It’s the pinnacle performer with all the best bits, with a remit to blend ruggedness and refinement. Can anything stop this family-fit version?

Price: $86,990

Powertrain and economy: 3.0-litre turbo-diesel V6, 184kW/600Nm, 10-speed automatic, 4WD, combined economy 9.7L/100km, CO2 256g/km

Vital statistics: 4940mm long, 2207mm wide, 1837mm high, 2900mm wheelbase, luggage capacity 898L (259L with third row in place), 21-inch alloy wheels

Safety: 5 stars ANCAP.

We like: V6 diesel, improved dynamics, impressive technology, tows well.

We don’t like: Ladder frame approach puts it in a niche, no electric-assist drivetrain, fiddly transmission shift button, panoramic roof unnecessary, hefty bonnet demands gas struts.

SOME have switched to turbocharged petrols and one or two are running plug-in hybrid technology; it seems inevitable all will for better or worse one day sport electric drivetrains.

But in the here and now, the Ford Everest proves that diesel, feeding an engine effectively brought back from retirement, is the best thing going for large sports utility wagons.

That impression cemented from having one for four weeks over Xmas, a brilliant opportunity to get under its skin, learn its ways. Holiday outings were planned and undertaken; some off-roading too. All fun.

Sadness nonetheless hung over the longest journey, putting 600 kilometres on the clock, a journey dreaded and unavoidable. Farewelling a friend since youth is hard. Our mate had a terminal illness. He’d battled for much of last year, and saw in this one. The funeral was as he wished; bright clothing, music, enjoying his favourite whiskey. Laughter and tears.

So, anyway, the Everest stepped up; as a quiet, reliable friend, a epitome of faithfulness, there to serve without being obtrusive.

For a vehicle that’s so obviously tailored to meet the off-road remit, it’s surprisingly suave for long distance on-seal driving. Not quite a Range Rover in the way it sits on the road, perhaps, yet as a long-distance cruiser, it was a solid choice; easy-going, sure-footed, accommodating, friendly. Definitely ahead of the more obvious competition. The Isuzu MUX, Toyota’s Fortuner and Prado and the Mitsubishi Pajero Sport are much less sophisticated. For much of the big drive, it evidenced as a vehicle closer to a passenger car than a high-riding muck-ready four-wheel-drive.

Two up became three, when we picked up another funeral attendee; the comfort of the rear seat as appreciated by him over that five hour run as the front seats were by us. It’s a seven-seater but wasn’t required in that role, so the rearmost chairs remained tucked away, leaving that space for luggage. Loads of luggage. Adding his bags to ours still left plenty of un-used capacity.

That run was the foundation stone for an impressive overall average fuel burn. When a mate, with an identical vehicle, achieved 11.7 litres per 100km over another big open road outing then cited it as decent, I was stunned. We’re both big shoe wearers, but clearly his are heavier soled than mine. For me, it was a tragedy when, with just half a day to go, the 9.6L/100km average moved up to 9.7.

Nothing can hold a candle to a diesel when it comes to range. Throttle smoothness and a V6 already go hand-in-hand; avoid mashing the throttle, work at maintaining an even speed, coast when decelerating; those are small things that allow Ford’s unit to shine even before a fully eco-minded driving style is entertaining.

Though who salute waste-not, want-not will surely appreciate, too, that this mill is a revival; while the Everest offers the latest technologies including infotainment and safety plus the refinement and performance of a 10-speed transmission, it is worth noting that the heart of this beast has been beating for quite some time now. While components per se cannot be swapped, it has considerable DNA commonality to the 2.7-litre that, for sat in the Territory SUV for most of that model’s 2004 to 2016 build cycle. Before that, it sited in Land Rovers, Jaguars, Peugeots and Citroens.

