Багажник на крышу (интегрированные рейлинги) THULE Ford Everest SUV 2016
- Make: Ford
- Model: Everest 2.2L Trend 4×2
- Engine: 2.2L DOHC 16-valve Inline-4 CRDI VG Turbodiesel
- Max Power: 160 PS @ 3200 rpm
- Max Torque: 385 Nm @ 1600-2500 rpm
- Transmission: 6-speed AT
- Price as Tested: ₱ 1,539,000
2017 Ford Everest 2.2L Trend 4×2
First Drive: 2015 Ford Everest in Chiang Rai
Class Leading: 5 ways the Ford Everest is the best in the SUV class
2017 Ford Everest 2.2L Titanium Premium 4×2
February 02, 2018
Ford Everest: A Cut Above The Rest
2017 Ford Everest Titanium Premium 4×4
2020 Ford Everest 2.0L Bi-Turbo Titanium+ 4×4 AT
Same looks, new tricks: 2020 Ford Everest
September 24, 2019
When a new vehicle is launched, the natural trend (no pun intended) is that the top spec variants or top-of-the-line models are the first to be snapped up by customers. And with good reason too as these variants usually have all the best tech, the most power features, the nicer colors, the larger wheels, the more premium interiors, the more powerful engines, so on and so forth. In short, these are the models that will make their lucky owners the envy of their respective gated communites.
Such is the case for the Ford Everest, as the Titanium along with the optional Premium Package raised the bar for the features in the PPV/SUV segment that an owner can show off to his buddies.
What we’re driving now -the Ford Everest Trend- isn’t the top of the line variant. Instead it’s the mid-grade version, one that could very well be the PPV to beat in the range and its price point.
For starters, it looks quite good. This may be a mid range model, but it doesn’t look like they scrimped on the exterior details. The decorative overrider on the lower front bumper is silver while the wide octagonal grille done in chrome. The projector halogen headlamps lose the LED DRLs from the Titanium while the doorhandles and wing mirrors are color keyed (in this case, Aluminum Metallic) to the body instead of chrome. The wheels are smaller at 18 inches, but they look good too and should be more pliant in the city given the higher profile rubber. Overall, it doesn’t look spartan when parked side-by-side to a Titanium version, and I prefer a little less chrome on a vehicle anyway, not to mention that color keyed exterior elements are easier to maintain if they get scratched.
Inside, the Everest Trend has a more straightforward look with a well-matched use of black, gray and silver surfaces. I actually prefer it this way instead of the fancy details on the Titanium Premium variants such as the glossy EVEREST panel on the dashboard and the power moonroof; really, how often do we find use for such features? I wish they did make the AC socket standard across the range, but that might be too much to ask.
To be honest I was expecting features such as a standard audio unit, a standard airconditioning system, the usual gauge cluster, and basic cloth fabric on the seats, but such is not the case for the Trend. The seats are done in black leather, the gauges are similar to the cool ones on the Explorer, the A/C is fully automatic and dual zone, and the audio system is the second generation version of Ford’s now famous voice command-capable, touchscreen SYNC system with 10 speakers, USB input, Bluetooth, among many other functions. After testing SYNC for the last couple of years, it’s still quite neat to be able to call someone or opening a playlist on your iPod simply by speaking a command prompt.
The seats are all spacious for the class, and the second and third rows both fold flat for maximum cargo space if you need it. The third row fold mechanism isn’t the fancy electrical one, but it is one -touch. For safety, this one also has its occupants covered quite nicely. Six airbags are standard and so are the accurate back-up sensors. Even stability control is standard for this variant, something unexpected given its price point.
Powering this version of the Everest is the 2.2 liter Duratorq TDCI 4-cylinder turbo diesel engine shared with the Ranger pick up and replaces the 2.5 liter turbo diesel in the previous Everest. At 160 PS with 385 Nm of torque, the improved 2.2L TDCI actually has one of the highest specific outputs and torque ratings in the PPV category at 72.7 PS per liter displacement, as well as 175 Nm per liter of engine displacement. The 2.2L TDCI is bested only by the new 2.4L 4N15 engine in the Mitsubishi Montero Sport (75.4 PS/liter and 179 Nm/liter), as well as the Chevrolet Trailblazer for torque at (178.6 Nm/liter). Considering those figures, this turbodiesel with the 4×2 drivetrain and 6-speed automatic gearbox, this Everest is easily one of the top contenders as the pound-for-pound champ in the class.
