Ford Endeavour : Official Review
The Ford Endeavour has been launched in India at a price of between Rs. 23.64 - 28.15 lakhs (ex-Delhi).
What you'll like:
• A big all-rounded SUV with no real deal breaker. Fantastic pricing as well
• Macho styling packs appeal. Solid build quality matches the butch presence
• Cabin is a nice place to be in. Likeable design, comfy seats & lots of storage
• Competent range of diesel engines. The 3.2L, especially, is very impressive
• Great balance between ride & handling for a body-on-frame SUV. Sweet steering too
• Offroad ready - Terrain Management System, rear diff lock, 225 mm GC & 800 mm of water wading
• 5 star safety: all wheel disc brakes, ESP & TC, 7 airbags, roll stability control, hill launch assist etc.
• Loaded to the gill with features! Panoramic sunroof, 8" touchscreen ICE + 10 speakers, parallel park assist, powered tailgate, xenon headlamps, triple-zone climate control & more
What you won't:
• Fortuner's cabin is roomier, offering more headroom & space at the back
• Missing essentials such as steering reach adjustment, satellite navigation, passive keyless entry & go, tumbling middle row seat & third row seat recline
• 2.2L engine feels lethargic over 120 kph. Not a fast highway express
• Mediocre fuel economy due to the fat 2,200+ kilo weight, AT & big diesel (3.2L)
• Ingress is difficult for the elderly / short folk. 3rd row access is terrible!
• Waiting periods are already a couple of months long
• No manual gearbox with the 3.2L. Fortuner 3.0L is available with an MT
The 2019 Facelift:
• Review Link
The older Endeavour was a popular SUV in its time. It looked macho, was very reliable (based on a Mazda), had lots of space and a nice diesel (the 3.0L). India was introduced to the first generation Endeavour back in 2003. Priced at Rs. 12.90 lakh, it was the most affordable premium SUV then. The Endeavour's two main disadvantages though, were its bumpy ride quality (leaf spring suspension) and low-placed middle row seat. Since 2010, it had begun to show its age, despite the several engine, transmission & styling updates. The Endeavour had simply gotten too old. Speaking of which, I must mention that the Rs. 20 - 30 lakh body-on-frame SUV segment is peculiar in terms of long product cycles. Where mass market hatchbacks & sedans see all-new generations every 5 - 6 years, the premium SUVs have a l-o-n-g shelf life - think ~10 years! The Fortuner is a decade old, the 2nd-gen Pajero introduced worldwide in 1991 was available in the Indian market till 2012 (a 21 year life!!) and the currently-sold Pajero Sport is an 8 year old model. Lower down, the best-selling Scorpio is 14 years old and we've been seeing the same Safari body style since 1997! Strange.
From the time that the Fortuner set foot in India, Toyota has been dominating the segment. It’s 2016 now, and the Fortuner still outsells all of its competitors combined. Things are beginning to heat up though. Round II of the premium SUV war has just been declared by Ford with the debut of the 2nd generation Endeavour. Sure, the Trailblazer was launched a few months ago, but Chevy’s attempt was half-hearted. If there is a product capable of unsettling the mighty Fortuner, it is the new-gen Endeavour. Ford's pricing has been spot on too. Clearly, the American giant has an eye on volumes. Ford's research reveals that by the year 2020, the Indian premium SUV segment is likely to grow to ~50,000 units annually (from the current ~20,000 units). To capitalize on that, the new Endeavour has been priced a little lower than the corresponding variants of the outgoing Fortuner. This penetrating pricing strategy is going to rekindle the market's interest in the Endeavour nameplate. A whopping 480 units have been shipped out in January and still, the waiting periods are growing longer. Honestly, the Endeavour's pricing makes the old Fortuner look terribly overpriced. It's definitely put Toyota in a spot as to how to price the next-gen Fortuner.
To its credit, Ford has made some great moves in the recent years. It has opened part distribution centres, started over-the-counter sales of spares, expanded its child parts range, increased safety equipment levels (as seen in the Figo & Aspire) and priced new cars aggressively.
Like its predecessor, the new Endeavour is also based on the (2015) Ranger pick-up truck platform. The earlier generation was engineered by Mazda and based on the Mazda B-series pickup truck. The new Endeavour has been fully designed and developed by Ford, built on an all-new T6 platform, which will serve as a base for future Ford SUVs and pickup trucks. The 2016 Endeavour was developed at Ford's Melbourne design center (check it out), and first showcased at the Bangkok Motor Show in 2014.
The Endeavour’s design is future ready and I can confidently say that it will age gracefully. Ford has retained the squarish & bulky looks of the first-gen. I think they have done a great job at modernising the design which feels fresh, yet has some old-school characteristics to make it timeless. The Endeavour looks a lot more proportionate now too, compared to the slim and long body of the first-gen.
Driving this butch American SUV amidst an ocean of mundane hatchbacks and sedans will definitely garner attention. The Endeavour has some serious street presence and we found our test car turning heads wherever it went. A casual glance at the Endeavour is bound to be converted into a stare. Those 18” rims, LED DRLs, massive chrome grill and high bonnet are enough to command respect, with other road users graciously making way for you to pass. Look at one in your IRVM and you’ll know what I’m talking about. It does impose! The Ford measures 4,892 mm in length, 1,860 mm in width, 1,837 mm in height and sits 225 mm above the ground. The butch styling & presence will be a big draw in India.
The Endeavour feels tough and the build quality is very sturdy. It will easily handle abuse. Just like the Fortuner & Pajero Sport, the 2016 Endeavour is a full-size body-on-frame SUV with 3 rows of seats. Body-on-frame UVs are generally more robust than their monocoque counterparts (e.g. CR-V, Santa Fe), but the latter offer superior dynamics & also weigh substantially lesser.
If you've read our Official Preview, you’ll have a good idea about the features that were available in the Thai-spec Everest. Ford has pleasantly surprised us by offering most of those features in the Indian car, except for radar-based tech like adaptive cruise control (with forward collision alert) and blind spot monitoring system (with cross-traffic alert). Also missing are a wireless hotspot and navigation (available as an official accessory). We're sore about navigation being deleted as even cars costing Rs. 4 lakh have it these days (e.g. Renault Kwid)! That said, the rest of the features definitely get a thumbs up. The base Trend variant gets 18” alloy wheels, electrically adjustable + foldable ORVMs, leather upholstery, 8-way electrically adjustable driver's seat, rear view camera + parking sensors, dual-zone climate control, rear air-con + ceiling vents for rows 2 & 3, power lift tailgate, rain sensing wipers and cruise control. As you move up the variant range, features such as semi-automatic parallel park assist, a panoramic sunroof, xenon headlamps and power folding third row seats become part of the standard equipment. In terms of features alone, the Endeavour blows away the Fortuner...or any other SUV at this price point.
Ford hasn’t skimped on safety either. Disc brakes on all four wheels (Fortuner still has rear drum brakes), dual airbags, ABS + EBD, ESP, TC, hill launch assist, emergency assistance and the Ford MyKey feature come as standard across all variants. The 2.2L Titanium gets side + curtain airbags and a burglar alarm as well, while the 3.2L Titanium is equipped with all of the above + a driver knee airbag.
In India, the Endeavour gets two variants – Trend & Titanium, two engine options (2.2L & 3.2L), two transmission options (although MT is only on the 2.2L) and can be had with two wheel drive (2.2L only) or 4x4.
Pure American character - it does impose, and how! Drive this butch SUV among an ocean of mundane hatchbacks & sedans and you'll know what we're talking about:
I’m not a fan of its crossover-ish rear end. It's not all that bad, but the tail surely looks more docile in comparison to the dominating face. A tail-mounted spare (like the previous gen) would have looked delicious:
Measures 4,892 mm in length, 1,860 mm in width, 1,837 mm in height and has a wheelbase of 2,850 mm. No fake body cladding for muscle and doesn't need it either. Window glass area is limited in comparison to all that sheet metal:
This is one ruggedly handsome SUV. Keeping its decade-long design lifecycle in mind, the Endeavour will age gracefully:
Big contrasting skid plates (front & rear) stand out on colours other than white and silver. Paint quality is very good:
Each time you insert the key and turn it around, the projector pops out noticeably (as if it's woken up). Xenon low beam, but plain halogen high beam. LED DRLs are available only on the Titanium trim. They look sweet!
