Latest news with #BlueOval
Yahoo
4 days ago
- Automotive
- Yahoo
This Ford model is the most popular used vehicle in Tennessee, according to study. See why
Buying a brand-new car isn't for everyone. Millions of Americans take advantage of depreciation to find used car, truck, and SUV deals. Buying a used car is a great way to get some of the best-selling vehicles on the market at a heavily discounted rate. The best-selling vehicle in Tennessee is the Nissan Rogue, but it isn't the best-selling used vehicle. That title belongs to one of the Blue Oval's popular full-size pickup truck models. What is the most popular used vehicle in Tennessee? The most popular used vehicle in the state of Tennessee is the Ford F-150 full-size pickup truck, according to a study by automotive research site Ford began producing the F-150 nameplate as a heavy-duty model for the F-100 pickup truck series. Today, the Ford F-150 has become one of the best-selling work trucks ever due to its affordability and utility. The study by concluded that the F-150 was the best-selling used vehicle in 33 states including North and South Carolina, Kentucky, Georgia, Alabama and other states near Tennessee. America loves the Ford F-150 both as a new and used model. So, is Ford's full-size pickup really a good truck or are folks only buying it because it's popular? Should you get a used Ford F-150? Ford's F-150 has been "long regarded for its rugged design, strong engines, and top-line trims", said automotive site The Blue Oval offers several engine options and trims designed for towing, off-roading, and more. The F-150 is a great used pickup truck because it is built for the long haul. It's generally reliable and has the capabilities of a trusty work truck in terms of payload capacity and even towing capacity. Additionally, there are plenty of F-150 trims to choose from based on your needs and aftermarket accessories to customize the popular pickup. Which used Ford F-150 should you consider in Tennessee? J.D. Power gave the 2022 Ford F-150 an 86% score for quality and reliability. U.S. News & World Report rated the 2022 F-150 as the best full-size pickup truck. The 2022 Ford F-150 had a starting MSRP of $33,315 for the base model. CarMax has several F-150 models for sales with prices under $31,000. These models have relatively low mileage making them solid used vehicle deals. Older F-150 model years have depreciated even more, making them appealing to used car buyers. The 2020 Ford F-150 had an original MSRP of $28,745. It now has a fair purchase price of just $17,947 and a typical listing price of $18,947 (with 79K miles or less), according to Kelley Blue Book. The 2020 Ford F-150 uses a 3.3-liter V6 engine to produce 290 horsepower and 265 pound-feet of torque. It achieves 19 miles per gallon in the city and 25 miles per gallon on the highway. The 2020 F-150's high towing and payload capacity are "ideal for work or play" according to a vehicle review by Edmunds. Used car buyers can find older F-150 models that have depreciated by 30% or more, making the full-size pickups much more affordable than brand-new models. This article originally appeared on Nashville Tennessean: What's the most popular used vehicle in TN? Look to the Blue Oval Error in retrieving data Sign in to access your portfolio Error in retrieving data Error in retrieving data Error in retrieving data Error in retrieving data
The Advertiser
7 days ago
- Automotive
- The Advertiser
2025 Ford Everest Sport V6 review
Ford Everest Pros Ford Everest Cons Even in the face of stiffening competition and threatening emissions regulations, Ford continues to kick goals with its Ranger-based, locally developed Everest large SUV. Recently named Australia's best off-road SUV in the inaugural 2025 CarExpert Choice Awards, the Everest was the best seller in its segment last year and last month, and continues to easily be the Blue Oval brand's second most popular model. While the new-generation Toyota LandCruiser Prado has edged ahead of it in terms of deliveries so far this year, and could well reclaim the large SUV sales title it lost to the Everest last year when stock of the old model was exhausted before its successor arrived in late 2024, the Ford has ultimately proven to be more fit for purpose, and better value too. Other worthy rivals include the Isuzu MU-X and GWM Tank 500, although neither comes close to the Everest from a sales volume standpoint. So, if the media and buyers are coming to the conclusion that Everest is best, the question becomes… which one? With that dilemma in mind, is the cheapest V6 Everest the best of a bloody good bunch? Read on to find out. The Sport V6 is among the more expensive variants in the Everest range, commanding a list price of $75,540 before on-road costs. To see how the Ford Everest lines up against the competition, check out our comparison tool Compared to lower-spec versions of the Everest, the interior of the Sport remains workmanlike with a few choice upgrades to enhance comfort. Hard black plastic still features heavily on the door cards and dash, but the Sport brings leather-accented front seats with heating and ventilation, which I found particularly useful given Melbourne's unpredictable weather. The front pews are supremely comfortable too, and that's hardly surprising – if Ford does anything well, it's seats. Drivers of all shapes and sizes can settle into the wide, plush base cushion without issue, and there's ample adjustability available. Electric, of course. The steering wheel is also allegedly trimmed in leather, but the fact that I mistook the stuff for plastic suggests it's not of the highest quality. At least the wheel tilts and telescopes to help you find the perfect driving position. Padded armrests on either side also allow you to take on a more relaxed position when appropriate. Behind the steering wheel you'll find an 8.0-inch digital instrument cluster, which is very configurable, if a bit small for such a big vehicle. Paying up for the Platinum nets you a 12.4-inch unit, but the base version is nonetheless functional, offering easy access to key information like speed, fuel economy, and driving range at the push of a button. Functionality aside, the Sport's driver display is trumped by more modern systems, especially those fitted to more premium offerings in the large SUV segment. There's no head-up display, either. The Sport may be lacking in this department, but it doesn't miss out on Ford's premier 12.0-inch SYNC4 infotainment touchscreen. Split horizontally into two sections, the vertical system is both intuitive and packed with nice-to-haves like native navigation, a dedicate off-road display, and wireless smartphone mirroring. The visuals are bright and clear, while the blue and white colour palette is inoffensive. A host of helpful shortcuts are fixed to the bottom section of the screen, all linked to commonly-used functions. This layout makes it easy to adjust temperature, fan speed, and the seat heater/cooler functions without trawling through several sets of menus. Climate controls are split between the screen and a physical strip of buttons