Analogous to Marc Andreessen’s “software is eating the world”, Nvidia’s CEO Jensen Huang on the impact of AI: “AI is eating software,” Huang continued. “The way to think about it is that AI is just the modern way of doing software. In the future, we’re not going to see software that is not going to continue […]

The post Nvidia on AI everywhere first appeared on Tom Markiewicz.

Clickbank brings together various sources for entertaining you at any time of the day. Download them now and have fun.

Exciting times for any genealogist are defined as what I'm about to be going through very soon. On one of the 9 ancestral lines I've descended from, this one tracing back to Romania, I soon may be working with a researcher in Romania to "get the goods" for me. Early indications look like there may be a lot of info available.

Not only that, over the last 5 years, I've been in contact with 3rd cousins I've never met who are in other branches of the same line. They have added their own research to what I have, and what we've all accumulated together now makes it possible for the next step. They surely will be joining this journey to enjoy finding out more about our common ancestral origins.

If only I had Behold version 2 ready so I can record all this as it comes. But since I don't, I'm going to do the next best thing. I'm going to create a webpage of our family in Romania that will look's just like Behold's HTML output. This page will serve as our group's master data sheet. But it will also serve as a model for Behold. It will also include pictures with descriptions that will be a prototype for pictures in Behold.

Here's the nice thing. Once Behold Version 2 is ready, that data won't be lost. I'll be able to enter almost all of it into Behold simply by copying and pasting from the webpage. Then it should just be a matter of linking spouses together and assigning them their children.

If I can make the process that simple, then editing in Behold will be amazing!

As I use Behold to build my HTML webpage for my family research, I realize I will have to include thumbnails of photos. Up until today, I hadn't thought of a good way to do that.

GEDCOM files can specify IMG tags, which give the location of an image on the local computer. But TRichview, which I'm using as the engine for the Everything Report, does not yet properly wrap text around images. My plan was to wait until they implemented that.

But then I realized that I simply want to display a thumbnail (very small version) of each picture on its own line, with any descriptive text about it on the right. So an easy implementation would be a table with one row and two columns. In the first column is the image. In the second is the textual information. No word wrap around the image is necessary and it should look quite nice.

Now what about getting the full image. The idea was to click on the image to bring up the original. That would be possible from from the Everything Report in Behold, also possible from the HTML web page Behold produces, and probably possible as well from the RTF Behold can output.

But then I discovered something quite elegant. There is a really nice Photo-Zoom capability available for web pages. You just put your mouse over the thumbnail and the full size image instantly appears in the same window. No clicking or new windows required. It is very user friendly and useful!

What I'll do is finish up the current version, hopefully in the next week or so. I've only got 18 more days until this alpha version expires. But since I need the photos in Behold's output for my project, I'll add the thumbnail capability as the first thing after this version is released. And if it's not too hard, I'll try to add the photo-zoom as well. That will be a killer feature if add it.

So you won't have to wait for images until Version 3 anymore. It'll be in Version 1.

Irreversible Mechanism

Fever 333

As of Claws Mail 3.4.0 it supports png themes, therefore all the xpm files were replaced with png files. Get it from the Claws Mail themes download page or from allroy.de.

Free Shipping: Every Day, Every Order. Use Code FREESHIP. Shop Now. # Expiration: 10-5-2026

Celebrate Every Day - Free Shipping on the Cookie Gifts Everyone Loves.

[Premium Times] After a period of silence, DJ Switch has made a striking comeback with her new single, 'Link Up', sparking significant conversation.

[Nile Post] The Traffic Police Directorate has announced strict traffic guidelines for the 9th Edition of the Nyege Nyege Festival at Jinja Club.

Have you noticed that people tend to wear different hairstyles during summertime? So have we and that is why we decided to investigate what types of wigs are the most sought after during this season. If you are looking at wigs for sale wondering which style to get for yourself, we are here to help [...]

The post Confidence in Every Strand: Shop the Hottest Wigs for Sale this season appeared first on Braves News World.

[allAfrica] This election didn't make Kamala Harris America's first female president, but what her campaign achieved reaches far beyond the vote count. As the former president of Liberia and the first woman elected to lead an African nation, I know what it means to take on a challenge where the odds feel stacked against you.