Chunky, hexagonal chrome grill with the blue oval. If you see this in your IRVM, rest assured, you will move to the side:
Huge silver skid plate made of plastic. Notice the front parking sensors too:
The skid plate extends to surround the foglamps. Foglamps are recessed and thus, safe from offroading damage:
B-i-g & muscular bonnet adds to the aggressive front-end styling:
Simple wiper console:
The wiper washers are nicely hidden away out of sight. Washer jets are damn weak! You'd expect a nice, wide and tall spray for an SUV of this size:
Chrome garnish on both fenders denotes the engine & gearbox inside. The right side piece might seem like a fake air-vent, but a snorkel can be routed through here (it's an official accessory in Thailand):
Chrome ORVMs with halogen turn indicators. They fold the other way too, in case a pedestrian forces them to:
Chunky chrome door handles. Shocker = no request sensor or passive keyless entry (a feature the cheaper EcoSport gets):
18” rims are standard across the range. 265/60 R18 MRF Wanderer tyres performed competently onroad. Notice the sensor just ahead of the wheel well? It's only available in the 3.2L Titanium variant which has the self-parking feature:
Full wheel cladding serves two purposes – 1. Covers the mechanicals, 2. Insulates the cabin from road / tyre noise. Ford has really not cut corners with the Endeavour:
Using the running board is mandatory. You have to 'climb' into the vehicle. Ingress / egress are terribly difficult for senior citizens:
Flush-fitting roof rails. Don’t miss the ribbed roof (for added rigidity):
The 3.2L Titanium gets a panoramic sunroof! Only the front half is openable. Notice the wind deflector. Drive up to 80 km/h (with the sunroof open) and wind noise won’t filter into the cabin:
A closer look at the openable area:
These 'kickers' help to reduce drag. Small things like these have resulted in a drag co-efficient of 0.389. That's low for an SUV of this size:
The perfectly-sized spoiler:
LED tail-lamps look very cool in action. LEDs for the Titanium trim only:
Chunky chrome number plate appliquι that runs across the breadth of the tailgate...connecting the tail-lamps. It has the ENDEAVOUR name engraved:
The reversing camera. There were times when the camera display made it look like there was still some distance at the back, but I was actually pretty close to the object. Make sure you understand its calibration before relying entirely on it:
Rear foglamp is standard:
Only this badge differentiates the 4x4 from the 4x2 on the outside. Call us old school - we believe that a real SUV has to have 4x4:
Just so that you don't scratch the paintwork while loading / unloading luggage, there is a black plastic cladding here. Boot release via an electromagnetic button placed inside that handle:
A look at the rear wiper (it has an intermittent setting too!). Notice the wave pattern of the windshield defogger:
Presenting the segment leader and its newest challenger. The Rs. 25 lakh SUV war has just been declared by Ford after pricing the Endeavour so aggressively. In January, the Endeavour sold 480 units (Fortuner = 825):
The Endeavour is 187 mm longer & 20 mm wider, but 13 mm shorter in height. It’s even got a 100 mm longer wheelbase and 5 mm more ground clearance than the Fortuner. The Toyota looks like it's from another decade (which is actually the case):
Ground clearance of 225 mm. Approach and departure angles are rated at 29 and 25 degrees respectively, while the ramp-over angle is 21 degrees:
re: Ford Endeavour : Official Review
Getting inside the big Endeavour can be a task for shorter folks and the elderly. It is a two-step process – climb onto the foot board and then step inside with the support of the grab handles on the A-pillar. People with knee problems are going to reconsider purchasing this vehicle. GTO's Mom (age = 72 years) simply couldn't get in - he had to park it next to a footpath, which made it easier for the lady to get in. Strangely, you get pure keyless entry & an engine start / stop button in Ford's compact SUV (the EcoSport), but not in this flagship. You'll have to make do with a conventional flippy key here.
The doors shut with a solid thud. I somehow felt that the rear doors were a little more solid than those at the front. You do hear a nice, reassuring sound as they close. Ford opted for the safer route with beige coloured interiors which are a market favourite (black interior is available internationally). While beige definitely gives the cabin a plush and airy feel, the black upper half of the cabin provides a neat contrast. The panoramic sunroof ensures that the cabin is flooded with even more natural light. Indeed, things are very bright & airy in here. The dashboard design and interiors don’t really give you a 'WOW' feeling - the interior has clean lines instead. Nothing too funky or fluidic in here, except perhaps the light & wiper stalks. Still, the cabin does look modern and has just the right amount of chrome touches & dark-coloured panels. Everything is logically laid out (except the ORVM switch) with critical controls placed right where you'd expect them to be. This is a practical, user-friendly cabin and one that's far superior to its direct competition (Fortuner, Pajero Sport etc.). Plastic quality also is a big step up from its predecessor, but you obviously can't compare it to the smaller Germans from this price range. The climate control buttons, especially, look dated in terms of design and feel. Ford is offering leather upholstery on all variants of the Endeavour. The seats, steering wheel, gear knob, arm rest, dashboard top etc. are all wrapped in leather, the quality of which feels durable. It should be able to withstand the abuse that some owners will put it through. Even the dark brown dashboard leather (on top) appears to be of fine quality.
Finding the right driving position is easy, thanks to the 8-way electrically adjustable driver's seat (no memory function) and tilt adjustable steering wheel. Sadly, in an SUV as well-equipped, the steering doesn't offer reach adjustment! Those who sit in a laidback position will find the steering to be a little too far. The front seats are awesome! They are well-sculpted and offer satisfactory lateral, shoulder and under thigh support. The driver’s seat gets manual lumbar adjustment which makes quite a difference. Those with a weak lower back will be very pleased with the lumbar support offered. The international variant offered this adjustment on the passenger's seat too, albeit it's missing on the Indian car.
Once seated, you’ll enjoy a commanding view of the road ahead. This is a 'propah' SUV! You’re actually towering above everything else on the road and get that ‘king-of-the-road’ feeling. Yes, the bonnet is visible from the driver’s seat too and many people will appreciate that. A word of caution though – because of the high bonnet, sometimes it becomes extremely difficult to judge bikers or other cars that are trying to squeeze into your lane. Keep a watchful eye for pedestrians crossing the road, especially kids. The Endeavour's roof line is low & headroom is just about enough at the front. While I (at 5'10") didn't face any issue, those over 6 feet in height or preferring an upright seating position will feel a lack of headroom. The super-tall dudes will have to lower or recline the driver's seat, which might in turn take away from that commanding driving position.
The Titanium variants have front + rear parking sensors which automatically activate when anything is too close to you at low speeds. The sensors warn you even when you are normally driving around (and not only while parking). The display shows up on the HU as well. Some might get annoyed with this, but I found it extremely useful. There is an option to turn this system off, although every time you restart the car, it will activate again. All-round visibility is healthy, thanks to the ample glass area & massive ORVMs. However, while reversing this truck, you'll need the help of the sensors and camera (standard across all variants). The Endeavour is further equipped with a semi-automatic parallel park assist feature which steers itself into a detected parking spot, with the driver only controlling the speed and gear. To park on the right side, use the indicator while the car is scanning for a slot (it is set to find a spot on the left by default). This is a really cool party trick, and one that a lot of owners will find useful.
The steering wheel is of the right size and is nice to hold. The hornpad is easy to reach and light to press too. Ford has deployed a dual wind-tone horn that suits the character of this SUV. Get this, the steering has a grand total of 22 buttons for the various functions! Somehow, the steering still doesn't look that cluttered, but you will take a really long time to memorize them. The cool-looking instrument cluster has two display screens on either side of the speedometer. The left screen displays information for the connected phone and audio, while that on the right is a multi-information display. Here, you can activate two types of a digital tachometer if you so wish (there's no analogue revv counter). The footwell is standard fare, although those with a larger shoe size will find the dead pedal to be too slim. It should have definitely been wider - don't know why Ford missed out on this shortcoming.
Storage is aplenty in this cabin. Ford says that there are a total of 30 storage areas in the Endeavour. The doors can easily gobble a big water bottle and some more odd items, there’s a place to park your smartphone in front of the gear lever, two cup holders besides the handbrake, a large + deep driver armrest console + a well-sized glovebox (no cooling feature though). All the loose change collected from toll booths can be placed in a removable tray in the armrest console. The 1st & 2nd rows get a 12V charging point each and there’s one more in the boot.
Like other Fords, the air-conditioner is a chiller. Even on a hot sunny day with the sunroof's sunshade open, the dual-zone climate control kept us cool at all times. The second row has an individual blower and both - the middle and last seat rows - get roof-mounted air vents to ensure that passengers are kept comfortable. No complaints here.
The Endeavour is equipped with Ford’s SYNC2 system which includes an 8” touchscreen with colour coordinated corners – yellow (phone), red (entertainment), green (information) and blue (climate control). The screen doubles up as a display for the reversing camera. Nice touch = the reversing display stays on for a bit after you move the gear lever from 'R' to 'D'. This is helpful during continuous back & forth manouveurs into tight parking spots.
Even under bright sunlight, the display is easy to read. In the Endeavour preview, I had mentioned that the system lagged a bit – that isn’t the case here. While it's not the fastest to respond, it's not slow either & the interface is intuitive to use. Sound quality from the 10 speakers is excellent, and the sub-woofer takes care of all your bass requirements. You will enjoy your MP3s in this SUV. Strangely, we found it possible to pair a phone via Bluetooth even while the car is in motion (usually disabled for safety reasons). A cool feature is that, even after you switch off the car, your music continues to play uninterrupted. Remove the key and open the door, only then the music stops. It would have been nice if the ICE started off where you left it. I switched the car off in Bluetooth mode, but it booted up with the radio playing. The system accepts voice commands and it understands the Indian accent rather well. Shockingly, Ford hasn't included Navigation as a standard feature. It's conspicuous by its absence because the SUV is otherwise so loaded with kit. Hopefully, they’ll add it in the months to come. For now, navigation is available as a dealer accessory.
