Ford goes Prado hunting

As the Ford Ranger threatens to overtake Toyota’s HiLux as Australia’s top-selling ute, the Ranger-based Everest SUV is set to cause similar headaches for class-leaders in the ‘body-on-frame’ SUV segment including the Japanese brand's top-selling Prado.

That’s the line from Ford Asia Pacific executives at this week’s unveiling in Thailand of the production Everest SUV, ahead of its launch Down Under in the third quarter of this year.

Richard Tilley, vehicle line director for Ford Asia Pacific, is confident the all-new seven-seat SUV, which offers an unrivalled mix of rugged off-road credentials and first-in-class comfort and safety features. can out-sell established rivals including Holden Colorado 7, Isuzu MU-X, Mitsubishi Challenger and possibly Prado.

“It certainly has the attributes and the capability (to be a market leader),” Tilley said.

One of the stand-out features of the new Everest, at least on the Thai-market, up-spec Titanium model unveiled in Bangkok, is the premium feel and presentation of the cabin.

Complementing the voice-controlled SYNC 2 8.0-inch touch-screen were stitched, beige leatherette lining on the dash-top and side door inserts, numerous gloss and chrome highlights, quality switchgear and soft leather upholstery – a far cry from most rugged, ute-based SUVs.

“We feel very, very good about the level of refinement and the craftsmanship in our interior versus some of the competition,” said Brett Wheatley, Ford Asia Pacific’s Vice President, Marketing Sales and Service.

While extensively designed and engineered in Australia, the Everest has strong American influences, from the bold F-150 style front-end to ‘power’ features like electric-fold third row seats and multi-mode 4x4 Terrain Management System adapted from the Ford Explorer.

“We’ve learnt from the US with the Explorer… and tried to pack as much as we possibly can with (the Everest),” Wheatley said.

No specific details or pricing are available yet for Australian-spec models, but with two engines, two transmissions and rear- and four-wheel drivetrains available there’s a good chance Everest could compete with mid-sized entry-level 2WD ‘soft-roader’ models all the way to premium off-road wagons in a $40,000-$70,000-plus range.

“We see a lot of interest from Prado customers from our market research,” Wheatley continued. “We’re going to have a nice price band across the whole range.

“We also feel (the Everest) will cater for someone moving up from a (Ford) Kuga and ready for a bigger vehicle based on size.”

Three models have been released in the Thai home market: a 4x2 Titanium with 2.2-litre turbo-diesel engine priced at 1.269million baht ($A49,495), and two 4x4, 3.2-litre variants in two grades -- Titanium (1.459million baht - $A56,890) and Titanium+  (1.599million baht - A$62,340).

As with the Ranger, fuel-saving idle-stop technology is only available with the six-speed manual transmission.

Ford is also promising a less truck-like experience than is usually the case with ute-based wagons like the Everest, thanks to first-in-class electric power assisted steering and in-cabin noise cancelling technology.

“The driver assistance technology and passive safety aids are something you won’t see in any other car in this segment,” Wheatley said.

Ford Australia will be hoping the Everest also fills a gap in its seven-seater line-up with the forthcoming demise of the Australian-built Territory, although that hole could yet be filled by the Mondeo-based Edge.

Ford’s chief engineer for Everest and Ranger, Ian Foston, admitted the development team “struggled” with creating a practical seven seat layout, given the space limitations of body-on-frame construction. Ultra-thin seating for split-fold second and third rows help maximize leg and headroom while the push-button electric folding third row seats fold flat into the floor to maximize rear cargo space.

“We spent a huge amount of time in the early part of the program getting the interior package to where we believe was the right compromise,” he said.

While basically the same as the Ranger from the A-pillars forward, there are subtle differences in the grille, front undershield, and projector headlights with LED daytime driving lights, all designed to give the Everest a ‘softer’ SUV look.

The ‘swept back’ roofline delivers a sleeker side profile than some of its more slab-sided rivals, backed up by a drag co-efficent rating of 0.389Cd.

“Part of the design brief for the Everest is that we wanted a sleek and stylish silhouette, so that is something we really went after in that vehicle,” said chief designer David Dewitt.

At least on paper, off-road capabilities have not been compromised in the move upmarket, with a torque on demand, dual-range 4x4 system, electronic rear diff lock, hill descent control, 800m wading depth, 225mm ground clearance, and multi-mode Terrain Management System.

Maximum towing capacity is three tonnes, less than the Ranger’s 3.5, but Foston argued “customers didn’t necessarily want more than that”.

“The Everest delivers class-leading payload and class-leading roof loads, so in our point of view we believe we’ve given everyone what they wanted in terms of capability, load carrying capacity as well as the trade off we made with dynamics. I believe it delivers the best of both worlds,” he said.

However, one area where it may fall short of the competition is underbody protection. Unlike some rivals which have steel bashplates as standard, Foston said the vital off-road protection will likely only be offered as an optional accessory for those who like to push their vehicles to the limit.