Everest hits a new high point

FORD: VISUALLY-APPEALING SPORT DERIVATIVE TICKS ALL THE BOXES

A more complete package not deterred by its sibling or its arch rival.

The body-on-frame or bakkie-based SUV segment arguably represents the last bastion for the traditional multi-seat off-roader in lieu of the ongoing rise in popularity and importance of crossovers and more on-road focused models.

As has been the case for over a decade, the segment has been the stronghold of the Toyota Fortuner, with the only real opposition coming from the also locally built Ford Everest, albeit with a considerable gap in between, with even less being provided by the Isuzu MU-X and Mitsubishi Pajero Sport.

Unlike its Toyota Hilux sibling, which double cab derivative has played second fiddle to Ford Ranger in the past, the Fortuner has been able to see off the threat of the Everest with relative ease.

The familiar pattern has, however, not put the Blue Oval off from rolling out new models, with its most recent addition being the Everest Sport that follows the same approach as the Ranger FX4 that currently resides in our long.

The Everest’s comparatively poor sales and inability to crest Mount Fortuner belies its talents, with the Sport in particular representing an enticing alternative to the comparative Fortuner the 2.4 GD-6.

While only a cosmetic enhancement, the Sport derivative has worked a treat in endowing the Everest XLT with not only a sporty persona, but an eye-catching suit.

Priced at R25 000 more than the XLT, which takes the sticker price of the four-wheel-drive to R718 000, the Sport gets a blacked-out mesh pattern grille based on that of the FX4, black mirror caps and door handles, LED headlights and daytime running diodes not offered on the XLT, a gloss black lower air intake and skidplate, ebony black roof rails and menacing gloss black 20-inch alloy wheels also taken from the FX4.

Adding to the side steps are Sport decals on the tailgate and at the base of the rear doors, as well as gloss black block letter Everest baPdging on the bonnet that combines with the Frozen White paint finish of our test modal to create a stunner that eschews the adage of boring blackand-white.

Besides leather upholstery, electric height adjustable driver’s seat, Sport embroidered front headrests, gloss black inserts and blue stitching, the cabin is beginning to show its age.

Like the Ranger, though, the dated design is still logically laid out and while not equipped with embedded satellite navigation, the SYNC 3 eight-inch touchscreen infotainment system is as simple to use and understand as ever, with the added integration of Apple CarPlay and Android Auto, as well as dual USB ports and voice recognition.

Included as standard are a reverse camera and front and rear parking sensors, an eight-speaker sound system, push-button start, second and third air vents with separate control panel, cruise control, keyless entry, rain sense wipers, Hill Descent Control, Rollover Mitigation and Hill

Launch Assist, to name but a few.

Boot space is 250 litres with all seven seats in use, but dropping the third row frees up an additional 800 litres. With the second and third rows folded flat, boot space is 2 010 litres.

Like in the FX4, motivation comes from the single turbo 2.0-litre turbodiesel Panther engine that produces 132kW/420Nm.

Saddled with a raucous soundtrack even at the national limit, the Port Elizabeth-built unit offers a linear power delivery with enough in reserve.

Hooked to the now widely used 10-speed automatic gearbox, the drivetrain, like in the FX4, suits the Everest better than the bi-turbo. However, its penchant for skipping gears did result in it being found lacking for grunt on a few occasions.

For the most part, it propels the 2 360kg Sport along with ease and recorded a best indicated consumption of 8.8l/100km.

Just as impressive was the Sport’s prowess off road.

While the course it traversed hardly rated as mountaineering up the side of the piece of earth it is named after, the Terrain Management system, which comes with four modes (Normal, Snow/ Grass/Mud, Sand and Rock) guided the Everest over the sandy and rocky obstacles with ease, especially the latter which can only be selected when in row-range.

Away from putting its 225 mm of ground clearance in close proximity to the rough stuff, never mind locking the rear differential, the Sport’s ride was another highlight with the suspension ironing out imperfections with supple ease.

Defined as “an optimum point or combination of factors or qualities”, the sweet spot description in more ways than one applies to the Ford Everest Sport as it offers all the attributes of the XLT with an extra visual touch that is both tasteful and restrained.

While admittedly less powerful than the step-up 3.2 TDCi XLT 4x4 priced at R729 700 and the bi-turbo XLT at R759 400, it makes for a more complete package not deterred by its sibling or its arch rival.