The CO2 count cops a $3910 fee but that’s unlikely to dissuade. Though an Everest with the alternate 2.0-litre biturbo will deliver even more thrift and is environmentally kinder, the 184kW/600Nm kingpin unit is the ‘right’ choice for the Platinum and also makes it attractive for reasons beyond it being a category unique choice. It’s just a lovely thing to sit behind; it’s not about outright grunt, but nonetheless has lots of muscle. Those into towing will be delighted by the seamless torque throughout the rev range; this model having a maximum towing rating of 3500kg is generous, but almost feels understated. You get impression the limit is set for reasons other than the engine’s easy and engaging oomph.

In general operability, it’s the smooth, quiet power delivery that wins the day. If you want to pin reasons for why Everest has a high level of cabin quietness and refinement, this is the top one.

Second on the list is the 10-speed automatic transmission which has until now sat behind a four-cylinder and has been redeveloped for the larger engine. The shift movement is more precise and smoother; the only gripe in operability is the manual shifting application. Those thumb buttons on the right-side of the transmission gear selector are simply not user friendly. Paddle-type levers behind the steering wheel would be preferable.

What also makes Everest more enjoyable is the all-wheel-drive system. The previous generation had an on-demand system that didn’t give the driver the option of rear-drive; which in itself was different. The new system with the V6 does it way better, as it now features a new transfer case that offers the full span of rear-drive, four-wheel-drive auto, 4x4 locked high range and 4x4 locked low range settings.

The preference, on this test, was simply to leave it in auto, which will relegate the drive to rear-drive when conditions seem appropriate, but revert to all-paw otherwise. It’s a trustworthy set-up; much appreciated on a drive that started on dry tarmac but then encountered significant surface water when a summer storm swept through. If there was transition, it was imperceptible.

Actuation of the transfer case is easy via buttons within a dial on the console. Turning the external ring of the dial selects the multi terrain modes for normal, towing, Eco, Slippery, Mud/Ruts and Sand driving. There’s also a locking rear differential that integrates with the electronic traction control on the front axle.

Normal, eco and towing are useful for on-road, the rest when off-roading and, in that latter circumstance, it’s worth playing around. The only hiccup we found when mucking about on a farm was when it bottomed on a soft hummock; locking the rear diff and a bit of ‘to and fro’ resolved the issue, with no damage done.

The big plus in that situation is that, as plush as the cabin is, the vehicle as a whole is tough.

Like the Ranger, it uses a separate ladder chassis to which the body is mounted. Between the chassis and those big alloy wheels is an independent front suspension featuring double wishbones and coil springs, while at the back is a live axle suspended on coils and a multi-link set-up utilising a Watts-link for lateral location of the axle.

The dual-range 4WD transfer case, rear differential lock, electronic traction control and multi drive settings are pretty handy off road, though in being meted 21-inch alloys with 275/45 rubber, Platinum assuredly gives away some muck-in ability to the next-step-down Sport.

But that’s not going to kill its chances by any means; you can see it being used primarily for seal-bound work, with occasional weekend towing.

As a family conveyance, it’s pretty decent. Not as nimble as a car, yet the wider wheel track and longer wheelbase ensure the Mark II has tangibly better stability and more resolved handling and ride control than previously. Given that Ford hasn’t gone into provisioning fancy air adjustment or electronic gee-gaws for the suspension, it’s pretty good.

That’s not to say it’s low tech. Platinum has the clever trailer technology that debuted on Ranger with the Sync 4 set-up, integration and towing checklist, and an integrated factory electric brake controller, plus sway control. The Everest’s blind-spot indicators take into account the length of your trailer and adjust the range it works over. How smart, right?

I didn’t need it to haul my race car – it’s a light thing on a single axle trailer – but the fact you can attune the Everest to whatever’s hooked up is pretty good. The only other new vehicle with that kit I’ve tried is Land Rover’s Defender.

Safety-wise, it loads up heavily. AEB, side airbags that extend through to the third-row occupants, a centre airbag between the driver and front seat passenger, lane-keeping assist that has road side detection (so doesn’t rely on white lines), tyre pressure monitoring system, blind-spot indicators, reversing emergency brake, 360 degree camera, and radar cruise control.

Comfort-wise, it’s also stacked. Heated and cooled seats with powered 10-way adjustment up front, heated and sliding second row, and split folding third row.

