Ford Endura 2019 Review

Just as the Ranger ute-based Ford Everest aims at big full-chassis off-roaders like the market-leading Toyota Prado, the new Ford Endura directly targets buyers of big car-based crossover wagons like the Toyota Kluger.

Like the Kluger (Australia’s second most popular large SUV behind the Prado), the Endura is offered in three equipment grades — each available in front- and all-wheel drive configurations, for a total of six variants — priced from just under $45,000.

There are key differences, however, and the most glaring one is the lack of seven seats, as offered by the Kluger and just about every other large non-luxury crossover SUV out there, including the Holden Acadia, Hyundai Santa Fe, Kia Sorento, Nissan Pathfinder and Mazda CX-8 and CX-9.

Oh and Ford’s dearly departed Territory.

In fact, according to official automotive industry statistician VFACTS, the only sub-$70,000 large SUVs that don’t offer seven seats are the Subaru Outback and Passat Alltrack, which aren’t really SUVs, and the Jeep Grand Cherokee and Wrangler.

The other key difference is that, like the Mazda CX-8, the Ford Endura is diesel-only – unlike the petrol V6-only Kluger, Acadia, Pathfinder and CX-9, and the petrol and diesel-powered Santa Fe, Sorento and discontinued Territory.

All models come with an eight-speed automatic transmission with Jaguar-style rotary gear selector dial, matched to a single-turbo diesel 2.0-litre DOHC four-cylinder engine similar to the one in the Ford Transit Connect van.

It produces 140kW of power at 3500rpm and 400Nm of torque between 2000 and 3000rpm.

Europe’s Ford Edge, on which Australia’s Endura is based, is also available with a 157kW/450Nm version of the more advanced twin-turbo 2.0-litre ‘Panther’ diesel seen in the Ford Ranger Raptor and Everest/Ranger Bi-Turbo.

However, a starting price of $44,990 (including on-road costs, as part of a special drive-away launch offer), makes the Endura exceptionally good value compared to both its petrol-only and diesel rivals.

It also makes it more efficient than all but the CX-8, with ADR Combined fuel consumption of just 6.7L/100km for all models, although we recorded mid-eights on the launch.

Thanks a localisation program that included a dozen or so new components, the Canadian-made Ford Endura has a 75kg roof load capacity and can tow 750kg with an unbraked trailer and up to 2000kg (braked).

That matches most of its rivals -- but not the old Ford Territory, which could tow up to 2700kg in all-wheel drive diesel form and 2300kg in six-cylinder petrol and rear-drive diesel form.

Like most of its rivals, only one Endura variant – the base Trend FWD at 1976kg – weighs less than two tonnes, with AWD adding 62kg. Kerb weights extend to 2077kg for the Endura Titanium AWD (including 75kg for the driver a 90 per cent fuel load).

Also like its chief competitors – but not the Toyota or Nissan, which still offer only three-year/100,000km warranties – the Ford Endura comes with five-year/unlimited-km aftersales backing including sat-nav updates.

There’s also a capped-price service program that sees the first four services cost $299 each, covering the first four years or 60,000km of ownership.

We’ve detailed the full Endura model range here, but the three-grade, six-variant line-up ranges between $44,990 and $67,990.

The range opens with the Trend, extends to the mid-range ST-Line and tops out with the Titanium. All models are well equipped and AWD adds $4000 to the price of each.

Standard Ford Endura Trend safety equipment includes a new Evasive Steer Assist system that’s designed to steer the vehicle away from trouble, plus autonomous emergency braking (AEB) with pedestrian detection, forward collision warning, lane keep assist, traffic sign recognition, trailer sway control, adaptive cruise control, LED headlights, hill start assist, reversing camera, tyre pressure monitoring, rear outboard ISOFIX child seat anchors, front/rear parking sensors and eight airbags including driver and passenger knee bags.

Infotainment kit extends to Ford’s latest SYNC3 system with 8.0-inch colour touch-screen, high-spec voice activation, satellite-navigation, nine-speaker CD/AM/FM/DAB+ sound and Apple CarPlay and Android Auto compatibility.

There are 18-inch alloy wheels with 245/60R18 tyres, a 10-way power-adjustable driver’s seat, six-way manual front passenger seat adjustment, keyless entry, dual-zone climate-control, electric park brake, digital colour instrument display, alarm and 60/40-split folding rear seats with Ebony fabric trim at base level.

Stepping up to the $53,990 ST-Line (AWD $57,990 plus ORCs) brings sports tuned suspension, 20-inch alloy wheels with black inserts and 245/50 R20 tyres, powered tailgate with hands-free operation, auto-dipping wing mirrors, an ST-Line body kit and a black grille, door frames and roof rails.