and dials below – again I ask, why not just put it all in the one place? You'll quickly forgive that quirk. Navigating through the infotainment menus is a breeze, although I tended to take advantage of wireless Apple CarPlay. Replenishment of mobile devices is taken care of by a wireless charging pad under the centre stack, and a pair of nearby USB outlets. A 12V power source can also be found in the centre console. Cabin storage is also in strong supply. The door bins are on the narrow side, but the opposite can be said of the centre console and glovebox. There's an additional storage tray directly above the glovebox, as well as dash-mounted cupholders and an overhead compartment for sunglasses. So, front occupants are well catered for, but what about those in the second row? Surprisingly, it's not as spacious back there as you might think. Legroom isn't fantastic, even with the sliding bench in its rearmost position – I found my knees pressed up against the seat back when sitting behind my admittedly abnormal driving position. The tight gap under the front seats isn't particularly kind on big feet, either. However, headroom is ample, meaning folks who are taller in the torso won't struggle to get comfortable. The inclusion of a reclining mechanism for the rear bench improves comfort and headroom further, while a pair of large windows let plenty of natural light into the cabin. As far as amenities go, second row passengers can expect both USB-A and USB-C outlets, ceiling air vents, map pockets behind the front seats, decent door bins, and a centre armrest with pop-out cupholders. It's far from a spartan space, and definitely more welcoming than the third row. On paper, the Everest offers seven usable seats, but the 'back-back' isn't particularly adult-friendly. Legroom depends on the position of the sliding second row, but even teenagers will be left wanting more. Passenger height is capped at five-ten. You do get cupholders and a 12V power outlet, though! For those wondering whether the Toyota Prado is any better in this regard… it's not. Both are best treated as five-seaters with an extra set for emergencies. It's a little disappointing considering I had a better time in the third row of the Mahindra XUV700, a considerably smaller SUV. At least the Everest has child safety covered – top-tether child seat anchors are present on all three second-row seats and both third-row seats. With all three rows of seating in place, the Everest offers 259 litres of boot space – 77L more than the Prado, but less than the MU-X. That expands to 898L with the third row folded down – more than enough cargo capacity for a Bunnings visit or weekend road trip. The boot aperture is large and easily accessible via a powered tailgate, enabling safe loading of bulky items. All versions of the Everest are equipped with a full-size spare wheel, in this case a 20-inch items which is located underneath the vehicle. To see how the Ford Everest lines up against the competition, check out our comparison tool Our test vehicle came equipped with Ford's 3.0-litre V6 turbo-diesel engine, mated to a 10-speed automatic transmission and full-time four-wheel drive. To see how the Ford Everest lines up against the competition, check out our comparison tool Few attainable large SUVs can match the Everest for all-round capability, and that's especially true of V6, four-wheel drive versions. Around town, the Everest is easy to drive despite its hulking proportions, with excellent outward visibility and a light steering rack. It takes up more lane than most vehicles on the road, but the Everest is manoeuvrable enough that it doesn't feel like driving a bus. The 3.0-litre turbo-diesel V6 fitted to higher-spec variants is an excellent fit, too, with enough torque to make this 2.5-tonne beast feel muscular at urban speeds. That's not to say the powertrain dominates the Everest experience, as it's actually relatively anonymous most of the time. The engine isn't particularly noisy at idle, and the 10-speed automatic transmission does a decent job of keeping the revs down. Throttle response is just about instantaneous, and power is delivered in a linear manner despite the use of forced induction. The Everest is a smooth operator, especially by the standards of big, diesel SUVs. Speaking of smoothness in the city, the Everest comes with automatic start/stop and auto-hold functions to minimise fuel consumption and ease the driving load. Having said that, I found the brake pedal to be a little grabby, lacking the progressiveness one might hope for in their family wagon. Parking can also be tricky given the size of the vehicle. Ride comfort is a strength – the Everest is softly sprung, offering plenty of suspension travel and well-sorted damping that smooths out small ruts in the road. It is based on a ute platform though, which means you sometimes experience the rocking sensation associated with body-on-frame vehicles. There's also an abundance of body roll, so the Everest shouldn't be driven with any vigour. Unibody seven-seaters have the Everest covered in the handling department for these reasons. Our tester was shod with Wrangler all-terrain tyres, rubber that's better suited to off-roading than carving up country roads. Indeed, the Everest isn't a vehicle you buy for spirited driving – there's plenty of weight for it to deal with, the dynamics are relatively sloppy, and the brakes are a bit undercooked. However, it feels at home on the highway. A wave of torque carries you right up to our national speed limits, and the Everest holds those speeds without fuss. It's a supreme towing machine, with a braked capacity of 3500kg and optional extras like a virtual towing assistant and integrated brake controller. Tyre roar is surprisingly lacking despite the fitment of noise-prone all-terrain rubber, and general NVH (noise, vibration, and harshness) levels are impressive for the segment. Adaptive cruise control with lane centring makes the standard equipment list, although the system can be slow to react to changes in the flow of traffic, whether that's due to the Everest's heft or how the tech is calibrated. It's still nice to have, though. As are blind-spot monitoring, driver attention monitoring, and lane departure warnings, all of which serve to assist rather than annoy. That's right, no bing-bong nonsense here. Regardless, the Everest can't match the road manners and refinement of alternatives like the Mazda CX-80 or Hyundai Palisade, but it can venture to places that those vehicles simply can't. In this specification, the Everest offers proper four-wheel drive with a 4A mode, an array of clever off-road tech, and a torquey powertrain that's more than able to haul this big beast out of sticky situations. I didn't get the chance to experience the Everest's off-road talents during our week-long test, but its performance in our 2023 4WD Mega Test is telling. Founder Paul Maric said: "[It] walked through the offset moguls in 4A mode, smartly shuffling torque to the grounded wheels to drag the car out. It was the same situation in 4H with the rear differential unlocked, and the car set to Mud/Ruts mode". "The Everest did touch down slightly, indicating it had less ground clearance than some of its rivals… the Everest V6 did an impressive job shuffling torque around to climb Mogul Mountain with a constant throttle. "Ford's hill descent control is the best in the business, allowing the driver to adjust speed using the cruise control buttons. The lack of ugly noises from the brakes is also impressive." To see how the Ford Everest lines up against the competition, check out our comparison tool As mentioned above, the Sport no longer gets a 10-speaker sound system. However, it still comes with a long list of standard equipment. 