[Liberian Observer] The Liberia Medicines and Health Products Regulatory Authority (LMHRA) has drafted eight new regulations and is undergoing a thorough review of the Authority's Act of 2010 for potential amendments.

[Daily Trust] Nigeria recorded a total of 3,372 Lassa fever cases between 2022 and this year, the Nigeria Centre for Disease Control and Prevention ( NCDC), has said.

[Premium Times] NCDC DG said healthcare workers play critical roles in preventing and managing Lassa fever and other diseases and urged them to always practice standard infection prevention and control measures.

[WFP] Yaounde -- Recent flooding in Cameroon has affected more than 400,000 people and upended lives and livelihoods, as the country grapples with acute food insecurity amid rising food prices, conflict, displacement, and climatic shocks.

February 14, 2006 – ACCESS has been concerned for months that the State Department’s plan to include RFID chips in passports has not been well thought out. The original plan would have placed an RFID chip in every passport which would have contained unencrypted data about the passport holder. After a storm of protest, the State Department revised the standard to include some encryption. Now, a Dutch television news program has along and broken that encryption in less than two hours. The ramifications of this to passport holders are anything but positive.

Catégorie - FEMMES » Genre - Rock

Following a number of industry partnerships, imaging titan Leica announced its own smart projector in 2022. Now the company has followed that ultra-short-throw Laser TV with a compact audiovisual treat designed for "maximum flexibility and cinema feeling in Leica premium image quality."

Continue Reading

Category: Home Entertainment, Consumer Tech, Technology

Tags: Leica, Projectors, Laser, 4K UHD, Compact

By combining smart glasses with facial recognition software, it's possible to learn everything about the people you meet on the street, just by looking at them. Fascinating and terrifying!

Exercise caution if you're low on outlets and relying on extension cords. Not all devices are safe to connect this way, and the wrong combination can lead to overheating or even fire hazards.

NASA's Perseverance rover, on Mars for the past three years, has found potential signs that the planet may once have supported life.

Do you find yourself waking up at 3 or 4 in the morning for no apparent reason? Don't worry, you're not alone! There's a simple explanation for this phenomenon.

Nobody likes wasting food or money, yet spoiled veggies and fruits often go unnoticed in the fridge until it's too late. Fortunately, a few simple storage tricks can keep your fruits and vegetables fresh for longer and help you save on groceries.

A simple Google search can sometimes have surprising and serious consequences for users.

Proximus zit midden in de verglazing van zijn netwerk. Het dividend is verlaagd, er is meer schuld op de balans geplaatst en de leverage is toegenomen. Daarnaast financiert het twee transacties met vreemd vermogen (Route Mobile en Fiberklaar). Orange en VOO zijn gefuseerd en Citymesh/Digi staat op het punt de markt te betreden...

Spotify breidt zijn aanbod uit met videocontent van Cineverse. Video podcasts, muziekvideo's, clips en videocursussen vormen al een behoorlijk logische uitbreiding van het aanbod. Het vergroot de lock-in en rechtvaardigt hogere tarieven. Het toevoegen van series gaat een stap verder en is te...

(Telecompaper) Russian national operator Rostelecom has introduced to customers its promotion 'Forever', offering residential services at promotional rates for as long as the customer remains with the company...

Enjoy a huge $340 off this portable power source while this deal lasts.

This is one of my favorite cameras I've ever used, despite its flaws.

Exactly 25 years ago, in September 1999, Autocar India started its innings with the new Ford Ikon on the cover. A world exclusive, the story showcased Ford’s new sedan for India, powered by the powerful and responsive 1.6-litre Rocam engine. The car was a delight to drive, the engine was super responsive, and this set the tone for the future of Ford in India. The even bigger story, though, was that this was Ford’s first new car after the Mahindra-Ford JV had been dissolved.

Fast forward 25 years and Ford India is set to make a comeback after its planned Mahindra alliance was aborted. Talk about history repeating itself. And the Ford that is likely to go on sale first is the 2024 Everest. Previously known as the Endeavour in India, Ford’s new Everest is an SUV that is much missed here. A more sophisticated rival to Toyota’s Fortuner, Ford’s big SUV always rode better, drove better and was more luxurious and comfortable inside.

