“The key for the rear end is getting those corners out as far as we can, not only from the bottom, but all the way up to the top. “As you walk down the body side you can start to see that the line on the shoulder swells over the arches, and you can really get this quite strong shoulder. “The biggest thing for me is actually on the rear end,” says Cosentino. “Obviously the vehicle is very capable, so we wanted to really emphasise that through the visuals.” “The width really helps us swell the fenders out and that makes it feel more planted on its wheels,” Cosentino said. Yet the clay Everest sitting in front of media at the new Everest's reveal is evidence of the Monash Uni grad’s talent. “One of the key tenets of the design was to make it look a lot more planted and a lot more stable,” explained head of exterior design, Lee Cosentino. There’s a 50 millimetre increase in both front and rear tracks, the wheelbase stretched 50mm to 2900mm too – yet the overall length is near identical (Ford won’t share that number just yet).Īlmost every number is up, even marginally: exterior dimensions, cabin space, towing capability, kerb weight, GVM and GCM, as well as the number of cylinders – with a V6 offered in Everest for the first time. One glance at the new Everest and its Ranger resemblance is immediately obvious, its striking front-end leading to a new overall fullness.
“This time, we got to do it all at the same time, which gave us that flexibility to match the variants and combinations on the same platform, so it really helped.” “That’s the beauty of doing the platform development at the same time the building blocks before when we did Ranger, and then the Everest, we added small bits on,” said T6 Chief Platform Engineer Ian Foston.
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