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Ford Everest


Toyota Land Cruiser

Summary

Ford Everest

Update:

Since we first published this story on August 24, 2018, there have been some changes to the Ford Everest range, including the entry-level Everest Ambiente (RWD and 4WD variants) getting advanced driver-assist safety systems, including autonomous emergency braking (AEB) with pedestrian detection, at no extra cost. 

The Ambiente also now gets lane-keep assist with driver alert, traffic sign recognition and automatic high beams. That's all in addition to the line-up's reversing camera, rear parking sensors, roll-over mitigation, trailer sway control and more.

The 4WD Ambiente also gets hill descent control, hill launch assist and an electronically locking rear differential.

In other Everest news, the top-shelf 2.0-litre twin-turbo Everest Titanium 4WD has dropped in price to $72,290 so it now avoids the luxury car tax.

Changes are rumored to be coming soon for the Ford Ranger range – perhaps towards the end of 2019 – and those changes may also materialise in the next update of the Everest line-up.

Stay tuned for more Ford Everest news. 

As originally published August 24, 2018:

Change is good but there will always be some who become enraged at the mere hint of it. Case in point: those who strongly dislike 2.0-litre twin-turbo diesel engines. 

In February this year, when just such an engine was revealed as the powerplant of choice for Ford’s high-performance ute, the Ranger Raptor, CarsGuide comments, online chat rooms and beer gardens everywhere echoed with acid-tongued complaint and hearty objections that included such pearls of wisdom as “The only good two litres are milk and orange juice”.

Well, it looks like some of us have a bitter pill to swallow because that 2.0-litre engine is now in the new, refreshed MY19 Everest, Ford’s large SUV wagon, as well – and it’s here to stay. But don’t fret because the 3.2-litre five-cylinder engine remains in the Everest ranks.

In other good news, the 2019 Everest has AEB.

Any bad news? Maybe. Read on.

Safety rating
Engine Type2.0L turbo
Fuel TypeDiesel
Fuel Efficiency7.1L/100km
Seating7 seats

Toyota Land Cruiser

If you’re a fan of the Toyota LandCruiser – and, let's face it, who isn't? – then you’re probably really enjoying the exciting time right now in its long and illustrious history.

A tweaked 200 Series is expected here soon-ish, and the 300 Series is also expected here in the not-too-distant future. Problem is, anyone who wants a 300 will have to choose between smaller-engine options – a V6 diesel, V6 petrol or petrol/hybrid – and will have to cop an even bigger price-tag all-round than the current 200 line-up.

So, is the current 200 Series a LandCruiser enthusiast’s last chance to own a new V8-powered upper large 4WD wagon that’s capable of handling family and work-life, but also be more than capable of taking your family into remote areas in comfort and style?

We tested a top-of-the-range Sahara on- and off-road. Read on.

Safety rating
Engine Type4.6L
Fuel TypeRegular Unleaded Petrol
Fuel Efficiency13.4L/100km
Seating7 seats

Verdict

Ford Everest8/10

Originally built off the Ranger platform, the Everest has always been overshadowed by its overachieving ute stablemate. But now, with the introduction of AEB and some up-speccing to its Everest line-up, Ford has ensured its large SUV wagon is still a strong contender in the race for top honours in the market.

The line-up's volume seller is the Trend and that's still a pretty good sweet spot for the range.

Most of us don’t want a big, shouty 4WD, but we do expect a lot in our new vehicles: we want a quiet, refined family-friendly SUV that drives well, has plenty of safety tech, car-like ride and handling, and good fuel consumption. In its Everest, Ford has come pretty close to producing one of the best around. If only the Titanium's price-tag wasn't so high.

Is the Everest's 2.0-litre twin-turbo the way of the future or a misstep? Tell us what you think in the comments section below.


Toyota Land Cruiser7.1/10

The LandCruiser 200 Series Sahara is one of the best upper large premium 4WD wagons on the market.

It’s capable and comfortable, with plenty of standard features – some of them handy, some of them not – but the interior feels dated and less than premium, that multimedia system just isn't up to scratch and the price tag just feels too high for what you get.