The Everest Trend is quite light on its feet in the city, and is matched with the light steering system. The tires certainly make for a better ride overall, and the smaller wheels aren’t as worrisome as the 20-inch rolling stock on the Titanium when you inevitably hit a pothole. The shifting of the 6-speed automatic is clean and can be quite seamless if driven with a smartly-controlled right foot. Maneuverability is also good, though the combination of the wide A-pillar and passenger side mirrors can present a challenge in tight 90-degree city streets.
Despite the size and weight, the Everest 2.2L is no slouch. Handling is quite good and there’s plenty of torque to go around if you’re going uphill. Overtaking on the uphill is easy, and braking on the downhill is likewise good. I particularly liked the braking balance of the Everest, as the big ute stays planted and stable even in emergency braking maneuvers.
Being a 4×2, it’s best to leave tricky off-roading to the 4×4’s, but the ground clearance is plenty to clear most deep puddles and rocks. And of course there’s the 800mm water wading depth, though we wouldn’t recommend that you put that to the test unnecessarily. Where the Everest 2.2L does well is fuel economy; in the city we clocked in 8.7 km/l with medium traffic, while on the highway we averaged 12.7 km/l on the highway (88 km/h average speed) with 4 passengers.
The best thing about the 2016 Ford Everest 2.2L Trend is its price. At PhP 1,539,000, this version of what is fast becoming Ford’s best selling SUV in the Philippines has bang for the buck written all over it.
All things considered, the Ford Everest Trend performed surprisingly well, exceeding my expectations after driving the Titanium Premium with all the bells, whistles, and even the kitchen sink. With the Everest Trend, Ford achieves a very difficult balancing act with design, performance, fuel economy, comfort, features and more, delivering a sufficiently aspirational car while keeping the price in check.
Such is the reason why the 2016 Ford Everest 2.2L Trend 4×2 deserves an overall 10 by my book, and is probably (to the best of my memory) the first one we’ve driven here to do so.
Ford Everest 2016 Review
Ford Everest Ambiente
Road Test
Even at entry-level, Ford’s Everest SUV, compared with its opposition, is expensive. At $54,990 (plus on-road costs) the Ambiente-spec Everest costs $7000 more than two of its main rivals. Does the fact it’s the biggest and arguably most refined of the new breed of ute-based SUVs justify the pricing?
It might be based on the Ranger LCV, but Ford’s new Everest seven-seat SUV is a lot more than merely a civilised truck. For starters, it not only looks more compact than the Ranger. To a surprising degree, it actually is.
With more than half a metre (534mm) lopped off the Ranger ute’s overall body length, and a 370mm shorter wheelbase, the Everest unquestionably looks a less dominating presence on the road than its workhorse sibling.
But although this pays dividends in the Everest’s on-road handiness – including important factors such as the reasonable 11.7-metre turning circle – you’d never say it feels tight inside as a result.
Legroom – right through to the third-row seat – leans towards generous, there’s heaps of headroom, it’s reasonably broad-shouldered (although slightly less than Holden’s Colorado 7) and offers better total loading capacity than the Colorado, Toyota’s Fortuner or Mitsubishi’s five-seats-only Pajero Sport.
Dimensionally, Ford has struck a good balance with the Everest: It is capable of comfortably packing-in an extended family, yet doesn’t feel intimidating from the driver’s seat – once you are up there.
Although the Everest is close to the soon-to-be-shelved Ford Territory in most measurements, it stands appreciably taller (by 123mm) which makes it more of an effort to climb aboard. And, being not quite as wide (38mm less than the Territory) this tends to give it a lofty, slightly narrow-gutted look too.
Despite its proportions, the Everest fits neatly into the ute-based SUV class. It’s neither more nor less imposing than its aforementioned peers.
For this test, which took in a family summer holiday on Victoria’s west coast, we used a base Ambiente version that would enable us to ascertain whether or not an entry-level Everest buyer is likely to feel short-changed. Certainly in view of the price differential between the $54,990 Ambiente and the $76,990 Titanium model there was some expectation that might be the case.
