Ford Problems

The model you've nominated has a timing chain, which, in theory, should be good for the life of the engine. However, that's not always the case, and some specialists recommend changing the timing chain at intervals of 200,000km. That is still a pretty decent innings for a hard-working vehicle like a Transit and is longer than the change interval for most engines with toothed rubber timing belts.

Ford's popular PX Ranger (sold from 2011 until its replacement in 2022) marked a distinct move away from timing belt technology, but prior to that, the Mazda-sourced engine in your vehicle uses a rubber toothed timing belt. As such, this belt and its tensioners and idlers require replacement at regular intervals.

The recommended belt-change interval for this engine is 120,000km or six years, whichever comes first.

There's been plenty of talk in recent years about the future of diesel engines in vehicles like the Ranger and Everest. And while there's a school of thought that suggests that they'll switch to petrol and petrol-electric hybrid drivelines, that hardly makes a diesel-engined version a dinosaur overnight. Take the Toyota Corolla, for instance: While the latest Corolla is available with a hybrid powertrain (and it's a very popular format) there are still plenty of people happily driving around in their 20-year-old Corollas with conventional drivelines.

The point being that progress is a fact of life. Every time a new piece of tech arrives that is seen as an improvement, car-makers will adopt it. Which means the previous technology is out of date, but not necessarily beyond its useful life.

If you think a plug-in hybrid Ranger or Everest would suit you, then by all means wait until 2024 (the rumoured launch date). But bear in mind that, by then, there may be talk of the next big thing in Rangers and Everests; an advance that could make even the plug-in hybrid look a bit yesterday.

There's been plenty of talk in recent years about the future of diesel engines in vehicles like the Ranger and Everest. And while there's a school of thought that suggests that they'll switch to petrol and petrol-electric hybrid drivelines, that hardly makes a diesel-engined version a dinosaur overnight. Take the Toyota Corolla, for instance: While the latest Corolla is available with a hybrid powertrain (and it's a very popular format) there are still plenty of people happily driving around in their 20-year-old Corollas with conventional drivelines.

The point being that progress is a fact of life. Every time a new piece of tech arrives that is seen as an improvement, car-makers will adopt it. Which means the previous technology is out of date, but not necessarily beyond its useful life.

If you think a plug-in hybrid Ranger or Everest would suit you, then by all means wait until 2024 (the rumoured launch date). But bear in mind that, by then, there may be talk of the next big thing in Rangers and Everests; an advance that could make even the plug-in hybrid look a bit yesterday.

The current model Everest is rated to tow up to 3500kg (with a braked trailer) making it one of the better credentialed tow-vehicles out there. These ute-derived station-wagons sometimes lose a little of the towing capacity of their dual-cab brethren on the basis of their more complaint rear suspension (which makes for a nicer ride). But, somehow, Ford has managed to retain the full 3500kg towing capacity for the Everest.

The question then becomes which engine you choose and, on balance, the V6 turbo-diesel is the one to have. The V6 models cost a bit more, but they do get you all-wheel-drive (great for towing) and the V6 engine has a handy 30kW and 100Nm more that the four-cylinder version. All things considered, the Everest is a great vehicle with which a tow a caravan.

You’ve gone down the right path by having the vehicle scanned first, and even though no fault codes were revealed, that doesn’t mean it was a waste of time. In some cases, a mechanic experienced in a particular make and model will know that a fault with no code is caused by a specific part or piece of software. LS1 Holden V8s, for instance can experience a misfire with no code showing up. In that case, an experienced LS1 mechanic will go straight to the spark plugs as the cause.

So the best advice is to find a Ford Transit specialist as this problem has almost certainly occurred before to somebody else. Be aware, too, that Transits built between September 2014 and January 2015 were subject to a recall to replace a batch of faulty fuel injectors which were causing the precise symptoms you’ve noted. Ford believed the problem was solved for vehicles built after January 2015 (including yours) but it’s worth checking since it was a big enough problem for Ford Australia to issue a fleet-wide recall.

The current-model Everest (particularly with the optional turbo-diesel V6 engine) is a great choice and is a clear class-leader in dynamic and accommodation terms. It's also a tremendously capable vehicle off road, so it should suit your needs very well indeed. On that basis, it will hold its value better than most of its competition, purely because it will remain a popular choice.

Your concern over the continued availability of conventional fuels is understandable, but should really be nothing to worry about as both petrol and diesel will continue to be available long beyond your five-year horizon. Vehicles like the Everest will also be the last bastions of conventional fuels, as the long distances in remote areas that they are so good at are the very conditions that don't suit electric vehicles at all. Yes, petrol and diesel will inevitably become more expensive, but so will electricity.

It's definitely worth looking into as it's not normal behaviour for the Ranger and could point to a problem that, if not fixed now, could lead to a bigger drama down the track. A scan of the entire vehicle's electronics might show up a problem with the fuel system or throttle set-up. While it's tempting to look at the engine itself as the source of the revs flaring, don't rule out the transmission, either. A faulty torque converter or even a low transmission-fluid level could be the culprit here.

Many car-makers of this era were fitting stereo systems with security codes to deter thieves who were having a field day at the time breaking into cars to steal the radios. The idea was that without the security code, the stereo wouldn't work and was, therefore, useless to the thieves. So why steal it in the first place?

Great theory, but in practice, these codes have become a nightmare for subsequent owners. That's because every time you need to change the car's battery, the stereo has to have the security code re-entered before the radio will work again. If that's what's happened in your case, then you need to search through the glove-box for all the original owner's manuals and delivery documents to see if you can find the code (usually a four or five-digit number). If you can find it, great, you simply punch it into the stereo and it should be off and running again.

If you don't have the code, you'll need to contact Ford's customer service division or even a dealership. In some cases, they can quote you the security code over the phone (if you can convince them you're the car's legal owner) and you've provided the car's VIN. What's also possible is that they'll need the serial number of the actual radio which usually means removing it from the dashboard.

How long is a piece of string, Kerry? Also, condition can be everything on these vehicles and you’ll see them advertised anywhere from $3000 to $40,000 depending on what sort of life they’ve led.

But your vehicle is even more difficult to pigeon-hole price-wise, because its been modified to a fairly large degree with the transmission from another model altogether. Second-hand car buyers generally don’t like such orphans, and your asking price will need to reflect this.

The best advice is to have a look at the various online for-sale sites and find something roughly comparable to your vehicle in terms of mileage, specification and overall condition.