2025 Ford Everest Ambiente equipment highlights: Everest Trend adds: Everest Sport adds: Everest Wildtrak adds: Everest Tremor adds: Everest Platinum adds (over Sport): To see how the Ford Everest lines up against the competition, check out our comparison tool The Ford Everest wears a five-star ANCAP safety rating based on 2022 testing on the related Ranger ute. Standard safety equipment includes: It's worth noting that the Everest Tremor is 'unrated' when fitted with the optional Rough Terrain Pack, due to the differences between the front bumpers. To see how the Ford Everest lines up against the competition, check out our comparison tool As with the wider Ford lineup, the Everest is covered by a five-year, unlimited-kilometre warranty. To see how the Ford Everest lines up against the competition, check out our comparison tool To answer the question posed in my introduction, yes, the Sport V6 may just be the pick of this runt-less litter. In turn, that probably makes it the pick of the attainable seven-seat off-road SUVs. Class-leading turbo-diesel torque and towing capacity? Check. Tough exterior design and a utilitarian interior? Check. A comfortable ride and genuine off-road chops? Check again. If you're in the market for an adventure-ready family SUV, you don't need any more than what the Everest Sport V6 has to offer. The Platinum is a more premium package, but it's also $7000 dearer, while the cheaper Trend is well-equipped but less appealing without a V6 under the bonnet. Looking outside the Ford stable, I'm not convinced there's a better alternative to the Everest. The new-generation Prado is pricey, underpowered and imperfectly packaged, while the Isuzu MU-X is let down by its engine and cabin tech. So, Australian families should just buy an Everest and call it a day? It's not quite as simple as that. The Everest is aimed at lovers of the great outdoors, not city slickers who spend their time balancing a peak-hour commute with the school run. Those who fit the latter description should instead consider car-based seven-seaters that prioritise luxury and efficiency over ruggedness. Such options in this price bracket include the Hyundai Palisade, Mazda CX-80, and Kia Sorento. Interested in buying a Ford Everest? Let CarExpert find you the best deal hereMORE: Explore the Ford Everest showroom Content originally sourced from: Everest Pros Ford Everest Cons Even in the face of stiffening competition and threatening emissions regulations, Ford continues to kick goals with its Ranger-based, locally developed Everest large SUV. Recently named Australia's best off-road SUV in the inaugural 2025 CarExpert Choice Awards, the Everest was the best seller in its segment last year and last month, and continues to easily be the Blue Oval brand's second most popular model. While the new-generation Toyota LandCruiser Prado has edged ahead of it in terms of deliveries so far this year, and could well reclaim the large SUV sales title it lost to the Everest last year when stock of the old model was exhausted before its successor arrived in late 2024, the Ford has ultimately proven to be more fit for purpose, and better value too. Other worthy rivals include the Isuzu MU-X and GWM Tank 500, although neither comes close to the Everest from a sales volume standpoint. So, if the media and buyers are coming to the conclusion that Everest is best, the question becomes… which one? With that dilemma in mind, is the cheapest V6 Everest the best of a bloody good bunch? Read on to find out. The Sport V6 is among the more expensive variants in the Everest range, commanding a list price of $75,540 before on-road costs. To see how the Ford Everest lines up against the competition, check out our comparison tool Compared to lower-spec versions of the Everest, the interior of the Sport remains workmanlike with a few choice upgrades to enhance comfort. Hard black plastic still features heavily on the door cards and dash, but the Sport brings leather-accented front seats with heating and ventilation, which I found particularly useful given Melbourne's unpredictable weather. The front pews are supremely comfortable too, and that's hardly surprising – if Ford does anything well, it's seats. Drivers of all shapes and sizes can settle into the wide, plush base cushion without issue, and there's ample adjustability available. Electric, of course. The steering wheel is also allegedly trimmed in leather, but the fact that I mistook the stuff for plastic suggests it's not of the highest quality. At least the wheel tilts and telescopes to help you find the perfect driving position. Padded armrests on either side also allow you to take on a more relaxed position when appropriate. Behind the steering wheel you'll find an 8.0-inch digital instrument cluster, which is very configurable, if a bit small for such a big vehicle. Paying up for the Platinum nets you a 12.4-inch unit, but the base version is nonetheless functional, offering easy access to key information like speed, fuel economy, and driving range at the push of a button. Functionality aside, the Sport's driver display is trumped by more modern systems, especially those fitted to more premium offerings in the large SUV segment. There's no head-up display, either. The Sport may be lacking in this department, but it doesn't miss out on Ford's premier 12.0-inch SYNC4 infotainment touchscreen. Split horizontally into two sections, the vertical system is both intuitive and packed with nice-to-haves like native navigation, a dedicate off-road display, and wireless smartphone mirroring. The visuals are bright and clear, while the blue and white colour palette is inoffensive. A host of helpful shortcuts are fixed to the bottom section of the screen, all linked to commonly-used functions. This layout makes it easy to adjust temperature, fan speed, and the seat heater/cooler functions without trawling through several sets of menus. Climate controls are split between the screen and a physical strip of buttons and dials below – again I ask, why not just put it all in the one place? You'll quickly forgive that quirk. Navigating through the infotainment menus is a breeze, although I tended to take advantage of wireless Apple CarPlay. Replenishment of mobile devices is taken care of by a wireless charging pad under the centre stack, and a pair of nearby USB outlets. A 12V power source can also be found in the centre console. Cabin storage is also in strong supply. The door bins are on the