The current generation of the Ford Ranger and Everest, which debuted in 2021 for the 2022 model year, has been setting the benchmark in their respective segments when it comes to the driving experience. In fact, the Ranger and Everest were my constant favorites in the segment due to their sheer refinement, easygoing handling for such large vehicles, and their class-leading tech. Though it was always a competitive offering, we never got the full experience, as other markets had the option of a 3.0-liter V6 turbo diesel engine.
Finally, in 2026, that has all changed with the new-for-2027 Ford Ranger and Everest. For the first time in the Philippines, we’re now getting the V6 engine it was capable of handling, and spoiler alert: this engine was worth the wait.
The debut of the new 3.0-liter V6 PowerStroke turbo diesel is an important one, as Mitsubishi has just brought back the new Pajero. Interestingly, the new Pajero no longer gets a V6 whether in diesel or gasoline form, so that’s one up for the new Everest. The new engine is part of a broader lineup rehash for the Everest and Ranger, which also get a slew of aesthetic and variant changes as part of their mid-cycle facelift.
Rehashed Lineup
For now, the 2027 Ford Ranger comes in only three variants: Wildtrak, Wildtrak X, and the gas-fed Raptor. The Ranger is so far being positioned upmarket, as all models come with a 3.0-liter V6 diesel or gasoline engine. No four-cylinders for the Ranger this time around unless the market demands it. The Wildtrak gets 18-inch wheels, Ignite Orange accents, a movable rear sports bar, and gloss black exterior trims. Meanwhile, the Wildtrak X is even more rugged with its unique Bilstein shocks, underbody protection, 17-inch wheels wrapped in all-terrain tires, provisions for auxiliary accessories, and other niceties. No changes have been made to the Ranger Raptor, apart from compatibility with the Ford smartphone app telematics.
As for the Everest, there’s a new base Active trim that replaces the Trend. It comes with a suite of advanced driver-assistance systems (ADAS), but adaptive cruise control and blind spot warning are reserved for the new Sport+ trim and above. Sport+ builds upon the pre-facelift Sport variant by adding more features. The Everest Wildtrak continues for this model year, and features-wise, it’s now on par with the previous Titanium variant. The Wildtrak’s positioning gives enough room for Ford to finally introduce the Everest Platinum–the only Everest that gets the 3.0-liter V6 diesel. This adds three-person memory for the driver’s seat, heated and ventilated front seats, a B&O sound system, quilted leather upholstery, and 21-inch two-tone wheels that truly set the tone for what the Everest Platinum now delivers in the segment.
No Replacement For Displacement
And indeed, beginning with the 2027 Ford Everest Platinum, the 3.0-liter V6 turbo diesel transforms this humble pickup-based passenger SUV into a more elevated vehicle. There’s no denying the creamy smoothness of six cylinders, and comparing it side-by-side to the newly improved 2.0-liter turbo diesel with (finally) a timing chain, the level of refinement is night and day. Ditto the V6 diesel growl, which is always satisfying to hear when you overtake slower vehicles. As a result, the Everest never felt this effortless and full of character, as only a V6 diesel engine can deliver.
Matching the elevated powertrain is its T6 body-on-frame platform, which I always thought felt so rigid and rock solid compared to its Asian rivals. Simply mating this vehicle with the V6 has given the Everest a similar character to what a Toyota Land Cruiser feels like. Does this mean that the Everest has become a better SUV than the gas-fed Land Cruiser Prado with its 2.4-liter gasoline turbo four-banger? Hot take: I do think that the V6 diesel is truly transformative for the new Everest, and that it drives so much better than the competition at this point- probably even better than the most expensive Land Cruiser Prado since it no longer has a V6.
This level of improvement is also reflected in the Ranger’s all-V6 lineup. The Ranger Wildtrak and Wildtrak X not only feel like what a proper American pickup should be, but on off-road courses, the V6 makes trail driving a breeze. To be fair, the four-cylinder diesels work perfectly fine, but if you want that added poshness and delicacy of a V6 and its growl, there’s literally nothing like the new Ranger lineup at this point. As it works its way up through trails, the V6 barely needs to be revved. The engine RPMs stay low, and the engine’s sheer displacement means it doesn’t rely on boost for power. The 3.0 V6 turbo diesel engine also gets 4WD as standard, complete with 4A (four-wheel drive automatic) and locking differentials.
Equally commendable is the 10-speed automatic. I remember this transmission when it debuted like it was yesterday. It was a gear-hunting mess. Nearly a decade after its release, the 10-speed automatic is nearly perfected. The shift timing is almost always perfect, and in the 2.0-liter single-turbo four-cylinder, it keeps this small-displacement engine humming perfectly within its narrow power band. Versus its previous six-speed automatic, the switch to the 10-speed with its shorter gear ratios makes this engine even more workable in the Everest.
Of course, I’m sure your concern with the switch to a bigger 3.0-liter V6 turbo diesel will be its fuel economy. Versus the 2.0-liter single-turbo diesel, the V6 is about 2 km/l thirstier. Meanwhile, compared to the 2.0-liter twin-turbo diesel that the 3.0 V6 turbo diesel replaces, the V6 is about 0.5 to 1 km/l thirstier. All of these are based on my driving habits and reviews of the previous Ranger and Everest. In short, the V6 is a touch thirstier than the 2.0-liter twin-turbo diesel it’s replacing, but the small fuel economy penalty is more than worth the power and refinement gain.
How An Engine Can Fully Transform A Vehicle
Central to the new Ranger and Everest’s changes for 2027 is really the new 3.0-liter turbo diesel V6 engine. While the new features and rehashed variant structure add value to the Everest and Ranger, the bigger engine is what’s transformative for Ford’s bread-and-butter off-roader models in the Philippines. The bigger engine is a reflection of what the overall midsize body-on-frame SUV and pickup segment still prefers. While plug-in hybrids and electric vehicles (EVs) have challenged the passenger car and crossover SUV segment, where payload and off-roading capability matter little to none, the mighty diesel engine is still the pickup and body-on-frame SUV segment’s preferred drivetrain choice.
And among the competition on this side of the market, the addition of a 3.0-liter V6 turbo diesel engine elevates the Ranger and Everest to a whole new level of refinement, capability, and driving character. A V6 diesel may not sound like the most cost-effective option in today’s diesel fuel prices, but based on its pricing and positioning, is it even targeting cost-conscious buyers? Not really. More than ever, the Ranger and Everest have truly become aspirational choices in the segment, and it’s refreshing to see an automaker like Ford go above and beyond in offering a truly premium engine option that no one else has done in the segment.
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