Ford averick
Page 29
If you've noticed an error in this article please click here to report it so we can fix it.
SWB LWB Wheelbase 2,450mm 2,650mm Front overhang 740mm 740mm Rear overhang 915mm 1,195mm Ground clearance 215mm 210mm Wading depth 450mm 450mm Approach angle 35.0' 35.0° Departure angle 36.5° 26.5°
Gradeability 39.00 39.0° FAT1 has launched the Niaverick, its entry into the sports/utility 4x4 market. Maverick is available with two wheelbase options, two trim levels and a choice of petrol or turbo-diesel engines. All models go on sale on 30 June: Ford plans to sell around 2,000 by the end of 1993 and 6,000 in a full year.
Like many recent launches this is the result of a joint venture: in this case with Nissan, which market's its version as the Terrano IL Both vehicles are built at Nissan's Barcelona plant.
There are no immediate plans for a commercial version, but following the launch of the Land Rover Discovery commercial Ford will monitor demand for a load-carrying version. Payload for SWB models is quoted as 680kg (petrol) and 570kg (diesel); this rises to 830kg (petrol) and 730kg (diesel) for LWB models.
Maverick is built around a steel ladder frame chassis. Front suspension is by torsion bar and wishbone with a live, coil-sprung rear axle. Anti-roll bars are stan
dard front and rear. Ford claims a Cd figure of (E44 for the three and five-door bodies. The shortwheelbase model has room for five; the long-wheelbase seats seven in three rows. In SWB models the rear seats split and fold down to increase the load area. The second row of seats in LWB models can also be folded down: the third row folds flat to create a luggage compartment which is fitted with tie-down eyes.
Petrol and diesel engines both come from Nissan.
Turbo-diesel The 12-valve, 2.4-litre petrol engine produces 91kW (122hp) at 5,200rpm with 197Nrn (1451bft) of torque at 4,000rpm. The 2.7litre turbo-diesel develops 74kW (99hp) at 4,000rpm and 221Nm (1631b1) of torque at 2,200rpm. Drive is transmitted to all four wheels via a five-speed gearbox and a dual-range transfer box.
Four-wheel drive can be selected on the move at speeds up to 40km/h. The front wheels have automatic locking hubs and the rear axle comes with a standard limited slip differential.
Two trim levels are available: Maverick and Maverick GLX. The GLX package includes a height-adjustable driver's seat with adjustable lumbar support, electric windows, 80 watt RDS radio cassette, an electric tilt/slide sunroof and central lock
ing. Safety equipment on all
models includes heightadjustable front seatbelts, side-door impact beams and bash plates under the fuel tank.
All models carry a one-year unlimited-distance warranty with additional two years "Extra Cover" free. Nissan and Ford dealers should be able to handle servicing —prices will be announced nearer the launch.
A brief drive in the SWB and LWB diesel models shows that the Maverick is a competent performer on and off road. Anti-roll bars do away with the traditional 4x4 roly-poly ride but do not seem to compromise off-road performance. We drove without difficulty over a series of mountain tracks in conditions ranging from deeply rutted mud to dry rock and the compliant suspension also wave a very acceptable on-road ride, even in the SWB models which more than equalled some of its LWB competitors.
The Maverick's weakness appears to be the Nissan Diesel engine. Without sufficient revs to provide turbo-boost there is a noticeable drop in power so it is essential to keep revs up to provide acceptable performance.
The boost characteristics take the edge off an otherwise good 4x4. Its excellent chassis sets new standards in the medium 4x4 sector. Ride and handling are superior to rivals like the Vauxhall Frontera and Daihatsu Fourtrak.
Ford is chasing the Mitsubishi Shogun with the Maverick and its pricing will reflect that. The company should be able to exploit the quota-restricted sup
ply of the Shogun Maverick is built in tt success may finally di whether buyers see it a urn priced competito: Fmntera, or a keenly pr native to the Shogun/Di:
by John Kendall