Franschhoek, Cape Town – As Toyota prepares its all-new Hilux in retaliation against the rising popularity of the Ford Ranger in the South African bakkie market it would do well to keep an eye on its opposite (Fortuner) flank for an incursion by another Blue Oval model – one with the potential to be the most significant local Ford introduced in recent years.
Like the Ranger, which owes much of its popularity to looks that echo those of the rugged and purposeful US-based F-Series pick-up, the Everest sports Stateside-inspired, Bronco-esque lines that are likely to find favour with local buyers. Some 16 mm taller and 10 mm wider than the Ranger, the Everest is nevertheless 382 mm shorter than its bakkie sibling; much of that saving has been shorn from the rear.
While running boards and a chrome grille with matching door handles are standard throughout the initial two-model range, top-spec Limited versions gain further presence with LED daytime running lights and 20-inch alloy wheels (18-inch on XLT units).
The Everest’s interior portrays a welcome air of sophistication aimed at differentiating it from its Ranger sibling: from the leather-trimmed door panels, seats and facia, to the large, multi-coloured infotainment display and comprehensive multifunction steering wheel.
What’s more, convenience and safety items such as adaptive cruise control and active pre-collision warning systems are stock fitment and the Limited model gains lane-change assist and blind-spot monitoring, together with electronically operated front seats and tailgate.
Much of the appeal of vehicles in the Everest’s segment can be attributed to the provision of a third row of seats and, to this end, the new Everest fits the bill. From a neatly stowed position in the luggage compartment, each of the two additional seats can be raised upright (electrically in the Limited model) in a 50:50 split. These supplementary seats not only offer relatively impressive headroom (even for adults), but with a second row bench that splits 60:40 and is fore and aft adjustable, the rearmost seats’ legroom can be optimised accordingly. HVAC vents with separate controls are a welcome inclusion for rear occupants and a number of 12 V power outlets are positioned in a variety of useful storage areas throughout the cabin.
For the foreseeable future, the local Everest range consists solely of 4×4 models powered by Ford’s familiar 3,2-litre five-cylinder turbodiesel engine. Boasting 147 kW, this Duratorq motor delivers 470 N.m of torque between 1 750 and 2 500 r/min. Unfortunately, however, the refined and capable drivetrain is hamstrung by its transmission. The Everest is available only with a torque-converter six-speed automatic transmission that exhibits noticeable lag, particularly from pull-away. Combine this trait with the Everest’s near 2,5-tonne mass and, even when sport mode is selected on the drivetrain-management system, careful planning is required to execute overtaking manoeuvres with the Ford. All things considered, a claimed 8,2 L/100 km average urban fuel-consumption figure does look somewhat optimistic.
Unlike the Ranger’s hydraulically assisted steering system, the Everest gets an electric motor driven setup. Although somewhat lifeless in feel, especially around the straight-ahead position, the steering nevertheless allows the sturdy SUV to feel more manoeuvrable both in tight off-road situations and around town, where it works well in conjunction with systems such as the parking assist function (standard in the Limited). A turning circle of 11,7 metres is 100 cm tighter than that of the equivalent Ranger 4×4.
A further upgrade to the Everest is the addition of coil springs at the rear, where the Ranger makes do with a leaf-sprung setup. Combined with the SUV’s additional mass that rests predominantly on the rear axle, it adds a welcome sense of balance and composure to the package. This setup also successfully manages to reign in the taller body’s natural tendency to lean laterally in corners. Standard stability control incorporates a trailer-sway-management function, which is useful considering the Everest’s claimed 3,0-tonne towing capability.
An intuitive Terrain Management System adds further appeal to the package and allows the driver to seamlessly switch between all-wheel-drive modes. It offers an additional sand mode, which dials in a more aggressive torque transfer between the front and rear wheels and heightens throttle sensitivity in order to maintain crucial momentum. A slip-detecting snow/mud/grass mode performed impressively as we tackled moist mountain terrain on the local launch. Low range is engaged via the final setting, rock.
Speed-adjustable hill-descent control, together with an electric locking rear differential, is standard fitment throughout the range, with Ford claiming 225 mm worth of ground clearance (with runner boards fitted) and a class-leading wading depth of 800 mm.
While the new Everest XLT is refined and sophisticated enough to hold its own (and somewhat justify its price premium) against the current top-of-the-range Fortuner, you have to think the pricing on the Everest Limited (R646 900), even given its comprehensive standard specifications list, leaves it at the mercy of more premium offerings. The accomplished new Land Rover Discovery Sport, for example, starts at R545 901. And that’s before you mention one of next year’s most anticipated arrivals, the all-new Toyota Fortuner…
