Toyota opted for larger capacity rather than a turbocharger which keeps the delivery more linear and that has some obvious benefits on the track. The extra. Others in the segment include the Ford Everest ( sales in January ), Toyota Fortuner (), Mitsubishi Pajero Sport () and Pajero proper (). This is a live feed from Google Reviews showing the latest feedback in chronological order. To view as a list, click 'Google Rating' button below. TD DIRECT INVESTING BLACKBERRY APPS

The Platinum gets a larger and more-impressive Elsewhere, the Trend alone gets a smaller Other standard features of the Platinum include heated and ventilated premium leather-accented front seats with way power adjustment and memory function for the driver. A panoramic roof adds to the spacious feel of the interior and rear-seat passengers benefit from a touch more shoulder space than before, plus better access to the third-row seats thanks to a split second row that slides further forward.

Occupants in all three rows have places to store things along with power outlets for charging devices, albeit a 12V outlet in the third row. The split third row is electric so can be folded at the touch of a button, likewise the power operated tailgate which accesses a slightly wider cargo opening than before. Cargo volumes are litres in seven-seat mode, litres in five-seat mode, and 1, litres in two-seat mode. An embedded factory-fitted modem allows owners to connect remotely to the vehicle when using the FordPass App, accessing features like remote start, vehicle status check plus remote locking and unlocking.

Ford claims to have placed great emphasis on reducing cabin NVH to make Everest more family friendly and the extra insulation and improved aerodynamics ensure the cabin is a quiet and comfortable place to travel in. The 2. In fact, Ford claims to have done the equivalent of more than five million kilometres of testing on the engines and six million kilometres on the speed auto alone. But the arrival of the V6 has reset the standard by which the Everest is judged and anyone who compares the two will be impressed by its smoothness and quietness, while its muscular Nm of torque available between and rpm makes it a likely candidate for towing duties.

Among the few criticisms is the lack of positive engagement of the stubby, leather-trimmed e-Shifter transmission lever, which often sees you fishing for Park or Reverse. The permanent four-wheel drive system uses an electronically controlled on-demand two-speed electromechanical transfer case, with selectable drive modes.

Meanwhile, back inside, the central touchscreen is linked to a degree camera with split-view display to aid when parking or driving off-road. The system utilises cameras at the front, rear and side to provide a handy birds-eye view of the vehicle and its surrounds.

An off-road mode in the multimedia screen provides access to the diff lock and the screen also displays information like steering angle and predictive track overlay. But if you really want to impress the neighbours, show them the Active Park Assist feature which allows the operator to park the Everest via its key remote, with the system taking care of the steering, shifting, acceleration and braking to drive into parallel or perpendicular parking spaces and back out of parallel spots.

Suspension remains via a coil-strut independent front with a five-link live axle with coils and Watts link at the rear. The long travel suspension handles larger lumps and bumps comfortably, however. Head toss is reduced, too, meaning riding in the new Everest is generally a much nicer experience. Access to the third row is reasonable and Ford claims to have put a great deal of design effort into the location of step points and grab handles to aid ingress and egress.

Toyota has swapped the 2. This bumps power up to kW and torque to Nm; a boost from the previous Nm. Toyota opted for larger capacity rather than a turbocharger which keeps the delivery more linear and that has some obvious benefits on the track. The extra power and torque is noticeable as soon as I roll out of pit lane, with a easy, smooth surge of speed when I bury my right foot. This is a revelation, especially considering the previous 86 was popular with drifters despite its struggles to break traction.

This new tail-happy trait makes it much easier to drift and slide around, especially in medium and fast corners, which will undoubtedly only enhance its appeal to the drift crowd. Our drive was in a pre-production example fitted with a six-speed automatic transmission and having left it to shift itself for a lap, we spent the rest of our time using the steering wheel-mounted paddles.

Left to its own devices the gearbox shifts well on track, holding gears to the redline and shifting down hard when braking at the limit. The shifts themselves are good but do lack the crispness and urgency of a dual-clutch transmission. Having said that, Toyota has made some major changes underneath to improve it.

For starters the chassis has been strengthened, with torsional rigidity reportedly 50 per cent better now. Toyota also swapped its deliberately low-grip, Prius-sourced tyres for grippier rubber — Michelin Pilot Sport 4S.

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