More Ford Everest specifications have been released but key details are still missing. Given Ford says the Toyota Prado is the target we’ve compared them…
FORD HAS RELEASED a few more Everest specifications and they make interesting reading. First, it’s clear the Everest is no lightweight. The three models, Ambiente, Trend and Titanium weigh 2370, 2407 and 2495kg.
This means the top-spec Titanium carries 125kg more gadgets that the base model… offroad tourers need to think about whether they want to sacrifice payload for luxury as while Ford hasn’t released the GVM, it’s probably the same across the range. The Everest is 53mm, shorter 25mm narrower and 38mm shorter than the Prado, but the Prado has a length-extending rear wheel on the tailgate.
Towing is 3000kg, as we already knew, but there’s no GCM or maximum TBM figure. We’ve asked Ford, and when they respond we’ll update this post with a view as to how usuable that 3000kg figure really is. UPDATE: we have the figures!
The fuel tank is 80L, which is not bad but once your have your touring gear fitted up expect fuel consumption to shoot up, so you’ll need a long-range tank. Two Prado advantages remain for offroaders which are its standard long-range tanks (in most variants) and door-mounted spare. Adding both to the Everest will entirely wipe out any savings on the purchase price.
The offroad specs are roughly comparable. Notable is that the Everest has a longer wheelbase but is shorter, which probably explains the greater turning circle. Prado has a swing-out one-piece tailgate, Everest’s tailgate is one piece too but is lift-up. We know the aftermarket companies will be supporting these vehicles soon as they manage to source an example to work on.
The table below compares Everest against Prado GXL turbo-diesel, using the forthcoming engine specs rather than the current engine. Where three specifications are given then they refer to Ambiente, Trend and Titanium. We’ve asked Ford for the missing details. We’ve got more analysis of the Everest on this page.
| Ford | Toyota | |||
| Everest | Prado GXL | Difference | ||
| Engine | Type | Turbo-diesel | Turbo-diesel | |
| Capacity | 3.2L 5-cyl | 2.8L 4-cyl | ||
| Power (kW @ rpm) | 143 @ 3000 | 130 | 13 | |
| Torque | 470 @ 1750-2500 | 450 | 20 | |
| Power/tare (kw/100kg) | 5.9 | 5.6 | 0.4 | |
| Torque/tare (Nm/100kg) | 19.5 | 19.3 | 0.2 | |
| Transmission | Gears | 6-spd auto | 6-spd auto | – |
| Transfer case | TBA | 2.566:1 | ||
| Crawl ratio | TBA | 35:1 | ||
| AWD | Yes | Yes | – | |
| Lockable centre diff | No | Yes | – | |
| Adaptive terrain | Yes | Some models | – | |
| Rear cross-axle locker | Yes | No (Kakadu) | ||
| Weights (kg) | Tare | 2370-2407-2495 | 2335 | 77 |
| Payload | TBA | 655 | – | |
| GVM | TBA | 2990 | – | |
| Roof load (kg) | TBA | 100 | – | |
| Dimensions (mm) | Height | 1837 | 1890 | -53 |
| Width | 1860 | 1885 | -25 | |
| Length | 4892 | 4930 | -38 | |
| Wheelbase | 2850 | 2790 | 60 | |
| Suspension | Front | Independent, coil | Independent, coil | – |
| Rear | Live-axle, coil | Live-axle, coil | – | |
| Wheels | Tyre size | 265/50/20 | 265/65/17 | |
| Tyre diameter (inches) | 30.4 | 30.6 | ||
| Spare | Full size | Full size | ||
| Turning circle (m) | 11.7 | 11.6 | 0.1 | |
| Fuel | Capacity (l) | 80 | 87 + 63 | -70 |
| ADR81/02 urban | 11.2 | |||
| ADR81/02 extra urban | 7 | |||
| ADR81/02 combined | 8.5 | 8 | 0.5 | |
| Range (50km reserve) | 664 | 1825 | -1161 | |
| Angles & offfroad | Clearance (mm) | 225 | 220 | 0 |
| Approach (deg) | 29.5 | 32 | -2.5 | |
| Ramp (deg) | 21.5 | 22 | 0.5 | |
| Departure (deg) | 25 | 25 | 0 | |
| Wading depth (mm) | 800 | 700 | 100 | |
| Towing | Braked | 3000 | 2500 | 500 |
| Unbraked | 750 | 750 | 0 | |
| GCM | 5370 | |||
| Max TBM | – | |||
| Seats | Number | 7 | 7 | 0 |
| Pricing (diesel auto) | $54,990 $60,990 $76,990 | $58,690- $92,590 |
Notes
- Lockable centre diff – Prado has a Torsen centre with a lock. It does need the lock in serious offroad conditions. Everest has some form of torque splitter but it can’t be locked. Hopefully the system is smart enough to lock sufficiently when needed…soon as I get the thing on a decently steep hill I’ll telll you all.
- Adaptive terrain – this is a Terrain Response system. Ford has one, Toyota too. Toyota’s is pretty hopeless, maybe Ford’s will be useful.
- Pricing – all three prices are given for the Everests, and it looks like Ford have gone a bit under Prado in every case for equivalent specification.
- The tyres of 265/50/20 for the Everest…don’t panic, the lower spec models look likely to run 17s.
Which would you prefer, Prado or Everest?
UPDATED 07/08/2015 to correct an error in the table where the ramp and departure angles were transposed, and a couple of other details like Prado ground clearance.
The watts/panhard link looks like it has a cable adjustment linkage on it?
I suspect the centre diff will have its bias bound around the 50/50 mark in low range at least electronically.
I’m 90% certain I’ll be getting an Everest. Only the trend model though. Coin won’t stretch to the titanium. Sure I could get a prado, but it’s a bit boring. I like my gadgets.
@trackdaze:disqus – that ‘cable adjustment’ is most likely the handbrake cable…