Perhaps overshadowed by the launch of the new Ranger, the Ford Everest 3,0 TDCi 4×4 still makes a huge amount of sense as an alternative to the favourite Toyota working-class SUV, the Fortuner. Adding to its appeal, it has just undergone a mild facelift which has seen the grille shrunk and the lower air dam enlarged.
INSIDE
But core to the appeal of the Everest is its space-utilisation. Those seats in the third row are not your usual two individual items. This one has a bench seat, so there’s more room to go round. There are no headrests, mind you. The other great feature is the legroom. Yes, the floor is high due to the ladder frame chassis, but it still is spacious. But wait, there’s even more! This seat is easy to remove if extra luggage space is what you need. The rear door opens sideways and the full-size spare is mounted to it. The centre-seat row, too, has excellent legroom but the front seats lack height adjustment and I did experience some posterior pain after hours of driving to Namaqualand. Also great for game or scenery admiration such as our quest for late spring flowers is the large glass area with first-class visibility from all seats. Still inside, there is dual-zone air-con (front and rear) and a very handy cruise control, but no outside temperature readout or fuel-consumption display. Satellite stalks behind the wheel are used for the cruise control and audio.
POWERTRAIN
The engine is fine – a 3,0-litre turbodiesel with 115 kW at a low 3 200 r/min with 380 N.m of torque at 1 800 r/min. We tested a manual version in 2010 and conducted a long-term test in 2011. What makes this one different is the facelift, darker upholstery to replace the impractical beige trim and an autobox (an option). And all are great except for the transmission. This is not the Everest’s best feature. It incorporates a lot of torque-converter slip that, at times, makes you think the selector is still in neutral. On the overrun, it goes into coast mode, dropping the revs to just above idle. This is acceptable and should save fuel at the expense of some added brake dust and works with the overdrive button engaged or not. Pressing the overdrive button cuts out top gear (fifth). Average fuel consumption on our trip to Kamieskroon and back, travelling at around 110 km/h, was 11,7 litres/100 km but note that we had our trusted (and soon to be replaced) Thule roofbox mounted in addition to a trailer. CAR’s fuel-index figure is 11,3 litres/100 km.
The suspension is on the firm side at the rear to enable the leaf springs to cope with a full complement of adults on board.
The Everest remains a sound buy in this market and, at the price, undercuts the equivalent Chevrolet Trailblazer and Toyota Fortuner by quite some margin.
SPECIFICATIONS
Ford Everest 3,0 TDCi 4×4 XLT AT
Engine: 3,0 litre, 4-cyl, turbodiesel
Power : 115 kW at 3 200 r/min
Torque: 380 N.m at 1 800 r/min
0 to 100 km/h: 13,5 secs
Fuel consumption: 11,3 L/100 km
Top speed: 166 km/h
Price: R447 900
Service plan: 5 years/90 000 km
ACCOMMODATION
From our very comfortable Verbe farm accommodation (14 km north of Kamieskroon and then 8 km east; [email protected]) run by retired couple Pieter and Varencia Benadewe, we decided to continue on the road heading east. Through the thick of the majestic Kamiesberg we wound our way through the valleys back to Kamieskroon, stopping to open and shut farm gates and take pictures. The most unusual was a split-screen Kombi wreck halfway up the mountain where it was obviously abandoned decades ago.