Massive panoramic sunroof floods the interiors with natural light. Rear passengers will love it too. Glass area above the 1st row of seats opens and that above the 2nd row is fixed. Available only on the 3.2L Titanium:
Very user-friendly layout. Beige & black interior theme, with a high quality dark brown leather cover on the dashboard. Metallic grey inserts all across the interior. The upper half of the cabin (i.e. pillars & roof-liner) are black:
Chocolate brown leather cover on the dashboard with contrast stitching. Its quality feels top notch:
I found the steering to be of a perfect size; it's a lovely steering to use too (more on that in the driving post). Hornpad is light to operate:
It can be adjusted for rake but sadly, not for reach. A shocking omission in an SUV that is otherwise well-equipped. Those with a laidback driving position will find the steering to be too far away:
All of 22 buttons on the steering wheel! It'll take some time to memorize their location and function. Buttons on the left are for the phone, audio and LHS MID screen. The ones on the right are for the cruise control & RHS MID screen:
Cool instrument cluster. Big analogue speedometer in the centre with 2 LCDs on either side. The left side MID has the phone & infotainment displays, while the RHS displays various other functions & settings. Speedometer conservatively marked to 200 kph - even 5 lakh hatchbacks with puny 1.2L engines like the Baleno go higher (image link):
The illuminated needle looks awesome. Reading at the bottom shows you the gear lever position. In manual mode, you can see the currently selected gear ratio (on the RHS MID):
The left screen has the entertainment and phone displays. It is colour coordinated too (red-entertainment and yellow-phone). When streaming music via bluetooth, song name doesn't show up here (it does on the ICE head-unit). At the bottom, you'll see the compass, outside temperature & time:
Several display options for the RHS MID, including two differently styled RPM meters. Digital tacho, engine temp gauge, fuel gauge, digital speedo, average speed, distance to empty, average & real-time fuel economy and 2 trip computers (with their own average FE readings):
You can control the various settings through the RHS MID. These include warning chimes, tyre pressure monitor, burglar alarm, door locks, rain sensing wiper, activate / deactivate the electric tail gate etc.
The RHS screen also throws up warnings for door open, tail-gate open, low fuel, engine running with doors open etc. Ford ensures that, until you buckle up, you won’t be able to enjoy your music. Even the front passenger is forced to buckle up. Stubborn, but super cool MyKey feature!
3.2L Titanium variant has a knee airbag for the driver:
Funky stalks feel nice and durable. They're positioned on the 'correct' side i.e. light controls on the right and wiper controls on the left. Endeavour has auto headlamps and rain-sensing wipers too:
Rear wiper controls. Press up to turn them on and down to turn them off. Central position is for the intermittent mode. Yes, even the rear wipers have an intermittent sweep:
Compact SUV (EcoSport) gets an engine start / stop button, full size SUV doesn't. What's worse, the ignition slot isn’t even illuminated!! You cannot remove the key if the gear shifter isn't in ‘Park’. Three ignition positions are for electrical accessories (e.g. stereo), ignition on and cranking:
This Rs. 30 lakh SUV shares its flippy key with the Rs. 5 lakh Figo! No smartkey like the EcoSport. While standing outside, you can roll down all the windows and tilt the sunroof by pressing (twice) and holding the unlock button – to let the hot air out. Similarly, it will also roll up all windows and close the sunroof with the lock button pressed. Double click the last button to open up the powered tail-gate:
Classy rotary dial for the headlamps. Buttons for the foglamps and dashboard illumination on either side. To the extreme left is the electric tailgate button. It's only operational when the gearlever is in ‘P’:
Odd placement for the ORVM controls. The ORVMs will fold electrically only if the key is in the ignition / accessory mode, not otherwise. Notice the rectangular side air-vents too. These can be shut completely, but there's no independent air volume control. The matte grey surrounds look nice:
Big doors open wide. The way they shut exudes solidity:
Beige doorpad with dark inserts. The door bins can accommodate a water bottle + the knick knacks:
Matte finish door handles look classy. Each of the 4 doors has a central lock / unlock button! Pull the door handle once (when locked) and the door will open. Yes, the doors auto-lock when the SUV crosses 20 km/h. Catch a glimpse of the door-mounted tweeter on the top left:
Area around the door armrest gets leather cladding. The only grouse we have is the light beige colour which soiled very easily:
One-touch up / down in the Titanium variant for driver + passenger. In the Trend variant, only the driver’s window has this feature. The power windows have a delay function i.e. they can be operated for a short time, even after you've switched off the car, allowing you a grace period to roll up any windows that might have been left open:
The front seats offer good all-round support:
8-way electric adjustment. Memory function would've been nice:
Lumbar adjustment makes a difference - those with a weak back will be pleased. For the driver’s seat only, the international version gets it for the passenger seat too:
Door scuff plate, but no Endeavour badging. Getting in is a 2-step process – first put your foot onto the side step, then climb inside this SUV…
…with the support of the grab handles mounted on the A-pillar:
Black carpeting is practical for India. The dead pedal is too slim. Those with a big shoe size will wish it was wider. Unfortunately, the accelerator pedal isn’t an organ-type unit. Older Endeavour had sweet pedal covers (link to image) which are missing here:
Old-school bonnet lever. The OBD port is located here as well:
Big ORVMs are great to use. The outermost part is convex for a wider field of vision. It's heated as well:
IRVM is standard-fare. Like most big SUVs, rearward visibility is limited and you'll need the parking camera + sensors:
This light sensor dims the IRVM automatically. There's no button as such to deactivate the feature:
See how thick those D-pillars are. It’s good that Ford offers reversing aids as standard across all variants. They’re more of a necessity than a luxury:
A look at the center console. Notice the different geometric shapes used here:
Ford’s SYNC2 system, featuring an 8” touchscreen. You'll see this Ford splash screen every time you switch it on:
Each corner of the screen is colour coordinated – yellow-phone, red-entertainment, green-information and blue-climate control. The display is crisp, even under bright sunlight. Touch sensitivity is good too:
The screen doubles up as a display for the reversing camera. It has adaptive guidelines too which gives you an indication of the vehicle's path with the steering wheel turned. There's also an option to keep the reverse camera display on after shifting out of 'R'. This helps when getting in and out of tight parking spots:
10-speaker audio system with excellent sound quality. No need to upgrade the hardware:
You can set your own wallpaper:
A look at the various functions. You'll see the time, temperature & compass readings on the ICE screen too (over & above the instrument console):
Each door has a speaker + tweeter, there's this dash-mounted speaker and a sub-woofer is placed in the boot:
This portion of the centre fascia feels outdated. The A/C does a terrific job of keeping the cabin cool. The Endeavour gets dual-zone climate control. Settings via these buttons or the touchscreen HU. 'Max a/c' button is useful when you just enter the car after parking it in the hot sun and need the a/c on full blast. Don't miss the 12V socket below:
One of the rare cars to be equipped with a cigarette lighter today. Smokers, rejoice:
2 USB slots + AUX + SD card. Park your smartphone here:
To the left are the controls from the 4x4 variant – parking sensors off, park assist, traction control off, rear differential lock and 4x4 low. To the right are the buttons of the 4x2 variant:
The 4x4 variant gets a terrain response system. Lowest position is normal mode, followed by snow / mud / grass, sand and rock modes. In 'normal' mode, the torque split is 60:40 (rear:front). Center button is for hill descent control. 4x2 variant? Gets a cup holder in its place. Call us old fashioned, but no 4x4 = no SUV:
Gear lever has a metallic grey trim and a leather base. Pull the gear lever towards you for Sport mode or Manual mode. Pull down to upshift and push up to downshift. Manual mode's response time is very good and it allows aggressive downshifts:
Cup-holders / removable ashtray beside the conventional handbrake lever:
The leather-clad armrest is wide enough for both front occupants to use. It should have been adjustable though. Many drivers will feel that it's placed too far behind:
The armrest console can swallow a 1L bottle! Lots of space here. Also included is a removable tray to park coins, a pen etc.
