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Matt Brogan2 Aug 2015
REVIEW

Ford Everest 2015 Review

Ford's first full-size passenger 4WD since the Maverick is ready to take on Toyota's strong-selling Prado
Review Type
International Launch
Review Location
Chiang Rai, Thailand

The Ford Everest – a seven-seat SUV designed specifically for ASEAN and South African markets – has launched in Thailand this month. Slated for arrival in Australia this October, the Ranger-based model offers a familiar rugged look and identical driveline choices to its turbo-diesel-powered light-commercial derivative, as well as the choice of a 2.0-litre turbo-petrol in selected markets. The four-wheel drive promises go-anywhere ability and "up for it" functionality, and is set to challenge the likes of Holden's Colorado, the Isuzu MU-X and upcoming Mitsubishi Challenger and Toyota Fortuner – and of course Toyota’s strong-selling LandCruiser Prado. Pricing is set to begin from $54,990 (plus on-road costs).

As I settle into the driver's seat of the Everest I contemplate metaphors of climbing giant peaks or moving mountains; or perhaps even referencing Sir Edmund Hillary's "climbing for the hell of it" anecdote. But it all seems surplus to requirement...

In short the Everest is not the vehicular equivalent of High Adventure, but a logical progression from the Ranger LCV on which it is based – a sensible, rational and cost-effective answer to the demands of the off-roading (or is that wannabe off-roading) public.

The tough-looking nose of the Everest – which like the rest of the car was designed in conjunction with Ford's global Design Centre in Australia – combines a trapezoidal grille, LED DRLs and high-intensity discharge headlights. Ford says the bonnet of the new Everest is "muscular", the front bumper "rugged" and the sides "chiselled", while the rear-end is "sculpturally refined". We're not sure whether they're talking about an SUV or a Calvin Klein model, but either way we have to admit it's a good looking piece of kit.

Ford's press propaganda claims the Everest's interior offers "up for it" functionality – which we're pretty sure is marketing gaff for 'robust'. The design appears to be the lovechild of the Territory and Ranger, and in essence is a straightforward layout that feels suitably stylish yet deceptively spacious – and surprisingly pragmatic.

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There are as many as 30 storage compartments across the Everest's spacious three rows – including a glovebox large enough to stow a 16-inch laptop – multiple 12-volt power outlets (and a 230-volt power outlet in the second row), flexible fold-flat seating configurations and even noise cancellation technology (on high-spec variants) to ensure quieter ride (we measured 68dbA at 80km/h).

Like the Territory, Falcon and Mondeo, the Everest will be available with Ford's SYNC 2 infotainment system. The 8.0-inch touchscreen offers easy access to the audio system, climate control, sat-nav ($600 option on Trend variants) and telephony functions, and is operable via voice control in case your hands are busy twirling the wheel off-road. The 10-speaker unit includes a sub-woofer and is also equipped to offer Wi-Fi, CD, USB and SD card connectivity.

Standard equipment includes cloth upholstery, roof-mounted HVAC outlets, push-button folding seats, climate and cruise control (with speed limiter). The Everest is also available with a powered tailgate, eight-way adjustable heated leather seats, auto high-beam control, second-row HVAC controls and a large panoramic glass roof. Metallic paint is a $500 option across the range.

And there's also a long list of electronic driver aids and safety equipment, which should help the Everest obtain a five-star ANCAP safety rating. Included are curve control, lane-departure warning, blind-spot monitoring, cross-traffic alert, adaptive cruise control with collision mitigation, tyre-pressure monitoring, roll stability control, stability control, traction control, seven airbags and Ford's MyKey parental lock-out key.

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Active Park Assist helps manoeuvre the big beastie into tight spots, while acoustic parking sensors and a reversing camera are also offered.

On the practicality front, the Everest offers a 60:40 split-fold second row and 50:50 split-fold rear seats. Ford says the total cargo area tallies 450/1050/2010 litres (in seven, five and two-seat configuration), and that the rear can carry up to 750kg of payload with an extra 100kg on the roof. The optional braked tow kit ($1000) is rated at 3000kg and is supported by Ford's trailer-sway control technology that uses "selective braking and engine management to mitigate unwanted trailer movement".

Depending on market the Everest is available with the choice of a turbocharged 184kW/340Nm 2.0-litre EcoBoost four-cylinder petrol engine or a pair of turbo-diesel units familiar to the local-spec Ranger. Two diesel options are available, comprising both the 110kW/375Nm 2.2-litre Duratorq (TDCi) four-cylinder and gutsy 143kW/470Nm 3.2-litre Duratorq (TDCi) five-cylinder. Each can be mated to a choice of six-speed manual or optional 'SelectShift' six-speed automatic.

The diesel engines are considerably reworked to match the refinement SUV buyers demand, with cooling, inlet, exhaust and injection systems modified to deliver quieter and smoother power delivery. The 6R80 automatic transmission’s electronic control system is also reworked, learning and predicting driver behaviour (from throttle and steering inputs) and changes in terrain to best offer the right gear for the job. Sport mode and ‘tiptronic’ style selection are also offered.