The plan

Now, with the closest place we could get our hands on Ford’s Everest being Nepal, and Ford almost certain to retain the Everest name in India (for the first time), we just had to try and drive the Everest up to where we could see Mt Everest. You can catch a glimpse of the famous mountain from the top of a hill not too far from Kathmandu, called Nagarkot. Getting to Nagarkot, however, involves a long ascent where you climb almost a kilometre, and once up, there’s no guarantee we’ll be able to see Sagarmatha or ‘head of the sky’ as Mt Everest is called in Nepali. The mountain is around 110km away and appears as a small peak between two closer (so ‘taller’ looking) peaks. And that’s not it; with monsoon clouds bouncing off the high Himalayas and collecting at their base at this time of  year, we’ll need a gap in the high clouds to see it. 

Familiar but different

Nepal initially feels very familiar. There are plenty of Tatas, Mahindras and Marutis present and the drivers in Nepal seem to have graduated from the same driving schools as drivers in India. Bikes slip though every gap, drivers here practice the same ‘cut, thrust and parry’ and not even monks practice defensive driving. 

Coming face to face with the new Everest at the Go Ford dealership gives me some succour. It looks even more imposing and larger. And around the side, it gives me the impression of being larger than even the Endeavour we had in India. Marginally longer and built on a 40mm longer wheelbase, the real reason it looks bigger, however, is that this big body-on-frame SUV is now even more block like.

The nose is wider and more square and the ‘C’-shaped LEDs that frame the headlight clusters accentuate the width. The flat bonnet is also full of cuts and creases, the chrome bars that flank the Ford logo give the bluff cowl a modern look and what also adds muscle are the mildly flared fenders. In profile, the big 20-inch wheels help give this big SUV a solid, planted look, and I really like the ‘tough’ two-tone design of the alloys. The bi-turbo badge below the fender tells us this diesel has two turbos placed in series. Go back further and the widened rear fenders help give the Everest a nice wide stance from the rear as well. The cabin isn’t too tall, it’s nicely tucked in from the lower body and what really catches my eye are the clear tail-lights that light up bright red. I even like the manner in which the word Everest has been boldly emblazoned across the rear. 

Endeavour, expidition

It’s afternoon by the time we leave Kathmandu. The traffic hasn’t gotten any better and slipping this massive supertanker into the stream of traffic proves to be tricky. The arterial roads we initially traverse are narrow and full of parked vehicles, so I really have to inch forward carefully. Visibility from the driver’s seat is good, and the light and very accurate steering makes it easy to place the Everest; important in a vehicle of this bulk. The steering doesn’t quite seem to have the heft of the earlier Endeavour, but the Everest’s steering is quicker at low speeds. That, along with the relative lack of effort to twirl it, sort of makes this bulky SUV feel a bit easier to manage. 

As we leave the confines of the city and get onto faster roads, I notice that the ride is very comfortable. It isn’t just the bump absorption, that SUVs like this one normally ace it’s also the refinement, the flat ride and the relative lack of secondary movement associated with a body-on-frame SUV like this. Ride isn’t pillow soft, but the manner in which the Everest absorbs a section of bad road – silently, smoothly and without any hint of heave-ho – makes it both comfortable to sit in and effortless to drive. I just don’t need to slow down unless the holes are particularly large and deep. And the Everest also feels very stable at speed. It even feels more planted the faster you go; Ford’s big boy really does give you plenty of confidence to press on.

The climb

Once we turn off for Nagarkot, we transition onto some wide ghat roads that sweep around in a nice flow. Leading us ever upwards, the wide sweepers are well paved for the most part. Since there’s practically no traffic, I can really enjoy the drive up. The big takeaway here is that the Everest feels light on its feet and ever ready to change direction. 

And it isn’t just the quick steering, it’s a combination of factors. One key contributor has to be Ford’s superb body control and poise. Almost always comfortable in a corner, it feels well balanced and ever willing to alter its line. This is a clear step up on the last-gen Endeavour sold in our market and the confidence it delivers from behind the wheel means you always feel relaxed and enjoy going quicker. Wish the brakes had more bite though. The only time you ‘feel’ the weight of the Everest is when you have to get relatively hard on the brakes. More initial bite and better pedal feel needed here for sure.  

Half way through our one kilometre or so climb, we run into what feels like a mini cloudburst. Rivulets of water stream down the ghats and we have to clamber over some small rocks that have run down along with the water and silt. The Everest just takes everything in its stride, casually hopping over everything. 