But none of that will sway any die-hard Cruiser-loving adventurer, who wants a big comfortable and capable 4WD for family life, off-road adventures, or to tow a caravan or boat.

And who can blame them? Afterall, it’s hard to ignore the long-term appeal of a 200 Series.

Design

Ford Everest8/10

Nothing much to report here. The Everest has always had substantial presence and nothing has changed in that respect; it’s a good-looking unit.

Among the styling tweaks are a new grille design, revised bumper and fascia design, halogen projector headlights with halogen daytime-running lights, a laminated acoustic windscreen, a 10-speaker audio system, as well as an 'Ebony' interior colour scheme with contrast stitching and chrome highlights.

If there’s any potential strife to the interior look and feel here, it may be that it’s too neat and tidy – too plain – and in danger of becoming a bit dated.

The Titanium has new 20-inch split-spoke alloy wheels.


Toyota Land Cruiser7/10

The LandCruiser’s appearance hasn’t changed much in years. This variant does have Sahara-specific branding on the rear horizontal-split door, but otherwise, it remains wholeheartedly 200 Series: a big chunky, distinctively imposing 4WD wagon.

The 200 Series is 4990mm long (with a 2850mm wheelbase), 1980mm wide and 1970mm high. 

The Sahara has three rows of seats; two in the front, three in the second row, and two in the third row, for a total of seven seats. The base-spec GX has five seats in total; the GXL has eight; the VX also has seven.

Practicality

Ford Everest8/10

Inside is nice and roomy. It’s also well blended together; chrome, leather accents, as well as clear, easy-to-read instrument displays and colourful Sync3 screen. Nice, small touches, such as the illuminated blue edging around USB ports, add to the cabin’s premium feel.

The front seats are very comfortable and electrically adjustable; the third row can be deployed or stowed away by using buttons on the right-hand rear interior wall of the cargo area.

Those in the front are well catered for with access to two 12-volt sockets, and two USB ports.

Storage spaces include glovebox, two cup holders and a deep bin between driver and front passenger, and bottle holders in each door.

Second-row passengers get a pair of pop-out cupholders in the arm-rest, and can control aircon temp and fan speed, as well as open or close air vents, and use a 230-volt or 12-volt socket from their seat.

There are two ISOFIX anchor points in the second row and the cargo area has bag hooks each side, as well as luggage tie-down points on the floor.


Toyota Land Cruiser7/10

The Sahara is a seven-seater divided in three rows – two at the front, three and two at the rear – as does the second-from-top spec, the VX. The base-spec 200 Series, the GX, has five seats; the next spec up, the GXL, has eight.

It has a listed kerb weight of 2740kg, as do all the other 200s, except the GX, which is 2640kg.

The 200 Series is a big unit on the outside, but has quite a small interior. It is a bit of a premium space though with leather inserts on seats and around the cabin, woodgrain highlights on the steering wheel and dash, plus chrome-look finishings throughout. 

With all three rows in use, there’s not a lot of space at all. Toyota does not have an official figure for cargo capacity of the rear area, but it’s plain to see that there isn’t much room. We packed a first-aid kit and a portable air-compressor and there wasn’t much room left over. You could probably fit a few other bits and pieces, but not much. There are cargo hooks and a 220V power socket. 

When the third row (side folding, 50/50 split seat backs) is stowed away, the cargo capacity is officially listed as 1276 litres, but the reality is those seats protrude into the cargo area, taking up a lot of useful space.

No cargo capacity figure is officially listed for when the second- and third-row seats are stowed away.

Getting into the third row is not difficult as the door opens wide and there is a side step on the Sahara to aid your ingress, but once you’re in the third row, space is a bit pinched and the seats are rather flat and not really that supportive. It’s comfortable enough and really a kids-only zone, but that’s not a newsflash for a third-row. Bonus: you can watch the second-row 11.6-inch DVD screens, one each on the driver and front passenger head-rest.

There are plenty of storage spaces back there: two cup-holders on each side, stash-away spots for bits and pieces, cup holders in the middle, directional air vents, and lights. 