The Titanium variant is equipped with a volumetric burglar alarm. These are motion detectors that activate within a minute of locking the car from outside. They will trigger the alarm if there's any movement inside the locked vehicle. Notice the sunglass holder with rubber lining:
A close look at the various cabin light buttons and sunroof controls. Ford has provided an electric sunshade too (buttons on the bottom right):
Both sunvisors get illuminated vanity mirrors in the Titanium variant. The Trend gets a passenger-side vanity mirror only (non-illuminated). Driver can park toll tickets in the corner flap:
Blank metal grey plate. Why no 'Endeavour' stamp here, like we saw in the Thai-spec ‘Everest’ (link to image)? Would have looked so cool:
Glovebox with a dedicated slot for the owner's manual / car papers. No cooling feature. It is lockable:
VIN stamped in the passenger footwell. First time we're seeing a cover for the VIN stamp:
Even the driver gets a grab handle. Don’t miss the mic for the 'active noise cancellation' feature. There are a total of 3 microphones – 1 near each front grab handle and 1 above the middle row. The mics pick up unwanted noise inside the cabin and counter it with sounds from the door speakers:
Front seatbelts are height-adjustable:
Check out the park assist feature in action:
re: Ford Endeavour : Official Review
The 2nd Seat Row
I reiterate, this SUV isn’t the most convenient for ingress / egress. Senior citizens are going to have a tough time climbing their way into the second row of seats. Those with knee problems will definitely reconsider their purchase decision.
Good news for those who disliked the older Endeavour’s low rear seat – this one is more conventional and thus, more comfortable. You’re no longer sitting with your knees pointing skywards on the second row. That said, the floor is still high and the bench is a level lower than it should be. The seat itself is wide enough for 3 adults and provides some lateral support too. Under-thigh support is run of the mill (not too great nor too bad) for tall occupants. Sensibly, the 60:40 seat offers fore-aft adjustment and can be reclined as well, so you can set it up at a truly relaxed angle (when the 3rd row isn't occupied). Legroom is good. It was satisfactory for me (5.10 ft) behind my own driving position. There's enough room under the front seats to slide your feet in too. Although, despite having a shorter wheelbase and narrower dimensions, the Fortuner’s seat felt wider and seemed to offer more legroom. The seat cushioning too was softer in the Fortuner. Still, make no mistake, the Endeavour's is a comfortable seat for those long drives.
Like at the front, rear headroom isn't one of the Endeavour's strengths. Again, at 5'10", I personally didn't have a problem. It is the tall ones who will be uncomfortable with their head being too close to the roof liner. Those over 6 feet will be better off in the back seat of a Fortuner. What you can do is recline the seat a little bit more to extract some more headroom. One thing that needs a mention - if the neck restraints are placed low, they protrude against your upper back. Once you move them up, there's no issue at all. The neck restraints only have two adjustments; all the way down or up. They should have offered more levels of adjustment. I felt that the centre armrest is positioned a little on the higher side (it’s wider than the Fortuner’s). Unlike SUVs like the XUV500 which have a flat floor, the Endeavour has a moderately tall (~3”) floor hump. Adults sitting in the middle will have to place their feet on either side of the hump. Sweet touch? Even the middle passenger gets a proper 3-point seatbelt.
2nd row passengers get a dedicated air-con. They can set the temperature & fan speed for the cabin's rear. Needless to say, the air-con did its job very well. The air vents are located above the roof-mounted grab handles in the 2.2L, or in place of the grab handles in the 3.2L with the panoramic roof (no roof-mounted grab handles here). With an enthusiastic driver or while offroading, middle row passengers will have a tough time as they won’t have anything to grab onto in the 3.2L Titanium.
Storage areas for middle row passengers include a bottle holder + a stowage area in the doorpads, two seatback pockets and 2 cup holders which pop out of the centre armrest. On the air-con console is a 12V socket to charge your smartphone. Unlike the Thai variant, we don’t get the 230V plug point though.
The 3rd Seat Row
If you thought getting into the second row was tough, the 3rd row trek is even harder. It isn’t the most dignified way of entry / exit and this row is best left to kids / short adults. Firstly, you need to pull the lever on top of the backrest to fold the middle row (45 degrees) and slide it ahead in a 60:40 ratio. In what is a design failure, the middle row doesn't tumble. Then, it’s a 3-step climb, with the last two steps being in squat mode only. Getting out is equally tricky. 3rd row passengers can pull the same lever, fold the seat to 45 degrees (they can slide it forward too), then make their way out of the small gap. If they need the seat folded completely flat, someone else will have to do it (as it's done via a lever on the seatbase). An ex-Endeavour owner found this to be a useless mechanism and preferred the tumble action of the old Endeavour.
The first thing you’ll notice in the last row is that the seat is firm and slim. The resting angle is a little upright and it doesn’t recline like the Fortuner’s either. Ford has provided full-size headrests and a proper 3-pointer seatbelt even on the last row. To Ford’s credit, three 5'10" passengers can sit one behind the other (on the 1st, 2nd & 3rd rows). If the 2nd seat row is slid ahead, a 6-footer could also fit on the last row. However, he will be sitting with his knees pointing skywards & under-thigh support will be inexistent. There’s space to slide your feet under the middle row on the left side. Why only the left side? Because on the right side, the middle row seat rails and mounts severely hamper foot room. Headroom was just about enough for me - I had about an inch of space between my head and the roof liner. Still, due to the ingress / egress gymnastics, this row won’t be preferred by adults. It's alright for short city commutes, but for long drives, the last row is best left to children or short people.
Both last row passengers have a side armrest (non-padded) for comfort. A cupholder is present on either sides and there are dedicated air vents too. Unlike some other SUVs, there are no grab handles provided on this row.
On the 3.2L Titanium variant, the last row has powered seats which fold flat on the push of a button (in a 50:50 ratio). You can use the same button to unfold the seats as well! The seats have a slow folding action. If you've accidentally left some item on the seat, they will touch the object and unfold halfway. The button is operable only with the boot open.
With the press of another button, the electronically-operated tailgate lifts open skyward. It doesn't open sideways like the EcoSport or the older-gen Endeavour. With all 3 seat rows up, the Endeavour has 450 liters of boot space (top to bottom) - good for either 4 cabin bags or 1 big bag + 1 cabin bag. The luggage capacity shoots up to 1,050 liters with the 3rd row down, which can be further increased to 2,010 liters with the second & third row seats folded f-l-a-t. More than enough to move a house or rather, just be a house when out camping in the middle of nowhere!! Once done, press a button to close the tailgate. If the tailgate finds any obstruction while closing, it will automatically open up again.
Rear doors feel very solid. Getting in will be tough for older folk. Beige doorpads with metallic grey inserts, a bottle holder + storage compartment. It’s going to be difficult to keep clean. Even here, the area around the armrest gets leather cladding:
Speaker + tweeter on rear doors too. Rear passengers can control the central locking system. If you have kids on the back seat, be sure to use the child lock. Orange light when locked is a nice touch:
Sturdy grab handles mounted on the B-pillar are useful during ingress:
It's a good thing that the seat isn't placed as low as in the outgoing Endeavour. The middle row seat is contoured & suitable for 3 adults. Still, the Fortuner’s seat felt wider and softer in comparison. 3-point seatbelts and adjustable neck restraints for all (including the middle passenger) :thumbs up:
The front seatback is scooped to free additional knee room. Two seatback pockets for storage:
A look at the minimum & maximum legroom:
Me (5'10") sitting behind my own driving position. Legroom is satisfactory. Even foot room is healthy, thanks to the raised front seats:
The padded centre armrest is placed higher than I would have liked. It's wide enough for 2 forearms. Has pop-out cupholders:
The floor hump is of medium height:
Rear passengers get dedicated air-con controls! In addition to the temperature & air volume, you can also direct airflow toward your feet. Notice the 12V charging point. Sadly, the 230V power socket of the Thai-spec car has been removed (link to image):
Variants without the panoramic sunroof get rear grab handles with coat hooks. Even the air-con vent is positioned differently here:
Compare the picture above to this. Panoramic sunroof = no grab handle = nothing to hold onto! The air-con vent is located closer to the window and there's a small cabin lamp too:
The left and right seats can be adjusted (fore-aft & recline) in a 60:40 ratio respectively. Both settings offer a good adjustment range. Decide your legroom based on the presence / absence of 3rd row passengers:
To access the third row, pull this lever...
...to fold the middle row (45 degrees) and slide it ahead in a 60:40 ratio and find your way in:
The seats don’t tumble like the Fortuner’s / old Endeavour’s; they fold flat though:
Pull this lever to fold the seat down:
Getting into the 3rd row is a 3-step climb, with the last two steps being in squat mode only. If you aren't athletic, you will face a lot of trouble getting in:
3rd row legroom can be accommodating, depending on the mood of 2nd-row passengers. The seat is firm & slim though, while the backrest angle is upright (no recline-adjustment like the Fortuner). Notice the adjustable neck restraints:
Under-thigh support is almost inexistent for taller passengers who'll sit in a knees-up position:
LHS occupant has foot room, but the one on the right side will have a tough time finding place to park his feet, thanks to the middle row seat rails and mounts. These severely hamper foot room for the RHS passenger:
Glass area = no claustrophobia at the back:
An armrest (non-padded) and cup holder on both sides. Don’t miss the luggage rings below, which can be used to tie down cargo when the seat is folded flat:
Even the last row gets dedicated air vents. Vents can be shut, if you so wish. The mic behind is for the 'active noise cancellation' feature:
White LED cabin lamp:
Proper 3-point seatbelts for those on the last row:
The sub-woofer is located in the boot. It takes care of the bass duties of this 10-speaker sound system. LHS last row occupant had better love his bass!