narrow side, but the opposite can be said of the centre console and glovebox. There's an additional storage tray directly above the glovebox, as well as dash-mounted cupholders and an overhead compartment for sunglasses. So, front occupants are well catered for, but what about those in the second row? Surprisingly, it's not as spacious back there as you might think. Legroom isn't fantastic, even with the sliding bench in its rearmost position – I found my knees pressed up against the seat back when sitting behind my admittedly abnormal driving position. The tight gap under the front seats isn't particularly kind on big feet, either. However, headroom is ample, meaning folks who are taller in the torso won't struggle to get comfortable. The inclusion of a reclining mechanism for the rear bench improves comfort and headroom further, while a pair of large windows let plenty of natural light into the cabin. As far as amenities go, second row passengers can expect both USB-A and USB-C outlets, ceiling air vents, map pockets behind the front seats, decent door bins, and a centre armrest with pop-out cupholders. It's far from a spartan space, and definitely more welcoming than the third row. On paper, the Everest offers seven usable seats, but the 'back-back' isn't particularly adult-friendly. Legroom depends on the position of the sliding second row, but even teenagers will be left wanting more. Passenger height is capped at five-ten. You do get cupholders and a 12V power outlet, though! For those wondering whether the Toyota Prado is any better in this regard… it's not. Both are best treated as five-seaters with an extra set for emergencies. It's a little disappointing considering I had a better time in the third row of the Mahindra XUV700, a considerably smaller SUV. At least the Everest has child safety covered – top-tether child seat anchors are present on all three second-row seats and both third-row seats. With all three rows of seating in place, the Everest offers 259 litres of boot space – 77L more than the Prado, but less than the MU-X. That expands to 898L with the third row folded down – more than enough cargo capacity for a Bunnings visit or weekend road trip. The boot aperture is large and easily accessible via a powered tailgate, enabling safe loading of bulky items. All versions of the Everest are equipped with a full-size spare wheel, in this case a 20-inch items which is located underneath the vehicle. To see how the Ford Everest lines up against the competition, check out our comparison tool Our test vehicle came equipped with Ford's 3.0-litre V6 turbo-diesel engine, mated to a 10-speed automatic transmission and full-time four-wheel drive. To see how the Ford Everest lines up against the competition, check out our comparison tool Few attainable large SUVs can match the Everest for all-round capability, and that's especially true of V6, four-wheel drive versions. Around town, the Everest is easy to drive despite its hulking proportions, with excellent outward visibility and a light steering rack. It takes up more lane than most vehicles on the road, but the Everest is manoeuvrable enough that it doesn't feel like driving a bus. The 3.0-litre turbo-diesel V6 fitted to higher-spec variants is an excellent fit, too, with enough torque to make this 2.5-tonne beast feel muscular at urban speeds. That's not to say the powertrain dominates the Everest experience, as it's actually relatively anonymous most of the time. The engine isn't particularly noisy at idle, and the 10-speed automatic transmission does a decent job of keeping the revs down. Throttle response is just about instantaneous, and power is delivered in a linear manner despite the use of forced induction. The Everest is a smooth operator, especially by the standards of big, diesel SUVs. Speaking of smoothness in the city, the Everest comes with automatic start/stop and auto-hold functions to minimise fuel consumption and ease the driving load. Having said that, I found the brake pedal to be a little grabby, lacking the progressiveness one might hope for in their family wagon. Parking can also be tricky given the size of the vehicle. Ride comfort is a strength – the Everest is softly sprung, offering plenty of suspension travel and well-sorted damping that smooths out small ruts in the road. It is based on a ute platform though, which means you sometimes experience the rocking sensation associated with body-on-frame vehicles. There's also an abundance of body roll, so the Everest shouldn't be driven with any vigour. Unibody seven-seaters have the Everest covered in the handling department for these reasons. Our tester was shod with Wrangler all-terrain tyres, rubber that's better suited to off-roading than carving up country roads. Indeed, the Everest isn't a vehicle you buy for spirited driving – there's plenty of weight for it to deal with, the dynamics are relatively sloppy, and the brakes are a bit undercooked. However, it feels at home on the highway. A wave of torque carries you right up to our national speed limits, and the Everest holds those speeds without fuss. It's a supreme towing machine, with a braked capacity of 3500kg and optional extras like a virtual towing assistant and integrated brake controller. Tyre roar is surprisingly lacking despite the fitment of noise-prone all-terrain rubber, and general NVH (noise, vibration, and harshness) levels are impressive for the segment. Adaptive cruise control with lane centring makes the standard equipment list, although the system can be slow to react to changes in the flow of traffic, whether that's due to the Everest's heft or how the tech is calibrated. It's still nice to have, though. As are blind-spot monitoring, driver attention monitoring, and lane departure warnings, all of which serve to assist rather than annoy. That's right, no bing-bong nonsense here. Regardless, the Everest can't match the road manners and refinement of alternatives like the Mazda CX-80 or Hyundai Palisade, but it can venture to places that those vehicles simply can't. In this specification, the Everest offers proper four-wheel drive with a 4A mode, an array of clever off-road tech, and a torquey powertrain that's more than able to haul this big beast out of sticky situations. I didn't get the chance to experience the Everest's off-road talents during our week-long test, but its performance in our 2023 4WD Mega Test is telling. Founder Paul Maric said: "[It] walked through the offset moguls in 4A mode, smartly shuffling torque to the grounded wheels to drag the car out. It was the same situation in 4H with the rear differential unlocked, and the car set to Mud/Ruts mode". "The Everest did touch down slightly, indicating it had less ground clearance than some of its rivals… the Everest V6 did an impressive job shuffling torque around to climb Mogul Mountain with a constant throttle. "Ford's hill descent control is the best in the business, allowing the driver to adjust speed using the cruise control buttons. The lack of ugly noises from the brakes is also impressive." To see how the Ford Everest lines up against the competition, check out our comparison tool As mentioned above, the Sport no longer gets a 10-speaker sound system. However, it still comes with a long list of standard equipment. 