Passengers in the second-row (40/20/40 split folding feat backs) have access to a lot of controls: air con, seat-warming (outer seats), and DVD remote (hidden in the fold-down centre arm-rest, which also has cup-holders and a shallow grippy tray for the DVD remote or a smartphone). There are also directional air vents, lights and storage spaces in the form of hard-plastic door spaces and mesh pockets on the back of the driver and front-passenger seats.

As mentioned, the DVD screens are on the driver and front passenger head-rests.

The seats here are, as expected, more comfortable than the third row with plenty of support.

Upfront, it seems like a bit more of a premium space, and it’s all well laid-out and easy to navigate – to quickly establish which controls are where – but the dash and centre console is all starting to look and feel a bit dated. Especially when the Sahara carries such a hefty price tag.

That 9.0-inch multimedia touchscreen doesn't help either, because it's a bit clunky to use, with its mix of controls, on-screen and dials.

There are a fair few storage spaces though: glove box, door pockets, the cool box (in between driver and front passenger), and cup holders (with a flip-top lid). There is also a wireless smartphone-charging tray.

There are USB charge points upfront, as well as a 12V power socket.

The Sahara also has a moonroof if your passengers want to look at the sky, night or day, while you’re on the move.

Overall, it’s a well put-together cabin, build quality is very impressive and there’s nothing terribly wrong with the interior, but it just doesn't feel like such a prestige space, worthy of a $125,000 price-tag. It feels old, so a facelift – or better still a 300 Series – can’t arrive soon enough.

Price and features

Ford Everest8/10

The Everest range remains a three-model line-up: entry-level Ambiente, mid-spec and volume seller Trend, and top-spec Titanium.

The new twin-turbo diesel engine and 10-speed auto combination is an option on Trend and standard on Titanium. Ambiente continues with the 3.2-litre five-cylinder engine and six-speed auto.

One of the other more notable new features in the range is 'Inter-Urban Autonomous Emergency Braking' (AEB) with 'Pedestrian Detection' and 'Vehicle Detection', which is now standard across the Trend and Titanium; it will become standard on Ambiente in 2019.

Keyless entry and push-button start are now standard across the range, and Trend and Titanium get Ford’s hands-free power tailgate.


Other standard features include reversing camera, rear parking sensors, 'SYNC 3' with Apple CarPlay and Android Auto, an 8.0-inch full-colour touchscreen and reversing camera.

Also new to the Trend are leather-accented seat trim, eight-way power driver's seat and a leather-trimmed gear shifter.

All Ambiente models are five-seaters no matter which drivetrain they have – rear-wheel or 4WD – but they can be optioned up with a third row for $1000.

All prices to follow exclude on-road costs.

Everest Ambiente pricing is: RWD 3.2L (five seats) $49,190; 3.2L RWD (seven seats) $50,190; 3.2L 4WD (five seats) $54,190; and Ambiente 4WD 3.2L (seven seats) $55,190.

Everest Trend pricing is: RWD Bi-Turbo $56,190; 4WD 3.2L $59,990; and 4WD Bi-Turbo $61,190.

The Ford Everest Titanium is only available as a 4WD with the twin-turbo engine and 10-speed auto at a cost of $73,990, including luxury car tax. We spent the lion’s share of our time at the launch in a Titanium so we’ll focus on that variant.

On top of a full complement of standard features and a suite of driver-assist tech, the Titanium now has 20-inch alloy wheels, a 3100kg-rated towbar and a leather-trimmed handbrake.

The new exterior prestige paint is Diffused Silver for $780.

The 2019 Everest is due in showrooms this month.


Toyota Land Cruiser7/10

The seven-seat top-shelf* Sahara, as tested, costs $124,996 ($124,396 plus $600 premium paint), plus on-road costs. [* The limited-edition Sahara Horizon costs more, at $129,090 (plus on-road costs), but there are only 400 of those, so I’m not counting those in the mainstream line-up.]

