AT A GLANCE
Ford’s Endura five-seater muscles in on a large urban SUV brigade
something “special and opulent.” “Endura is for customers looking to reward themselves with the latest innovations and technology … instead of looking to impress others with a basic vehicle wearing a prestige badge.”
On the features, equipment and safety it’s hard to argue.
Endura’s stacked with kit, even at Trend entry level. Keyless entry, 18-inch alloys, auto wipers, LED lights all-round, power driver’s seat, paddle shifters, dual-zone climate control, 8-inch infotainment screen, Apple CarPlay/ Android Auto, satnav, adaptive cruise control and a 10-inch digital driver instrument cluster isn’t shabby for an entry-level. Safety’s covered with seven airbags, rear camera, sensors all around, auto emergency braking with pedestrian detection and traffic sign recognition. The Endura also autonomously adds some steering input if your crash avoidance isn’t ample. The “MyKey” parental control feature lets you play Big Brother and spy on your kids’ driving habits.
Ford expects the mid-range ST-Line to be the volume seller, but it’s a sizeable $9000 jump. You gain slightly lower suspension, body kit, 20-inch rims with grippier rubber, leather and suede seat trim, electric passenger seat, heated and cooled front seats and power tailgate.
Drop $10k more for the Titanium and there are adaptive bi-LED headlights, panoramic glass roof, perforated leather seats — heated front and rear — and bright finish 20-inch alloys.
Dangled carrots such as twin DVD rear entertainment ($1600) and Bang & Olufsen audio ($1000) should be standard on a flagship though.
The benefits of not having seven seats are apparent when sitting in the back. Leg and headroom are excellent, and the seat backs recline to an impressively relaxing angle.
Those upfront will struggle to find the “premium opulence” though. Seat trim is classy in the two top grades, door touch points are soft and the screen and digital dash display pleasing, but not uncommon for the segment at this price.
The plasticky centre console, buttons and switches — including a rotary dial to select gears — don’t feel a class above its rivals. Compared to Mazda’s CX-9, the dash feels plain.
Its functionality, clear layout, strong build quality and plentiful cabin storage to go with the ample boot (800 litres) are all positives.
ON THE ROAD
On paper the 2.0-litre turbo-diesel’s 140kW and 400Nm look lowly for a two-tonne SUV with premium aspirations.
But what it lacks in outright urge it makes up for in driveability and very good fuel economy; key attributes for a suburban SUV.
The four-cylinder is common across $44,990 drive away to $67,990 plus on-roads (expensive) 6.7L/100km (decent) FORD ENDURA 5 yrs/ unlimited km (good), $897 for 3 years (very good) Space-saver (not good)
VERDICT
2.0-litre, 4-cyl turbo-diesel, 140kW/400N m (below average) 800L (large)
numerous Fords, but in this state of tune with a single turbo and matched to an all-new eightspeed auto gearbox, it is unique to our market.
A variation of the engine with more power and torque powers Ford’s Ranger Raptor, and would prove more suitable for towing.
Progress is smooth and the cabin very well insulated as the turbo-diesel hums along at 1900rpm at 100km/h. Gear changes are seamless when up to speed, and you can take control with paddles to hold gears longer.
The Endura feels a bit bumpy at low speeds, especially on uneven roads, but on the highway and through corners the big SUV feels competent and always errs on the side of comfort rather than dynamism.
Sadly our test was in monsoon conditions and tyre grip levels ran out early, but the big Ford, to its credit, always mopped up any overeager wet cornering. Endura has the tough looks to make it a desirable large SUV — and its high level of equipment justifies its relatively high price — but its lack of a seven-seat option may cost sales.