Jul 05, 2022 Warwick Robinson Ford
As one of the last of the current range, the “Sport” version is surely intended to run out the current model range before the new model is launched, rumors suggest as soon as late this year. While the next-gen Ranger and its Everest derivative are going to certainly be some of the most desirable and anticipated new models in recent years, no-one that can deny that this Everest Sport is a fantastic looking vehicle with a compelling offering.
A few bling bits really make the variant stand out, not least of which is the mesh grille upfront and some black detailing on wing mirrors, tailgate and rims. In my opinion its the bets looking Everest to date – especially in the white. It certainly looks the part of a beefy urban off-roader and offers owners a package that screams “Sportiness” – well, quite literally with the big “Sport” decals on the lower part of the rear doors. The interior is in my opinion a class leader, it’s at once clean and rugged, but still feels quite luxurious, with the custom stitched seat trim and “Sport” badges embossed on the front seats.
We have tested and reviewed the Everest in the past, in its various engine derivatives, and it’s no secret that I am a fan of larger displacement engines for SUV’s and Bakkies. It’s just that I am always a bit skeptical about the lower capacity engines, even when mated to admittedly better and better turbo systems and advanced gearboxes, specifically for the purposes for which an individual buys this type of vehicle. Ford has very successfully used their 2.0L turbodiesel mill across the Ranger and Everest ranges and even in single turbo guise, it really does offer a highly acceptable solution for most driver’s needs. However, its this balancing act of trying to keep everyone happy that naturally exposes some weak areas, but that has to be weighed against what these vehicles actually get used for on a day to day basis. Let’s face it – it will spend most of its life on school and shopping runs.
So here’s the good: The Everest Sport is a pleasure to drive around town, our unit came shod with very “road friendly” tyres that produced very little road noise and Ford definitely has the upper hand in the feel of their suspension systems. That mix, while definitely and realistically set up for the real-world use case for this class of SUV was surprisingly good off-road too. I used the Everest to pop up to the bush for the weekend, trailer in tow, and was really impressed by how good it felt on pretty rutted sand roads. A really solid and planted feel, giving you confidence to drive at 60-80kmh and know that ditches, ruts and dongas present very little issues for the suspension, and that slowing down or stopping presents no issues at all. Given that our model had permanent 4x4, I used the Sand setting on the drive selector, and I could definitely feel a difference in the grip on some of the more sketchy roads, and honestly didn't feel the impact of a trailer with a dirt bike loaded up at all.
When cruising around a game farm looking for animals it’s quiet and gentle, but has no issues climbing in and out of some dongas when traversing river beds and washed away tracks. When visiting a local lookout point it scrambled up the massive granite rock at Jericho without any fuss, and led some far more traditional off-roaders across crinkle cut sections and muddy crossings with ease. It really is a revelation how easy Ford have made this car to drive.
Ford’s infotainment system is intuitive to use and the test unit came with most of the bells and whistles, lacking only a few of higher end options that I could notice. Admittedly though, many buyers do not view all modern driver aids like lane change control etc. as imperative, and I imagine that the Sport’s package of features adds to the good value on offer at its price point. Dual climate control, cruise control, USB ports, multifunction steering wheel controls, reverse camera, PDC, navigation, and electric folding mirrors are all included. Other more “standard” features like seven airbags, auto on/off lights, rain sensor wipers, Bluetooth connectivity, voice control, leather upholstery, keyless central locking ABS and stability control and are all there too. Our unit was the 4x4 variant which, together with electronically activated low range 4x4, also includes hill descent control, and a number of driving modes for sand, mud and ice.
I do also have to point out what I see as the Ford’s main weak point, directly related to the lower capacity engine. That's to be found in the performance and consumption areas. As pointed out above, on sand roads, on the highway and regional roads, or even towing, the 2L diesel is a pleasure - at speed.
It is getting to “speed” that I found a mite frustrating, and if you watch the instant fuel consumption while pushing from standstill to around 50Km/h, that frustration grows. I imagine that the decision to follow this powerplant format has many production, supply chain and environmental boxes to tick, and it ticks them well enough to be fair. But smaller capacity engines should by nature also offer consumption advantages, and to get a vehicle of this size and weight going requires a distinctly heavy push on the accelerator pedal. This naturally has quite an effect on fuel economy. Ford claim 7.1L / 100km for the Everest Sport, but I battled to keep consumption under 10L even when not towing. My driving style probably has a lot to do with that, but climbing back into a car with a larger capacity engine albeit far older technology just felt more familiar to me. Knowing that I had the torque and pure “grunt” of a larger engine, if for a marginally heavier fuel bill, feels acceptable.
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