It has a 4.5-litre V8 twin turbo-diesel engine, a six-speed automatic transmission, full-time four-wheel drive with dual-range gearing, a limited-slip centre differential and a stack of driver-assist tech including Toyota Safety Sense (which incorporates Pre-Collision Safety System with Pedestrian Detection (like Autonomous Emergency Braking – AEB), High Speed Active Cruise Control, Lane Departure Alert and Automatic High Beam), as well as blind-spot alert, rear cross-traffic alert, a multi-terrain system (with various drive modes to suit different terrain), a multi-terrain monitor, crawl control (low-speed off-road cruise control), hill descent control and more. 

As befitting a top-spec vehicle, the Sahara has quite an extensive features list including a 9.0-inch touchscreen multimedia system with sat-nav, a wireless smartphone charger, a cool box between the front seats, woodgrain-look steering wheel and throughout the cabin, ventilated front seats, heated front and second-row seats, driver’s seat memory settings, four-zone climate-control air-conditioning, 11.6-inch entertainment screens for rear passengers, a nine-speaker audio system, and a moonroof.

It has daytime running lights, a horizontal-split tailgate, side steps, and 18-inch alloy wheels.

Engine & trans

Ford Everest8/10

The new-generation twin-turbo engine – 157kW at 3750rpm and 500Nm from 1750rpm-2000rpm – is paired with a 10-speed torque-converter automatic transmission, the same combination as used in Ford’s high-performance models, Mustang and Raptor. 

But this working partnership is a better match here, in the Everest, than it is in the Raptor, in terms of smooth delivery of power and torque at low and high speeds, as well as doing everything in an unfussed manner – low-key but still effective. 

As mentioned, the previous-gen 3.2-litre 143kW/470Nm five-cylinder turbo-diesel engine and six-speed auto is still offered in Ambiente and Trend, ensuring those who prefer their engines bigger are catered for.
The Titanium has full-time 4WD with low-range gearing ('4x4 Low') and electronic diff lock, as well as a 'Terrain Management System' with four driving modes (Normal, Grass/Gravel/Snow, Sand and Rock) to suit different terrain. 


Toyota Land Cruiser7/10

The 200 Series has a 4.5-litre V8 twin turbo diesel engine – producing 200kW@3600rpm and 650Nm@1600-2600rpm. That power figure is not whopping, but the engine is very torquey, with plenty of that on tap at lower revs, and the six-speed auto is a clever smooth-shifter. 

On different tests, I’ve towed camper-trailers and an almost three tonne caravan with a 200 Series, and have been happy with its ability to tow safely and comfortably.

It has full-time 4WD and a limited-slip centre diff, as well as a whole bunch of driver-assist trickery, which I’ll detail later in this yarn. (Head straight down to ‘What's it like to drive?’ Right now if you’re too impatient.)

Fuel consumption

Ford Everest8/10

Best-of-the-bunch 2.0-litre fuel consumption is listed as 6.9L/100km (combined) in the Trend RWD, and 7.1L/100km (combined) in the 4WD. We noted an average of 9.8L/100km on the dash but there may have been some heavy right foot involved in prompting that figure.

The Everest has an 80-litre fuel tank.


Toyota Land Cruiser7/10

Fuel consumption is listed as 9.5L/100km (combined). 

I recorded an actual fuel consumption of 12.8L/100km on this test, but I did do a lot of low-range 4WDing.

The 200 Series has a 93-litre main fuel tank and a 45-litre sub tank – that’s a total of 138 litres.

Driving

Ford Everest8/10

The Everest’s 2.0-litre is not going to get any pulses pounding with its engine note, that’s for sure, but it more than makes up for any lack of rough, gutsy charm – perceived or otherwise – by being the consummate quiet achiever. Because it is very quiet … and it achieves.

The good news is that we pushed the 2477kg Titanium pretty hard off the mark, as well as made a series of overtaking moves and clocked up a bit of open-road cruising and it just burbled along nicely. There’s a real no-fuss quality to its delivery of big torque at low revs. It certainly seems to work better in the Everest than in the Raptor, which we drove at launch a few weeks ago and the consensus there was that it was underpowered and underwhelming.

The Everest is also very quiet inside. Ford reckons the twin-turbo is “much quieter” than their 3.2-litre models due to advanced sound insulation and 'Active Noise Cancellation' which has helped to improve cabin quietness. Well, the 3.2 is pretty quiet anyway, but in the short time I’ve spent so far in the 2019 twin-turbo Everest, I have no reason not to believe them.

