| Servicing and Warranty | Ford Everest Tremor |
|---|---|
| Warranty | 5 years, unlimited kilometres |
| Roadside assistance | Up to 7 years – service activated |
| Service intervals | 12 months or 15,000 kilometres |
| Capped-price servicing | Up to 4 years $379 each |
| Total capped-price service cost | $1516 |
To see how the Ford Everest lines up against the competition, check out our comparison tool
CarExpert’s Take on the Ford Everest
Ford is really hitting its stride with the Everest and Ranger in Australia, and it’s easy to see why.
While the Blue Oval no longer produces vehicles in Australia, the T6 platform (and its latest T6.2 iteration) and its associated products were been designed and engineered Down Under, with Australian customers in mind.
From the way it drives, to its wide breadth of capabilities and general packaging, the Everest lineup is one of the most well-rounded large family SUVs money can buy – be it ladder-frame, or monocoque chassis.
The addition of the Tremor is the figurative cherry on top. Need to get to an actual summit? Take the most capable Everest ever.
It offers tangible gains both on- and off-road, looks the business, and isn’t all that much dearer on the Sport on which it’s based. Even better, it offers all that without compromising on the standard Everest’s already great qualities.
The not so good? For the money some of the options should be standard, and it would have been nice for some of the Platinum’s more premium features to be available – namely Matrix LED front lighting and the larger digital instrument cluster. The former especially would be helpful for those touring far and wide at night.
Some exterior colour choices would be nice too – there’s only white, two greys and a black. But other than that, there’s not much to really complain about.
Like Ford’s previous adventure-ready editions, this factory-built adventure-focused SUV takes the complexity out of building your own bush-basher with aftermarket accessories, and it’s all covered by the carmaker’s standard warranty and dealer network.
Oh, and did I mention it’s over $15,000 cheaper than a Toyota Prado Altitude? Bravo, Ford.
Interested in buying a Ford Everest? Get in touch with one of CarExpert’s trusted dealers here
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