|
On paper, the Everest’s drive train is the most primitive. While the Fortuner/Innova and Alterra are both running on new generation common rail diesel injection engines, the Ford has to be content with its crude, but robust Ranger pick-up sourced engine. The 110 horsepower rating isn’t mind-boggling, but on the road, the Everest doesn’t feel lacking thanks to its 280 Nm of torque. This pushes the almost 2-ton body forward with relative force that will satisfy all except the aspiring racers. However, it’s worth noting though that the Everest has little to give once it reaches the century mark, especially if mated with the 4-speed automatic. On more than one occasion, the Everest would seem to meet an invisible barrier beyond 110 km/h. On top of that, refinement isn’t high on the drive train’s list of qualities. The 6-speaker system will prove to be useless beyond 100 km/h, and the accompanying shift shock is certainly too much to bear, even for a SUV this old. So where does it score an ace versus its newer rivals? Robustness and solidity. While the Toyota and Isuzu both have fancy four-wheel drive systems, old-schoolers will certainly enjoy the Everest’s use of levers and RFW switch to engage/disengage its front wheels. It has good ground clearance, meaning it can traverse any sort of challenge mother earth throws at it. The meaty tires also give additional footing (it has one of the widest compared to its rivals). The trade off to this robustness, of course, is a bouncier ride quality. Though not as rough riding as the more primitive AUVs, it certainly won’t score high on anyone’s card. In terms of design, the simplicity of the Everest is admirable. Compared to the awkward looking Alterra, the Ford is perfectly penned in a cubic sort of way. And while the tail lamps scream CR-V rip off, designers have integrated the A and B pillars of the Ranger well onto the extended cabin. The angular, 90-degree approach signal the Everest’s intention as a do-anything, go-anywhere vehicle—much like a Land Rover Defender. At the same time, the lines are classic and will age gracefully in time. Inside, designers were severely limited to using Ranger switch gear and dash components. So while ergonomics and driving position are sound enough for everyday operation, they aren’t pretty to look at. They look pretty much dated, especially the audio head unit and the messy placement of the ventilation controls. The materials aren’t top notch too, but they certainly feel solid enough to take on a lifetime’s worth of abuse and misuse. Into the most important aspect, the seating, the Everest actually does pretty fine. All rows have ample room, but the best is the limo-like space on the second row. Passengers are treated to their own seatbelts and air conditioning vents, but the third row lacks any sort of headrest, which doesn’t bode too well with lessening whiplash injury especially for kids. Ingress and egress is equally excellent on the Everest since the second row is equipped with an ingenious one-touch folding seat. Sadly though, the third row doesn’t offer any sort of split fold-tumble option. It merely folds. |
|
||||||||
 |
|||||||||