As we carry on our way up the mountain, now looking down on the weather below, what I also realise is that the bi-turbo engine contributes significantly to the Everest’s  effortless nature. Incidentally, the engine’s still made in India, and it’s smooth, refined and always on the boil. Refinement, in fact, is so good, it feels like a new generation of engine. And what I especially like is how quickly it responds to a tap on the throttle. With 210hp and 500Nm of torque, it clearly can deliver the goods at higher engine speeds. And here, too, there is no hesitation. There are no flat spots and no surges over practically the entire rev range. And that’s despite the engine being driven by a pair of turbos in sequence; something that’s difficult to do. Not sure how seamlessly this engine will transition from its current EU IV state of tune to our BS VI equivalent, though.

Even the 10-speed automatic gearbox feels more responsive and intuitive. It still shifts up too early when you lift off the throttle to cruise and only comes a gear down, instead of two, when you tap the throttle. Still, the gearbox works better with this bi-turbo engine as the small turbo spins easily providing sufficient boost at low engine speeds. What irks is that there are no paddles on the steering wheel, only fiddly plus and minus buttons on the gear lever; odd on an otherwise well-specified SUV. What’s cool, however, is how the electrically driven gear selector returns on its own to P if you open the door or even switch the car off in D; remember to try it.  

Looking out, looking in

We only reach the top of Nagarkot at sundown. Our weather app says there should be a small window the next morning, especially when it comes to medium clouds, and that’s just what we are hoping for.

The next morning, though, it all seems pointless – we are enveloped in cloud. So we begin to shoot the exterior; details, highlights and some bits inside the cabin that are well lit. Then, just as we are about to give up hope, a sliver of light opens out, with the gap getting larger every minute. Soon, we can see many peaks close to us and some of the high Himalayas in the distance. We quickly look in the direction of the Everest using our GPS and train our cameras on the dark peak; it’s often the one with the least snow on it because of the high winds. But now, the clouds are back – in batches – drawing a veil of white over the range on and off. Clouds bubbling up from below as the earth heats up. More gaps open later and we see what we think is the Everest.

But the clouds cover it again, and with nothing to do but wait, I decide to take a closer look at the cabin. There’s loads to like here and my attention is initially drawn to how it feels like there’s a bit more space inside. This Everest feels wider and there appears to be more driver space. This version also gets powered and cooled front seats that are big and comfortable even on long drives. 

What I am drawn to next is the 12-inch Tesla-like screen with its portrait orientation and sharp details. Apple CarPlay works nicely here and what’s neat is that you can scale up Apple CarPlay at the touch of a button. The screen runs Ford’s Sync 4A software and what’s also Tesla-like here is that you get a digital sketchpad; for when you are waiting and the kids are bored. It’s only software, so why not. You also get a 360-degree camera and, as earlier, a valet mode.

The Everest also gets a full suite of ADAS functions, with pre-collision assist and automatic emergency braking. The version we are driving has 4X2, 4X4 and 4-low modes, accessible via a dial. In addition, you can select various off-road modes: tow (which is new), slippery, mud and ruts, and sand. Do this and the display even pops up and tells you how the four-wheel-drive system is being optimised with locking diffs, à la Range Rover.

The touchscreen has fan and temperature controls, but there is also a set of physical air-con control knobs and buttons.

Narrow door pockets apart, storage and stowage are also decent. The square elbow box is huge, the twin gloveboxes manage a good amount of room between them and there are full-sized cup holders and a tray to keep knick knacks below the central console. The black on black dash, however, looks more utilitarian than upmarket, and plastic quality in and around the central console is only ordinary. Ford will certainly need a more upmarket version of the Everest for the Indian market. And while the digital instrument panel proffers up some great graphics, the ‘digital’ tachometer and small temperature, fuel and oil pressure gauges on the instrument panel need to be more legible. Come on Ford, this is easy.

Space in the second row of the Everest is also improved. Legroom and even headroom are more than sufficient, and as the cabin is wider, there seems to be more space in general. The seat is set a bit low, so the seating position is a bit knees-up. You can, however, slide the second-row bench forwards or back and the backrest can be reclined as well. You also get a blower control in the back as well as a regular plug point, so you can charge or power even laptops.

There’s also a bit more room in the third row, especially after optimising and adjusting the space used for the first and second row. Getting in isn’t easy, but once you are in, short journeys are sort of manageable. 

