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Ford’s all-new seven-seater has genuine off-road credentials and the ability to challenge the popular Toyota Prado, Isuzu MU-X and Holden Colorado 7 for 4×4 SUV honours.
WHAT IS IT? Designed and developed in Australia among other places, the Ford Everest will partially fill the gap left with the departure of the Territory while also taking on the likes of Toyota’s popular Prado 4×4.
WHY WE’RE TESTING IT This is the closest thing we’ve ever had to an Australian-made four-wheel-drive wagon, even though it’s manufactured in Thailand. Much of the engineering was done by Ford Australia alongside development of the Ranger truck.
Toyota Fortuner – Toyota is covering its bases here, introducing another seven-seat 4×4 wagon around the same time as Everest lands here. Smaller and cheaper than the Prado, it will form a rear-guard action against the new Ford.
Isuzu MU-X – Old-school, simple, functional and affordable, the often-overlooked MU-X is a quiet achiever in this segment and is the smart choice for those who can’t afford a Prado.
THE WHEELS REVIEW THE Everest is the culmination of a long gestation period of developing a wagon off Ford Ranger’s T6 chassis/platform. It’s also Ford’s short-term replacement for a seven-seat SUV once the Territory ceases to exist at the end of next year.
Everest is not expected to be the only vehicle to fill this role as it is a light truck-based SUV as opposed to the passenger car-derived Territory. Ford’s American-made Edge SUV is expected to complete a two-pronged Territory replacement strategy.
Ford has done well to engineer refinement and functionality into a light commercial vehicle-based wagon. The Everest wagon employs a multi-link, coil-sprung rear suspension in lieu of the Ranger’s more commercial leaf springs.
This set-up incorporates a Watts link for lateral location of the live axle to improve on-road characteristics, a system that was successfully used on Falcons for many years. While by no means a modern design in terms of passenger cars, it provides a good compromise between what’s needed on and off the road. It better controls the rear end, taming the usual tendency to move around over irregular surfaces and under lateral dynamic loads.
The electric-assisted steering is light at low speeds where you want to it be and firms up at speed, although it doesn’t give the same connected feel of hydraulic power steering.
Everest’s separate chassis helps isolate the body from road NVH even on the low-profile 20-inch tyres fitted to these test vehicles. Top-spec Australia Everest Titanium models will also ride on the 20s while the mid-spec Trend gets18s and the base Everest more comfortable 17s.
Head room in the back seats is limited by the sculptured roof lining that houses ducting for rear air vents. Notably absent are keyless entry/start and reach adjustment for the steering column, which may inconvenience taller drivers.
Cabin refinement is aided by Active Noise Cancelation that, like similar technology in high-end audio headphones, transmits an opposing ‘sound’ to the cabin to cancel out ambient noise. This includes the sound of the diesel engine, where the low-frequency growl has been targeted.
All Australian-spec Everests will be 4×4, for now at least; 4×2 is available for other markets and isn’t being ruled out for us down the track.
The full-time 4×4 system is aided by a clever Multi Terrain Selector that offers four driving modes: Normal; Snow, Mud, Grass; Sand; and Rock. These are designed to make it easier for novice off-road drivers to manage different conditions. Low-range gearing, a locking rear differential, hill descent control, and an 800mm wading depth add to Everest’s off-road capabilities, although we weren’t able to put them to the test on this drive.
SPECS Model: Ford Everest Engine: 3198cc in-line 5cyl; dohc, 20v, TD Max power: 143kW @ 3000rpm Max torque: 470Nm @ 1750rpm Transmission: 6-speed automatic Fuel economy: 8.5L/100km Price: $54,990 to $76.990 On sale: October 1
