2025 Ford Everest Tremor review
Imposing to look at and capable on dirt, this wagon delivers the goods for Aussie families.
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The Ford Everest has long been a solid off-roader.
But the Everest Tremor has taken it up a level.
The name may sound scary, but the concept is simple: Ramp up the off-road hardware to the core Everest package to make an even better 4WD.
The permanent addition to the line-up – the Ranger Tremor ute sibling is a limited edition – is priced from about $84,000 drive-away, which places it towards the top of the Everest family but below the rival Toyota Prado.
Think of it as a way to get some Everest leather-clad luxury but with more rough-road aggression.
In the case of the Everest the Tremor package starts with the 3.0-litre V6 turbo diesel engine and 10-speed automatic as well as the seven-seat seat configuration so popular with families.
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It’s the sweet spot of the Everest line-up and provides towing grunt (like other Everests it’s rated to lug 3500kg) and family car practicality.
Rather than just a lift-and-stiffen, the suspension has also come in for a significant rework.
New springs and Bilstein shock absorbers add 29mm to the ride height, not only improving ground clearance but also reducing the chance of scraping the front and rear in gnarly terrain.
There are also external shock canisters that can cop more punishment with superior cooling, something particularly beneficial on corrugated roads that can punish suspension systems.
A sturdier steel bash plate up front and chunkier all-terrain tyres complete the package.
The General Grabber rubber also sits wider, adding 30mm to the footprint for a more planted stance, something that naturally counters the tippy toe feeling that can come when cars are raised.
And, of course, the Tremor gets some decals and design tweaks, including a unique pattern on the leather seats and the model name embossed into the seat back.
Black design highlights and a palette of sombre colours – including unique-to-Tremor Command Grey – completes the picture.
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As with other Everests there’s a healthy dose of tech, including a 12-inch infotainment screen and digital instrument cluster.
Some fixed dials for adjusting the volume and ventilation make commonly used tasks that little bit easier.
Vents in the roof feed fresh air to all three rows and there’s generous space throughout.
There are options, too, such as the $1100 Premium Seat Pack that adds heating and ventilation to the front seats as well as memory functionality for the driver’s seat.
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A $3500 Rough Terrain Pack includes a steel bullbar, additional underbody protection and auxiliary switches integrated into the roof to make wiring accessories easier.
A vast range of accessories completes the picture and is trademark Everest.
So, too, is the way it drives, albeit with noticeable differences to the standard car.
The chunkier tyres and higher ride height take some of the sharpness out of the steering through twisty bitumen.
But there’s still excellent control, with much of the garden variety Everest’s comfort and overall demeanour.
The more rugged suspension has decent low speed compliance, something not all lifted four-wheel drives can claim.
That’s in part due to position sensitive dampers that change the shock control depending on where the damper is in its movement. It allows more cushiness and comfort over smaller bumps and corrugations but can stiffen for big hits.
It makes for a pleasant device on potholed gravel roads, while also providing the additional wheel travel that helps with soaking up heavier blows.
The V6 engine is nicely suited to the off-road task, too.
As well as clean, smooth revving there’s loads of torque to make for effortless acceleration.
The 10-speed auto is slick and decisive, too and the switch to low range is easy via buttons surrounded by the drive mode selector.
Various drive modes stipulate certain 4x4 modes, which can have the car trying to switch into low range or 4H, the latter constantly driving the front and rear wheels.
In technical off-road driving that easy torque works nicely, too.
Low range gearing adds to the control over rocks or steep hills.
The additional protection underneath means the occasional kiss with mother nature won’t going ruining your weekend.
And the Tremor delivers on making it easy to clamber over challenging tracks.
We only tested it in rutted and hilly tracks but the hints are there that the Tremor should deal well with faster gravel and outback roads.
All of which adds to its appeal.
Aftermarket suppliers can deliver much of the Tremor’s superior off-road ability – and more – but Ford has done it with restraint and few on-road compromises, something that adds to its family friendly seven-seat appeal.
And knowing everything has been engineered with factory backing – and a five-year unlimited kilometre warranty – is a bonus.
Just make sure you leverage the Tremor’s capability, though, because that’s where it does its best work.
Verdict: All the V6 Everest goodness in driving and practicality but with added off-road nous.
Star rating: 4
Ford Everest Tremor
Price: From about $84,000 drive-away
Warranty/servicing: 5 yrs/unlimited km, $1516 for 5 yrs/75,000km
Safety: 9 airbags, auto emergency braking, blind spot monitoring, lane departure warning, lane keep assist, rear cross traffic alert, rear auto braking, driver monitoring, speed sign recognition
Engine: 3.0-litre V6 turbo diesel, 184kW/600Nm
Thirst: 9.5L/100km
Spare: Full size
Boot: 259L (7 seats), 898L (5 seats)
Originally published as 2025 Ford Everest Tremor review
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