The Endeavour has 450 liters of boot space - enough for a couple of cabin bags:
Last row gets a 50:50 split:
3.2L Titanium gets these buttons to fold / unfold the seats:
With the last row down, you get a massive 1,050 liters of cargo capacity:
2,010 liters with the second & third row folded f-l-a-t. More than enough to move a house or rather, just be a house when out camping in the middle of nowhere!! Endeavour has a payload rating of 750 kilos:
Boot lamp on one side. Notice the baggage hook here. The empty slot you see on top is for the cargo cover (available as an accessory):
And a 12V charging socket on the other:
Pull up the floor to access the jack and tool kit. Ford has provided a free storage area underneath. At the bottom of this picture, you'll see the boot hooks (in case you need to tie items down). There are two more net hooks available if you fold down the 3rd row seat:
A closer look at the tools:
To access the spare wheel:
Simply press this button and the tailgate will electrically close = no human effort. Note: the gear has to be in ‘P’ mode for the tailgate to operate electrically:
Check out the electric seat folding & tail-gate operation here (thanks to deetjohn!):
As expected, Ford has launched the Endeavour in India with diesel engines only. It's more like a segment norm than an exception, although after the ban on diesel vehicles >2,000cc in Delhi, many manufacturers are mulling the introduction of petrol power for their SUVs. While internationally, this SUV will soon be available with a 2L EcoBoost (petrol), in India, we get the 2.2L and 3.2L turbo-diesels for the time being. If the ban on big diesels in Delhi continues in the longer term, we can expect the MNC car makers to introduce sub-2 liter diesels as Mahindra has done. After all, Delhi is a significant market that one cannot be absent in.
Driving the 2.2L Diesel
The engine that will appeal to a wider audience is the 2,198cc, 16V 4-cylinder diesel which produces 158 BHP (@ 3,200 rpm) and 385 Nm of torque (between 1,600-2,500 rpm). It is available with either a 6-speed manual (MT82) or automatic gearbox (6R80) in 4x2 configuration. A 4x4 option is available with the manual. Despite being lower on displacement than the older-gen Endeavour (3.0L & 2.5L), it is more powerful and more fuel efficient. Heck, it’s more powerful than its main rival - the Fortuner 2.5L (142 BHP / 343 Nm). The 2.2L is cheaper, will be more fuel-efficient than the 3.2L and has adequate power on tap. It's easy to see why this engine will be more popular, with only enthusiasts opting for the larger diesel.
The 2.2L doesn't feel lazy at all. At low rpm, throttle responses are sharp - a little too sharp at times. A light dab on the throttle is all that's required to get the big SUV moving. Be careful while reversing or parking into a tight spot as it tends to suddenly jump on the slightest of throttle inputs. On the move at urban speeds, the Endeavour is very enjoyable. Turbo lag is well masked by the auto transmission and at city speeds, I never felt any perceivable lag. The 2.2L feels very peppy in the city and under 100 kph, you'll never miss the 3.2L. Power is easy & the Endeavour is very sprightly. In 'D' mode, the gearbox upshifts smoothly - it is then eager to stay in a higher gear for longer, but kick-downs aren't instantaneous.
Out on the highway also, the 2.2L feels fast enough upto 120 kph. But beyond that, the punch that you would expect after spending 30 big ones is missing. Now, don't get us wrong, she is capable enough to maintain triple digit speeds all day. In that respect, it's a comfortable inter-city express. At 100 km/h, you’re doing just about 2,200 rpm in 5th and 1,900 rpm in top gear. At this point, there is negligible engine noise filtering into the cabin. It is only when you cross 120 km/h that progress begins to dip and you'll feel the need for more punch. Even when you mash the throttle, it builds speeds slowly (there's no instant go). For the record, 120 km/h comes up at 2,100 rpm in 6th gear. Beyond 2,500 rpm, the engine does get audible and has a truck-like, yet likeable sound. For all practical purposes, the smaller 2.2L engine will suit the requirements of most buyers. You won't ever feel like it's underpowered since it gets the job done, but yes, there is no 'wow' factor to it. On the highway, the 2.2L doesn't feel 'special' and is more suited to taking you from point A - B comfortably, but without any excitement. Must add that, while 'D' mode was best for the city, I found myself using 'S' mode from time to time on the highway (for better performance). If you drive primarily in the city with very occasional jaunts on the highway, the 2.2L will do for you. If you drive on the highway in a relaxed manner, then also the 2.2L will fit your requirements just fine. On the other hand, if you want that power surge & smiles on the open road, get the 3.2L.
One thing is for sure - neither the 2.2L engine nor the gearbox like high rpms or high stress. Don't push it too hard on the open road. All you'll get is a lot of noise. This engine & AT combination is best left to a regular style of driving.
Driving the 3.2L Diesel
If you're looking for 'punch', pick the bigger diesel. This 3,198cc, 20V 5-cylinder engine makes 197 BHP (@ 3,000 rpm) and 470 Nm of torque (@ 1,750 - 2,500 rpm). The 3.2L is mated to the same 6-speed automatic transmission (6R80) as the 2.2L, and is available in a 4x4 (only) with Ford’s Terrain Management System. Both engines use a variable geometry turbocharger. A coated diesel particulate filter (cDPF) with a vaporizer, high-pressure direct injection system and variable flow oil pump are deployed too. The 3.2L gets an updated exhaust gas recirculation system.
Right from the time you fire up the 3.2L, you’ll know this engine is more potent than the 2.2. It's a rare diesel that actually sounds nice; as you climb up the revv counter, you'll hear a growl...with a very muscle car-like tone to it. It's a big diesel and hence, there is some sound at idle, but it's not excessively clattery (definitely lesser than the Fortuner). Close the door and roll up the windows, you won't complain. Sound levels are within acceptable limits on the move. The cabin is reasonably silent and even though vibrations are felt on the pedals, overall NVH is nicely controlled. We did notice some unusual vibrations at idle all across the cabin (even after the engine was warmed up), but these disappeared eventually. They didn't come up again.
Like the 2.2L, there's no turbo-lag and the in-city driveability is good. Throttle responses are sharp & the sheer 470 Nm of torque makes this an all-rounder - great in the city as well as on the highway. Yes, there's a noticeable difference between the 2.2L and 3.2L. The latter is definitely quicker off the line and you can feel that added 85 Nm of torque under the hood. Within the city, the big SUV is surprisingly easy to drive, thanks to the peppy engine, tall driving position & light steering.
One thing we found VERY annoying with the Endeavour was this - take your foot off the accelerator and the rpm level doesn't drop instantly. It still continues to accelerate for a couple of milliseconds after you take your foot off. It sure takes some time to get used to and, because of this behaviour, you'll be using the brake pedal more often. Not cool! It gets a bit daunting at slow speeds.
Out on the highway, where the 2.2L's progress would start to taper off (110 - 120 kph), the 3.2L is still accelerating. The bigger diesel has true grunt on the expressway, delivering impressive performance. Overtaking is also much easier in the 3.2L. Unlike the 2.2L, I didn’t find the need to drive in ‘S’ mode on the highways (i.e. typically 1 gear lower than ‘D’ at a higher rpm). Even in ‘D’, the 3.2L engine has ample muscle to make quick progress on the expressway. There are a lot of people who buy an E-Class with a small 2.2L diesel, but it doesn't offer the high speed behaviour you'd expect in an expensive car. The open road performance is the main reason we remain inclined toward the Endeavour 3.2L. If you're spending over 30 lakhs, the car just has to make you feel special. In terms of cruisability, the 3.2L is identical to the 2.2L. 100 km/h comes up at 2,200 rpm in 5th gear and 1,900 rpm in 6th. 120 km/h is seen at 2,100 rpm.
The ARAI fuel efficiency ratings are 14.12 km/l (2.2L 4x2 MT), 12.62 km/l (2.2L 4x2 AT), 13.50 km/l (2.2L 4x4 MT) and 10.91 km/l (3.2L 4x4 AT). While the 2.2L should offer acceptable fuel economy, the 3.2L will guzzle more diesel. Expect merely 8 kpl in the city. With a big diesel, automatic transmission & hefty 2,394 kilo kerb weight, fuel efficiency was never going to be the 3.2's strong point.
The cabin is well insulated. As an example, even though the wind tone horn is LOUD on the outside, only a fraction of it is heard inside the cabin. Still, you aren't cocooned from the outside world like in some premium sedans from this price range. NVH levels are overall respectable and better than most of its body-on-frame competitors. Engine noise (within the range of 30 – 180 Hz) filtering into the cabin is countered by sound waves through the Endeavour’s audio system. In other words, the 'Active Noise Cancellation Feature' reduces boomy and low-frequency engine sounds filtering inside the cabin. At low rpms especially, the cabin is fairly silent. Road and tyre noise too are well under control. On the flip side, you do hear some wind noise at triple digit speeds; this is more audible in the last 2 rows. A peculiar vibration can be felt on the accelerator pedal (3.2L & 2.2L). It's noticeable, but not really an irritant.