What the Everest also gets, even three rows up, is a fair amount of boot space. You can stack around four pieces of hand baggage in the back or even two big bags. The third row seats can be folded electrically (up and down) for more space.

Up where it belongs

Ford’s new Everest is a full-size SUV that ticks almost every single checkbox. And it is a long list. Big, bold, spacious, comfortable and well-equipped, the new Everest is a large-sized body-on-frame SUV that delivers a solid build, real off-road ability and is practical. It is also refined, sophisticated, easy, effortless and enjoyable to drive. It drives so well, in fact, that it feels like it’s built on a monocoque chassis. 

Then there’s the bi-turbo diesel, which is smooth, punchy and responsive. You do miss having paddle shifters, and Ford needs to look at a more upmarket version of the Everest, with a higher quality dash (in particular). But, be in no doubt Ford, when you eventually decide to make a return, this is the SUV to do it with. 

FORD’S COMEBACK

When will Ford return to India? This is a question that is difficult to answer. What we can tell you, however, is that Ford has held on to its plant in Chennai and is currently working on a plan to make a comeback. And from what we hear, the Everest is part of that plan. Ford is likely to assemble the car here in India, just as it did earlier, and it is also likely to use the Sanand-made diesel engine. There’s even a bi-turbo 3.0 V6 diesel that makes 250hp and 600Nm of torque if Ford wants to get the Everest in as an import, and that sure will get the attention of SUV lovers.

Also see:

Bill Ford pays tribute to Ratan Tata, clarifies 'Detroit meeting' stories

Ford confirms restart of manufacturing in India

Ford Everest Tremor with off-road upgrades revealed

Exactly 25 years ago, in September 1999, Autocar India started its innings with the new Ford Ikon on the cover. A world exclusive, the story showcased Ford’s new sedan for India, powered by the powerful and responsive 1.6-litre Rocam engine. The car was a delight to drive, the engine was super responsive, and this set the tone for the future of Ford in India. The even bigger story, though, was that this was Ford’s first new car after the Mahindra-Ford JV had been dissolved.

Fast forward 25 years and Ford India is set to make a comeback after its planned Mahindra alliance was aborted. Talk about history repeating itself. And the Ford that is likely to go on sale first is the 2024 Everest. Previously known as the Endeavour in India, Ford’s new Everest is an SUV that is much missed here. A more sophisticated rival to Toyota’s Fortuner, Ford’s big SUV always rode better, drove better and was more luxurious and comfortable inside.

The plan

Now, with the closest place we could get our hands on Ford’s Everest being Nepal, and Ford almost certain to retain the Everest name in India (for the first time), we just had to try and drive the Everest up to where we could see Mt Everest. You can catch a glimpse of the famous mountain from the top of a hill not too far from Kathmandu, called Nagarkot. Getting to Nagarkot, however, involves a long ascent where you climb almost a kilometre, and once up, there’s no guarantee we’ll be able to see Sagarmatha or ‘head of the sky’ as Mt Everest is called in Nepali. The mountain is around 110km away and appears as a small peak between two closer (so ‘taller’ looking) peaks. And that’s not it; with monsoon clouds bouncing off the high Himalayas and collecting at their base at this time of  year, we’ll need a gap in the high clouds to see it. 

Familiar but different

Nepal initially feels very familiar. There are plenty of Tatas, Mahindras and Marutis present and the drivers in Nepal seem to have graduated from the same driving schools as drivers in India. Bikes slip though every gap, drivers here practice the same ‘cut, thrust and parry’ and not even monks practice defensive driving. 

Coming face to face with the new Everest at the Go Ford dealership gives me some succour. It looks even more imposing and larger. And around the side, it gives me the impression of being larger than even the Endeavour we had in India. Marginally longer and built on a 40mm longer wheelbase, the real reason it looks bigger, however, is that this big body-on-frame SUV is now even more block like.

The nose is wider and more square and the ‘C’-shaped LEDs that frame the headlight clusters accentuate the width. The flat bonnet is also full of cuts and creases, the chrome bars that flank the Ford logo give the bluff cowl a modern look and what also adds muscle are the mildly flared fenders. In profile, the big 20-inch wheels help give this big SUV a solid, planted look, and I really like the ‘tough’ two-tone design of the alloys. The bi-turbo badge below the fender tells us this diesel has two turbos placed in series. Go back further and the widened rear fenders help give the Everest a nice wide stance from the rear as well. The cabin isn’t too tall, it’s nicely tucked in from the lower body and what really catches my eye are the clear tail-lights that light up bright red. I even like the manner in which the word Everest has been boldly emblazoned across the rear. 