2025 Ford Everest Ambiente equipment highlights: Everest Trend adds: Everest Sport adds: Everest Wildtrak adds: Everest Tremor adds: Everest Platinum adds (over Sport): To see how the Ford Everest lines up against the competition, check out our comparison tool The Ford Everest wears a five-star ANCAP safety rating based on 2022 testing on the related Ranger ute. Standard safety equipment includes: It's worth noting that the Everest Tremor is 'unrated' when fitted with the optional Rough Terrain Pack, due to the differences between the front bumpers. To see how the Ford Everest lines up against the competition, check out our comparison tool As with the wider Ford lineup, the Everest is covered by a five-year, unlimited-kilometre warranty. To see how the Ford Everest lines up against the competition, check out our comparison tool To answer the question posed in my introduction, yes, the Sport V6 may just be the pick of this runt-less litter. In turn, that probably makes it the pick of the attainable seven-seat off-road SUVs. Class-leading turbo-diesel torque and towing capacity? Check. Tough exterior design and a utilitarian interior? Check. A comfortable ride and genuine off-road chops? Check again. If you're in the market for an adventure-ready family SUV, you don't need any more than what the Everest Sport V6 has to offer. The Platinum is a more premium package, but it's also $7000 dearer, while the cheaper Trend is well-equipped but less appealing without a V6 under the bonnet. Looking outside the Ford stable, I'm not convinced there's a better alternative to the Everest. The new-generation Prado is pricey, underpowered and imperfectly packaged, while the Isuzu MU-X is let down by its engine and cabin tech. So, Australian families should just buy an Everest and call it a day? It's not quite as simple as that. The Everest is aimed at lovers of the great outdoors, not city slickers who spend their time balancing a peak-hour commute with the school run. Those who fit the latter description should instead consider car-based seven-seaters that prioritise luxury and efficiency over ruggedness. Such options in this price bracket include the Hyundai Palisade, Mazda CX-80, and Kia Sorento. Interested in buying a Ford Everest? Let CarExpert find you the best deal hereMORE: Explore the Ford Everest showroom Content originally sourced from: Everest Pros Ford Everest Cons Even in the face of stiffening competition and threatening emissions regulations, Ford continues to kick goals with its Ranger-based, locally developed Everest large SUV. Recently named Australia's best off-road SUV in the inaugural 2025 CarExpert Choice Awards, the Everest was the best seller in its segment last year and last month, and continues to easily be the Blue Oval brand's second most popular model. While the new-generation Toyota LandCruiser Prado has edged ahead of it in terms of deliveries so far this year, and could well reclaim the large SUV sales title it lost to the Everest last year when stock of the old model was exhausted before its successor arrived in late 2024, the Ford has ultimately proven to be more fit for purpose, and better value too. Other worthy rivals include the Isuzu MU-X and GWM Tank 500, although neither comes close to the Everest from a sales volume standpoint. So, if the media and buyers are coming to the conclusion that Everest is best, the question becomes… which one? With that dilemma in mind, is the cheapest V6 Everest the best of a bloody good bunch? Read on to find out. The Sport V6 is among the more expensive variants in the Everest range, commanding a list price of $75,540 before on-road costs. To see how the Ford Everest lines up against the competition, check out our comparison tool Compared to lower-spec versions of the Everest, the interior of the Sport remains workmanlike with a few choice upgrades to enhance comfort. Hard black plastic still features heavily on the door cards and dash, but the Sport brings leather-accented front seats with heating and ventilation, which I found particularly useful given Melbourne's unpredictable weather. The front pews are supremely comfortable too, and that's hardly surprising – if Ford does anything well, it's seats. Drivers of all shapes and sizes can settle into the wide, plush base cushion without issue, and there's ample adjustability available. Electric, of course. The steering wheel is also allegedly trimmed in leather, but the fact that I mistook the stuff for plastic suggests it's not of the highest quality. At least the wheel tilts and telescopes to help you find the perfect driving position. Padded armrests on either side also allow you to take on a more relaxed position when appropriate. Behind the steering wheel you'll find an 8.0-inch digital instrument cluster, which is very configurable, if a bit small for such a big vehicle. Paying up for the Platinum nets you a 12.4-inch unit, but the base version is nonetheless functional, offering easy access to key information like speed, fuel economy, and driving range at the push of a button. Functionality aside, the Sport's driver display is trumped by more modern systems, especially those fitted to more premium offerings in the large SUV segment. There's no head-up display, either. The Sport may be lacking in this department, but it doesn't miss out on Ford's premier 12.0-inch SYNC4 infotainment touchscreen. Split horizontally into two sections, the vertical system is both intuitive and packed with nice-to-haves like native navigation, a dedicate off-road display, and wireless smartphone mirroring. The visuals are bright and clear, while the blue and white colour palette is inoffensive. A host of helpful shortcuts are fixed to the bottom section of the screen, all linked to commonly-used functions. This layout makes it easy to adjust temperature, fan speed, and the seat heater/cooler functions without trawling through several sets of menus. Climate controls are split between the screen and a physical strip of buttons and dials below – again I ask, why not just put it all in the one place? You'll quickly forgive that quirk. Navigating through the infotainment menus is a breeze, although I tended to take advantage of wireless Apple CarPlay. Replenishment of mobile devices is taken care of by a wireless charging pad under the centre stack, and a pair of nearby USB outlets. A 12V power source can also be found in the centre console. Cabin storage is also in strong supply. The door bins are on the narrow side, but the opposite can be said of the centre console and glovebox. There's an additional storage tray directly above the glovebox, as well as dash-mounted cupholders and an overhead compartment for sunglasses. So, front occupants are well catered for, but what about those in the second row? Surprisingly, it's not as spacious back there as you might think. Legroom isn't fantastic, even with the sliding bench in its rearmost position – I found my knees pressed up against the seat