WHEN the Ford Everest was first introduced in the country not so long ago, it was a sales hit due to the fact that, at that time only, the Blue Oval had the initiative to build a diesel-fed, midsize, mass market-intended SUV. Since then, Ford has seen the competition catch up significantly and launched an all-new version in 2007’s first quarter. But is the new Everest’s arrival too late in an already crowded arena?

Much like its predecessor, the 2007 Ford Everest has an exterior that looks to meet headwinds head-on, damn the drag coefficient. The big difference is that the current model sports a better-looking front fascia, a grille that has bigger inlets (for better airflow toward the engine bay) and better-looking 16-inch rims. The side step boards and tailgate-mounted full-size spare tire are retained, and both features are a big help for short passengers and for tire change emergencies.

Inside, the tiered floor pan is also retained from the previous model, and, as a result, all occupants (six to seven in relative comfort) are assured a towering view of what’s ahead. All seats now (and the center console lining) are wrapped in comfy moquette fabric, which touch and feel greatly relaxes everybody inside even after long drives. Both second and third rows fold and tumble down for added space, and the Everest’s forward-tumbling third row is easier to operate than the 50:50 lateral-split operation of the Toyota Fortuner. Speaking of the Everest’s third row, lateral room has improved, but is still lacking in knee-room. Lesson: the Everest’s third row can only fit two adults standing 5'6" and below, kids or midgets.  

The cold air conditioning (A/C) has triple-zone ventilation for all three rows, but the middle-front vents should be bigger. The aluminum-lined, Ford Ranger-derived audio entertainment and A/C controls are a big plus, but apparently they were given bigger priority. Interior lighting is rather inadequate, with the inside lamps located only at the second row and near the tailgate ceiling areas. The audio entertainment is nice, but its backlighting should be brighter and it needs help at the treble end.              

The 2.5L common-rail diesel direct injection engine (derived from the current model Ford Ranger) has better low-end response than its predecessor. A fatter torque curve makes powerband entry (1,900 to 2,000 rpm) and partial boost (3,000 rpm) comes in early in the rev counter, but there’s a slight turbo lag due to the SUV’s weight (1,875 kg). The five-speed manual transmission’s gearing is fairly even, but fourth gear is tall. Clutch engagement and effort to row the shifter requires moderate effort, similar in feel to the 2007 Isuzu Alterra 4x2 M/T. Nevertheless, the benefits of the upgraded engine and weight shaving are obvious in the tested top speed (155 kph) and fuel consumption (9 km per liter, four days mixed driving).

Handling is somewhat better than its predecessor, with the 245/70R16 tires breaking traction (with loud tire squeal) at 65 to 75 kph. There’s pronounced body roll during hard cornering, but the ride (especially at the rear) is better than the previous model. It’s less bouncy, but leans more toward a floaty yet cushiony ride comfort. Steering is moderately light to moderate in feel, and blunt but manageable.

Despite a disc and drum setup for the front and rear brakes, stopping power is great, with the anti-lock system waking up at one-half to three-fourths middle-pedal effort. The umbrella-type handbrake parallel to the driver’s right knee (similar in use to the Toyota Tamaraw FXs) was retained from the previous model, and gives great grip. Lighting from both headlights and fog lights is great, but needs to be changed to aftermarket HID (high-intensity discharge) units to provide better night vision for the driver. The door locks are a big change from the previous Everest, but are incorporated into the door handle receptacles (similar to the Mazda 3) and need just a pull or push on the said locks’ tabs to unlock or lock the doors.

The SUV that was once the Blue Oval’s bread and butter is back in a big way, and is much improved over its lumbering predecessor. Its own way of portraying thrilled ruggedness is sure to make owners wish they knew when to quit driving fun, whether it’s on tarmac, hard earth or pebbly roads. 

WE have a saying that it’s all right to dream because dreams don’t cost you money.  That means that we can dream all we want about the best things in life—most especially about cars.

I JUST came back from a trip to Oriental Negros (yes, it used to be called Negros Oriental), Dumaguete and Cebu.

WHEN the Ford Everest was first introduced in the country not so long ago, it was a sales hit due to the fact that, at that time only, the Blue Oval had the initiative to build a diesel-fed, midsize, mass market-intended SUV.

THEY say everything comes in threes, which is especially great when it comes to the Mazda3! Coinciding with its third anniversary in the Philippines, the New Mazda3 was recently launched, multiplying the thrill with over 100 enhancements that improve driving dynamics, design, craftsmanship, as well as packaging and safety features. 

THE public poll for the 2007 Petron Xtra Unleaded Auto Focus People’s Choice Awards officially closed its three-month run at the end of the Philippine Motor Show and Auto Expo held at the World Trade Center (WTC) from May 24 to 27.