The 6-speed automatic gearbox is common between the 2 diesel engines (6R80). The 1st gear ratio is shorter than you'd expect (maybe the 2nd gear too). Remember, this SUV can offroad, where low-end grunt is everything. Plus, because the gearbox has 6 ratios, Ford could get away with a very short initial ratio or two. Ford claims that the transmission has a driver recognition software which adapts to the driving style of the one behind the wheel. For the most part, the transmission does the job and you won't have any complaints. The torque converter AT may be old school, but when paired with a high-torque big engine, its shortcomings get concealed. The engine makes the gearbox look better than it actually is. That said, many times in kick down mode, you'd want a downshift for that instant punch, but the gearbox won't oblige. Instead, it'll continue in the same gear, relying on the engine's torque to pull you ahead. This can get irritating when you're in a hurry!! The gearbox is average in nature - 90% of the time, you'll find yourself in the right gear when in ‘D’. But it can get confused with inconsistent + aggressive throttle inputs.
For the times you want to take over, there is manual mode. You need to push the lever forward to downshift and pull it back to upshift. It does permit aggressive downshifts! Want to engine brake from 120 km/h? The gearbox will allow it. Manual mode permits healthy engine braking and aggressive downshifts where most other cars wouldn't. As an example, I downshifted from 3rd to 2nd gear and the resultant rpm was 4,500 rpm - it still allowed it! The response time in manual mode is impressive as well. Give it a command and you'll see the upshift or downshift happen immediately. Further, the gearbox in manual mode will hold the engine to max revvs - it won't upshift automatically as some other ATs do.
If manual mode is too much work for you, simply slide the gear lever into "S" and you'll get more pep. Typically, the transmission will hold onto a lower gear for the same driving condition, thus maintaining higher revvs. In S mode, it upshifts later in the revv band. Want to get done with an overtaking manouveur quickly? Use 'S' mode (or manually downshift).
Ride quality has significantly improved over the previous Endeavour whose rear end used to bounce about like a pogo stick! The suspension is now compliant and it's no longer a deal breaker. Your passengers won't complain. While urban ride quality is liveable, at highway speeds, you won't even be slowing down for rough roads in this tough SUV. That said, do keep in mind that Ford has prioritized road manners over absolute comfort. This isn't a soft suspension. The ride is still not what we'd call plush - it's compliant, but you'll always be aware of the road conditions underneath. Even on a concrete road, minor undulations will be noticed. These are felt more in the 2nd & 3rd row of seats than at the front. Must mention that the suspension does its work without unnecessary thuds & clunks. It mostly remains quiet enough.
I’d rate the Endeavour highly in terms of handling. The SUV doesn’t feel too top heavy, even though it is over 1.8m tall. I felt confident taking curves at high speeds, which I simply wouldn’t have in a Fortuner. Of course, body roll is felt around fast corners, but it's well-controlled for a body on frame SUV. On-road behaviour is decidedly superior to the Toyota and the Ford remains composed when driven fast on a highway. Straight-line stability is rock solid. All variants get ESP & roll stability control - it's good to know that the electronics can help you in an emergency manouveur. Helping its behaviour are those massive 265 mm tyres. Grip levels are very good for a body-on-frame SUV and there's no nervousness. Of course, that doesn't mean you push it like a sedan. Always keep its tall center of gravity in mind. Yes, there is some vertical movement through bumps and undulations / expressway dips, but it isn’t unnerving. If you want an absolute car-like experience, go for the monocoque CR-V or Santa Fe. But there's no denying that the Endeavour strikes a fantastic balance between ride and handling for a tall ladder-frame SUV.
The Endeavour gets an anti-roll bar (front and rear), independent coil-over-strut at the front and coil springs + solid axle + Watt’s linkage at the rear (older gen had truck-like leaf springs at the back). In the words of Ford's chief engineer, ''Watt's link is a part of the suspension system that bolts on to the rear differential (which is actually a structural part). It acts like a torsion bar - there is a bolt in the middle and on top of the bar. So when you get reaction forces, it rotates around that. Then, there are the lower trailing arms and upper trailing arms connected to the springs. All that actually means that the axle remains right at the centre of the car and doesn't move in relation to the frame and the body. The springs and dampers have been tuned tightly and everything is more rigidly held together''.
Electronic power steering units are the future and we need to accept that. If the Endeavour’s steering is anything to go by, enthusiasts might be in for a treat. The steering wheel has just the right weight & it's a superb EPS to use. Ford has tuned the steering perfectly - just how it should be for such a large SUV. The EPS is light at low speeds, and well weighted when the speedo needle climbs. It’s literally one finger light at parking speeds & makes this gargantuan SUV so manoeuvrable. As you gain speed, it weighs up well and is direct too. I was at ease while manoeuvring this mammoth around the crowded streets and narrow lanes of Mumbai; was equally confident behind the wheel on the expressway.
The Endeavour has disc brakes on all 4 wheels, unlike the Fortuner which has drum brakes at the rear. The brakes do a fair & predictable job of shedding speed. They are much superior to the Fortuner's. Still, the pedal itself feels spongy and I wish it offered more bite. Also, nose dive is evident at the front.
The Ford Endeavour has a ground clearance of 225 mm! Its approach and departure angles are rated at 29 and 25 degrees respectively, while the ramp-over angle is 21 degrees. It even boasts of water wading ability of 800 mm.
Like the Fortuner, this is a full-time 4x4 drivetrain (rear biased), with torque on demand via an active transfer case. It will keep monitoring the driving conditions and transfer power between the front & rear wheels. In normal mode, it transfers 60 % of the torque to the rear wheels and 40 % to the front wheels. There is a low range (2.48:1) transfer case as well. The max speed in low range is 65 km/h (which is very respectable). The rear gets an electronic locking differential. This can be locked in manually, or automatically via some of the TMS driving modes.
Like the Range Rover (a company that Ford owned earlier), the Endeavour is equipped with 'Terrain Management System (TMS)' which has four driving modes - Normal, Snow (or Mud or Grass), Sand and Rock. Based on your terrain selection, the electronics work the throttle, 4x4, gearbox and brake & traction module. Refer to Ford's official table below:
If you like to tour through the rural corners of India, the 4x4 is your new best friend. It'll easily handle terrain where the road ends and the rough stuff begins. Muck, slush, sand, small-medium sized rocks etc. will pose no problem as the tech & hardware will get you out of trouble. I'd say the Endeavour is a competent intermediate-level offroader. However, it's not a mountain goat due to its size & sheer weight which can be handicaps in the rough.
3,198 cc, 5-cylinder and 2,198 cc, 4-cylinder diesel engines with a 6-speed automatic transmission. The latter gets a 6-speed manual option as well:
Peep through the grille to see the big intercooler:
An XL-sized radiator fan & cowling:
Mouth for the air-intake. Will surely suck in cool air. Wonder why all manufacturers don't adopt such designs:
Gets a battery saver which deactivates some features after you switch off the vehicle. Will help if you park it for a couple of days in one spot:
This is the fuel filter water drain:
The heavy bonnet is lifted up by 2 pneumatic struts. It even gets cladding under the hood:
Firewall is heavily insulated:
Notice the sheer thickness of hoses under the hood. Everything is XL-sized!
A solid metal plate protects your engine while off-roading. Notice how you cannot see the ground from between the engine components:
A look at the 3.2L’s metal plate from the outside:
The 2.2L’s plate was of a different design. Solid nevertheless:
Protection plate for the large 80 litre fuel tank (vs previous gen’s 71L) = longer range:
Independent coil-over-strut at the front:
A look at the Watt’s linkage bolted onto the rear differential:
India gets only the diesels. Will Ford bring the EcoBoost here, even though the petrol will be a niche seller? Blank filler on the right is for Adblue / urea that's used internationally to lower emissions (related post):
3 out of 4 modes of Ford’s Terrain Management System:
The 4th is Rock mode. You need to shift to N first to activate 4x4 low:
The lockable rear differential:
Hill descent control performs like cruise control at crawling speeds while going downhill. You can increase or decrease the crawling speed through the cruise control buttons on the steering wheel. In this image, notice the 4x4 low, rear differential lock and traction control off (top) indicators:
The Endeavour can take you places! If you intend to use its 4x4 capability, you'd do well in upgrading to nicer A/T tyres. These MRF Wanderers are the first to give up in difficult conditions:
re: Ford Endeavour : Official Review
• Manual lovers will wish there was a 3.2 MT variant too. Would have been more fun to drive, and a manual does allow you more delicate control while offroading. The Fortuner 3.0L is available with an MT.
• Thanks to a product that's so competent and prices that are bang on, the demand far exceeds supply at the moment. The waiting period has already grown to a couple of months.
• Equipped with 'Emergency Assistance' that we first saw in the EcoSport (related thread). In an accident, the system will automatically dial emergency services via the paired cellphone and also give them your exact location. The microphone is turned on so anyone in the vehicle can speak to the operator, even if they can’t reach the controls. SYNC2 further gives you the option of storing up to two different In Case of Emergency (ICE) contacts. If Emergency Assist is activated, these numbers appear on the touchscreen (so people know who to call).
