Nissan’s all-new Terra didn’t shoot to the top of the pickup-based SUV class. Is it because of this revised Ford Everest?
What’s new?
Like in the revised Ford Ranger we tested earlier this year, the Everest SUV derivative has been updated both visually and mechanically.
Although the upgrade in the Ranger pickup is the second in its current lifecycle, this is the first time for the three-year-old Everest.
The exterior design in the Everest has only been changed subtly, though, including a lightly massaged grille and bumper up front. The 20-inch wheels are also new for the range-topping Titanium+ grade, as tested here in 4x4 form.
The more important news come under the bonnet where a new downsized 2.0-litre four-cylinder developing 213hp can be found. It’s mated to a 10-speed automatic.
Both these major powertrain components supersede the 200hp 3.2-litre five-pot and six-speeder combo of the pre-facelift Everest for better performance and economy.
According to Ford, there are new shock absorbers in a bid to soften the ride.
As part of the update, more features have been added to Titanium+ consisting of keyless start and go, hands-free power tailgate operation, tyre pressure monitoring system, emergency assistance, voice-control in Thai or English and autonomous braking and low speeds.
Priced at 1.799 million baht, this all-weather Everest is around 300k dearer than the similarly specced Nissan Terra, the latest player in the pickup-based SUV market.
What’s cool?
Although you need to park the Everest side-by-side with the pre-facelift model to note the new front grille, it’s still, in a nutshell, a nice and rugged-looking SUV in its class.
And just like how we experienced in the Ranger, the Everest in Bi-Turbo form has set the new benchmark in the powertrain department.
There’s no shortage of performance, engine response and refinement, be it in city or highway driving.
The circa-13kpl rating is possible under gentle cruising. At least, we noted that more performance hasn’t meant more fuel consumption when compared to the pre-facelift Everest.
The Terra hasn’t only been jaded by the Everest in this particular aspect but also when it comes to the driving bit. The steering setup in the Everest leads the class with intuition and precision (by standards of pickup-based SUVs).
What’s not?
While it’s understandable that Ford may want to woo buyers from the Isuzu MU-X with the softer suspension setting, the Everest now has less body control especially over undulating road surfaces.
This is something the Terra excels in, not only over the Everest but possibly the entire class. Apart from a smooth ride almost aping that of a car-based SUV, it’s quietest in the Terra when cruising on the highway.
Ford’s decision to locate the manual shift operation for the 10-speed auto on the gear knob seems ill-conceived because you have to take your left hand off the steering wheel when negotiating bends or off-road articulations.
And speaking about the transmission, the 10-speeder is now alleged to be having some problems in the hands of some customers of the new Ranger Raptor. This doesn't sound like a good start for a new gearbox.
Buy or bye?
The Everest was once the default choice in the Thai pickup-based SUV segment when it comes to pure product substance. But that’s probably not the case anymore.
Yes, it leads the pack with that new engine and 10-speeder (transmission issues aside) which has hampered the Terra from becoming a class-act, not to mention the better steering in the Everest as well.
But ride comfort isn’t a forte of the Everest anymore due to an improved competition and Ford’s decision to fix something that isn’t necessarily broken. The same could also be said for its lofty price, although cheaper rivals aren’t well-specified when you go down into the smallest of details.
If you need an SUV of this genre that offers kit, good driving performance and handling, this particular Everest should be it. It's quite a showcase of tech and 4x4 ability. But if these aren't on your agenda, you can look elsewhere because there are more options at cheaper prices as well.
THE 4X2 OPTION
While the Everest is at its best in Bi-Turbo form, the accompanying single grade, high price and full-time 4x4 system may not attract cost-conscious buyers.
The Everest can also be had in 4x2 guise driving just the rear wheels. As well, a less potent engine with just one turbo developing 180hp and recording a better 14kpl average fuel economy is available for the Everest 4x2.
In marketing terms, the so-called Turbo replaces the 160hp 2.2-litre four-cylinder diesel and six-speed combo of the pre-facelift Everest.
Naturally, the Turbo isn’t as smooth, quiet or rich in mid-range punch as in the Bi-Turbo. But the Turbo still performs sufficiently and is reasonably economical on fuel.
In Titanium+ trim, the 1.599 million baht Turbo is 200k cheaper than Bi-Turbo. You can scale down to Titanium for 1.439 million baht or to the new Trend going for 1.299 million baht. But as you do so in the process, wheels become smaller, features start to disappear and quality of some interior trim drops.
However, it must be said that the Everest in basic Trend form is quite good value with its competitive seven-seat package and largely improved powertrain.
