Despite plenty of misinformation and downright clickbait articles being published over the last year or more, these photos clearly show a heavily disguised 300 Series LandCruiser (LC300), which we’ve been told is due to be revealed to Toyota dealers in the next month or so, and should be on sale before the end of the year.

Appearing on www.autospot.ru the images of the 300 Series LandCruiser reveal some interesting gear including an updated interior with a large infotainment screen, new climate control switchgear and a suite of new buttons and configurations. The new Cruiser appears to maintain its current high- and low-range functionality, with DAC (Downhill Assist Control), CRAWL mode, as well as different mode-selection buttons to suit different terrain types. It also has a centre differential lock and Turn Assist, which assists cornering performance in accordance with steering operation when driving through a tight corner.

There are no visible switches for front or rear differential locks, and on the vehicle photographed there’s a large blank panel beneath the CD slot. The JBL logo next to the CD player suggests that this particular vehicle is a high-grade example, such as a VX or Sahara. Also of note is the Qi logo to the right of the shifter assembly, which shows that the vehicle will come standard with wireless charging capability for mobile devices.

Autospot.ru added that the vehicle was equipped with a driver’s fingerprint identification system for vehicle lock/unlock functions, starting and to remember vehicle settings like seat position and HVAC setting. The vehicle is also fitted with an electronic park brake.

Exterior styling is still somewhat of a mystery as the vehicle was completely covered with opaque fabric, nevertheless, new LED optics are visible for the headlights and there’s an obviously large radiator grille.

The Russian website said the vehicle photographed was equipped with a 3.5-litre V6 with twin-turbocharging. Other than that, we refer you to the story we published on Unsealed 4X4 yesterday on the LC300; we’re just going to have to wait a bit longer for concrete details.

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When it comes to a fun-ute fight, you want a couple of ‘trucks’ that don’t take themselves too seriously… and if ever there were two utes built for play instead work, they would have to be the Ford Ranger Raptor and the Jeep Gladiator.

Both the Ranger Raptor and the Gladiator are built on some pretty serious foundations, but neither of these two dual-cab 4X4 utes are pitched as load-carrying workhorses. No, these are purely fun vehicles, where having a good time is of much more importance than getting the job done.

Sure, the Ranger Raptor has commercial-vehicle origins, but in transforming this hero model from a work ute into a fun ute, Ford Australia has had to trade off some load-carrying capacity and towing capability.

The Gladiator, on the other hand, is built on the Wrangler platform, and Jeep has also had to make some compromises in transforming this iconic platform into a ute, most namely in the length of the Gladiator’s wheelbase, which is quite long and somewhat compromises the vehicle’s legendary off-road capability. While we would have loved to have tested the Gladiator in Rubicon spec for this comparison, the vehicle made available to us at the time of the test was the Overland.

The details

The Ford Ranger Raptor will set you back $77,190 and the Jeep Gladiator Overland is $75,450. You’ll have to factor in on-road costs on top of these prices so you’ll be looking at close to $86k drive-away for a new Ranger Raptor and at least $80k drive-away for a new Gladiator Overland.

The Ranger Raptor is powered by Ford’s 2.0L bi-turbo-diesel four that makes a claimed 157kW of power at 3750rpm and 500Nm of torque from 1750-2000rpm. The Raptor comes with a 10-speed auto and a two-speed part-time 4X4 transfer case. There’s a six-mode Terrain Management system with different settings to suit different terrain types and driver requirements; these are Normal, Sport, Grass/Gravel/Snow, Mud/Sand, Rock and Baja. There’s also an electronic locking rear diff, and the traction control remains active on the front wheels when the rear diff is locked.

The Gladiator Overland is powered by Jeep’s super-smooth 3.6L petrol V6 that makes a claimed 209kW of power at 6400rpm and 347Nm of torque at 4100rpm. The engine is mated to an eight-speed auto and a selectable on-demand full-time 4X4 system (Selec-Trac) and while the Overland runs an effective traction control system there’s no rear-diff lock on this model grade (the Rubicon-spec gets front and rear diff locks, a front swaybar disconnect and 4.1:1 axle ratios instead of the Overland’s 3.73:1).

Both vehicles run separate-chassis architecture but there are significant differences beyond that. The Ranger Raptor has independent front suspension with double wishbones and a live-axle rear with coil springs, a Watt’s linkage and disc-brakes, while the Gladiator Overland has live-axles front and rear with coil springs, and disc brakes all-round.

Ford invested heavily in engineering the Raptor’s suspension setup for high-speed off-road driving and, as well as the coil-spring rear-end (instead of leaf springs as found on run-of-the-mill Rangers), it widened the track and fitted FOX 2.5” internal bypass shock absorbers with position sensitive damping. Comparatively, the Gladiator Overland’s suspension is quite basic with traditional gas/oil dampers, and although the Rubicon-spec variant runs FOX 2.0” front and rear shocks, even this setup is not as advanced as the Ranger Raptor’s.

In transforming the Ranger Raptor from a commercial 4X4 ute to a desert racer, Ford lowered the payload capacity to a rather modest 748kg and also the maximum braked towing capacity to 2500kg. The Gladiator Overland ain’t no heavy-duty load hauler either, with a payload capacity of just 527kg and a maximum braked towing capacity of 2721kg. In other words, if you want to haul a tandem-axle caravan around Australia on the ‘big lap’, neither of these vehicles are really designed for the job.

Intended functions

So then, what are the Ford Ranger Raptor and the Jeep Gladiator Overland really designed to do?

The Ranger Raptor’s brief is clear: it’s designed to be able to drive over rough terrain at high speeds… and this it does like no other standard 4X4 on sale in Australia. Sure, it’s not the most powerful 4X4 ute on the market, but point it at a rough outback track with corrugations, washouts and cattle grids, and nothing else will come close. That trick suspension setup with those FOX dampers soak up just about everything you can throw at the Raptor.

The Gladiator Overland’s brief is not so clear. While the Gladiator Rubicon leaves no doubt about its intention to be the most off-road capable standard 4X4 ute on the market, the Overland cannot be described thus. So why would you buy a Gladiator Overland? Well, the Gladiator is the only 4X4 ute on the Aussie market with a removable roof, for starters, and it is the only one with removable doors, and in fact it’s also the only one with a petrol V6… but the Rubicon-spec Gladiator also has these attributes and, for our money, represents much better value than the Overland, and has much clearer intentions.

So what gear do you get for your money?