• The engine timing belt & tensioner have a life of 2,50,000 kms / 10 years.
• Service intervals are at the 1 year / 10,000 kms mark. The first service / checkup is at 2,500 kms.
• Ford has a 'Total Maintenance Plan' available for the Endeavour. This covers regular services, repairs arising out of electrical or mechanical failures, wear & tear parts and labour for all of these jobs. Owners can opt for a maintenance plan of 2 years (30,000 or 40,000 kms) or 3 years (45,000 or 60,000 kms).
• Standard warranty is for 2 years / 100,000 kms. Extended warranty available for 3 years / 100,000 kms at Rs. 19,500.
• Like its earlier generation, local content contributes to 20% only and includes wiring harnesses, seats, the instrument panel, some of the trim material, tyres etc.
• The manual variant includes a Crank-in-Gear feature which allows the driver to restart a stalled engine in low-range 4x4 without pressing the clutch (useful while off-roading).
• Even with the headlamps in ‘off’ position, if you enter a tunnel during the day, the instrument cluster automatically dims down. Exit the tunnel and it brightens up again.
• After you switch the car off, the cabin lamps, music system & power windows stay operational for some time / until you open a door.
• When you open any door of this SUV, the LED tail-lights and DRLs activate automatically for a few seconds. Good safety feature.
• The buttons on the key don’t feel anywhere as robust as the Endeavour itself. Should have definitely had a more premium key.
• If any door / bonnet is partially closed and you try locking the car, it'll give you an audible warning in the form of a brief honk.
• Ford offers the MyKey feature which acts as a nanny. The 2nd key of the car can be used for functions like limiting the top speed, emitting a warning at a chosen speed and limiting the maximum volume of the speakers (more information). This can be useful if your car is going to be driven by an enthusiastic teenager or chauffeur.
• 4x4's turning radius is 5.85 m. That's slightly lesser than the Fortuner 4x4 (5.9 m) and even the old Endeavour.
• Engage reverse when the music is playing and the song continues to play as is. It's only when you get close to an object (i.e. within the sensor's range) that the music volume drops down and the speakers emit the beeping sound of the sensors.
• Diesel engine development & calibration was done in the UK & Turkey.
• Release the brake pedal on a slope and the 'Hill Launch Assist' feature will hold the SUV in place for 2 seconds. Enough time to comfortably move from the brake pedal -> accelerator.
• There are 6 colours to choose from - Sunset Red, Golden Bronze, Moondust Silver, Panther Black, Diamond White and Smoke Grey.
• For pics of the Trend variant, click here. Thanks to deetjohn for sharing!
re: Ford Endeavour : Official Review
The Smaller yet Significant Things:
Run the windscreen washer with the headlamps on and the headlamps will be cleaned too. Very useful on highway trips:
Projector headlamps (with xenons) have a good throw. High beams use regular halogen bulbs:
LED tail-lamps look sweet in action:
Differently sized spare tyre (265/65 R17) is mounted under the body. A regular steel wheel, not an alloy:
Uniquely, the tyre pressure chart has 'ECO' figures too (5 PSI more). Do note that the Endeavour is equipped with a tyre pressure monitoring system:
Electromagnetic boot release. Just press it once and the tail-gate will open automatically:
Parts are imported from various countries:
The high bonnet is visible from the driver's seat - many people will like that:
The tachometer needle's path turns blue when revved. Only in manual mode will you see the current gear displayed:
Offroad data includes pitch, roll, steering angle, torque split etc. Very good presentation!
A look at the roof liner of variants without the sunroof. Quality is nice:
Dual-zone climate control operation via the touchscreen too:
Ambient lighting has 7 colours to choose from! This feature is only available on the Titanium variant:
A look at the blue backlight. Don't miss the purple ambient lighting in the footwells:
Door pockets and handles have ambient lighting too (shown here in red). Also, all the switches are backlit:
And now, red ambient lighting in the footwell too:
Super useful puddle lamps under the ORVMs:
Thick & heavy duty struts lift up the tail-gate:
Here’s a look at some of the accessories on offer. We’re still surprised as to why Satellite Navigation isn’t part of standard equipment:
In the Australian NCAP, the Endeavour got the full 5 star safety rating:
Titanium variant gets sunvisors with 'slide-on rod' adjustment:
re: Ford Endeavour : Official Review
Chief Competitors of the Ford Endeavour
What you'll like:
Butch styling & strong presence
Bulletproof reliability & durability. Built for abuse
Excellent diesel engine with 169 BHP & 360 Nm of torque
User-friendly, spacious interiors
Competent 5-speed Automatic gearbox. Marries convenience with go-anywhere ability
Offroad capability with 4x4, low ratio transfer case, LSD & lockable diff
Toyota's excellent after-sales service
Goodies: vehicle stability control, reversing camera, electric driver's seat, GPS navigation and touchscreen ICE
What you won't:
The price just keeps climbing with time. 3.0 AT 4x4 costs 30 lakhs on the road!
Stiff suspension is too bumpy, especially at city speeds. Pitches on the highway too
Ordinary, utilitarian interiors are strikingly similar to the Innova's
Poor brakes. Still no rear discs! Inadequate stopping power from high speed
Many features missing (reach-adjustable steering, auto-dimming IRVM, flippy key etc.)
Only two airbags in such an expensive vehicle
Mediocre fuel economy due to the 2000 kilo weight, AT & big 3.0 engine
Mitsubishi Pajero SportAttachment 1477032
Ownership reviews by:
Imran Ahmad Ali
What you'll like:
Big size & presence matched to a solid build
Spacious interiors with ample room in the 1st & 2nd seat rows
Fast 2.8L turbo-diesel with 500 Nm of torque! Smooth 6-speed AT too
Class-leading 241 mm of ground clearance & 800 mm of water wading capability
Urban ride quality is more compliant than the Toyota Fortuner
Equipment such as electric seat (driver), touchscreen audio, reversing camera & 18" rims
Safety kit includes all-round disc brakes, ESP, TC, CBC, Hill Start Assist & more
What you won't:
No 4x4 available! All direct competitors offer 4x4 / AWD
Missing equipment (steering reach adjustment, navigation, sunroof, auto-dimming IRVM etc.)
Unsettled high speed ride, especially at the rear
Lazy AT gearbox is slow to respond to kickdown / downshift commands
Only two airbags in such an expensive car
Available in a single variant that's more expensive than the Fortuner 4x2 AT
Mediocre fuel economy due to the 2000+ kilo weight, AT & powerful diesel
Hyundai Santa Fe
What you'll like:
Substantial size and presence. Great styling too
Powerful & refined 194 BHP diesel engine
Absorbent ride comfort matched to safe & predictable dynamics
Fresh, high-quality interiors with comfortable seats
Expansive feature list (xenon headlamps, selectable steering modes, dual-zone climate control etc.)
5-star safety rating. Equipment includes 6 airbags, ABS & EBD, ESP & TCS, hill start assist and more
Hyundai's reliability and fuss-free ownership experience
What you won't:
Premium pricing strategy. Noticeably more expensive than the Fortuner, Pajero Sport and others
3rd row of seats is severely short of headroom. Not a true 7 seater like some of its competitors
Doesn't have the offroad capability of the body-on-frame alternatives
No manual transmission with the AWD. The MT variant also loses a lot of safety equipment
Soft suspension can result in a bouncy rear end at high speeds + undulating roads
A sunroof, front parking sensors & auto-dimming IRVM are sorely missed
Vague steering feel & unenthusiastic AT gearbox take away from the driving experience
What youll like:
6-speed AT is smooth & capable. Superbly mated to the mHawk diesel
Available with AWD & in the fully loaded variant (unlike the Hyundai Creta)
Well-engineered, contemporary SUV with a value-for-money price tag
Acres of space on the 1st & 2nd seat rows
Competent engine delivers fantastic driveability & highway performance
Balanced ride & handling package
Safety kit includes 6 airbags, ESP with rollover mitigation, ABS + EBD and all-wheel disc brakes
Expansive feature list (sunroof, touchscreen ICE, powered driver's seat, cruise control etc.)
What you wont:
Convenient keyless entry & go feature inexplicably removed from the automatic!
Absolutely no luggage capacity with all the seats in place
Cramped 3rd seat row is best suited to children only. A sliding middle row is sorely missed
Ordinary interior quality. Still has a lot of scope for improvement
Niggles & issues, as reported by existing XUV500 owners
Mahindra's inconsistent sales & service experiences
A Fortuner Owner's Perspective
- Masculine looks
- Feature Laden
- Good Engine Gearbox combo (3.2L A/T)
- Amazing Ride Quality
- No Manual transmission available on the 3.2L
- GPS not enabled in the ICE
- 3rd row is unusable for adults (Unlike Fortuner)
Both the cars are old school body on frame SUV's. In looks both the SUV's look good & its like picking between Sylvester Stallone & Arnold Schwarzenegger. Its really a pat on the back to Ford for keeping the new Endeavour design old school boxy but still managing to look so modern.
