Ford Everest is no pavement poser

ROAD TEST: Ford Everest 3.2 4WD Limited

By: Denis Droppa

Johannesburg - With the SUV price list populated by ever more road-based softroaders and crossovers, the new second-generation Ford Everest remains one of the ‘real’ 4x4s.

Like the Ford Ranger bakkie it’s based on, this seven-seater adventure vehicle has a body perched on top of a separate ladder-frame chassis, a setup better suited to hard offroad work than SUVs with a unitary body/chassis. It gives the Everest an anvil-solid feel, and even bumpy trails fail to evoke any judders or apparent weaknesses in this tough boy’s body shell.

Take the Everest offroading and it’s quite idiot-proof. The rugged chassis comes with all the grip-enhancing hardware you can think of including full-time all-wheel drive, solid-axle rear suspension, a low-range transfer case and an electronic rear diff-lock. A high 225mm ground clearance helps avoid belly-scraping moments.

An 800mm wading depth and generous approach and departure angles (29 degrees and 25 degrees respectively) also contribute to a 4x4 that revelled in the offroad test we subjected it to.

Bottom line: this is no ‘pavement poser’ but a vehicle for square-jawed, khaki-wearing types who can start fires by rubbing sticks together.

The tough hardware comes with a soft(ware) side, and its offroading skills are made user-friendly by a Terrain Management system where, at the twist of a knob, you select a mode to cope with various types of slippery turf – Normal, Snow/Gravel/Grass, Sand and Rock – each altering the throttle response, transmission, traction control and four-wheel-drive system to suit.

The high-techery continues with an Electronic Stability Program, Hill Launch Assist, and Hill Descent Control. The Everest also makes a handy tow vehicle with its 3-ton capacity, with Trailer Sway Control to prevent a trailer or caravan from fishtailing. You have to buy the towbar separately, though.

ACCEPTABLE ON-ROAD MANNERS

While it doesn’t corner with the precision of a BMW X5 this Ford has acceptable road manners given its workhorse underpinnings. Sway in tight corners is prevented from becoming too wallowy by roll-reducing watts-link rear suspension and a stability program that includes curve control and roll-stability control.

The Everest wafts along with decent ride quality too, though the 20” tyres fitted to this top-of-the-range Limited aren’t as cushioning as the higher-profile 18-inchers on the cheaper XLT model. The big Ford hums along with relatively good refinement, helped by active noise cancellation that plays “white noise” through the speakers to drown out unwanted sounds from engine and wind.

Power steering takes the sweat out of manoeuvring around town but parking this big behemoth is never a pleasant task. However, guiding it into bays is at least made easier by a reversing camera and sensors that beep when you get close to objects, and a semi-automatic parallel-parking system that does the steering for you.

BEEFY DIESEL ENGINE

Everest is for now available with just one engine. The 3.2-litre five-cylinder Duratorq turbodiesel, also borrowed from the Ranger bakkie, delivers beefy power. Outputs of 147kW and 470Nm offer plenty of get-up-and-go and meaty overtaking acceleration. The six-speed automatic (there’s no manual available) shifts smoothly without any annoying hunting for gears.

Economy’s not really this heavy vehicle’s strong suit, though, and our test unit averaged 12.3 litres per 100km, compared to Ford’s optimistic 8.2 litre claim. The 3.2 will be joined by a less thirsty 2.2 diesel version sometime this year.

The cabin’s family sized and happily accommodates adults in its adjustable front two rows, while a pair of toddler-sized seats pop up out of the boot floor (manually operated in the XLT and electrically in the Limited). The boot’s a roomy 1050 litres and the back two rows can flip down to double the size. The Limited has a powered tailgate, the XLT a manual one.

CABIN CHEAP IN PLACES

The cabin execution’s mostly upmarket and comfortable, but with some plasticky bits that rather cheapen the effect.

Atop that old-school ladder-frame chassis design the Everest heaps plenty of new-school technology. The Sync2 in-car connectivity system recognises 10 000 voice commands to control the car’s entertainment system, climate control and connected mobile devices, and there’s an 8” touchscreen.

Seven airbags, stability control and ABS brakes are standard in both Everest versions but the high-spec Limited model also gets tyre-pressure monitors, and active cruise control which automatically maintains a safe following distance to the car in front. Limited also comes with a lane-keeping system that prevents you from wandering over a painted line without indicating, with the electric steering automatically guiding the vehicle back into its lane.

Limited also comes with headlamps that switch on by themselves when it gets dark, and automatically dip the high beams to prevent blinding other drivers. Both derivatives come with a 4-year/120 000km warranty and five-year/100 000km service plan.

VERDICT

At R607 900 for the XLT and R663 900 for the Limited the new Everest is pricey but it does have a vast breadth of all-terrain talent and comes with a lot of spec.

As rugged as it is off the road, the Everest isn’t in touch with its inner bakkie in terms of road manners, refinement or technology. It’s tough without being crude; it’s big, burly and comfortable; and has a lot more high-tech gadgets and safety than its closest rival, the Toyota Fortuner, which is only being replaced in the second quarter of this year.

FACTS

Ford Everest 3.2 4WD Limited

Engine: 3.2-litre, 5-cylinder turbodiesel

Gearbox: 6-speed automatic

Power: 147kW @ 3000rpm

Torque: 470Nm @ 1750-2500rpm

0-100km/h (claimed): 11.6 seconds

Fuel use (tested): 12.3 litres per 100km

Price: R663 900

Warranty: 4-year / 120 000km

Service plan: 5-year / 100 000km

EVEREST VS ITS RIVALS: