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Everest re-climbed

A familiar performer in a race that's already convincingly won

Published on July 25, 2007

What makes a good pickup passenger vehicle? It's a question that doesn't come to mind when you're driving a Toyota Fortuner, mainly because that's a good vehicle. The design is right, it has the right amount of power, the handling is impressive, and it's well packaged. The Fortuner's sales figures speak volumes about who's who in the PPV market.

The main reason the Fortuner feels so good is a lack of competition. There is the Isuzu MU-7, which could do with some more power and suspension-tuning. Then there is the subject of this test-drive report, the Ford Everest.

It seems the grass is always greener on the other side of the Everest, which is why, to appreciate it more, I intend to be more than normally subjective. I'll give it some slack, or this article will end up being a rather sad bunch of rants and raves.

Actually, the biggest problem for PPV-makers is trying to make them feel as much like an SUV as possible while keeping the costs down. The investment required for most design considerations to this end are usually way too high, unless of course you've got a product that's sure to sell like buns at a Rotiboy. Toyota figured the Fortuner would sell worldwide, so it ended up with coil springs, whereas its competitors have stuck with traditional leaf springs. The two are like comparing halogen bulbs to candles: both will get you there, but only one does it well.

Back to the Everest. Test-driven here is the second generation, although I was only able to get a 2.5-litre 2WD version, rather than the 3-litre range-topper.

The boxish, "tough-look" design is not easy for all people to digest. The front grille stands out, and the rather stylish headlights give the Everest more off-roader appeal, but even after one week with the Everest, I still wouldn't be able to tell the difference between an old one and a new one if I saw it from the rear. However, many would suggest that my incompetence leads to a lack of recognition skills, so let's give Ford the benefit of the doubt.

Moving into the interior, the boxy theme continues with squarish cubby-holes and a flat centre console. There are two cup-holders, circular air-conditioning vents on both sides and a touch of wood here and there that make the Everest feel a little stylish. The amount of grey plastic is not overdone. The gear-lever has aesthetic appeal and is tall, for easy shifts. The e-brake lever is still under the steering column, as in earlier-generation pickups.

The outward view is optimal, and the instrument cluster has figures in a stylish green that are very relaxing to the eyes. There is a work tray on the front passenger side that Ford claims can be used for work on the move, but in reality it is better used for storing paperwork. There are two holders for sunglasses, although the fact that the driver has to reach out into the rear to turn on reading lights isn't a great piece of ergonomic design.

Rear passengers are kept cool by air-conditioning vents with separate controls in the rear, even in the third row. Cup-holders are also available for the third-row passengers.

Seating in the third row, however, is clearly intended for children, and long trips will have your buttocks sore, even more so on bad roads, from the continual pounding delivered by the leaf-spring suspension. The lack of headrests means bad driving from an inconsiderate driver will lead to neck aches.

The third-row passenger seats can be folded down flat and lifted off the floor to be set vertically. If there's still not enough space, the third row can be completely removed from the vehicle to provide the most space available in any PPV. You also have to admire little things like a power outlet all the way back in the rear, showing that Ford really wants you to enjoy this vehicle in the outdoors.

However, it boils down to how far you can go with the 2.5-litre unit. It could be considered a tad too small for the 1,900 kilograms it has to tug around, but acceleration is not lacking, especially in the lower speeds up to 100kph. There is a progressive increase in speed, which starts to dwindle after 130kph.

Although it can manage speeds of 160kph, it is perhaps better not to investigate the Everest's high-speed capabilities because it has somewhat "squishy" brakes.

Low-speed comfort is also lacking in the Everest, and second- and third-row passengers will complain about every speed bump taken a little too fast. Roll in mid- and high-speed corners is typical of most PPVs, and these need to be taken with care.

The off-road capabilities can be admired as long as the number of passengers is no more than two. It comes crashing down in large potholes, sending shivers up the vehicle's spine.

The Ford Everest 2.5 2WD Limited will cost you Bt1.119 million. If you're looking for something different from a Toyota Fortuner, it is perhaps worth considering. Other advantages are the fuel you'll be saving with the smaller engine, the lack of a full-time 4WD system in the Fortuner and the Everest's five-speed automatic gearbox. The Everest is also equipped with side air bags, a first in this segment.

The final judgement, then, of what constitutes a good PPV, can only be made when you know what you plan to do with it.

Specifications:

Ford Everest 2WD 2.5-litre

Engine: 2.5-litre commonrail diesel

Displacement: 2,499cc

Bore and stroke: 93mm x 92mm

Compression ratio: 18:1

Maximum power: 143hp at 3,500rpm

Maximum torque: 330Nm at 1,800rpm

Transmission: 5-speed automatic

Suspension (front/rear): Double wish bones, torsion bar/ leaf spring

Steering: Ball and nut