But in the end we thought Ford isn’t offering a bad deal here. This is despite the fact that even at this level the Everest still significantly exceeds – by $7000 in the case of Toyota and Holden, and by almost $10,000 with the Mitsubishi – its main competitors.
It basically all comes down to the new-tech gear: The Ambiente Everest lacks things like forward collision warning, lane-departure warning, driver fatigue warning, blind-spot sensor, rear cross-traffic alert, keep-your-distance cruise control and the auto parking that are standard further up the ladder, but it does get the safety basics.
The Ambient comes with seven airbags (including a driver’s knee bag and full cabin-length head airbags) stability and traction control, hill-descent and ascent control and a rearview camera, while cruise control, active noise cancellation, Bluetooth, Ford’s SYNC 2 voice command system, auto headlights and a full-size alloy spare wheel are also part of the deal.
There is, however, no climate-control, sunroof, heated and powered seats, power tailgate or sat-nav, but all the stuff you really need is there – including air-conditioned roof vents for the second and third-row seats.
In the bling-free interior, occupants don’t get any downmarket feelings (as you’d hope not, in a $55,000 vehicle) and the cloth seats are adequately supportive and large enough, even in the third row where adult passengers are not entirely ruled out.
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Third-row access is pretty easy too, as the centre row seats slide forward and the backrests flip to minimise clambering. Dropping the centre and third-row seats is equally as easy and opens up a huge 2010-litre load area where a fully intact mountain bike can be casually slipped on board (our holiday cargo included two mountain bikes as well as the usual array of gear for three adults and a child).
On the open road, the Everest is a quiet, smooth companion. The 143kW/470Nm 3.2-litre inline five-cylinder turbo-diesel, with the help of an intuitive, smooth-shifting six-speed auto transmission, hauls the Ambient’s not-inconsiderable 2495kg easily and relatively quietly, providing ample thrust in all driving conditions. But while engine noise disappears into the background on the freeway, it does become more noticeable at lower speeds where some muted diesel roar is evident.
The ride is well damped too, pretty good for a short-wheelbase rework of a ute. Although there is some abruptness to the way it deals with rough, choppy surfaces, initial impact is absorbed through the all-coil suspension well enough. But once the travel starts being used up its heavy-duty nature tends to show through. When you consider the Everest is rated to pull up to three tonnes of braked trailer (an ability it shares with the Holden Colorado 7, although both are slightly below the 3100kg rated Pajero Sport) it copes pretty well. Still, the ride is more LCV than SUV.
Where the Everest best disguises its origins is in the electric steering. At 3.4 turns lock to lock it’s pretty quick and light, and is way better than dealing with the wheel-twirling traditionally required of a large LCV, where unexpectedly large handfuls of lock are often required to execute the simplest manoeuvre.
But height-only wheel adjustment? That is surely something of an oversight.
On our extended test the Everest averaged 10.6L/100km which we considered acceptable for the circumstances – it was pretty well loaded-up most of the time – although a lot of the kilometres covered were on quiet country roads. Matching the official 8.5L/100km would be a bit of a challenge.
At around 55-grand for the entry level model, the Ford Everest is not your cheapest SUV. But it is unquestionably refined, spacious, capable and safe. It’s certainly one of the better ute-based SUVs presently on offer.
2016 Ford Everest Ambiente pricing and specifications:
Price: $54,990 (plus on-road costs)
Engine: 3.2-litre five-cylinder turbo-diesel
Output: 143kW/470Nm
Transmission: Six-speed automatic
Fuel: 8.5L/100km (ADR Combined)
CO2: 224g/km (ADR Combined)
Safety Rating: Five-star ANCAP
Also consider:
>> Toyota Fortuner (from $47,990 plus ORCs)
>> Holden Colorado 7 (from $47,990 plus ORCs)
>> Mitsubishi Pajero Sport (from $45,000 plus ORCs)
>> 2016 Offroad SUV Comparison Test (Ford Everest v Holden Colorado 7 v Isuzu MU-X v Jeep Wrangler Unlimited v Mitsubishi Pajero Sport v Toyota Fortuner)
Thule багажник на крышу Wingbar Edge чёрный для Ford Everest 2016- на интегрированные рейлинги
- Описание
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Особенности
Изделие успешно прошло испытание City Crash в категории до 75 кг согласно нормативам ISO. Победитель IF Design Award 2013.