Inside, the Ford Endura ST-Line adds Ebony Miko Suede perforated seat trim with leather accents, heated and cooled front-row seating, 10-way power adjustment for the front passenger seat and aluminium pedals.

Topping the range is the Titanium, which adds adaptive Bi-LED headlights, 20-inch ultra-bright alloys, Enhanced Active Park Assist, blind spot monitor, rear cross traffic alert, dual-panel panoramic glass roof with powered blind (deletes roof rails), Salerno micro-perforated leather-accented Ebony seat trim, powered tilt/telescopic steering column adjustment with memory and heated rear seats.

There’s a wide range of options, including prestige paint ($600), tow bar kit ($1000), 19-inch alloys (Trend; $1000), auto-parking (ST-Line; $1000), premium B&O 12-speaker audio with 180-degree front split-view camera (ST-Line and Titanium; $1000), twin rear DVD entertainment system ($1600) and panoramic sunroof (Trend and ST-Line; $2500).

Step inside the classy looking Endura and you’re greeted with an expansive, modern interior lined with plenty of soft-touch surfaces – except for the cheap-feeling paddle shifters and hard plastic centre stack that reminds us of the Territory, complete with lidded dash-top compartment.

In contrast with the light-coloured cabin of other models, the ST-Line’s black headlining and piano-black surfaces give it an overly dark feel about it, aided by black seat trim with red stitching that looks a bit old-school.

But the seats are supportive, the 8.0-inch touch-screen intuitive, the digital instrument display comprehensive, the outward vision good in all directions and the stretching room generous in all key dimensions.

A sizeable 1030mm rear legroom -- just 50mm less than up front – is the advantage of not cramming a third row of seats into a body that’s just 30mm shorter but 3mm wider and 2mm higher (and a further 10mm taller in AWD form) than the Kluger’s, at 4834mm long, 1928mm wide and 1742mm high.

Same goes for cargo capacity, which is pretty sizeable too at 602 litres behind the rear seats, 800 litres to the roof and a total of 1847 litres with the rear seats folded.

This practicality is aided by very effective sound insulation and a smooth diesel engine that make for a super-quiet cabin at all road speeds and engine speeds, on good roads and bad.

The oil-burning engine delivers a healthy dose of torque from low revs, spelling effortless highway overtaking from 1500rpm in top gear at 100km/h, and spins freely and willingly enough to make the Endura a rapid city and suburban commuter.

There’s a handy capless fuel filler next to an old-fashioned AdBlue receptacle that will require special attention, and the turning circle is nothing special at 11.9m.

But ride and handling is a strong point, especially on 18-inch Hankook rubber in entry-level Trend form, in which the Endura’s ride quality is compliant and luxurious despite its flat cornering stance and tight body control.

Aided by well sorted MacPherson strut front and multi-link rear suspension, the Endura’s stability control system is unobtrusive yet highly effective, as we discovered on a slick section of the twisty Black Spur road outside Melbourne.

All models point and shoot with aplomb, courtesy of accurate, nicely weighted electric rack-and-pinion steering that’s equipped with front-axle torque vectoring.

The small-diameter, narrow-rimmed Ford Endura tiller returns enough feel but no kick, rattle or even torque steer – even in front-drive form with 400Nm of torque from 2000rpm.

Steering is sharper and road holding more tenacious in ST-Line form on 20-inch rubber and stiffer dampers (up 15% at the front and 40% at rear), but the downside is a firmer ride and more pronounced head shake in bumpy corners.

Overall, especially in ST-Line guise, this large SUV handles crisply but never really feels sporty due to a part-time AWD system that’s predominantly front-drive but can send 100 per cent of torque to rear wheels.

And that pretty much sums up the Ford Endura. It looks handsome except for the oversized black plastic number plate mount on the tailgate, and certainly sportier than the long-body, seven-seat version built and sold in China.

It’s good value compared to its rivals, has impressive safety and tech credentials, and also scores top marks for refinement, efficiency, dynamics and comfort.

But it does nothing particularly well and lacks the seven-seat capacity of its chief rivals and Australia’s only homegrown SUV, leaving a gaping hole in Ford’s SUV range.

So the new Ford Endura is no Territory replacement, but it’s still a worthy addition to the Blue Oval’s local line-up and should tick enough boxes to attract a decent number of large SUV buyers Down Under.

How much does the 2019 Ford Endura cost?
Price: From $44,990 drive-away
Engine: 2.0-litre four-cylinder turbo-diesel
Output: 140kW/400Nm
Transmission: Eight-speed automatic
Fuel: 6.7L/100km
CO2: 176g/km
Safety rating: Five-star (ANCAP)

Get a real close look at Ford Endura in The Vault