Both the Ranger Raptor and Gladiator Overland are well-specced vehicles, but you’d expect that for the $80k-plus price tags.

Standard kit on the Raptor includes 17-inch alloys with 33-inch BFGoodrich All-Terrain KO2 tyres, heavy-duty bash plate and under vehicle shields, heavy duty side steps, LED headlights (auto on/off), DRLs and fog lights, rated recovery points front and rear, tailgate lift assist, spray-in bed-liner, bed-liner illumination, 12V outlet in the bed, 8-way power driver and passenger seats with heating, leather/suede seat trim, 2 x 12V power outlets up front and one in the rear, a 230V inverter, 2 x USB ports, 4.2-inch multi-function display, 8-inch colour touchscreen with Apple CarPlay/Android Auto, DAB+ radio, satnav, dual-zone climate control, leather-wrapped steering wheel, gear shifter and handbrake, rain-sensing wipers, power tailgate lock, keyless entry and start, and FordPass Connect with embedded modem.

Standard kit on the Overland includes 18-inch alloys with 255/70R18 Bridgestone Dueler H/T tyres, removable body-coloured hardtop roof and removable doors, LED headlights (auto on/off), DRLs and fog lights, heavy duty rock-sliders/side-steps, underbody skid plates, 12V power in the bed, leather seat trim, heated front seats, heated steering wheel, climate control air conditioning, leather-wrapped steering wheel, gear shifter and handbrake, 8.4-inch colour touchscreen with Apple CarPlay/Android Auto, satnav, keyless entry and start, . Our test vehicle was also equipped with an optional spray-in bed-liner, roll-up tonneau cover and adjustable tie-down tracks.

On road performance and handling

We ran the Overland and Raptor side by side and there really wasn’t much to pick between the two when it came to outright acceleration… up to around 110km/h, anyway. Despite its modest engine capacity, the Raptor’s 2.0L twin-turbo-diesel engine delivers surprisingly spritely performance, partially attributable to the 10-speed auto. In fact the Raptor has the edge off the line but the Gladiator soon hauls it in once the engine gets higher up into the rev range. By the time you approach 110km/h, the Gladiator is slightly ahead, but there’s not much in it.

When it comes to on-road ride and handling the Ford Ranger Raptor is a clear winner; steering feel is more direct, there’s less body roll when cornering and there’s a more planted feel. The Jeep Gladiator Overland’s steering can feel twitchy by comparison, and the suspension is far less supple over bumpy roads and corrugations. Having said that, the Gladiator feels more planted than a Wrangler, no doubt thanks to the ute’s longer wheelbase.

Off-road

You might expect the Gladiator Overland to be the clear winner off-road, with its live-axle and coil-spring front and rear suspension setup, but the Ranger Raptor once again has the edge thanks to impressive wheel travel (yes, even up front), better ground clearance, better ramp-over angle and better 285/70R17 BFGoodrich All-Terrain tyres. Both vehicles offer an effective crawl ratio of close to 48:1, but the Ford’s additional bottom-end torque and better engine braking give it the edge in steep country or when trying to crawl over off-road obstacles at slow speeds.

Of course, the off-road situation would be reversed had we been testing the Gladiator Rubicon here instead of the Overland; the Rubicon has more ground clearance, more wheel travel, a disconnecting front swaybar, front and rear lockers, 255/75R17 BFGoodrich Mud-Terrain tyres and an impressive 77.2:1 crawl ratio. The Rubicon also comes with a forward-facing TrailCam off-road camera and a steel rear bumper.

Okay, so it’s no Trail-Rated Rubicon, but despite its road-oriented 255/70R18 Bridgestone Dueler rubber and its limited ground clearance, the Gladiator Overland is still a reasonably capable off-roader, with decent gearing and an effective-enough traction control system. And anyway, there are plenty of aftermarket options for those who prefer the Overland spec and want to add a bit more off-road capability, from suspension kits and wheels and tyres, to snorkels, bar work and other gear.

So which fun ute for you?

That depends on what kind of fun you want to have with your built-for-play and not-for-work ute.

For my money, the Ranger Raptor’s unbeatable ride and handling over just about any type of terrain makes it the winner… but then again, it could also be a lot of fun cruising around with the roof off, and you can only do that in a Gladiator.

Sure, neither of these utes have the payload capacity nor towing capability of many other dual-cab 4X4s on the market, but they are both very practical vehicles with generous tubs and reasonable cabin space. And they are both very well equipped and great at putting a smile on your dial.

Specifications

Images and Video: Justin Walker

The post A day in the bush with a Raptor and Gladiator appeared first on Pat Callinan's 4X4 Adventures.

So is the sales rush justified? Should you start beating down the door of the bank manager and demanding to remortgage your house to buy the alleged ‘King Off the Road’? Here’s what we know.

WHY YOU SHOULD BUY A LANDCRUISER – THE CASE FOR

RESALE VALUE

If you can afford it, then indulge yourself. Mid-specced LandCruiser demo’s with 2500km are going for $100K right now. They hold their value like nobody’s business, so if you can afford it, then you’re not likely to lose too much cash when the time comes to sell. This lesson has been learned many times before, both with the LandCruiser 80 Series factory turbo-diesels, and the 100 Series. In my humble opinion, the V8 will surpass these two models in resale value, thanks to the presence of a V8 engine, and the fact that this will likely be the last V8 LandCruiser ever made.

IT’S YOUR LAST BIG 4X4

Hey, you only live once, and if John Laws convinced you of anything in the 80s and 90s, it was to buy a LandCruiser. And we all know that heart trumps head when it comes to vehicle purchases. You know that American 4X4s are too big for the tracks and the shopping centre, and that a 200 Series will make you sleep well at night, so it’s definitely time for you to invest.

RELIABILITY

While early V8s suffered from excess oil consumption, that problem has been solved. Hence, you would be buying a vehicle which, unlike its little brother HiLux (that’s getting a little dusty in the reputation department), the Japanese built LandCruiser is still seen as a tremendously reliable vehicle. The old argument that you can get LandCruiser parts anywhere doesn’t really apply nowadays though. It’s not so much that you’re any worse off than other makes, but the LandCruiser simply isn’t the most prevalent vehicle in the bush nowadays. The bush can’t afford $100K GXLs… Now, it’s a complete mix of Colorado’s, Ford’s, HiLux’s and D-Max’s.