back when sitting behind my admittedly abnormal driving position. The tight gap under the front seats isn't particularly kind on big feet, either. However, headroom is ample, meaning folks who are taller in the torso won't struggle to get comfortable. The inclusion of a reclining mechanism for the rear bench improves comfort and headroom further, while a pair of large windows let plenty of natural light into the cabin. As far as amenities go, second row passengers can expect both USB-A and USB-C outlets, ceiling air vents, map pockets behind the front seats, decent door bins, and a centre armrest with pop-out cupholders. It's far from a spartan space, and definitely more welcoming than the third row. On paper, the Everest offers seven usable seats, but the 'back-back' isn't particularly adult-friendly. Legroom depends on the position of the sliding second row, but even teenagers will be left wanting more. Passenger height is capped at five-ten. You do get cupholders and a 12V power outlet, though! For those wondering whether the Toyota Prado is any better in this regard… it's not. Both are best treated as five-seaters with an extra set for emergencies. It's a little disappointing considering I had a better time in the third row of the Mahindra XUV700, a considerably smaller SUV. At least the Everest has child safety covered – top-tether child seat anchors are present on all three second-row seats and both third-row seats. With all three rows of seating in place, the Everest offers 259 litres of boot space – 77L more than the Prado, but less than the MU-X. That expands to 898L with the third row folded down – more than enough cargo capacity for a Bunnings visit or weekend road trip. The boot aperture is large and easily accessible via a powered tailgate, enabling safe loading of bulky items. All versions of the Everest are equipped with a full-size spare wheel, in this case a 20-inch items which is located underneath the vehicle. To see how the Ford Everest lines up against the competition, check out our comparison tool Our test vehicle came equipped with Ford's 3.0-litre V6 turbo-diesel engine, mated to a 10-speed automatic transmission and full-time four-wheel drive. To see how the Ford Everest lines up against the competition, check out our comparison tool Few attainable large SUVs can match the Everest for all-round capability, and that's especially true of V6, four-wheel drive versions. Around town, the Everest is easy to drive despite its hulking proportions, with excellent outward visibility and a light steering rack. It takes up more lane than most vehicles on the road, but the Everest is manoeuvrable enough that it doesn't feel like driving a bus. The 3.0-litre turbo-diesel V6 fitted to higher-spec variants is an excellent fit, too, with enough torque to make this 2.5-tonne beast feel muscular at urban speeds. That's not to say the powertrain dominates the Everest experience, as it's actually relatively anonymous most of the time. The engine isn't particularly noisy at idle, and the 10-speed automatic transmission does a decent job of keeping the revs down. Throttle response is just about instantaneous, and power is delivered in a linear manner despite the use of forced induction. The Everest is a smooth operator, especially by the standards of big, diesel SUVs. Speaking of smoothness in the city, the Everest comes with automatic start/stop and auto-hold functions to minimise fuel consumption and ease the driving load. Having said that, I found the brake pedal to be a little grabby, lacking the progressiveness one might hope for in their family wagon. Parking can also be tricky given the size of the vehicle. Ride comfort is a strength – the Everest is softly sprung, offering plenty of suspension travel and well-sorted damping that smooths out small ruts in the road. It is based on a ute platform though, which means you sometimes experience the rocking sensation associated with body-on-frame vehicles. There's also an abundance of body roll, so the Everest shouldn't be driven with any vigour. Unibody seven-seaters have the Everest covered in the handling department for these reasons. Our tester was shod with Wrangler all-terrain tyres, rubber that's better suited to off-roading than carving up country roads. Indeed, the Everest isn't a vehicle you buy for spirited driving – there's plenty of weight for it to deal with, the dynamics are relatively sloppy, and the brakes are a bit undercooked. However, it feels at home on the highway. A wave of torque carries you right up to our national speed limits, and the Everest holds those speeds without fuss. It's a supreme towing machine, with a braked capacity of 3500kg and optional extras like a virtual towing assistant and integrated brake controller. Tyre roar is surprisingly lacking despite the fitment of noise-prone all-terrain rubber, and general NVH (noise, vibration, and harshness) levels are impressive for the segment. Adaptive cruise control with lane centring makes the standard equipment list, although the system can be slow to react to changes in the flow of traffic, whether that's due to the Everest's heft or how the tech is calibrated. It's still nice to have, though. As are blind-spot monitoring, driver attention monitoring, and lane departure warnings, all of which serve to assist rather than annoy. That's right, no bing-bong nonsense here. Regardless, the Everest can't match the road manners and refinement of alternatives like the Mazda CX-80 or Hyundai Palisade, but it can venture to places that those vehicles simply can't. In this specification, the Everest offers proper four-wheel drive with a 4A mode, an array of clever off-road tech, and a torquey powertrain that's more than able to haul this big beast out of sticky situations. I didn't get the chance to experience the Everest's off-road talents during our week-long test, but its performance in our 2023 4WD Mega Test is telling. Founder Paul Maric said: "[It] walked through the offset moguls in 4A mode, smartly shuffling torque to the grounded wheels to drag the car out. It was the same situation in 4H with the rear differential unlocked, and the car set to Mud/Ruts mode". "The Everest did touch down slightly, indicating it had less ground clearance than some of its rivals… the Everest V6 did an impressive job shuffling torque around to climb Mogul Mountain with a constant throttle. "Ford's hill descent control is the best in the business, allowing the driver to adjust speed using the cruise control buttons. The lack of ugly noises from the brakes is also impressive." To see how the Ford Everest lines up against the competition, check out our comparison tool As mentioned above, the Sport no longer gets a 10-speaker sound system. However, it still comes with a long list of standard equipment. 