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For Australia, the largest capacity (diesel) engine will be the only one offered for now, though Ford says it is considering the smaller diesel if demand from the buying public is strong enough. Locally, Everest is priced from $54,990 to $76,990 across three trim grades – more information on pricing and specification is available here.

Like many of its direct competitors the Everest utilises body-on-frame (or ladder chassis) architecture, giving it generous wheel articulation, ground clearance (225mm) and wading depth (800mm) comparable to the best of its off-road rivals. An approach angle of 29 degrees, 21-degree break-over angle and 25-degree departure angle also place the Everest in good company off-road.

Ford's Torque on Demand all-wheel drive set-up is electronically controlled via a small dial by the gearshift (see images). Known as the Terrain Management System, the simple rotor-style switch adapts throttle, transmission and traction settings through four preset modes: Normal, Snow/Gravel/Grass, Sand and Rock, and may also lock the electronic Locking Rear Differential (eLRD) in low-range for maximum traction.

Suspension is all-coil (unlike the Ranger's coil/leaf set-up), and utilises a Watt's linkage on the rear axle to provide what Ford describes as a "comfortable, stable ride with agile and predictable handling", as well as all-important wheel articulation off-road. The Everest is further assisted by a locking torque converter to bolster engine braking on steep grades, hill-descent control, hill-ascent control and hill-start assist.

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And it was the suspension that proved a highlight on Thailand’s broken back roads and rough dirt tracks. Here, the Everest felt composed with little intrusion from all but the sharpest of bumps entering the cabin. Even on the larger diameter wheels of the higher grade Trend and Titanium models available at launch, the Everest remained comfortable, which puts it in good stead for the mixture of on and off-road conditions it can expect to encounter Down Under.

Ford is the first to use electric steering in this vehicle category and the good news is that Ranger will also adopt the system with its pending update. The rack-mounted system adjusts to road speed and delivers a level of assistance appropriate to buyer expectations in this segment. That’s not to say it’s too light, or remote. In fact, even on the rough trails and loose surfaces encountered on the drive loop, the steering offered feedback adequate to make minor corrections when an over zealous right foot saw the rear-end get a little flighty.

Which speaks of the Everest’s torque delivery. It’s a strong engine, but one that is smooth of delivery and exceptionally quiet. There’s a muscular but progressive mid-range in the Everest that makes climbing and overtaking effortless. Thanks to the variable geometry turbocharger (VGT) there’s no step-off lag to speak of. Full torque is available from 1750rpm, and on test across a mix of rural roads, off-road trails and highway the Everest returned an average of 9.5L/100km.

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Overall, there’s very little to whinge about. Some might say the brake pedal is over-assisted, but considering most Everests will be used for the school run, and not traversing the Andes, we doubt it’ll be an issue. Third-row toe room is also a little awkward thanks to the placement of the top coil mount beneath the floor (adults will need to sit with their feet slightly inboard) and for the driver there is no reach adjustment for the steering – a Ranger legacy that sees only tilt adjustment offered.

As capable as the Everest might feel from launch, it's worth noting that there is a lot of very capable competition already available, and even more to come. Holden's Colorado 7, which like the Everest shares its underpinnings with an LCV, is a torque-rich off-roader with loads of space, while the similarly package Isuzu MU-X is equally capable, if a little less gutsy. Toyota has already responded to the Everest with news that its HiLux-based Fortuner will join the market earlier than expected, while Mitsubishi will also launch its revised Triton-based Challenger within the next 12 months. Of course, the Toyota LandCruiser Prado and Jeep Grand Cherokee, which dominate the market segment in which Everest will compete, are also obvious and very competent rivals.

There might be little virtue in easy victory (thanks Sir Hillary), but Ford has proved there is a lot of benefit to be had from sound engineering. Building on the Ranger's not inconsiderable strengths the Everest is indeed a capable and seemingly robust vehicle, one you might say is ready to climb any mountain that stands in its way...

2015 Ford Everest pricing and specifications:
Price: $54,990 - $76,990 (plus on-road costs)
Engine: 3.2-litre five-cylinder turbo-diesel
Output: 143kW/470Nm
Transmission: Six-speed automatic
Fuel: 8.5L/100km (ADR Combined)CO2: 224g/km (ADR Combined)
Safety Rating: TBA

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Written byMatt Brogan
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Our team of independent expert car reviewers and journalistsMeet the team
Expert rating
79/100
Engine, Drivetrain & Chassis
16/20
Price, Packaging & Practicality
15/20
Safety & Technology
17/20
Behind the Wheel
16/20
X-Factor
15/20
Pros
  • Masculine body styling
  • Stylish, pragmatic cabin
  • Ranger-esque capabilities
Cons
  • Dearer than some rivals
  • No steering reach adjustment
  • Compromised third-row toe-room
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