THE MAGIC MIX

There’s no doubt about it, that magic mix of size, solid off-road ability, and strong towing attributes make the 200 Series LandCruiser a tough vehicle to pass up. And it’s here where the LandCruiser will struggle in years to come. Petrol vehicles simply can’t tow. Well, that’s obviously incorrect. They can tow, they just love to drink like a sailor when they do. Early 20s fuel consumption is bad enough with a big van on the back, but early 30s? It’s likely that will be the case with a petrol V6 whilst towing. We’ve seen it with the 5.6-litre V8 Patrol already, and there’s little reason why a smaller capacity petrol will be different.  Rumours are that the LandCruiser 300 will be available to Toyota Australia with either a 3.5-litre twin-turbo petrol V6, a hybrid version of the petrol V6, and an all-new 3.3-litre turbo diesel V6. Perhaps the hybrid may have a crack at reasonable towing economy, but the proof will be in the pudding.

WHY YOU SHOULDN’T BUY A V8 LANDCRUISER – THE CASE AGAINST

TECHNOLOGY HAS MOVED ON

While the V8 LandCruiser was incredibly powerful at launch, as technology has marched on, sadly this oil-burner has been left behind. Sure, it can be tuned up, chipped, exhausted etc, but we’re talking about new vehicles here. The twin-turbo intercooled 1VD-FTV bangs out 200kW and 650Nm and sports a power to weight of 74.9kW/t. The admittedly more expensive Range Rover twin turbo V8 diesel, boasts 250kW and 740Nm with a power to weight ratio of 94.1 kW/t. And the Audi Q8 gets almost identical power and torque figures to the LandCruiser, out of a 3.0-litre package. Not that many of our readers would trust either of those vehicles towing a Lotus caravan up the Gibb River Road…

The fuel consumption of the current 4.5-litre V8 isn’t too crash hot either. While it’s stated at 9-12 litres per 100km, that’s obviously for a bog stock vehicle being driven by nanna. Real world figures with modified vehicles are seeing significantly more fuel being consumed. Just ask any (honest) caravan tourer who drives the speed limit, and they’re usually chewing over 20 litres per 100km. German diesels like the Amarok are significantly more efficient. Just ask the winner of our Amarok / Lotus giveaway Jason Bierer, who went from a 200 Series to an Amarok, and was blown away by the low fuel consumption. On average around 5 litres per 100km less.

THERE ARE (MUCH) BETTER INTERIORS

Jump from a V8 Nissan Patrol into a V8 LandCruiser 200, and you will instantly notice the more dated, more pokey interior in the Toyota. By virtue of its age, the styling and space efficiency has moved on a generation, so if that stuff matters to you, there are better 4X4s. Lateral legroom for the driver isn’t great, and in the in-car entertainment is comparatively old school.

THE NEW VEHICLE WILL BE BETTER

Toyota claim that the 300 Series LandCruiser will be every bit as capable as the current model, and we’ve no reason to doubt that claim. Around town though, the decade or so of technology will surely make the vehicle more comfortable to drive. So if you do a lot of bitumen miles and don’t tow too much, then perhaps wait out for the next generation and benefit from the technology.

What do you think? We’d love to hear your comments below. What have we missed, and what will you do?

The post Should I buy a LandCruiser 200 V8 before they’re discontinued? appeared first on Pat Callinan's 4X4 Adventures.

Ford has introduced new updates to existing Ranger model grades for MY21.25 and one of the more notable changes is the replacement of the previous dual-screen instrument binnacle with a 4.2-inch single screen on some models.

The previous dual 4.2-inch screens on various MY20 Ranger models has been flicked on MY21 Ranger XLS (with premium pack), Sport and XLT model grades in favour of a new single 4.2-inch screen (pictured below) that sits between analogue speedometer and tachometer gauges, and the new arrangement also uses analogue gauges for coolant temperature and fuel level.

According to a Ford Australia spokesperson, the change to the instrument binnacle setup was implemented due to customer feedback (and some media) who thought the “dual screens weren’t particularly practical to use”. With the dual-screen setup, the driver would have to scroll through the menu to bring up a digital tacho, which would disappear if other menu items were accessed.

While the MY21 Ranger Raptor will also run a single screen (albeit with unique graphics), it’s interesting to note that the Ranger Wildtrak model grade will retain the dual-screen setup, most likely as a differentiating feature.

Having already tested an MY21.25 Ranger Sport XLS, we can confirm that the new single screen setup is better than the dual screens (keep an eye out for our upcoming review). Plenty of information can be accessed by scrolling through the menu using the steering wheel controls including time, two tripmeters, distance to empty, average fuel economy, digital speedometer and trip timer. Always on display, or displayed automatically, is the odometer, seatbelt status, compass, ambient temperature, Traffic Sign Recognition and Lane Keeping Aid status.

The Ranger retains its 8-inch colour touchscreen across the range and all models come with FordPass Connect, which allows for vehicle locking/unlocking, as well as engine start, via a smartphone. This system also allows you to see where your vehicle is parked, check the fuel level, the distance to empty and the odometer… all on your phone.

Another change to Ranger XLS (with premium pack) and Ranger XLS Sport model grades is the deletion of the 230V inverter in the rear console, although this feature is still standard on XLT and above.

The optional XLS Premium Pack (standard on XLS Sport) still includes satellite navigation, CD player, Embedded Voice Control, DAB+ Digital Radio, dual-zone climate control and keyless entry and start.

New models in the MY21 Ford Ranger line-up include the return of the Ranger Wildtrak X and the introduction of the Ranger XLT Cab Chassis and the Ranger FX4 Max. We’ll tell you more about these models as soon as we can get our hands on them.

The post Ford Ranger gets MY21 upgrades appeared first on Pat Callinan's 4X4 Adventures.

But I tell you what, after filming season 13 and putting the Everest through its paces and taking it up one of the most technical tracks in New South Wales, I’m happy to report that this ‘family wagon’ is more than capable as a low-range, crawl-anywhere four-wheel drive. Plus, with just a few accessories thrown at it, it can be easily transformed into one of the most capable tourers on and off the road. 

For those who read our print magazine, it’ll be no surprise to you that I have a somewhat unhealthy infatuation with old Toyotas, but after the time with the Ford Everest, I think I may just be a changed man. Come along for a ride with me now and I’ll show you everything we’ve done to the Everest, how we’ve made it all work, and some of the places we’ve managed to take it. 

