Everest ready to summit segment

With other competent competitors such as the Isuzu mu-X, Mitsubishi Pajero Sport and Haval’s H9 in this segment, the Everest faces stiff competition.

I travelled to our beautiful neighbouring country Botswana to sample the Everest, which has recently received a raft of cosmetic and mechanical upgrades, much like its Ranger sibling did earlier this year.

What’s new?

In the styling department, the Everest has received a mild makeover. Upfront, keen observers will note a new grille and reshaped lower bumper while its side profile can be refreshed with the specification of the new 20-inch alloy wheels. Inside, there is more liberal use of black materials in place of beige, which is said to create a more premium look, in my opinion, it just helps hide dirt better than the lighter hue.

The most dramatic change made to the Everest line-up is the addition of two new engines and the brand’s latest ten-speed automatic gearbox. Both engines displace 2.0-litres, but one features a single turbocharger and produces 132 kW and 420 N.m while the other features two sequential turbochargers for an output of 157 kW and 500 N.m.

There has been work done to the suspension too, with the front-mounted stabiliser bar having been moved behind the front axle, allowing for the spring rates to be reduced while the jounce bumper has been relocated from the lower control arm to the damper rod at the top of the suspension. This allows for lower tyre pressures to be used with the individually tuned suspension set-ups for each derivative and ensuring a braked towing capacity of around 3 000kg or 3 100kg for the biturbo model.  The changes are notable, as are the improvements in soundproofing, hydraulic engine mountings, acoustic front window glass and reshaped wing mirrors.

Driving Everest

As I experienced in the new Ranger, the new engines and gearbox completely transform the Everest from a turbo-lag laden wagon into a refined, quiet and comfortable off-roader. We encountered some incredibly bad roads in Botswana but our XLT and Limited derivatives which were fitted with the more off-road complaint wheels and tyres from the XLT, soaked up the bumps across some of the pockmarked roads. The biturbo motor in combination with that gearbox really makes for effortless progress, even if it isn’t quite as punchy as its output figures suggest.

There is 225mm of ground clearance, an approach angle of 29.5 degrees, break-over angle of 21.5 degrees and a departure angle of 25 degrees while wading depth is claimed at 800mm. This in combination with the Terrain Management System (exclusive to four-wheel-drive models) allows you to select a driving mode depending on prevailing conditions and really tackle the rough stuff, as we did in the Moremi Game Reserve.

Despite having some autonomous driving functionality and added safety kit, I found the flagship Limited to be a bit excessive in terms of price and spec and would recommend the lesser-specified XLT. It would be great if Ford added a 4×4 variant of the single turbo XLT model on offer for customers with a penchant for off-roading a more affordable Everest.

Verdict

The Everest really makes for a compelling proposition within the bustling seven-seat segment. With new engines and a fresh gearbox as well as the option of the older powertrains too, the Everest should certainly be on your shopping list when considering a vehicle in this segment.

Service plan and warranty

All models come standard with a four-year/120 000km warranty and a six-year/90 000km service plan.

Pricing

2.2 TDCi XLS 6AT 4×2                                               R499 900

2.0 SiT XLT 10AT 4×2                                                R584 900

2.0 BiT XLT 10AT 4×2                                                R624 100

3.2 TDCi XLT 6AT 4×4                                               R644 000

2.0 BiT XLT 10AT 4×4                                                R687 700

2.0 BiT Limited 10AT 4×4                                          R761 200