| Раздел: | Автобагажники на крышу |
| Производитель: | THULE |
| Артикул: | 959520-4070 |
| Материал: | Алюминий |
| Цвет: | Чёрный |
| Высота, см: | |
| Применимость: | интегрированные рейлинги |
| Тип перекладин: | Аэродинамика крыло |
| Авто: | Ford Everest [2016 — н.в.] III |
Оплата:
ВАРИАНТ 1. ОПЛАТА БАНКОВСКОЙ КАРТОЙ НА САЙТЕ
ВАРИАНТ 2. БЕЗНАЛИЧНЫЙ РАСЧЁТ
ВАРИАНТ 3. ОПЛАТА НАЛИЧНЫМИ или БАНКОВСКОЙ КАРТОЙ при получении курьеру или самовывозе
Доставка по Москве и МО.
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Доставка товара по России
«СДЭК» — имеется возможность отправки некоторых групп товаров наложенным платежом
Стоимость доставки от нашего склада до транспортной компании по г. Москва — БЕСПЛАТНО
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Более детальную информацию смотрите в разделе сайта «Доставка»
Conclusion
The raft of SUVs built to stay solely in the confines of the city and suburbs has poached a healthy chunk of car buyers who want the look and lifestyle of a four-wheel drive but don’t have the time, expertise or even desire to go off-road. Unfortunately, this limits the options for a serious 4×4 that can also double as a suburban wagon for mums and dads who like to take to the road on the weekends and school holidays.
The Everest fits the bill to give families that like to hit the road together an option of a seven-seater that’s not only comfortable but capable too.
Interested in a test drive? Motorama Ford is the place to be — so make sure you come and see the Motorama Ford team in Moorooka.
As a new Ford owner, you will receive a Ford Express 5 Year/Unlimited
Kilometres New Vehicle Warranty with your purchase. For details about
this warranty, please click the button below.
In a nutshell: The Ford Everest is the seven-seat 4×4 wagon version of the Ford Ranger, although it isn’t the Territory replacement many thought it would be.
2016 Ford Everest Titanium
Price $76,790 (+ORC) Warranty three years, 100,000km Safety five star ANCAP Engine 3.2-litre five-cylinder turbo-diesel Power/Torque 143kW/470Nm Transmission six-speed automatic Body 4892mm (L); 2180mm (W); 1837mm (H) Angles 29.5-degrees, departure is 25-degrees and rampover is 21.5-degrees Weight 2495kg (Titanium) Towing Up to 3000kg Fuel Tank 80 litres Thirst 8.5L/100km; 10.1L/100km on test (400km of mixed driving; highway, around town and a short 75km off-road loop)
Editor’s Rating
ONE OF THE most eagerly anticipated new vehicles to arrive on the market in almost any year was the Ford Everest. Based off the much-loved Ford Ranger ute (but with some key differences), the seven-seat Everest, like the Ranger, was developed in Australia and extensively tested here to ensure it was “just as capable traversing the Simpson Desert as it is finding a parking spot in the local shopping centre,” or so Ford said when it launched the thing in September last year.
Ford also did what almost no other car maker has done before, at least so blatantly, and distributed a series of press releases comparing the new Everest with the Toyota Prado, completely ignoring the, more traditional SUV, Toyota Fortuner as a competitor. Yet that’s what the Everest is, a traditional SUV. Sure, at $76,790+ORC it’s priced like a Prado, but from a drive experience and type-of-vehicle point of view it really is in the same boat as the likes of Mitsubishi Pajero Sport, Isuzu MU-X and Toyota Fortuner. Moving on…
What is it?
We’re testing the Everest Titanium, and there are three model grades but unlike some makers that add off-road technology the higher you go up the spec list, Ford has made all of its Everest variants equal in terms of off-roading, and simply added ‘luxury’ and safety features:
- Everest: Constant 4WD and gets seven seats. Just called ‘Everest’;
- Everest Trend: Adds driver assist technologies such as Adaptive Cruise Control with Forward Collision Alert and Lane Keeping System. Gets 18-inch alloys, sidesteps and powered tail-gate.
- Everest Titanium: Leather trim, panoramic powered sunroof, powered third row, semi-auto parallel park assist and satellite navigation. Has 20-inch alloys, high intensity discharge (HID) head-lights and chrome finish on door handles, side mirrors and sidesteps.
Under the bonnet is a Euro 5 compliant 3.2-litre five-cylinder turbocharged diesel engine that makes 143kW at 3000rpm and 470Nm of torque at 1750-2500rpm that’s mated to a six-speed automatic only and permanent four-wheel drive which is controlled via Ford’s Terrain Management System (TMS). Fuel consumption is 8.5L/100km and the fuel tank is 80 litres.
Like Land Rover’s Terrain Response, Ford’s TMS offers four settings: Normal; Snow/Mud/Grass; Sand and Rock and this alters throttle response and traction control. There’s also a computer-controlled centre diff and low range as well as a rear differential lock which is manually engaged via a push button.
Everest also offers hill descent control and one neat function is that the rear differential lock can be used when this mode is active.
There’s less ground clearance for Everest than there is on Ranger with 225mm (instead of 230mm) and approach angle is 29.5-degrees, departure is 25-degrees and rampover is 21.5-degrees. Maximum wading depth is 800mm. Like on the Ranger Wildtrak, the factory-fitted side steps get caught up when driving off-road.
What’s it like?
Climb up into the Everest Titanium and you’re presented with a very Falcon-esque interior with squidgy leather seats and a large seven-inch touch screen running Ford’s SYNC2 infotainment and communications system. The system itself is pretty easy to use, although the display itself looks a little basic in the way menus and sub-menus render. But, hey, it does what you want it to do, so, really, I shouldn’t complain.
The controls for the dual-zone climate control sits below the touch screen with clearly marked press buttons making it easy to control on the fly. There are numerous storage holes around the cabin, so stashing phones, bottles, and the like, will be easy. Ahead of the steering wheel are two small TFT screens, one on either side of a centrally-mounted speedometer. These screens allow you to drill down into sub menus, but there’s no screen that will display the tachometer as more than just a small bar that I missed several times while trying to find it, mistaking it for a temperature gauge (you can see it in the picture below to the left of the fuel gauge; it’s on the right-hand screen). Amendment: a reader, Paul B, has commented that there is indeed a full size tacho display on the Titanium… sorry all, but my fat fingers must have kept scrolling past it. Thanks Paul.
And, another niggle, for me at least, is the fact the doors don’t have an extra handle in the armrest, there’s just a grab handle at the front of the door. This means when you’re trying to open or close the door in a tight carpark you’re got to hook your fingers into the window sill to avoid slamming the door into the car parked next to you; it’s just ergonomically awkward. The other let down is the look and feel of the plastics, which appear to have been made from melted down old lunch boxes; on the plus side the hard, scratchy plastics should last a lifetime, with Everest owners telling us that their interior might feel like “three-star accommodation, but it’s impossible to scratch”.
The front seats are nice and comfortable and the power adjustment on them goes some way towards making up for the absence of reach adjustment on the steering wheel. Climb into the back and there’s a decent amount of room with the second row seats able to slide forwards and backwards. But, the seats are still only 60:40 split, and the 40 is on the road side, or, in other words, the wrong side. That said, it doesn’t really make a whole lot of difference as if you’re trying to access the third-row seats then you’ll have to clamber over the second row seats anyway because they don’t tumble forwards. And, if I’m honest, this is just ridiculous.
Once over in the back and the novelty of raising and lowering the two third row seats electrically has worn off then you’re left trying to work out where you’ll put your feet. Even with the second row seats pushed forwards foot room for third row passengers is almost non-existent; even teenagers would struggle in this last row.
However, Ford has made some effort when it comes to heating and cooling, with all rows getting air vents; the second-row passengers can even control their own air flow and temperature.
In the same control panel for the HVAC in the second row there is a USB outlet and a 230V (150W) outlet, although Ford claims it’s a 240V outlet… And the fact you can fold all the seats completely flat is very good indeed, offering up 2010 litres of bootspace.