EXTERIOR 

First things first, the protection. Despite how much experience you’ve got driving, decent quality bar work is critical in protecting you, your family and your pride-and-joy from oops moments on the tracks, or animal strikes outside of suburbia. Bearing this in mind, the Everest has a colour-coded ARB Summit bull bar that features high-mount jacking points and provision for fitment of a winch, driving lights and UHF antennas.  

Speaking of the winch, we’ve fitted a 9500lb VRS V9500 from Ateco Equipment, which came in awfully handy when recovering Pat after he became ‘tractionally challenged’ in our episode out to Sofala and Hill End. The V9500 made light work of dragging him up and out of the sticky mud, and this model is fully IP68 rated thanks to its double-lipped seals, while it has a decent 30-metre reach with the supplied synthetic rope.  

Lighting the way for me in the Everest, I’ve got the Aussie made Ultravision Nitro 140 MAXX lights for the longer distances, and an Ultravision Raptor 180-watt 40-inch light bar for infill, as well as a pair of Raptor 9-inch lightbars for work/camp lights off the sides. It’s not that I’m afraid of the dark… it’s more that I just don’t like it! Worth noting with the Ultravision Nitros is that you can get the bezel of the spotlights colour-matched to your vehicle too; that’s a pretty cool touch, if you ask me. 

Looking after the sills, I’ve got a set of ARB slider/side steps that, aside from looking after your sills and stopping you snagging them on rocks, are a great place to belt the boots before getting back into the Everest. Also adorning each side of the Everest is a set of the Clearview’s new Next Gen towing mirrors, as well as a Safari Snorkel that ensures the Everest breathes clean and dry air. 

Which just leaves us with what we’ve bolted to the roof to talk about. Up on top, you’ll find a Rhino-Rack Pioneer Platform held to the roof of the Everest with crossbars. The lightbars from Ultravision are mounted to the Pioneer Platform, as well as a set of Exitrax recovery boards on their mounts in the centre. Off the side, the Australian made Bushwakka True Blue 270-degree awning is on shade duty when it’s either too bright or it’s raining.  

UNDERBODY AND SUSPENSION 

It should come as no surprise that we’ve kitted out both the Everest and Pat’s Ranger with aftermarket suspension kits, both of which carry the Outback Armour brand. The kits we’re running give us a 50mm lift above standard, and I’ve got to say, the adjustable bypass shocks on the Everest are incredible. They easily soak up the bumps and bashes of driving the more corrugated and wrecked of outback tracks, yet they still flex and move well enough to allow me to keep the power down when climbing through rutted tracks closer to the coast.  

Protecting the rest of the Everest’s underside is a Smart Bar under vehicle armour setup. Much to the chagrin of some, these plates are made from a crosslink polymer, and are incredibly strong, durable and weigh less than their steel counterparts. These plates cover the underside from right up against the bull bar, looking after the sump, gearbox and down as far back as the transfer case. Despite my best efforts (and making them kiss the rocks a few times), they held up exceptionally well to the abuse I put them through.  

Just as importantly, the 50mm height increase gives us the room to fit the 285/70R17 BFGoodrich All-Terrain KO2s in the guards. The BFGs, wrapped around Fuel Wheels in the matte black milled Assault flavour, provide the Everest with plenty of traction and kept me moving along quite happily in the sloppier trails.  

Exhaust wise I’ve got a full two and three-quarter-inch stainless-steel setup from the team up at Beaudesert Exhausts. It fits perfectly and gives the Everest a decent note, growling up and down the trails and tracks. As a testament to the research and development that Beaudesert Exhausts puts into the kit, there wasn’t a peep of drone out of the system while we were on transport stages, racking up the big kilometres on the blacktop.  

INTERIOR 

Out the back of the Everest is where the magic really happens. There’s a Fourby Fitouts drawer system behind the back seat that lets me keep everything where it should be, and yet still offers easy access to those bits of kit not needed so often. For example, there’s a 20-litre water tank built into the drawer system, which you wouldn’t know was there if you weren’t told, and a lock-up soft shelf up top allows you to use the space between the drawer top and roof for your soft gear. Then, of course, there’s the 40-litre Engel MT-V fridge keeping the food and beverages cold. As you can imagine, the Engel is incredibly efficient in its power usage thanks to its Sawafuji compressor cycling as needed. Something that really impressed me was that the drawer system also has a chopping board that fits perfectly in the open drawer, to give you a solid, stable table for making lunches on. 

Keeping everything powering along is an Orange Top 100Ah lithium battery from the team over at Revolution Batteries, which is charged by a Redarc BCDC1250D. This setup also powers the 1000-watt pure sine wave inverter from Redarc for charging my camera gear and laptop while out on the road, plus the myriad of 12-volt and USB chargers I’ve wired in all over the place. This allows the starter battery to focus solely on firing up the Everest’s engine. Any poor power management on my part won’t see me stranded with a flat starter battery.   

Moving toward the front, I’ve got a Uniden UH9080 UHF for poking fun at Pat when he gets bogged, which is paired up with the Uniden ATX970S 3.0dBi antenna. This antenna gives me enough range to chat to the trucks up and down the highway and lets me punch over the mountains when we’re in the tighter tracks. One of the greatest things about the UH9080 is that when I’m mumbling, it’s got a replay feature, so Pat can have a couple of runs at trying to understand what I mumbled, before having to ask me to pronounce my words a little better. Pat tells me that may have happened more times than I’m willing to admit. Apparently, I have a habit of getting a bit excited about a cool bit of track and forget how to speak .  

Considering the Everest is the Titanium model, it’s got leather, carpet and luxury everywhere, so I’m more than a little glad I’ve got a set of 4Elements seat covers from Black Duck under my backside. They’re much more agreeable to sit on than the canvas jobbies and they wear just as well, too. Speaking of wearing well, there’s a set of Australian made TruFit 3D floor mats in the Everest as well, stopping me from grinding mud and muck into the supple carpet with my size 14 boots! I’ve got the rubber versions in the Everest, whereas Pat has the carpet set in the Ranger. Not sure if he’s trying to tell me something there, but either way, they worked a treat for me.  

For safety, we’ve got the Telstra satellite phone mounted on the cargo barrier for easy access, and there’s a Kap Industries fire extinguisher mount bolted in at the base of the passenger seat. This keeps it somewhere it’s secure, yet very easy to get to and deploy if something untoward were to happen.  