Endeavour, expidition

It’s afternoon by the time we leave Kathmandu. The traffic hasn’t gotten any better and slipping this massive supertanker into the stream of traffic proves to be tricky. The arterial roads we initially traverse are narrow and full of parked vehicles, so I really have to inch forward carefully. Visibility from the driver’s seat is good, and the light and very accurate steering makes it easy to place the Everest; important in a vehicle of this bulk. The steering doesn’t quite seem to have the heft of the earlier Endeavour, but the Everest’s steering is quicker at low speeds. That, along with the relative lack of effort to twirl it, sort of makes this bulky SUV feel a bit easier to manage. 

As we leave the confines of the city and get onto faster roads, I notice that the ride is very comfortable. It isn’t just the bump absorption, that SUVs like this one normally ace it’s also the refinement, the flat ride and the relative lack of secondary movement associated with a body-on-frame SUV like this. Ride isn’t pillow soft, but the manner in which the Everest absorbs a section of bad road – silently, smoothly and without any hint of heave-ho – makes it both comfortable to sit in and effortless to drive. I just don’t need to slow down unless the holes are particularly large and deep. And the Everest also feels very stable at speed. It even feels more planted the faster you go; Ford’s big boy really does give you plenty of confidence to press on.

The climb

Once we turn off for Nagarkot, we transition onto some wide ghat roads that sweep around in a nice flow. Leading us ever upwards, the wide sweepers are well paved for the most part. Since there’s practically no traffic, I can really enjoy the drive up. The big takeaway here is that the Everest feels light on its feet and ever ready to change direction. 

And it isn’t just the quick steering, it’s a combination of factors. One key contributor has to be Ford’s superb body control and poise. Almost always comfortable in a corner, it feels well balanced and ever willing to alter its line. This is a clear step up on the last-gen Endeavour sold in our market and the confidence it delivers from behind the wheel means you always feel relaxed and enjoy going quicker. Wish the brakes had more bite though. The only time you ‘feel’ the weight of the Everest is when you have to get relatively hard on the brakes. More initial bite and better pedal feel needed here for sure.  

Half way through our one kilometre or so climb, we run into what feels like a mini cloudburst. Rivulets of water stream down the ghats and we have to clamber over some small rocks that have run down along with the water and silt. The Everest just takes everything in its stride, casually hopping over everything. 

As we carry on our way up the mountain, now looking down on the weather below, what I also realise is that the bi-turbo engine contributes significantly to the Everest’s  effortless nature. Incidentally, the engine’s still made in India, and it’s smooth, refined and always on the boil. Refinement, in fact, is so good, it feels like a new generation of engine. And what I especially like is how quickly it responds to a tap on the throttle. With 210hp and 500Nm of torque, it clearly can deliver the goods at higher engine speeds. And here, too, there is no hesitation. There are no flat spots and no surges over practically the entire rev range. And that’s despite the engine being driven by a pair of turbos in sequence; something that’s difficult to do. Not sure how seamlessly this engine will transition from its current EU IV state of tune to our BS VI equivalent, though.

Even the 10-speed automatic gearbox feels more responsive and intuitive. It still shifts up too early when you lift off the throttle to cruise and only comes a gear down, instead of two, when you tap the throttle. Still, the gearbox works better with this bi-turbo engine as the small turbo spins easily providing sufficient boost at low engine speeds. What irks is that there are no paddles on the steering wheel, only fiddly plus and minus buttons on the gear lever; odd on an otherwise well-specified SUV. What’s cool, however, is how the electrically driven gear selector returns on its own to P if you open the door or even switch the car off in D; remember to try it.  

Looking out, looking in

We only reach the top of Nagarkot at sundown. Our weather app says there should be a small window the next morning, especially when it comes to medium clouds, and that’s just what we are hoping for.