2025 Ford Everest Ambiente equipment highlights: Everest Trend adds: Everest Sport adds: Everest Wildtrak adds: Everest Tremor adds: Everest Platinum adds (over Sport): To see how the Ford Everest lines up against the competition, check out our comparison tool The Ford Everest wears a five-star ANCAP safety rating based on 2022 testing on the related Ranger ute. Standard safety equipment includes: It's worth noting that the Everest Tremor is 'unrated' when fitted with the optional Rough Terrain Pack, due to the differences between the front bumpers. To see how the Ford Everest lines up against the competition, check out our comparison tool As with the wider Ford lineup, the Everest is covered by a five-year, unlimited-kilometre warranty. To see how the Ford Everest lines up against the competition, check out our comparison tool To answer the question posed in my introduction, yes, the Sport V6 may just be the pick of this runt-less litter. In turn, that probably makes it the pick of the attainable seven-seat off-road SUVs. Class-leading turbo-diesel torque and towing capacity? Check. Tough exterior design and a utilitarian interior? Check. A comfortable ride and genuine off-road chops? Check again. If you're in the market for an adventure-ready family SUV, you don't need any more than what the Everest Sport V6 has to offer. The Platinum is a more premium package, but it's also $7000 dearer, while the cheaper Trend is well-equipped but less appealing without a V6 under the bonnet. Looking outside the Ford stable, I'm not convinced there's a better alternative to the Everest. The new-generation Prado is pricey, underpowered and imperfectly packaged, while the Isuzu MU-X is let down by its engine and cabin tech. So, Australian families should just buy an Everest and call it a day? It's not quite as simple as that. The Everest is aimed at lovers of the great outdoors, not city slickers who spend their time balancing a peak-hour commute with the school run. Those who fit the latter description should instead consider car-based seven-seaters that prioritise luxury and efficiency over ruggedness. Such options in this price bracket include the Hyundai Palisade, Mazda CX-80, and Kia Sorento. Interested in buying a Ford Everest? Let CarExpert find you the best deal hereMORE: Explore the Ford Everest showroom Content originally sourced from: Everest Pros Ford Everest Cons Even in the face of stiffening competition and threatening emissions regulations, Ford continues to kick goals with its Ranger-based, locally developed Everest large SUV. Recently named Australia's best off-road SUV in the inaugural 2025 CarExpert Choice Awards, the Everest was the best seller in its segment last year and last month, and continues to easily be the Blue Oval brand's second most popular model. While the new-generation Toyota LandCruiser Prado has edged ahead of it in terms of deliveries so far this year, and could well reclaim the large SUV sales title it lost to the Everest last year when stock of the old model was exhausted before its successor arrived in late 2024, the Ford has ultimately proven to be more fit for purpose, and better value too. Other worthy rivals include the Isuzu MU-X and GWM Tank 500, although neither comes close to the Everest from a sales volume standpoint. So, if the media and buyers are coming to the conclusion that Everest is best, the question becomes… which one? With that dilemma in mind, is the cheapest V6 Everest the best of a bloody good bunch? Read on to find out. The Sport V6 is among the more expensive variants in the Everest range, commanding a list price of $75,540 before on-road costs. To see how the Ford Everest lines up against the competition, check out our comparison tool Compared to lower-spec versions of the Everest, the interior of the Sport remains workmanlike with a few choice upgrades to enhance comfort. Hard black plastic still features heavily on the door cards and dash, but the Sport brings leather-accented front seats with heating and ventilation, which I found particularly useful given Melbourne's unpredictable weather. The front pews are supremely comfortable too, and that's hardly surprising – if Ford does anything well, it's seats. Drivers of all shapes and sizes can settle into the wide, plush base cushion without issue, and there's ample adjustability available. Electric, of course. The steering wheel is also allegedly trimmed in leather, but the fact that I mistook the stuff for plastic suggests it's not of the highest quality. At least the wheel tilts and telescopes to help you find the perfect driving position. Padded armrests on either side also allow you to take on a more relaxed position when appropriate. Behind the steering wheel you'll find an 8.0-inch digital instrument cluster, which is very configurable, if a bit small for such a big vehicle. Paying up for the Platinum nets you a 12.4-inch unit, but the base version is nonetheless functional, offering easy access to key information like speed, fuel economy, and driving range at the push of a button. Functionality aside, the Sport's driver display is trumped by more modern systems, especially those fitted to more premium offerings in the large SUV segment. There's no head-up display, either. The Sport may be lacking in this department, but it doesn't miss out on Ford's premier 12.0-inch SYNC4 infotainment touchscreen. Split horizontally into two sections, the vertical system is both intuitive and packed with nice-to-haves like native navigation, a dedicate off-road display, and wireless smartphone mirroring. The visuals are bright and clear, while the blue and white colour palette is inoffensive. A host of helpful shortcuts are fixed to the bottom section of the screen, all linked to commonly-used functions. This layout makes it easy to adjust temperature, fan speed, and the seat heater/cooler functions without trawling through several sets of menus. Climate controls are split between the screen and a physical strip of buttons and dials below – again I ask, why not just put it all in the one place? You'll quickly forgive that quirk. Navigating through the infotainment menus is a breeze, although I tended to take advantage of wireless Apple CarPlay. Replenishment of mobile devices is taken care of by a wireless charging pad under the centre stack, and a pair of nearby USB outlets. A 12V power source can also be found in the centre console. Cabin storage is also in strong supply. The door bins are on the narrow side, but the opposite can be said of the centre console and glovebox. There's an additional storage tray directly above the glovebox, as well as dash-mounted cupholders and an overhead compartment for sunglasses. So, front occupants are well catered for, but what about those in the second row? Surprisingly, it's not as spacious back there as you might think. Legroom isn't fantastic, even with the sliding bench in its rearmost position – I found my knees pressed up against the seat back when sitting behind my admittedly abnormal driving position. The tight gap under the front seats isn't particularly kind on big feet, either. However, headroom is ample, meaning folks who are taller in the torso won't struggle to get comfortable. The inclusion of a reclining mechanism for the rear bench improves comfort and headroom further, while a pair of large windows let plenty of natural light into the cabin. As far as amenities go, second row passengers can expect both