Up onto the dash, you’ll find the Ultimate 9 EVC throttle controller, which doesn’t actually give more horsepower, as some believe, but it certainly gives you a lot more control over the throttle. Don’t get me wrong, the factory throttle map in the Everest is actually very good, but for proper-slow tracks, you can dial throttle input right down, so there’s no jerkiness, allowing you to have ultimate control over throttle input. Plus it provides slightly quicker acceleration profiles if you’re in a hurry. 

WES’ FINAL THOUGHTS 

Considering I held a certain reservation about driving the Everest this season, due in part to what I can now unequivocally confirm was a misguided ‘family wagon’ reputation, I’m blown away by how well the Ford Everest performed. From touring to crawling to mud driving and rock climbing, the Everest performed flawlessly.  

That is a testament to both the platform that is the vehicle, and the modifications that can be made to let you push the envelope just that much further. A 20-year career driving four-wheel drives has certainly taught me a lot, but it’s great to still have a vehicle put a smile on your face from time to time. 

All in all, the entire setup has worked perfectly to take me everywhere we pointed the Everest this year. In case you wanted any more proof, there was a certain drive of the Spanish Steps on which “Wes’ Little Everest That Could” seemed to have an easier time of it than Pat’s Ranger. Don’t get me wrong, they’re both amazingly setup vehicles, but if you’re ever thinking about a wagon as opposed to a dual-cab ute, the Everest is absolutely worth a look in.  

The post Custom Ford Everest: Built to move mountains appeared first on Pat Callinan's 4X4 Adventures.

Built as more than just a modern, high-performance homage to the Steve McQueen Baja Boot from way back when, the SCG Boot is a road-legal (in the US, at least) Baja 1000 competitor truck, that is simply awesome!

To give you an indication of just how awesome the SGC Boot is the two-door version features a chromoly chassis, composite body (with removable hard-top), and removable doors. It features a selectable 2/4-wheel drive system, and is powered by a naturally aspirated 6.2-litre 460HP dry-sump GM V8. The power-plant is mated to the venerable GM 4L80E automatic, and puts the power down through a set of Fox 3″ internal-bypass shocks with each corner being entirely independent.

Wheels and tyres are covered off with a set of 17-inch Method Racing wheels, wrapped up in 37-inch BFGoodrich Mud-Terrain T/A KM3’s (and features a full-sized spare, incase you were wondering).

Worth keeping in mind, it’s not all about the SCG Boot completing the Baja 1000 though, as the interior is rather well fitted out. This includes fully electric seats, fully leather trimmed interior, Apple Carplay infotainment system with touchscreen and GPS connectivity (oh, and a reversing camera too!). There’s also cupholders, storage, and two USB charging ports in the centre console.

For those who really want the whole package, optional extras include: a 650HP supercharged 6.2-litre V8, 4X4 winch, Baja Designs lightbar, Roof-cage, 39-inch tyres with ARB Air-Lockers front and rear, as well as a pump-up kit and an optional fire-suppression system.

This entire setup will opnly set you back US$258,750, plus of course on-roads. For us Down Under, that doesn’t include shipping to Australia, or the 400 hoops you’d need to jump through to get it engineered for Australian on-road use. That said, considering the amount of bespoke vehicles that seem to be gracing the upper-north shore these days, we’re going to say there is actually a chance this may be able to be engineered for use here.

Let us know in the comments below if there is anything on the SCG Boot (aside from the 37-inch rubber) that jumps out at you to stop this being registrable here! Oh, and if you weren’t sure about it’s Baja 1000 heritage and ability, in 2019 the SCG team drove the Boot to Ensenada to race in the Baja 1000, beat the Ford Bronco by 280 miles, and then drove it straight home again. There is also talk of a Hydrogen-powered option coming, that may or may not be lining up to race one Tesla Cyber Truck in 2023.

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After six years in an Amarok, I felt entitled to try something new. Of course, I was wrong. Just ask social media. Like a footy player who had gone to the dark side, I was a turncoat. How dare I place my butt in the seats of the best selling vehicle on the market!  

And while people generally don’t like change, I do. At least when it comes to 4X4s. I knew the Amarok’s inside and out and loved them, but “Dear Volkswagen, it’s not you, it’s me”. I wanted a fresh start. Well, there’s more to it than that, including an opportunity to help engineer the next model of Ranger (which ironically will also be the next Amarok). It was an opportunity to work with Ford that I couldn’t pass up.  

Probably the biggest difference I noticed when modifying the Ranger, was the plethora of parts available. If one part was out of stock, you could grab another ten different brands. Suspension, wheels, switchgear, you name it. If someone is going to make a 4X4 accessory, it’s likely they’ll build it for the Ford Ranger first. And why wouldn’t you? Not only is the Ford Ranger the top seller, it eclipses the second-placed HiLux by a mile when it comes to private vehicle sales (the HiLux gains much of its volume by sales to the mines).  

EXTERIOR 

The duco of the bi-turbo WildTrak is Sabre Orange, so I thought I would try for the old black and orange look for my ride. So it was off to ARB Moorebank for a black steel Summit Bar. It’s a fantastic quality winch bar that fits like a glove, and features a couple of hi-lift jack points, while importantly transferring all of the frontal collision sensors of the Ford.  ARB side rails are also attached and run neatly down to the side steps. It’s a neat touring package all-round.  

Inside the bullbar sits a new VRS 12,500lb winch from Ateco. The control box sits up front, and out of that sits a wire connected to a receiver, which means the winch can be remote controlled. It’s a nice small remote control unit with a 30-metre range, which can attach to your key fob; handy if you’re driving and winching at the same time. The VRS winch is IP68 dust and water-rated, thanks to double-lipped seals. Synthetic winch rope comes as standard.  

Australian made UltraVision Nitro 180 lights sit up front, and this is my first experience with them. Oh my gawd – they throw some serious light! I’ve never had such light power up front. They’re a premium light, that’s for sure, and are buyers get the choice of two colour temperatures – 4000k or 5700k. Basically, it’s the difference between a warm light or a white light. The Nitro’s are mounted on an adjustable stainless steel bracket and come with a five-year warranty. But that’s not where the lighting story ends. The leading edge of the Rhino roof rack features a full-width UltraVision Nitro Maxx 305W 35-inch light bar. There’s nothing like a party trick, and with new passengers on board, I simply flick the high beams and wait for the expletives! It’s actually the closest thing to daylight I’ve had at night. The cool thing with these Nitro lights is the fact that they can be run on low beam or high beam, controlled by a three-stage switch. But even cooler, is the fact that they’re colour-coded from the Swan Hill factory. Just give the Ultra Vision team your paint code, and they’ll match it. This is an awesome feature in my books, as it just adds the finishing touch to your 4X4.  