Its steering has that real Ford feel – light and lively but precise – and on its revised coil-spring suspension, the Titanium’s ride and handling is even smoother than before. It was firm, bordering on stiff at times, but perhaps the Titanium’s 20-inch rims on road-biased Goodyear EfficientGrip SUV tyres set at 38 psi could be blamed for some of that; 18 x 8.0-inch alloy wheels and tyres are a no-cost option on the Titanium.

We did some decent 4WDing on this launch out near Lithgow and the Everest was infrequently challenged anywhere near the limits of its off-roading capabilities.

In fact we intentionally drove our tester in Normal mode and took the ‘off’ line through sections of terrain that would have likely put some rivals in a spot of bother but, with judicious use of that 10-speed auto, especially that low first, we trucked through no problem.

The Everest’s hill descent control deserves a mention also as it’s rather smooth and effective; it holds very low speeds (registering as 0km/h on the dash), can be adjusted via buttons on the steering wheel, and was not jerky or jarring like some systems in other off-roaders can be.

When we did dial through the drive modes of the terrain management system to actually suit the surface we were driving on there was no surprise at how efficient and effective it was, as we’ve used it quite extensively before in the bush and on beach sand.

The Titanium has 227mm ground clearance. We observed a few Everests on different terrain and, especially on deep sharp-edged ruts and short steeper-angled rocky climbs its underslung full-sized spare tyre behind the rear axle can seem like it’s about to become a plow – and there's something else to watch out for. 

One fellow journo pointed out that what appears to be the AdBlue tank protrudes below the bottom edge of the full-sized spare, eating into a bit of ground clearance and the Titanium’s departure angle; posing a bit of a damage risk if your 4WDing takes your Everest into particularly tricky territory.

The Everest has a towing capacity of 3100kg (braked) up from its previous 3000kg; unbraked max is 750kg. The Titanium has a payload of 623kg, a GVM of 3100kg and a 5900kg GCM.


Toyota Land Cruiser8/10

As mentioned, the Sahara is 2740kg, but it generally never feels like it’s so big and heavy.

Steering is reach-and-rake power-adjustable and it’s pretty sharp and, despite its bulk, the 200 is easy to manoeuvre in city and suburban settings, although it does feel its size every now and again. Turning circle is 11.8m and, on squeezy city streets, quick turnarounds can become a bit of a challenge.

But the 200 Series turbo diesel V8 is a simple, powerful and effective engine and it works supremely well with that six-speed auto. 

Acceleration is particularly smooth, making for easy off-the-mark blasts from a standstill and also overtaking moves on the highway, but you can’t be shy with the go-pedal.

The coil-spring suspension yields a spongy, comfortable ride but the 200 Series never feels like its prone to wallowing as much as you might imagine.

All-round, it’s very comfortable as a daily driver, if not entirely practical in terms of cargo space, for its size, and for its price.

Gravel and dirt tracks provided ample opportunities for us to again experience how settled and composed the 200 Series is at speed, on irregular surfaces. 

The 200 Series suspension set-up – independent front, live-axle rear and coil springs all-around – helps the Cruiser to sit really nicely on the road. It's not even thrown off its game by deeper potholes or sharper corrugations.

The Sahara and VX also have KDSS (Kinetic Dynamic Suspension System), which acts like a swaybar: on-road its aim is to improve handling and to reduce body roll; off-road, the system performs like a swaybar disconnect in that it adjusts to suit the terrain to maximise articulation and stability. (Note: KDSS is not on base-spec GX variants and is an option on the GXL.)

When it comes time for low-speed, low-range 4WDing, the 200 can feel big and bulky, so it does always require considered driving. 

There’s plenty of visibility out of the 200’s windscreen, but the bonnet is quite large and does at times obscure your forward vision, but it's not a deal breaker, and if you’ve spent any time in a 200 Series – or any large 4WD wagon for that matter – it likely won't annoy you too much.

Steering remains light and responsive at lower speeds, and that's important for such a big almost three-ton beast on tight bush tracks and bush routes that twist and turn. 

