Article: Eric Ayrton S. Soriano Photography: Mikko C. David
The first time I laid eyes on the first generation Ford Everest four years ago, I sneered. Here was a poor Ford bastard AUV (Asian Utility Vehicle) trying to fit in alongside its all-American SUV siblings. But no matter how hard it tried, it will never truly be like its popular SUV siblings, I thought. Besides being the only Ford SUV developed solely for the Asian market, it was the only Ford SUV in the Philippine market to run on diesel.
But as fate would have it, my company would later purchase two Everests. And with each kilometer I logged aboard the SUV, my fondness for it grew.
Soon enough, I learned to appreciate the Everest’s conservative styling. It’s not drop-dead gorgeous but its form seems to follow function. And then there’s the size. I really think the Everest’s dimensions are just right for an SUV. This mid-size SUV has seating for seven yet is not too big to be a gas-guzzler or a nightmare to park. A friend of mine who stands 6’ 3” loves the middle-row seats because he swears there’s more leg room there than in some full-size SUVs.
But of course the biggest reason I luvved the Everest is the same reason SUVs are such a big hit all over the world—it gave me a feeling of invincibility in the face of flood-prone and pothole-riddled streets or the occasional off-road foray. (Many would argue that this false sense of invincibility is dangerous but that’s another matter.)
However, the first generation Everest wasn’t exactly the most refined SUV in its class. For one thing, cheap plastic abounded in its spartan interiors. The dash and instrumentation looked to simple and too, well, cheap. And then there was the primitive indirect injection diesel engine whose only saving graces were its torquey and reasonably frugal nature.
What a difference a generation made. In the four years that passed since the first-gen Everest made its debut, common rail direct injection became one of the most important areas for diesel technology research and development. Practically every mass-market car manufacturer and even the premium brands such as Mercedes-Benz and BMW joined the bandwagon and came out with their common rail direct injection powerplants.
High tech
Ford would not be left behind, of course. The second generation ’07 Everest was launched quietly in early ’07 and I recently got to test the top of the line 3.0-liter 4×4. Beneath its hood lurked a new common rail direct injection turbo diesel engine good for 156 hp and 380 Nm of torque. To help put all these technological breakthroughs into perspective, this powerplant develops about 29% more power than the previous gen’s 2.5 liter engine yet is about 15% more fuel efficient (“Fuel-efficient Ford SUV” is no longer an oxymoron).
So what’s the big deal about common rail direct injection? Well, it squeezes out more energy from every droplet of diesel fuel by injecting very precise amounts of fuel directly into the combustion chamber under extremely high pressure and optimizing combustion. The Everest’s engine is managed by a sophisticated microprocessor that controls engine variables under all types of driving conditions. Force-feeding air into the engine is a variable geometry turbocharger designed in such a way that virtually eliminates turbo lag while broadening the torque curve for rapid engine response throughout the rev range.
Mated to a 5-speed automatic tranny, this engine delivers power and torque smoothly and quietly (for a diesel, that is). It can you to a top speed of over 200 kph. At triple digit speeds, ride is stable, comfortable, and confidence-inspiring. When you reach the end of the road, the 3.0 liter variant’s shift-on-the fly four-wheel drive system and high ground clearance will help ensure you have a trouble-free drive to the middle of nowhere.
At home in any kind of jungle
When sh*t happens…
To keep all that torque in check, the Everest is equipped with an anti-lock braking system with electronic brake force distribution. When sh*t does happen, well, the Everest is the only SUV in its class to offer dual front and side airbags for the front row.
From the side and rear, the styling changes from the previous model are hardly noticeable. The most notable exterior changes are the bigger headlamps, more aggressive-looking grille, and sportier wheels. The ’07 model’s interior is way more inviting than its predecessor. I liked the classy combination of beige and black leather mixed with black plastics with silver accents.
One of my few complaints about the unit I tested was the air con, which failed to overpower the mid-day sun’s searing rays and the heat absorbed by the leather upholstery. But this was probably a minor problem that affected only the particular unit I tested. Oh yeah, I wasn’t a fan of the Everest’s faux wood trimmings and I sometimes wished they just got devoured by faux termites.
True value
With a retail price of P1.59 million, you could have this baby with four-wheel drive, seating for seven, and a sophisticated fuel-efficient engine. Compared to the similarly sized Ford Explorer retailing at P2.295 Ford Explorer, the 3.0 liter Everest variant develops more torque, has two more drive wheels (the ‘plorer is a 4×2), and will probably net you fuel bills equivalent to just a fourth of the Explorer’s.
From being the former black sheep of the Ford SUV brood, the second generation Everest has powered its way to becoming the Ford SUV that gives the best value for money.
Filed under: Test Drives | Tagged: ford