The dash centre is taken by a 12-inch portrait screen that includes all your radio, phone, heating and ventilation and Ford Sync 4 functions, while ahead is a 12.4-inch configurable digital dash that allows you to set up your gauges. It’s a minor irk the display doesn’t represent the speedo and tachometer in traditional style, but still.

Wireless Apple CarPlay and Android Auto are also standard – with decent interfaces, either way - as is a wireless phone-charging pad in the console. There’s also a USB port for those without the right phones.

Leather trim, a panoramic glass sunroof and a Bang and Olufsen 10-speaker sound system are there to remind that Platinum is the most expensive version.In this day and age fixed glass over your heads is a flamboyance you could easily do without (only Ford won’t let you); it’s extra flab and, at practical level, the glass roof restricts the roof-bound options: You couldn’t put a tent pack up there, for instance. Even cow hide seems a trick too far; frankly, while this derivatives seats look and feel fine, so do the cloth-trimmed types in the Sport.

It’s understandable why Ford seeks to throw in these ingredients because even with them it’s arguably only just plush enough; the challenge of using a working truck – Ranger – as a starting point is that, inescapably, a fair swag of hard-working plastics come along with the ride. There’s nothing absolutely cheap-looking about Everest’s environment, and it’s true that robust materials do have a place in a vehicle of its ilk, yet aspects such as the steering column’s adjustment for reach and rake is movement requiring manual involvement (whereas, in truly premium, it’s motorised) are reminders it has only been taken so far.

Still, that’s not to say it lacks high-level tech; the towing assist is something special, there’s an automatic parking system that reverse parks the car hands-free, it has Matrix LED headlights that automatically dim and vary the LEDs used when they detect oncoming traffic and those rear-most seats have motor drives to flip up, and away, at touch of a button.

Passenger room is better than for most body on frame wagons; the construction approach always makes fitting a comfy seating position for all between the high floor and relatively low roof a bit of a challenge.

Some offers end up with curiously knees- up positions that accentuate all the more in the central and rear most seats. Even the Everest’s rear-most seats will only suit full-grown adults for so long, and so far (kids, though, are fine), it tends to avoid the classic traps. There’s plenty of room for front-seat passengers, adequate space in the second row and, as said, whole row three is a cheap seat for the big, it is surprisingly accessible for an adult.

There’s nothing else in the sub-$100,000 sector of the off-road wagon class that comes close to it. Even without the V6, it is an opus, though in saying that it is all the better for the six-cylinder. The other technology is also solid but, really, what makes this generation of Everest stand out is the attention to making it ‘right’ that has put lavished on it by a relatively modest-sized development team, based in Melbourne. Those people are passionate about this kind of vehicle. And it shows.

As much will make this year more fun for adventurous-types and more comfortable for families with need of a spacious, tough wagon with class-leading levels of technology, safety and ability, it’s still a vehicle whose design approach puts it into a niche and conceivably limits appeal to a select market that, in this country, is surely barely large enough to sustain it. You can see why Everest will do well in Australia; it is literally made for exploring that country.

So it’s a bit specialist and, though a more polished drive than any other ladder-framed wagon out there, it still nonetheless defined by that design approach. Old-school doesn’t just flavour the chassis, but also the powertrain selection. As good as the diesel choices are, sad to say the black stuff is not a wholly convincing fuel for the future. Ford talks of taking Ranger electric and, notwithstanding that the Everest has a different rear suspension that might provide a battery packaging complication beyond that facing the ute, it needs to join that adventure.

Even so, as is, you get a brilliant machine which seals the deal with an engine brought back from the dead. The smoothness and grunt are brilliant, but it’s that you get all the benefits and impressive economy – given its size and the engine’s cylinder count and capacity –that makes it a winner. The CO2 count CO2 penalty it cops at purchase is hardly a hindrance.

What it needs - deserves - is a user who intends to fully explore its capabilities. If you’re not into the things it is tailored to do well, you’re wasting your time and its talent.