On the road, the Everest has more than enough grunt to keep up with traffic, even with the family on-board and the six-speed automatic offers nice smooth shifts. The steering is feel-free but is direct and consistently weighted no matter the speed. The steering-mounted thumb controls are easy to use and don’t distract from driving the thing.
Around town, the Everest manages to smother the worst of the roads imperfections without fuss, and even in the back seat the ride is pretty good (remember, the thing has a coil-sprung bum which will always be a little more roly-poly). However, as speed builds the ride tends becomes a little sloppy with plenty of body roll in corners and a softness in the springs and dampers that sees the thing take a moment or two to compose itself after hitting rougher sections of road.
Our test drive of the Everest was limited to three days only, so our trip off road with it wasn’t our usual test, but it still allowed us to learn a few things. And one of those is that the Everest is much better off road than on it with the soft suspension coming into its own when crawling across uneven surfaces at low speeds, the steering and throttle response are nicely weighted for off-road driving, too.
Our off-road track saw the Everest drive across severely corrugated roads, something it managed without feeling as if the dashboard and interior were going to vibrate themselves to bits (Pajero, we’re looking at you right now), but it also took in a steep, slippery and very uneven initial climb to get onto our low range track. And this presented us with some drama…
Because the climb was steep and slippery, rather than rocky, I selected Snow/Mud/Grass and selected low range, but I backed out at around 2000rpm because I had diagonally opposite wheels spinning. It felt like traction control had been disengaged, which it hadn’t. Rather, I simply needed to keep my foot into the thing to prompt the Everest into action, and subsequent testing has revealed the Everest needs considerably more revs than other 4×4 wagons in the same segment before its traction control system kicks in… but, I should add, that once it does start working, it’s incredibly capable. You just need to remember to keep the revs higher than you might be used to. [ See our Pajero Sport review which includes footage of an Everest in Snow/Mud/Grass and Rock Modes ]
In the end, I simply engaged the rear differential lock and the Everest inched up the initial climb without drama; so there was clearly plenty of grip to be had. Toyota runs a similar brake traction control system which requires less revving and thus wheels spinning before it kicks in. At least the Everest’s brake traction control works on the front axle when the rear locker is engaged.
In terms of safety, Ford has made sure the Everest is at the pointy end of 4×4 wagons. It gets a 5 star ANCAP rating, active cruise control on the Titanium as well active lane keeping assist and this function has a couple of settings that allow you to increase or decrease the level of assistance; I’d decrease it to the minimum level of assistance because the system is easily tricked by non-lines on the road, like skid marks and the force it applies to the steering wheel is enough push you off line. That said, in its lowest setting it does what you want, and gentle reminds you you might have wandered out of your lane.
Beyond the above, the Ford Everest has the usual traction and stability controls (which aren’t the same thing) auto locking on the doors, keyless entry and the SYNC2 system, when connected to a smartphone, is able to contact emergency services in the event of a collision.
- Таиланд: Районг ( AAT )
- Вьетнам: Hải Dương (Ford Vietnam)
- Индия: Ченгалпатту ( Ford India )
- 2,6 л G6EI4 ( бензин )
- 2,5 л Duratorq I4 WL ( дизельное топливо )
- 2,5 л WL-T Duratorq I4 turbo (дизель)
- 3,0 л VS Duratorq I4 turbo (дизель)
Ford представил первое поколение Everest в марте 2003 года на 24-м Международном автосалоне в Бангкоке . Разработанный специально для азиатских рынков, Everest разделяет 60 процентов компонентов Ranger, включая его 2,5-литровый турбодизельный двигатель с промежуточным охлаждением и внешний вид от передней части до средних стоек. Выяснилось, что разработка автомобиля стоит 100 миллионов долларов США, включая инвестиции, необходимые для изготовления Эвереста.
Поскольку он основан на Ranger, он сохранил независимую переднюю подвеску на двойных поперечных рычагах и заднюю подвеску с листовыми рессорами от Ranger, а также спроектирован так, чтобы обеспечить уровень комфорта и управляемости на уровне, который лучше, чем у Ranger.
Эверест продавался в Азии, на Ближнем Востоке, в Центральной Америке и на Багамах . Он был построен на заводе AutoAlliance Thailand в Районге и в виде комплектов CKD в Ченгалпатту , Индия, и Хайзыонг , Вьетнам. В Индии Эверест был представлен в 2009 году. Он переименован в Ford Endeavour, чтобы избежать юридических проблем из-за существования в стране бренда по производству специй с таким же названием.