The 200’s torquey V8 engine, which works really well with the auto off-road as well as on on-road, offers up plenty of that torque at low revs and you can always rely on it. 

Low-range gearing is good and the 200 also has a limited slip centre differential if you get the urge to hit that button as well. 

Wheel travel is pretty decent, but with that KDSS, which acts like a mechanical swaybar disconnect off-road, the Sahara gets even more flex, more wheel travel, to help you get a wheel to the dirt and keep moving.

As well as reliable low-range gearing, good wheel travel and all-around suitability for 4WDing, the Sahara can also tap into a stack of driver-assist tech, including the multi terrain select*, which gives you the capability to dial through five different terrain modes – Mud & Sand, Loose Rock, Mogul, Rock & Dirt, and Rock – and that tweaks, among other things, the traction control system to suit the terrain you're on. (The VX also has multi terrain select, but the GX and GXL do not.)

Crawl Control, which regulates your speed at very low speeds via engine power and brake input to each wheel, gives you the ability to select a different low-speed setting to suit the conditions and terrain. This system incorporates turn-assist, which is handy when you need to make a very tight turn while 4WDing, as it applies brakes to your inside rear wheel at low speeds to help reduce your turning circle.

Visibility is good all around, as there’s plenty of glass at the front, rear and to the sides but, as stated earlier, that large bonnet can obscure your forward vision, especially when you’re cresting hills. If you’re finding your vision is hampered, then you can always make use of the multi terrain monitor – standard also in the VX and Sahara, but not available in the other variants.This system is a four-camera set-up designed to offer you views at the front, back, and down the sides, but I wouldn't rely on it. The lenses easily become dirty, as they did on our stint, and it only provides quite a basic, distorted view. Instead of relying on these cameras, the driver should get out, walk the track to see where you're going to drive or, at the very least, stick your head out the window to make sure you can see where you’re going, just to be on the safe side.

Engine braking is good, as is the hill descent control, although on some of the very slippery muddy hills we tackled, the 200 tended to run away a bit on the downhill runs.

The Cruiser has 225mm of ground clearance and a wading depth of 700mm, so we had no problems driving through deeper wheel ruts and mud-holes.

An easily-fixed weakness in the 200’s off-road armoury are its standard-issue Dunlop Grandtrek AT25s (285/60R18), which are not aggressive enough for anything more than light off-roading, I reckon. So get rid of those if you plan any four-wheel driving and replace with a set of decent all-terrains. That standard rubber’s on 18-inch alloy wheels. (GX and GXL variants get 17-inch wheels and tyres.)

The 200 Series has a full-sized spare tyre.

It has a 750kg unbraked towing capacity and 3500g braked towing capacity. 

Safety

Ford Everest8/10

The Everest range has a five-star ANCAP rating as a result of testing conducted in 2015.

Standard safety gear across the range includes seven airbags (driver and front passenger, side front, side curtain (to third row) and driver's knee), ABS, DSC, RSC, EBD, traction control, EBA, reversing camera and rear parking sensors.

Driver-assist tech in the top-spec Titanium includes AEB, adaptive cruise control with forward collision warning, lane-keep assist, blind-spot monitoring with rear cross-traffic alert, and a tyre pressure monitoring system.

It has five child-seat anchor points and two ISOFIX anchors in the second row.


Toyota Land Cruiser7/10

The 200 Series has a five-star ANCAP rating (from testing conducted in 2011), 10 airbags and plenty of driver-assist tech, including blind spot monitoring, rear cross traffic alert, multi terrain monitor, front and rear parking sensors and more. 

Ownership


Toyota Land Cruiser7/10

As of 1 January 2020, the service pricing for a LC200 Sahara turbo-diesel under Toyota’s capped price servicing is $300 per service for three years/60,000km (up to the first six services). The service interval is every six months/10,000km.

The warranty period for any new vehicle bought after 1 January 2019 is a five-year unlimited kilometre warranty that covers any part, panel and accessory made by Toyota. In addition to this, Toyota will extend your engine and driveline warranty from five to seven years if the annual service schedule is adhered to.