First introduced to the South African market in 2009, the first-generation Everest was Ford’s South Africa’s first attempt at a full-sized, seven-seat SUV with off-road credentials. It sold around 4 000 models. The second-generation model was launched locally in 2015. It took the fight to the popularity of Toyota’s Fortuner, pushing total sales for the two to 26 822. Now, the latest generation is here and Kyle Kock got to grips with the Everest Sport in the hills of Mpumalanga.
It’s hard to imagine how far the Everest has come along in a little over 12 years. It was far from a polished product originally, but when Ford took over full responsibility for developing gen 2 (the first generation was more Mazda than Ford), it became a far more complete and accomplished offering. Now, the third version threatens to become the best in its segment.
A visual change
Would you recognize the Everest as an evolution of its predecessor? Probably not. But it’s immediately recognizable up front as a Ford thanks to the likes of the F-150 – especially the Raptor version – which we don’t get in South Africa. The so-called C-clamp headlamps and daytime running lights, which have been around for some time in the US, are a striking visual element even in a world where every manufacturer has its own version. While the Everest does share its nose with its Ranger stablemate, at the rear end its look is completely new.
Gone is the roundedness of this Everest’s predecessor, as the designers came up with a boxier look that commands attention. Near vertical sides, nose and tailgate, and massive wheel arches make for an SUV that wouldn’t look out of place in its home market. It’s of course markedly larger than its predecessor, riding on a track that’s 50 mm wider. Overall, it’s taller, wider and longer, boasting figures of 1 841 mm, 2 207 mm, 4 940 mm respectively.
There are two distinguishable variants; the more rugged-looking Everest Sport model, with black cladding and blacked-out grille, and the range-topping Platinium model, with its polished alloy wheels and grille. The Platinum also makes use of Ford’s new 3,0-litre V6 turbodiesel engine.
On the road
It the Everest Sport model I focused my attention on, and sampled en route to the off-road obstacle course at Alkmaar Farmstay just outside Nelspruit and eventually from the Kruger’s National Park’s Phabeni Gate to the back to Kruger Mpumalanga International.
It uses Ford’s 2,0-litre twin-turbocharged four-cylinder engine, with 154 kW and 500 Nm that’s sent to the rear wheels in normal everyday driving. Torque can also be shared with the front wheel via a transfer case activated via buttons on the middle console for four-wheel drive and 4×4 low-range. The Everest also uses Ford’s 10-speed automatic transmission, which is perfectly matched to the motor.
Despite its altogether chunkier appearance and sheer size, there’s very little discernible noise from the powertrain or even from outside the vehicle at the national speed limit. According to Ford, they’ve reduced NVH through redesigned bushes. Some of the Mpumalanga backroads are severely pockmarked and nothing quite shook up the cabin or rattled unnecessarily.
Ford’s also collaborated with Goodyear for the launch of the Everest, which means that your Everest’s 18-,20- or 21-inch wheels will come wrapped in Goodyear Wranglers in varying sizes and suited to your requirements as much as possible. Very soon, even if you order a range-topping Everest Platinum, you’ll be able to forego the 21-inch rims and lower profile Wranglers to opt for 18-inch alloys and all-terrain rubber with more of an off-road inclination.
The chunkier profile tyres on the Sport’s wheels helped absorb the imperfections of the asphalt no doubt, but it must also be said that the Everest seems rather well-sprung for the usual driving duties of commuting and school runs.
Off the road
At Alkmaar’s obstacle course we were briefly exposed to some of the Everest’s capabilities as a pukka 4×4. The first part of prepping the Everest for the tasks we encountered was fairly straightforward, engaging low-range while in neutral. Two of the very important tools for off-road duty, hill descent control and locked differential are accessed via the massive 12-inch infotainment touchscreen, which takes pride of place in the middle of the facia.
Related: The fresh-faced Everest may have prolonged wait time
We left the terrain response mode in normal for most of the course, with the slippery option chosen for two of the tougher obstacles – a rocky incline and axle twister. The powertrain proved very tractable even outside of its optimum torque curve and the clever electronics, including the e-diff, helped the Everest not even break a sweat. We unfortunately didn’t get to test the 800 mm wading depth, of the Everest.
There have been improvements in all of the noteworthy off-road dimensions, except in the departure angle, which remains exactly the same as the Everest’s predecessor.
Combining the tarmac touring and small off-road stint, I think our average of just over 9L/100 km was rather reasonable, especially given the Everest’s tare weight of 2 341 kg.
What it’s like inside
The immediate impression when you climb up into the cabin is that of spaciousness. The upright nose and vertical styling have been carried over to the inside, where the facia seems almost far from driver and front passenger. Obviously, your eyes will fall to the central screen, which houses the fourth generation of Ford’s SYNC infotainment system, standard with Apple Carplay and Android Auto and which plays through a punchy 8-speaker sound system. Another noteworthy screen is the 8-inch instrument panel, which is customizable.
One of the noteworthy differences between the Everest Sport and Platinum models is the shift lever. On the Sport it’s more of a traditional bulky stick, whereas Platinum variants get a more compact and svelte shifter. On both, there are no sport or manual sections because you can shift as you want via buttons on the side.
Occupants of the second and third row can keep their devices powered through Type A and C charging ports, with a 400w built-in inverter capable of charging larger electronics like laptops in the case of the former, with the latter catered for via a 12 socket. There’s another right at the bag in the luggage compartment for powering camping accessories like blow-up mattresses or portable fridges.
Also read: A driving mode for every occasion on the next-generation Ford Everest
Ford Everest Sport – the Conclusion
It’s difficult to find fault with the Everest because Ford’s kept the line-up nice and tight with just two models – both with their own engine type. The tyre choices available on the dealership floor is something they still want to work out with Goodyear, but the ones fitted to the Sport I drove were plenty capable. The Everest will be hard to beat at this price, size, and with the amount of spec it’s packing.
Read a full impression in an upcoming issue of CAR.
FAST FACTS
Model: Ford Everest Sport 2,0 BiT 4WD
Price: R965 400
Engine: 2,0-litre, twin-turbocharged, four-cylinder, diesel
Transmission: 10-speed automatic
Driven wheels: part-time four-wheel
Power: 154 kW @ 3 750 r/min
Torque: 500 Nm @ 2 000 r/min
CO2: 198 g/km
Fuel consumption: 7,5 litres/100 km
Fuel tank: 77 litres
Towing capacity: 3 500 kg (750 k unbraked)
Payload: 759 kg
Words: Kyle Kock