Крупный фейслифтинг (2007)
В ноябре 2006 года Everest претерпел серьезную реконструкцию, в ходе которой были заменены все передняя и боковые панели кузова, чтобы он выглядел более современно. Изменения также включали обновленную переднюю панель, новую трансмиссию и улучшенный двигатель. Кроме того, в обновленном дизайне впервые появилась новая 5-ступенчатая автоматическая коробка передач с раздаточной коробкой BorgWarner и новый Active-Shift-on-the-Fly (только 4×4). Несмотря на масштабные изменения, он сохранил код проекта U268. Тем не менее, эту модель 2007–2015 годов Форд или средства массовой информации иногда ошибочно называют Эверестом второго поколения.
Вторая подтяжка лица была проведена в 2009 году. Хотя изменения были менее значительными, чем предыдущая реконструкция, теперь Everest имеет менее квадратную облицовку, чем его предшественник, и был похож на рестайлингового Ranger. Изменения были достигнуты за счет изменения переднего крыла, переднего капота, передних фар, решетки радиатора и переднего бампера, а также за счет более крупных 18-дюймовых полированных легкосплавных дисков, измененной задней двери и новых задних фонарей.
Еще одно меньшее обновление было представлено в 2012 году, теперь с новой решеткой радиатора. В 2013 году Эверест подвергся окончательной косметической обработке, теперь с новым передним бампером, похожим на несколько глобальных автомобилей Ford.
Disclaimer
Please confirm price, specifications and features with the Dealership.
The Dealer’s actual prices may vary from the published price for a number of reasons, including additional charges applicable under the laws in your state. Contact the dealer to confirm the final drive away price that will apply to your purchase. The Dealer and its providers of data have been diligent in providing accurate and complete information. However, the Dealer and its providers do not warrant the accuracy or completeness of the data. Please contact the dealer to confirm the details of this vehicle. Use of this website indicates your acceptance of our Terms & Conditions.
sales Department
Kedron Sales Opening Hours
- Mon — Fri: 8:30 AM — 5:30 PM
- Sat: 8:30 AM — 4:30 PM
- Sun: Closed
Kedron Service Opening Hours
- Mon — Fri: 7:30 AM — 5:30 PM
- Sat — Sun: Closed
Geebung Service Opening Hours
- Mon — Fri: 7:30 AM — 5:30 PM
- Sat — Sun: Closed
Truck and Bus Centre Service Opening Hours
- Mon — Sun:
At Byrne Ford, we believe it’s all about the drive.
Byrne Ford is part of the Byrne Automotive Group group — a metropolitan Dealership located on 496-512 Gympie Road, Kedron, Brisbane. We are committed to providing our customers with an outstanding motoring experience, delivered with professionalism, integrity and enthusiasm.
Our Dealership has easy access and ample parking. We stock the complete Ford range, and because we are a large Dealership we can assist you in finding the right new or used vehicle, and at the right price. Make sure to ask us for a competitive finance quote also when discussing your new ride. And if you’re just in the market to sell your car, please don’t hesitate to get in touch with one of our vehicle appraisers.
When it comes to enjoying trouble-free motoring, there is no better place to service your car than at one of our three state-of-the-art Service Centres located in Brisbane.
Enjoy our website and we look forward to seeing you soon!
The easiest way to sell your car! Hassle Free, Stress Free and appraisals take as little as 30 minutes.
Disclaimer
*Terms and conditions apply. Not all vehicles are sold with our 3 Year’s Roadside Assistance included in the purchase price.
Please confirm price, specifications and features with the Dealership.
The Dealer’s actual prices may vary from the published price for a number of reasons, including additional charges applicable under the laws in your state. Contact the dealer to confirm the final drive away price that will apply to your purchase. The Dealer and its providers of data have been diligent in providing accurate and complete information. However, the Dealer and its providers do not warrant the accuracy or completeness of the data. Please contact the dealer to confirm the details of this vehicle. Use of this website indicates your acceptance of our Terms & Conditions.
For more information on this vehicle, please contact us on 07 4660 2000 or fill in the form below:
