For the true blue American SUV experience

For years the Ford Endeavour was the default choice for buyers who were looking for a full-size sports utility vehicle. The Endeavour was a bit early for the times and had two key advantages apart from its size. It was a 7-seater and it didn’t look like a family van, it actually had the credentials of a true, off-road capable SUV.

Until competition in the form of the Toyota Fortuner arrived, the Endeavour was the one that ruled the roads, albeit with its small sales numbers. The Fortuner, though expensive at the time of its launch, managed to draw in the customers in the segment due largely to its looks and street presence. By then, the Endeavour’s design was getting dated and a new generation wasn’t due soon.

Finally, last month, Ford launched the new generation 2016 Endeavour, and by the looks and feel of it, now the Fortuner may be the one that will be behind in the chase.

The previous generation Endeavour (Everest in some of the other South Asian markets like Thailand) was big, very boxy and very SUV-like with that spare wheel on the tailgate, and perfect for the Indian buyer who wanted the size or the vehicle to match his bloated sense of self-assumed importance. The new generation Endeavour fits even better into the same slot after accommodating the finer design sensibilities that buyers here have acquired over the past few years.

It continues to be big and burly, but the new Endeavour is much less boxy and the spare wheel is now under the floor of the boot. The design has a lot of the Blue Oval’s trademark lines written all over, especially in the front with the chunky, hexagonal two-slat chrome grille and the clamshell bonnet. Despite the changes, and the lack of body side cladding, the new Endeavour actually looks bigger than the predecessor. Massive wheel arches shaped out of the body panels and deep cut wheel wells, and the oversized skid plates styled out of the fenders add to its macho looks. The 225mm ground clearance, running floor boards and the massive door mirrors gel with its big SUV image. The rear of the new Endeavour is more compact, though individual design elements like the chrome garnish strip connecting the tail-lamps are oriented towards trying to emphasise its width. Top trim variants get LED tail-lamps and LED daytime running lights.

The big change in the new Endeavour is in the cabin – the amount of new features and new tech that the vehicle now comes loaded with. Many of them like the semi-auto parallel park assist and the panoramic sunroof are just the things needed to woo Indian buyers. They will be the key differentiators from the competition in this price segment. The perceived quality of the new Endeavour’s cabin is the other feature that is most likely to be appreciated by buyers. There is double-stitched leather on top of the dashboard and the seats are wide, plush and covered in leather. The dashboard itself is very upright and simplistic, with some plastic parts that seem ordinary, but the feel of luxury is still there, especially in the top-trim 3.2L 6 Auto we test drove.

One of the benefits of the 4.8-metre length of the new Endeavour and the fact that the axles are positioned with very short overhangs at the front and rear is the amount of space it affords inside the cabin. There is sufficient legroom even in the third row seats for young adults or kids to sit comfortably, though the lack of thigh support could make it uncomfortable over long journeys. The second row can be adjusted for more legroom and the seats are all wide and comfy. Dedicated air-conditioner vents for all rows means that the cabin should be a cool place to stay in. Power folding third row seats and a power closing tailgate means making more room and using it at the rear is super easy. But getting in and out of the new Endeavour may be a problem for older passengers who might find the seat height tall and typically SUV like. Stepping on the floor boards and heaving oneself in is inevitable if one is even an inch shorter than six feet.

Touchscreen infotainment system, rotary mode selector for the 4X4 system, the leather wrapped steering wheel with multiple controls and the active noise cancellation feature in the audio system that keeps the in-cabin engine noise levels to a minimum are some of the features we liked. The engine is quite noisy on the outside though, with the typical diesel engine clatter being prominent.

The model we test drove was the 3.2L TDCi with a 6-speed automatic gearbox. On paper, the engine might seem a bit less powerful than may be required for a behemoth like the Endeavour. But with more than adequate torque available through the rev-band, the new model doesn’t seem weak or lumbering on the road. There is a healthy 470Nm of torque available, though this peak level is generated within a small rpm-range of between 1,750 to 2,000 rpm. As a result, the 3.2L TDCi has a punchy and strong mid-range, and the sub-1,500 rpm acceleration cycle feeling a bit more laboured. Idling rpm-level is at about 900 rpm. Its performance on the road is brisk and the torque converter gearbox is often what seems to be the part of the powertrain that needs to better match the engine. The new Endeavour has excellent stopping power despite the fact that it is shod with MRF Wanderer All-Terrain tyres.

The other engine on offer is the 2.2L TDCi, which puts out a peak power of 160PS and peak torque of 385Nm. This variant is also offered with the option of a 6-speed manual gearbox. Both the engine models are offered with 4X4 variants. With an electric locking rear differential and an All Terrain Management System, the new Endeavour’s 4X4 capability is quite significant. Capable of shifting on-the-fly with the rotary selector and with a water-wading capability of 800mm, the Endeavour is built to get off the road on an expedition or maybe even stay on it during the monsoons!

The ride quality in the new Endeavour is other feature that has improved significantly. There is very little body roll and though the general ride characteristic is still cushioned and pliant, straight-line stability is good and cornering confident, though not in the same league as luxury sedans. Steering with EPAS and pull-drift compensation is good, though more feedback on the wheel would be welcome.

The new Endeavour is a big, fat step forward for Ford and this new-gen model will definitely disrupt the cosy spot currently enjoyed by the Fortuner.

With the Endeavour being so loaded with features, it wont be surprising if more buyers are also likely to drift in from the entry super luxury segment as well.