Yet one of the crowning glories of the roof rack is a pair of colour-coded Atom 25W work lamps. They sit mid vehicle and are one of the most practical features of the vehicle. More often than not, I arrive at camp later than expected, and we amble into camp after dark. Pop on the Atom’s off both sides though, and your campsite is instantly lit so you can see exactly where to roll out the swag. I’ve got mine wired off my Revolution Power Australia 100AH lithium batteries in the tray, so I never have to worry about flat batteries. I even left them on overnight accidentally in the Barrington Tops, and they were shining just as bright the next day after eight hours of runtime.  

Also up there on my Rhino rack and sitting atop the ARB canopy, is a product that I’m rather excited about. It’s a shovel holder. I know, it doesn’t take much for me to get excited… But it is the best design of a shovel holder in the universe. Having used the screw down design for the past few decades (and having shovels fall off on the freeway) this new system is far superior. Not only does it click/ratchet down onto whatever sized handle you have, it doesn’t shake loose. All you need to do is press the two buttons and the catch releases. To install your shovel, just pop it on, and click down on the arm. It’s simple and awesome. Although this is only a prototype, so don’t be surprised if this Aussie-designed masterpiece takes a few months to land in stores.  

Also mounted upstairs on the Rhino rack backbone setup, is an 85-Watt Redarc solar panel, and a pair of ExiTrax Ultimate recovery boards. The recovery boards are pretty cool, as they have the new Exi-link system, which allows you to link two ExiTrax together.   

You might think that I underdid it on the solar panel, but I do carry a Redarc 150-Watt solar blanket on board for those long stays in the one spot. Incidentally, the wiring for the solar panel is well hidden, thanks to Rhino Rack’s new platform, which allows the wiring to be fed through the internals leaving no unsightly cable ties or loose cable.  

An ARB Summit rear step tow bar has been installed to protect the tail end of the Ford Ranger. I’ve watched these rear bars develop over the years, and ARB keeps on refining the product, with smaller panel gaps and better finishes. I’ve given the rear bar some serious curry in recent times, and it saved a rear quarter panel from serious damage. A nice touch is the location of the trailer and Anderson plugs – they’re up and out of the way and aren’t subjected to rock damage.  

The ARB colour-coded canopy not only looks great but is a nice watertight fit. They’re made in ARBs New Zealand factory, and fit like a glove on the tub. The central locking feature is something I never want to live without, and the flap on the front of the canopy helps keep it positively pressurized to minimize dust ingress. Believe me, it works. I initially forgot to flip it open, and my canopy instantly filled with dust. But after flipping it open very little dust has entered my drawers.  There’s also an LED courtesy light at the rear of the canopy. 

To assist with towing and general vision, Clearview Next-Gen mirrors have been installed. I’m a big fan of the more compact streamlined look, and the in-built indicators are seriously bright. But the main features of having a short- and long-range mirror remain, which affords excellent vision. Plus, the Ranger mirrors operate on the same electronic switch as factory, so you can power fold them back to the body.  

UNDERBODY & SUSPENSION 

Outback Armour suspension with around a 50mm lift has jacked the Ranger into the air. It has also allowed me to fit 285/70 R17 BF Goodrich KM3 Mud-Terrain rubber. That’s 33s in the old speak. Thankfully, despite their bigger diameter, the spare tyre fits nicely under the rear of the rig. For the Wildtrak specifically, I’ve put Adjustable Bypass – Expedition HD’s up front, that feature a 50mm lift (with height adjustment), as well as 20 different settings for damping control in a coil-over-shock design. In the rear, I’ve matched up the Performance 60mm twin-tube shocks with appropriate load-carrying leaf-packs. Suffice to say, I’m really happy with it.  

ARB Moorebank also installed the steel bash plate, which protects not only the sump but the transfer case as well. It’s a meaty construction, and the front recovery point is integrated into this setup too.  

Also under the Ranger is the Long Ranger fuel tank. It replaces the stock plastic tank and beefs out capacity to 150-litres. It’s made of 2mm aluminized steel and importantly houses a drain plug. It’s worth noting that plastic aftermarket tanks, while being lighter in weight, don’t have a drain plug. Worth knowing if you get a bad batch of diesel and need to drain your tank in a hurry.  

INTERIOR 

Undoubtedly some of the biggest transformations are housed in the tub of the Ranger. A Melbourne-made Fourby Fitout drawer system is at the heart of it all, and I’m a big fan of the fit, finish and weight of this unit. I opted to go with a customized system, made up of one long drawer, sitting next to an Engel fridge drawer. The Engel is really made for this system and has a nice gap above it allowing the compressor adequate ventilation. The Engel fridge drawer is awesome, in that it keeps drinks amazingly cold, and hard wired, you never have to worry about cords popping out or losing power.  

The Clearview Easy Slide effortlessly drops the big Engel MT-V 60-litre combi model to a useful height I’m a big fan of the fridge/freezer design, as having a freezer on-board has been brilliant. And what you may not appreciate is the low power draw of the Engel’s. While other fridges are chewing up to 8 or even 11 Amps, the Engel always chews under 3 amps. This is due to the ultra-efficient Sawafuji compressor, which boasts just one moving part. Some fridges out there are fancier, but none are better.  

The nooks and crannies around the central drawers have allowed us to mount all manner of items. The compressor sits on the left of the Engel, while up front are a couple of Revolution 100AH lithium batteries. These are no-nonsense batteries that hold their charge incredibly well, and charge up fast. And they don’t overstate their power like some cheaper brands.  

Switching that 12-volt grunt into 240-volts is a Redarc 2000 watt pure sine wave inverter. This powers truckloads of gear, and will happily drive sandwich presses and coffee makers. The Redarc Manager 30 controls the whole system and allows rapid charging via alternator or solar power. And best of all, you can track the whole system via an LCD screen at the rear of the drawers. It’s brilliant being able to track your power usage and battery life, and particularly handy when you stumble upon a great camp and need to stay for days. That’s when you really need to monitor your power.  

For UHF comms, I’m running the Uniden UH9080. The brains of the unit are mounted under the seat, leaving just the handset up on the dash. I’ve trialled a few other brands over the last few years, but the quality of the speaker in the Uniden is what sets it apart. That, and my other favourite feature, the replay button. If you miss a transmission (easy to do if you’ve got the tunes turned up), you can just hit the replay button and hear it again.   