The next morning, though, it all seems pointless – we are enveloped in cloud. So we begin to shoot the exterior; details, highlights and some bits inside the cabin that are well lit. Then, just as we are about to give up hope, a sliver of light opens out, with the gap getting larger every minute. Soon, we can see many peaks close to us and some of the high Himalayas in the distance. We quickly look in the direction of the Everest using our GPS and train our cameras on the dark peak; it’s often the one with the least snow on it because of the high winds. But now, the clouds are back – in batches – drawing a veil of white over the range on and off. Clouds bubbling up from below as the earth heats up. More gaps open later and we see what we think is the Everest.

But the clouds cover it again, and with nothing to do but wait, I decide to take a closer look at the cabin. There’s loads to like here and my attention is initially drawn to how it feels like there’s a bit more space inside. This Everest feels wider and there appears to be more driver space. This version also gets powered and cooled front seats that are big and comfortable even on long drives. 

What I am drawn to next is the 12-inch Tesla-like screen with its portrait orientation and sharp details. Apple CarPlay works nicely here and what’s neat is that you can scale up Apple CarPlay at the touch of a button. The screen runs Ford’s Sync 4A software and what’s also Tesla-like here is that you get a digital sketchpad; for when you are waiting and the kids are bored. It’s only software, so why not. You also get a 360-degree camera and, as earlier, a valet mode.

The Everest also gets a full suite of ADAS functions, with pre-collision assist and automatic emergency braking. The version we are driving has 4X2, 4X4 and 4-low modes, accessible via a dial. In addition, you can select various off-road modes: tow (which is new), slippery, mud and ruts, and sand. Do this and the display even pops up and tells you how the four-wheel-drive system is being optimised with locking diffs, à la Range Rover.

The touchscreen has fan and temperature controls, but there is also a set of physical air-con control knobs and buttons.

Narrow door pockets apart, storage and stowage are also decent. The square elbow box is huge, the twin gloveboxes manage a good amount of room between them and there are full-sized cup holders and a tray to keep knick knacks below the central console. The black on black dash, however, looks more utilitarian than upmarket, and plastic quality in and around the central console is only ordinary. Ford will certainly need a more upmarket version of the Everest for the Indian market. And while the digital instrument panel proffers up some great graphics, the ‘digital’ tachometer and small temperature, fuel and oil pressure gauges on the instrument panel need to be more legible. Come on Ford, this is easy.

Space in the second row of the Everest is also improved. Legroom and even headroom are more than sufficient, and as the cabin is wider, there seems to be more space in general. The seat is set a bit low, so the seating position is a bit knees-up. You can, however, slide the second-row bench forwards or back and the backrest can be reclined as well. You also get a blower control in the back as well as a regular plug point, so you can charge or power even laptops.

There’s also a bit more room in the third row, especially after optimising and adjusting the space used for the first and second row. Getting in isn’t easy, but once you are in, short journeys are sort of manageable. 

What the Everest also gets, even three rows up, is a fair amount of boot space. You can stack around four pieces of hand baggage in the back or even two big bags. The third row seats can be folded electrically (up and down) for more space.

Up where it belongs

Ford’s new Everest is a full-size SUV that ticks almost every single checkbox. And it is a long list. Big, bold, spacious, comfortable and well-equipped, the new Everest is a large-sized body-on-frame SUV that delivers a solid build, real off-road ability and is practical. It is also refined, sophisticated, easy, effortless and enjoyable to drive. It drives so well, in fact, that it feels like it’s built on a monocoque chassis. 

Then there’s the bi-turbo diesel, which is smooth, punchy and responsive. You do miss having paddle shifters, and Ford needs to look at a more upmarket version of the Everest, with a higher quality dash (in particular). But, be in no doubt Ford, when you eventually decide to make a return, this is the SUV to do it with. 

FORD’S COMEBACK

When will Ford return to India? This is a question that is difficult to answer. What we can tell you, however, is that Ford has held on to its plant in Chennai and is currently working on a plan to make a comeback. And from what we hear, the Everest is part of that plan. Ford is likely to assemble the car here in India, just as it did earlier, and it is also likely to use the Sanand-made diesel engine. There’s even a bi-turbo 3.0 V6 diesel that makes 250hp and 600Nm of torque if Ford wants to get the Everest in as an import, and that sure will get the attention of SUV lovers.

Also see:

Bill Ford pays tribute to Ratan Tata, clarifies 'Detroit meeting' stories

Ford confirms restart of manufacturing in India

Ford Everest Tremor with off-road upgrades revealed

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