Ford Everest Trend RWD 2017
Ford previewed the Everest based on the Ranger a few years ago at a large, flashy function in Sydney, where it predicted the rugged horse-cart portfolio to take off in Australia.
At the same time, it ended the end of its popular and very smart Ford Territory SUV, as well as lined up imported products to fill its SUV ranks.
Based on the Ranger pickup platform, Everest was launched in 2015 with much fanfare – and at a relatively high price. It’s significantly different from the Ranger in execution and appointment – but is it different enough to warrant its additional cost?
Is there anything interesting about its design? 7/10
Ford deliberately moved the Everest out of the handy, boxy design of the Ranger. As a result, it is softer with more subtle curves, though the overuse of large chrome elements on the nose reflects more of the American trend than Aussie’s tastes, and may not sit in particular. in a relatively conservative Australian parking lot.
Visually, it appears shorter than the Ranger, thanks to minimal front and rear overhangs that help its out-of-terrain performance. The figures also confirm this, with the Everest having a wheelbase shorter than 370mm and overall shorter than 470mm. By itself, it is definitely a rough and tough off-road toy.
The interior also pushes off the sponsor’s Ranger. The car-like and more stylish trim pieces include another dash with soft top cover, padded center console cover and cushioned armrest that support Everest’s more civilian intentions.How realistic is the inner space? 8/10
The Everest is very generous in size, meaning three people can sit in the middle row easily. There are two ISOFIX child safety seat mounts for the second pair of outside seats, and there’s plenty of room for even the tallest passengers.
The fabric seats are deep and comfortable, although they are a bit lacking in side cushions. There’s a USB point under the center console along with two 12-volt power points and a multimedia touch screen system running Ford’s own Sync 3 system.
Sync 3, despite promising class-leading voice activation, provides anything but, with less frustrating performance even the most basic tutorials. It provides compatibility with Apple Carplay and Android Auto., Although the latter – as with most applications – is much less intuitive than the Apple app.
There are many places to store bottles in Everest, including double bottle compartments at each door, a pair of cup holders in the front center, as well as in the center in the second middle row and cup holders for the second row. three seats.
There is also a 240 volt power outlet next to the 12 volt outlet with a climate controller for the second row.
Speaking of the third row, the two seats are reasonably sized, while the middle row folds forward easily for relatively easy access. Again, it’s not a space for a bigger human, but it’s bigger than some of its rivals, including Pajero Sport.
The third row folds down quickly and easily to reveal a large cargo space of 1050 liters, although the striking wheels at the rear of the Everest hamper a bit for awkward size loads. Fold all the seats down to increase this volume to 2010 liters.
We have to take some signs for the poor design of the seat belts. When the middle and back seats are folded, it’s too easy to tie the outside seat belts to the seat folds, which means you have to remove the seat to take it back.
All Trend windows have auto power on, while many of the car’s systems and menus have been moved to touch-screen systems, including climate, phones, and satellite navigation.
The instrument case only runs a speedometer similar to the digital rev counter buried in the options of the small right hand digital display. There is a screen on the left, which is used to scroll through options like entertainment and multimedia.
The screen on the right also has digital speedo, which is a welcome addition.
Does it represent good value for the price? What features does it come with? 6/10
Trend is well equipped with additional features such as radar cruise control, lane departure assistance and automatic emergency braking. There are also headlights and automatic wipers, the aforementioned Sync 3 multimedia system uses an 8.0-inch touch screen, LED lighting throughout the vehicle and support rear doors.
Everest, though, started with high retail prices and, despite some recent adjustments, hasn’t moved too far south from there; costing $ 55,990 until April this year, even its new $ 53,990 ticket before going on the road is already more expensive than most competitors, before you recognize those rivals (like Pajero Sport GLS ($ 48,500 automatic), Isuzu MU-X LS-U ($ 49,000 automatic) and Holden’s Trailenazer) are cheaper even in 4 x 4 guise.
When compared to a 4×2 opponent like Isuzu, it looks even worse. The MU-X costs around $ 7000 less even in the form of its top-spec LS-T at $ 47,500; Like it, it’s $ 9,000 cheaper in LS-U specifications.
What are the important stats for engine and transmission? 7/10
The Everest uses a 3.2-liter turbocharged five-cylinder diesel engine similar to the Ranger, although different emission devices mean that while it still keeps the same torque figure of 470Nm, it 4kW reduction compared to Ranger to reach maximum power of 143kW.
The trend can tow 3000kg in 4×2 form, quite handy for caravans and small to medium sized ships.
All variants of the Everest run a six-speed automatic transmission and in the case of Trend RWD (rear-wheel drive), all power is sent to the rear.
The trend can tow 3000kg in 4×2 form, quite handy for caravans and small to medium sized ships. However, with 595kg of payload, it can carry the least amount of equipment in all Everest ranges; nearly 100kg less than Trend AWD and 130kg less than Ambiente AWD base specification.
How much fuel does it consume? 7/10
In a 280 km test length with driving in mixed condition, we recorded a dash showing a fuel economy figure of 11.3 liters / 100 km.
This compares with an estimated fuel consumption figure of 8.4L / 100km. A large 80 liter tank gives Everest a theoretical range of 950 km.
What does it like to drive? 7/10
The biggest mechanical change between Everest and Ranger is also the one that makes the most difference on the road. Instead of long leaf springs, designed to carry better payloads, Everest uses coil springs at the back to give it a much more forgiving car-like ride.
The steering, too, is surprisingly light and easy to use for such a large vehicle.
Even so, there’s nothing to hide, it’s more than 2.2 tons of trucks on the open road. The ride is soft and very supple on all surfaces, but fortunately it doesn’t easily degrade into body roll. Of course, it also doesn’t mean being around corners like a sports car, so driving it to the spec is the easiest way to get the best out of it.
With a 225mm ground clearance and a short overhang and a short overhang, the Everest has off-road rims, but lacks the full capability of better-equipped brethren.
As far as the difference between 4×2 and 4×4 on the road, the Everest drives the rear axle a bit lighter steering, but really, that’s about it.
With a 225mm ground clearance and a short overhang and a short overhang, the Everest has off-road rims, but lacks the full capability of better-equipped brethren. An open difference, driving behind and unmanaged terrain means you’ll be more dependent on your skills and experience to go into the bush – and back.
A limited run on the mixed gravel road showed a truck with excellent flying ability on unprotected surfaces, thanks to a softer, softer coil trip.
The additional sound reduction and the intelligent noise reduction system built into the audio system (think ‘noise canceling headphones’) makes the cabin quieter than the Ranger, although the large door mirrors make some noise. wind at high speeds – and you’ll never be confused The fact is a diesel engine sits under the bonnet.