The UH9080 is paired with one of Uniden’s ATX970 heavy-duty fibreglass antennas with a stainless–steel spring base. This antenna has a 6.6dBi gain and is suited to all-round use in various terrain types. The antenna is mounted to Uniden’s MBU-05BK heavy-duty folding antenna mount bracket, which provides a quick and easy way to fold the antenna down if you run out of height, such as in tight scrub or when mall-crawling underground car parks. 

When you go wheeling in a top-spec vehicle like the Wildtrak, adorned with leather and fanciness, there is an element of guilt in getting them dirty. To that end, I’ve wrapped the seats in Black Duck seat covers, using their new 4-Elements material. I prefer it over canvas as it’s more comfortable to sit on, but it is still waterproof and machine washable. Plus, they look pretty damn awesome, with the personalized orange stitching, which matches the Wildtrak dash.  

The floor carpets are protected with Australian-made Trufit 3D mats. They’re a nice deep dish and hold plenty of sand/mud or even water. And while they look very high end, you can hit the filthy mats with a gurney at the end of the trip to get them back to new. I never knew you could do this with carpet. They also have a high-quality rubber version, which we have fitted to our Everest. To stop the mats slipping and sliding around, they’re adorned with a backing called ‘Maxpider’. It grips the carpet like a squirrel, and the mats never slip anywhere.  

Still on the floor, is a Kap Industries fire extinguisher setup. Melbourne-based Kap has gone to the trouble of creating custom brackets for every make and model of 4WD. You simply whip out the factory seat bolts, line up the bracket, and bolt it back in. At well under $100 complete with a fire extinguisher, it’s a superbly smart installation.  

Up on the dash, I’ve mounted an Ultimate 9 EVC throttle controller. I’ve been using them for years, first as a customer and now as a sponsor. They’re easy to install and give your throttle super-human capabilities. And while they don’t actually create more power, they do allow you to access the power you have more quickly, or slowly. If you’re after more pedal feel, just dial up the switch to nine. Want a more subtle throttle response for rock crawling? Dial it back. The Ultimate 9 also has an economy mode.  

THE PACKAGE 

There’s little doubt that I’ve thrown the kitchen sink at the Wildtrak. Many asked why I didn’t go for the Raptor model, and while I love its handling attributes, it doesn’t carry a load as well as the leaf spring models. The bi-turbo model has ample grunt despite the added load, runs like a steam train. The ten-speed auto is rather awesome, and makes the most of the engine power. It’s a sweet ride indeed, and I’m incredibly happy with the end result. 

Words by Pat Callinan 

Images by Tommy Salmon 

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Ford is clearly aiming to stay atop the 4X4 ute sales chart in 2021 by bolstering its line-up with the return of the Ranger Wildtrak X, in addition to a host of new model variants including the Ranger FX4 MAX, the Ranger XLT Double Cab Chassis and the Ranger XLT Fully Loaded, as well as the return of the Ranger XL Tradie 4X4.

The Ranger Wildtrak X will be offered with Ford’s 3.2-litre five-cylinder turbo-diesel engine mated to a six-speed auto for $66,490 (plus on-road costs) or with the 157kW/500Nm 2.0-litre four-cylinder bi-turbo-diesel engine mated to a 10-speed auto for $67,990 (+ORC). The only option is prestige paint for an additional $650.

The Ford Ranger Wildtrak X includes several features over and above the standard Wildtrak including a black nudge bar fitted with a 20.5-inch LED light bar; unique 18-inch black alloy wheels with a +35mm offset covered by Ebony Black wheel-arch flares; a restyled grille combining Ebony Black with Sabre accent ‘nostrils’; a unique rear sailplane in Ebony Black with Sabre accents; black side steps; Ebony Black roof rails, box rails, lower front bumper insert, rear bumper, headlamp/fog lamp bezels, mirror caps, fender features, door and tailgate handles; illuminated scuff plates for the front doors; and unique seat materials and accent colours. The standard snorkel fitted to the previous Ranger Wildtrak X is now an optional extra.

The MY2021 Ranger Wildtrak X also comes standard with other equipment fitted to the Ranger Wildtrak model including FordPass Connect, Power Roller Shutter, SYNC 3 with Apple CarPlay/Android Auto, 8.0-inch full colour screen with reversing camera and built-in voice-activated sat-nav. It also gets Ranger’s full safety suite including Autonomous Emergency Braking (AEB) with Pedestrian Detection, Adaptive Cruise Control, Hill Descent Control, Hill Launch Assist, electronic rear differential lock, Tyre Pressure Monitoring System and Active Park Assist.

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This is the last Mitsubishi Pajero, as production is coming to an end in 2021, but if you’re keen to grab a slice of history, the last Pajero model is still on sale in Australia. We thought we’d better get behind the wheel of what was once one of Australia’s favourite 4X4 wagons but is soon to be discontinued, so here it is: the last-of-the-line Mitsubishi NX Pajero GLS auto.

What is it?

The Pajero dates back to the original NA model that debuted in 1982 in Japan, and landed in Australia in 1983. Although it featured a traditional separate chassis and a live-axle rear-end, from the start the Pajero was different to many other 4X4 wagons on the market due to its independent front suspension with torsion bar springs. This set-up made it feel more car-like on the road than many of its competitors although front wheel travel wasn’t great for off-roading. Nevertheless, the Pajero proved itself in Dakar competition, winning the event on its third attempt in 1985. In 25 years of factory-backed competition, the Pajero won the Dakar 12 times.

In 2000, Mitsubishi went one step further with the launch of the NM Pajero, which featured a car-like monocoque construction (no separate chassis) and fully independent suspension. This current NX Pajero can trace its lineage directly to the NM Pajero, although there was a significant update in 2006 with the introduction of the NS variant.

What models are there?

Today, the last Pajero, the NX model, is available in GLX ($51,490 driveaway), GLS ($58,490 driveaway) and Exceed ($61,990 driveaway) model grades. The ‘last Pajero’ tested here is the GLS grade. All models are powered by a 3.2L turbo-diesel engine that makes a reasonable 141kW at 3800rpm and 441Nm at 2000rpm, but it’s certainly not the smoothest diesel engine around. The Pajero comes with a five-speed auto and a two-speed on-demand full-time 4X4 system.

