Everywhere SUV 2009 Ford Everest
MANILA, Philippines - There was a time when the Everest was the rather crude, 7-passenger, roofed version of the Ranger pickup truck. First introduced in 2004, it had a reliable (if hoary) turbodiesel engine, and a truck suspension that didn’t seem to have undergone any softening up for its transition to people-moving.
Today, the Everest is a much better looking animal, and the changes aren’t skin deep. Like the 2009 Ranger, the latest generation of the Everest has gone through a minor facelift to give it some sex appeal. Most of the changes have been done to the front clip, now featuring a toothy grille, lots of chrome, and some muscular bulges here and there to give it a more powerful look. I love the 6-spoke alloy wheels, too, an OEM spec that – rare for its kind – looks like an elegant, aftermarket set. Body cladding also graces the flanks of the Everest, thankfully color-keyed to downplay the increasing amount of froufrou elements about the truck. Oh yes, the side mirrors also incorporate those cool turn signal repeaters and puddle lamps.
If the Ranger is the uncompromising workhorse, the Everest is the more genteel sibling. The cabin still has some of that sitting-on-the-floor feeling about the seats, but civilized details abound such as leather upholstery, dual climate control vents, and a rather nice sound system. From the driver’s seat, you get the same pseudo-sporty cockpit as you would in a Ranger with the instrument panel pods, the 2-level center console, and that groovy red instrument lighting.
There’s an overabundance of plastic about the cockpit, though, because aside from the silver accents, there are also fake wood strips on the dash (for the Limited and 4x4 variants). Ford really should take a look at how Mazda manages to make most of its cockpits look sporty and elegant without resorting to tacky cliches.
The Everest shares pretty much the same drivetrain with the Ranger; 2.5 and 3.0-liter DOHC CRDi engines for the 4x2 and 4x4 options, respectively. The 142 -horsepower 2.5 in our 4x2 was acceptably smooth and unobtrusive, only emitting an unseemly rattle every time we pushed the throttle past idle. The 5-speed automatic is up to the task of managing the power, providing quick and smooth shifts whenever needed. There’s a strange disconnect though between the engine revs and the actual acceleration as the torque converter works double time to drive all that torque (33 kg-m at 1,800 rpm) to the wheels.
Used judiciously, the Everest has no problem getting up to cruising speed and will easily maintain 140kph without feeling out of breath. The steering does feel overboosted and numb though, transmitting little idea of what’s happening under those tires and with a dead spot of around an inch and half from center. The brakes have the usual mushiness for the first few centimeters of travel, but afterwards they have a lot of bite. ABS is standard kit, ditto a Limited Slip Differential.
Overall, the Everest is quite comfortable despite its workhorse platform. Even with just the driver aboard, the ride isn’t so stiff as to jar the kidneys, and it gets more pliable as you add more passengers or cargo. The greenhouse affords a great view out for everyone, and from the driver’s seat the Everest feels light and nimble despite its size.
Nice, functional details include the same pull-out tray above the glove compartment as in the Ranger, split-folding 2nd row seat, fold and tumbling 3rd row bench, rear parking sensors, and an AUX jack for the 6-speaker stereo. The “Version 2.5” Everest may still be using a workhorse platform, but what’s on it has created a likable family vehicle with an aura of go-anywhere versatility.
THE GOOD
• Stylish, improved look
• Comprehensive features
• Comfortable ride
• Nimble feel
THE BAD
• Plasticky cabin
THE VERDICT
• A tough and durable family vehicle that will now generate its fair share of compliments.
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