The front is very imposing thanks to the tough looking trapezoidal grille.
The side profile continues to be having the muscular feel to it. The rear however is not as imposing as the rest of the body angles but overall the Endeavour is surely a good looking SUV.
As I stepped into the Endeavour for the 1st time I was really impressed with the plush interior it offers. The steering, dashboard & the seats really have a solid build quality. The touch screen is nice & the music system sounds crisp as well. Also the cabin feels pretty airy thanks to the panoramic sunroof, sadly it doesn't fully open. The middle row is not as spacious as the Fortuner be it in legroom or the headroom (Pano sunroof to be blamed) also somehow it isnt as wide as the Fortuner. But the seat cushioning is better and much more premium. Story in the 3rd row is again in favour of the Fortuner when it comes to space or toe room.
But overall the cabin feels robust and built to last.
I had the opportunity to drive the 3.2 L 4x4 A/T for a good few hours, and boy its such a great engine / gearbox combo. It is quick to respond in city to fill those gaps & a perfect highway cruiser you wish to have for long journeys. The engine makes you want to play with all the 470 NM offered by this 3.2L and definitely the torque is pretty accessible from as low as 1800 rpm thanks to the 6 speed A/T. Though I have seen some reviews talking about the gearbox isnt as fast a DCT, but hey this is an big SUV & the gear changes are quick enough and no complains in that department. The engine being in a 5-cylinder layout feels a bit odd (as we are used to 4, 6 ,8 cyl configs). It was like I didn't know whether to be happy about getting one cylinder more than a 4-cyl or to be sad that it is having one less than a proper 6-cylinder.
But it definitely sounds better than the conventional 4 cyl Diesel.
Ride Quality / Handling / Suspension;
The Endeavour definitely has a better ride quality than the Fortuner & in my opinion is definitely a big plus point considering its a body on frame SUV.
The handling is also very encouraging to drive fast hence its a good support for the strong engine.
The tail is more settled over bad roads & the car is flatter through the corners.
In fact it is involving in its own way, I felt that when I was driving fast on the NH8 & suddenly raised my fingers to reach out for paddle shifters :D
The steering(electric) is extremely light to use in city & weighs up nicely on the highway to boost the confidence at higher speeds.
Also the refinement levels are top notch & it definitely feels that Ford has done hard work in this area. Also features such as noise cancellation tech are adding to the overall feel & ensuring quieter ride.
The suspension was also put to a short test when we found a off road trail at a construction site & the Endeavour really impressed with its wheel articulation, high ground clearance & other things such as approach and departure angles. The track wasn't really that demanding to put the Endeavour's Terrain Management System to the test but yes it was fun to see the inclinometer & the gyrometer at work.
The brakes could have had more feel but are having sufficient stopping power to make you feel in control.
The tyres are MRF Wanderer A/T's, I think they could have picked a better brand (imported) & there was no need for localisation here. Remember when Fortuner came in it had Dunlops and still has Dunlops & that's for a reason, they could have might as well given a local MRF or a Apollo, but they stuck to their global supplier. Likewise here Ford could have given us something premium to go with this SUV. Mind you the MRF's are not bad but still I think Ford has under-performed in this department. Better tyres would definitely enhance handling, grip and braking abilities.
- Just like the Fortuner the Endeavour is easy to drive and you will get used to the judgement very fast.
- In the Endeavour's 2nd row, I had to immediately adjust the headrest as it was hitting my upper back. It wasn’t the case in the Fortuner.
- I found the middle row legroom and seat width to be lesser than the Fortuner's.
- The 3rd row headrest in the Endeavour isn't easy to access/adjust
- The backrest of the 3rd row seats in the Fortuner can be reclined. That can't be done in the Endeavour.
- Getting in & out of the 3rd row isn't in a dignified manner, its really a squeeze.
- You’ll require a third person’s help to fold the middle row seats flat to get out of the third row.
- The electric tailgate is a nice convenient feature, it may be slow but you can use that time to walk up to your seat.
- Instrument cluster looks futuristic, while the centre console buttons (below the ICE) give you the vibe of the old Endeavour.
- New generation Fords have really great air conditioning. The Endeavour's AC does a good job too, even with the sunshade open.
- Though the brake pedal lacks feel and isn't very sharp, it feels adequate.
- Tachometer should have been on the Left side of the cluster.
- NVH levels are much better than the Fortuner.
- It has the exact same key fob like my Ford Figo, which is disappointing.
- The car was slow to realize that my foot is already off the accelerator pedal and it still accelerates for a few milliseconds, has a slight delay to cut the throttle (tuning issue ?)
- Ford has done a good job with engine noise insulation, ensuring that only the growl is audible & that engine growl reminds you that you're driving something big.
- Gear shift quality is quick and smooth.
- Middle Row seats are 60:40 split, however the 40 side of the split is on the right side (Street Side), IMO it should have been on the footpath side. Hence it can be troublesome getting in/out on a busy streets.
- It feels like a large German SUV to drive (GL-Class). Talking about the feel and not the actual performance.
- To shift to 4x4 low you have to be in Neutral.
- The 8 inch infotainment touch screen module is slow to operate.
- Really liked the leather on top of the Dashboard.
Re: Ford Endeavour : Official Review
Thread moved from the Assembly Line to Official Reviews. Thanks for sharing!
Highly detailed review of an impressive SUV, rating thread the full 5 stars.
The Endeavour has an air of desirability around it. From the time that the new Endeavour / Everest was unveiled, I've been in love with its timeless design. The clean lines & right proportions greatly appeal to me. I took both variants for highway runs and am happy to report that she drives as good as she looks. My pick - as you would've guessed - will be the 3.2L. It's got expressway performance deserving of a 30+ lakh SUV (sounds awesome too). While the 2.2L is very competent in the city, it does run out of breath in high speed driving conditions. The interiors are nice and the suspension is sorted. A true all-rounder. The last generation Endeavour was reliable, so that's not an area I'm worried about either.
In so many ways, the formula is similar to the XUV500's - only difference being it's a full segment higher. VFM pricing, strong engineering, friendly interiors, balanced on-road behaviour, loaded with features & a laundry list of safety equipment. Just like SUVs have killed the D-segment sedans, this new breed of 30 lakh SUVs will take away some sales from equivalently priced sedans. The Fortuner, older Endeavour, Pajero Sport etc. were too basic & utilitarian to compete. However, the new Endeavour has the looks, features, technology & interior to draw customers away from same-price sedans. This will apply to the next-gen Fortuner also. Sure, the lure of the badge will always be there in favour of the sedans, but the Endeavour is a lot more practical for India. You won't worry as much with it as you would in a fragile luxury sedan. I'm currently trying to steer my European sedan-drawn brother in the direction of the Endeavour :D.
The game is on.
Re: Ford Endeavour : Official Review
An excellent review. Thank you very much. Rating 5 stars. The review itself creates a 'wow' feeling about the Endeavour, wonder what feeling the SUV will invoke in flesh.:) Hope to experience one soon.
Posts in the preview thread paint a negative picture from the dealer end with respect to test drives, waiting periods and availability. Hope Ford steps up the game and takes care of these issues and ensures that a brilliant product gets the attention and sales it deserves.
Re: Ford Endeavour : Official Review
Can i super like this post ? Much detailed and highly informative, especially the comparison with Fortuner. Now there is no reason to overlook Team-bhp reviews while buying cars. I really appreciate the efforts you guys took to get this review up here.
Rated 5 stars and beyond :) The only grouse i have is the beige interiors, hope that gets changed in the coming months/years.
Re: Ford Endeavour : Official Review
This is an awesome review @S2!!! Deserves 5 star rating!
Like all the cars Endeavour misses on some wanna-be features while delivers on many unexpected areas too well. One can find issues in it but the package seems perfectly made to deliver results. The initial bookings at launch are proof of it.
Simple features like rubber lining on the sunglass holder are sweet surprises while missing keyhole illumination or push button start features will be missed by many. Looking at prices, features, engine sizes and nice things it has, it is way above Fortuner and Pajero at the moment! It delivers on much needed 4X4 front as well as luxury and performance at parr with it's competitor. Comparing it with XUV - it is way out of reach for XUV. Clearly a segment above.
If this car does well on sales chart as well as customer feedback, I think ford will get my money in another year or so for this car when I would have been bored with my XUV. And of course if Fortuner does not keep up with the competition!
Re: Ford Endeavour : Official Review
An excellent review. Covers everything to absolute detail. The waiting periods and sales would definitely increase once the ban in NCR gets over. All Ford needs to do is go all guns blazing marketing the Endeavour.
Re: Ford Endeavour : Official Review
Wow S2 & Team, such an exhaustive report clap:
Truly a bible for perspective buyers.
Also thanks to TEAM-BHP for giving me the opportunity to do a comparo-review of the Endeavour with my Fortuner :thumbs up
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