Standard equipment on the Pajero GLS includes: auto high beam and dusk-sensing headlights; rain-sensing wipers; emergency brake assist; stability control; traction control; front and side airbags and curtain airbags; 7-inch touchscreen with CarPlay/Auto; Rockford sound system with DAB and sub; single-zone climate control; rear air conditioner; seven seats; LED DRLs; HID headlights; halogen (remember that?) high beam and fog lights; and heated front seats with power adjustment.

Notably absent by today’s standards are technologies like lane-change assist, lane-departure warning, rear-cross-traffic alert, radar cruise control and the like.

Cabin comfort

It’s pretty easy to get comfortable in the Pajero and outward visibility is fantastic thanks to the deep window line and short bonnet. The plastics are a bit hard and old-school and the dash design certainly looks dated, albeit functional. Most controls are sensibly placed and easy to use, although the instrument cluster is hard to read when wearing sunnies and there’s no digital speedo. In fact, there’s only limited info on the instrument cluster such as odo, trips, and 4X4 status; the trip computer/economy info is situated above the touchscreen on the dash.

The seats have a semi-leather/cloth trim and are heated up front. Second-row passengers get loads of space with plenty of leg room and width. The seat has a 60:40 split fold and tumble design and there’s a fold-down centre arm rest and rear air conditioning controls with roof vents.

The third-row seat is for little kids only, but it folds away neatly under the cargo floor when not in use. The cargo area itself is cavernous.

On the road

On-road performance is reasonable although the 3.2L DI-D engine is noisy and rough when pushed. The fact the Pajero’s auto only has five ratios doesn’t help it in the performance stakes, but it is at least a smooth-shifting and intuitive transmission.

The driver selectable full-time 4X4 system is great for sketchy on-road conditions; slip it into full-time 4X4 and it provides extra grip if it’s wet or you are transitioning between sealed and unsealed roads on a regular basis.

The Pajero once felt like one of the most dynamic 4X4 wagons on the market, but these days the hydraulically assisted power steering feels lethargic, heavily weighted and slowish to respond to inputs. The fact the steering doesn’t feel as good as some new 4X4 utes I’ve driven lately just goes to show how electric power assistance has upped the game these days.

Still, the Pajero handles well on the road and on gravel, offering loads of grip and exhibiting minimal body roll when cornering, but the suspension feels a bit harsh over bigger bumps and there’s a fair bit of booming through the big monocoque structure when driving along rough and corrugated dirt roads.

Average fuel economy on test was an indicated 10.5L/100km

Off-road

The Pajero’s off-road performance has always been hindered by its lack of wheel travel in undulating terrain, where it readily lifts wheels off the deck, but the electronic traction control does a decent job of arresting wheel-spin to maintain forward progress. There’s a standard rear diff lock, too, but engaging this disengages the front axle TC, limiting its effectiveness in certain terrain.

Ground clearance is reasonable at 225mm and all underbody components are tucked up and out of the way. Mitsubishi claims a 700mm wading depth but it should be noted the engine air intake faces forwards just below the lip of the bonnet, so a snorkel should be high on your shopping list if you intend to drive your Pajero off-road. There’s plenty of space under the bonnet for those who wish to fit a dual-battery system.

The 265/60R18 tyres are a popular size these days although you’d soon want to replace these too (with a set of tougher Light Truck tyres) if heading off-road.

Should you buy one?

If you’re an automotive history buff and you have a thing for Mitsubishis, then sure, go ahead and buy the last Pajero. But if you’re primarily after a family 4X4 touring wagon, there are plenty of better options on the market these days, including Mitsubishi’s own Triton-ute-based Pajero Sport wagon, which is not only more modern and better equipped, but a few grand cheaper across the range.

SPECIFICATIONS – Mitsubishi Pajero GLS auto 

Driveline
Engine: 3.2-litre four-cylinder turbo-diesel, 141kW at 3800rpm, 441Nm at 2000rpm
Transmission: 5-speed automatic gearbox, two-speed transfer case, selectable full-time 4X4 with TC and locking rear differential

Weights:
Kerb: 2330kg
GVM: 3030kg
Payload: 700kg
Maximum braked towing: 3000kg
GCM: 6030kg

Dimensions:
Length: 4900mm
Width: 1875mm
Height: 1900mm
Wheelbase: 2780mm
Ground clearance: 225mm
Wading depth: 700mm
Approach angle: 36.6°
Departure angle: 25°
Ramp-over angle: 22.5°

Price: $58,490 driveaway

The post Tested: The Last Mitsubishi Pajero appeared first on Pat Callinan's 4X4 Adventures.

The Everest BaseCamp headlines a model upgrade for Ford’s popular 4X4 wagon while the Everest Trend and Everest Titanium models will sport a new grille when they land in showrooms in December with driveaway pricing across the range.

Limited to a run of 450 vehicles, the BaseCamp pack adds $2000 to the Everest Trend 4X4 3.2L and 2.0L bi-turbo variants on which it’s based, yet Ford says it comes with extra gear valued at $6000. Equipment fitted to the BaseCamp includes 76mm diameter black nudge bar, Ford-licensed LED light bar, genuine accessories snorkel, black roof bars with Pioneer Platform, Sunseeker awning and tow bar rated to 3000kg on the 3.2L variant and 3100kg on the 2.0L variant. In addition the Everest BaseCamp has special decals on the front doors, and a grey paint finish for the grille, front and rear bumper skids, fender vents and wheels.

The new grille on Everest Trend and Titanium models is claimed to offer a fresh, premium and more modern appearance. Both model grades now get a chrome grille with a grey mesh, while the Titanium also comes with ‘EVEREST’ in 3D lettering on the bonnet.

Here’s driveaway pricing for the new Ford Everest 4X4 line-up:

• Everest Ambient 3.2L (5-seat): $57,490
• Everest Trend 3.2L: $62,990
• Everest Trend 2.0L: $64,490
• Everest BaseCamp 3.2L: $64,990
• Everest BaseCamp 2.0L: $66,490
• Everest Sport 3.2L: $65,990
• Everest Sport 2.0L: $67,490
• Everest Titanium 2.0L: $72,990

Ford has also introduced a new 2WD version of the Everest Sport that was introduced as a 4WD-only model in 2019.

All Ford Everest models are covered by a 5-year/unlimited kilometre warranty, and they come with a 15,000km/12-month service interval, capped-price servicing and Auto Club membership.

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