Back to News

Road Test: 2010 Ford Everest 3.0TDCi Dura-Torque 4x4 AT

The idea that one could take a standard bakkie and turn it into an SUV has been around for years. In some cases it has worked but these machines are slightly flawed and seem to suffer from some form of identity crisis. The problem is that generally the SUV is seen as a more luxurious, mountain conquering road warrior, but it still ends up feeling like a bakkie.

That stems from its design and in the case of the Ford Everest nothing really changes, or does it? The Everest shares almost everything including its chassis platform with the Ranger, and the interior is about as exciting as that of the Ranger. Even the drive train is much the same, but the ride has changed because of the added weight and aerodynamics. Overall the Everest feels much better than the Ranger and my conclusion even from the onset is no, it’s not just another SUV.

On road the Everest does still feel heavy and on average the handling is not the best in this class. With no traction control, driving in the wet can be entertaining as well, but with the leaf springs in the rear and the heavy suspension needed up front makes this a solid 4X4, handling will be hampered. The steering is however well weighted and like most SUV’s it takes a little finesse and plenty of practise to get comfortable behind the wheel.

Off road is where this might be the class beater but with only a clutch operated limited slip diff at the rear and not a diff lock, you may loose traction from time to time, but only for a second or two. None the less, some journalists have taken the Everest on a class 4 off-road route (Defender territory), and had very few problems along the way. Front approach angle is generous at 32degrees, break-over is at 24 degrees, and rear departure is at 26degrees, more or less the same as the Ranger.

At the moment the Everest is only available with the 3.0 litre Dura-Torque, 4cylinder Turbo Diesel engine. Power is at 115Kw from 3400rpm, and 343 Nm of torque is available from 1800 rpm, making for a rather useful operating range. Power delivered to the 4 wheels is via an interlocking unit between the front and rear diffs and controlled by the 5 speed automatic or 5 speed manual gearbox with manual transfer box control. The Auto box however has on-the-fly electronic transfer.

The unit which I spent time in was the automatic and I would say that the manual is the way to go. Although the CVT gearbox does allow a bit more flexibility off road, it is not that nicely suited for on road driving. For one, being able to decide how you want to use all that torque is one thing, but having your engine go to idle at any speed under 110Km/h on the freeway is a little uncomfortable and this is what will take a long time to get used too. 

Ergonomically, the front cabin does feel and look a lot like the Ranger, but it is more airy and spacious. There is no cruise control option, but otherwise every other necessity and luxury is accounted for and space to the rear is ample. Most noticeable the leg room allows for some big characters to fit the rear cabin and although the boot is smaller than some competitors, this space will make the difference. 

Fold away seats far back make up the last row and although they only suit the kids they are a useful necessity. The boot lid itself opens sideways and for most that seems logical, but practically it can be a little awkward as I found in our cramped parking areas at the mall. The exterior also reflects plenty of Aussie American flare with its long but narrow body but it does give the impression that this motorcar was built with long mountainous routes, or the outback in mind.

Ford Everest 3.0 TDCi XLT 4x4

R 373 420