USB-A and USB-C outlets, ceiling air vents, map pockets behind the front seats, decent door bins, and a centre armrest with pop-out cupholders. It's far from a spartan space, and definitely more welcoming than the third row. On paper, the Everest offers seven usable seats, but the 'back-back' isn't particularly adult-friendly. Legroom depends on the position of the sliding second row, but even teenagers will be left wanting more. Passenger height is capped at five-ten. You do get cupholders and a 12V power outlet, though! For those wondering whether the Toyota Prado is any better in this regard… it's not. Both are best treated as five-seaters with an extra set for emergencies. It's a little disappointing considering I had a better time in the third row of the Mahindra XUV700, a considerably smaller SUV. At least the Everest has child safety covered – top-tether child seat anchors are present on all three second-row seats and both third-row seats. With all three rows of seating in place, the Everest offers 259 litres of boot space – 77L more than the Prado, but less than the MU-X. That expands to 898L with the third row folded down – more than enough cargo capacity for a Bunnings visit or weekend road trip. The boot aperture is large and easily accessible via a powered tailgate, enabling safe loading of bulky items. All versions of the Everest are equipped with a full-size spare wheel, in this case a 20-inch items which is located underneath the vehicle. To see how the Ford Everest lines up against the competition, check out our comparison tool Our test vehicle came equipped with Ford's 3.0-litre V6 turbo-diesel engine, mated to a 10-speed automatic transmission and full-time four-wheel drive. To see how the Ford Everest lines up against the competition, check out our comparison tool Few attainable large SUVs can match the Everest for all-round capability, and that's especially true of V6, four-wheel drive versions. Around town, the Everest is easy to drive despite its hulking proportions, with excellent outward visibility and a light steering rack. It takes up more lane than most vehicles on the road, but the Everest is manoeuvrable enough that it doesn't feel like driving a bus. The 3.0-litre turbo-diesel V6 fitted to higher-spec variants is an excellent fit, too, with enough torque to make this 2.5-tonne beast feel muscular at urban speeds. That's not to say the powertrain dominates the Everest experience, as it's actually relatively anonymous most of the time. The engine isn't particularly noisy at idle, and the 10-speed automatic transmission does a decent job of keeping the revs down. Throttle response is just about instantaneous, and power is delivered in a linear manner despite the use of forced induction. The Everest is a smooth operator, especially by the standards of big, diesel SUVs. Speaking of smoothness in the city, the Everest comes with automatic start/stop and auto-hold functions to minimise fuel consumption and ease the driving load. Having said that, I found the brake pedal to be a little grabby, lacking the progressiveness one might hope for in their family wagon. Parking can also be tricky given the size of the vehicle. Ride comfort is a strength – the Everest is softly sprung, offering plenty of suspension travel and well-sorted damping that smooths out small ruts in the road. It is based on a ute platform though, which means you sometimes experience the rocking sensation associated with body-on-frame vehicles. There's also an abundance of body roll, so the Everest shouldn't be driven with any vigour. Unibody seven-seaters have the Everest covered in the handling department for these reasons. Our tester was shod with Wrangler all-terrain tyres, rubber that's better suited to off-roading than carving up country roads. Indeed, the Everest isn't a vehicle you buy for spirited driving – there's plenty of weight for it to deal with, the dynamics are relatively sloppy, and the brakes are a bit undercooked. However, it feels at home on the highway. A wave of torque carries you right up to our national speed limits, and the Everest holds those speeds without fuss. It's a supreme towing machine, with a braked capacity of 3500kg and optional extras like a virtual towing assistant and integrated brake controller. Tyre roar is surprisingly lacking despite the fitment of noise-prone all-terrain rubber, and general NVH (noise, vibration, and harshness) levels are impressive for the segment. Adaptive cruise control with lane centring makes the standard equipment list, although the system can be slow to react to changes in the flow of traffic, whether that's due to the Everest's heft or how the tech is calibrated. It's still nice to have, though. As are blind-spot monitoring, driver attention monitoring, and lane departure warnings, all of which serve to assist rather than annoy. That's right, no bing-bong nonsense here. Regardless, the Everest can't match the road manners and refinement of alternatives like the Mazda CX-80 or Hyundai Palisade, but it can venture to places that those vehicles simply can't. In this specification, the Everest offers proper four-wheel drive with a 4A mode, an array of clever off-road tech, and a torquey powertrain that's more than able to haul this big beast out of sticky situations. I didn't get the chance to experience the Everest's off-road talents during our week-long test, but its performance in our 2023 4WD Mega Test is telling. Founder Paul Maric said: "[It] walked through the offset moguls in 4A mode, smartly shuffling torque to the grounded wheels to drag the car out. It was the same situation in 4H with the rear differential unlocked, and the car set to Mud/Ruts mode". "The Everest did touch down slightly, indicating it had less ground clearance than some of its rivals… the Everest V6 did an impressive job shuffling torque around to climb Mogul Mountain with a constant throttle. "Ford's hill descent control is the best in the business, allowing the driver to adjust speed using the cruise control buttons. The lack of ugly noises from the brakes is also impressive." To see how the Ford Everest lines up against the competition, check out our comparison tool As mentioned above, the Sport no longer gets a 10-speaker sound system. However, it still comes with a long list of standard equipment. 2025 Ford Everest Ambiente equipment highlights: Everest Trend adds: Everest Sport adds: Everest Wildtrak adds: Everest Tremor adds: Everest Platinum adds (over Sport): To see how the Ford Everest lines up against the competition, check out our comparison tool The Ford Everest wears a five-star ANCAP safety rating based on 2022 testing on the related Ranger ute. Standard safety equipment includes: It's worth noting that the Everest Tremor is 'unrated' when fitted with the optional Rough Terrain Pack, due to the differences between the front bumpers. To see how the Ford Everest lines up against the competition, check out our comparison tool As with the wider Ford lineup, the Everest is covered by a five-year, unlimited-kilometre warranty. To see how the Ford Everest lines up against the competition, check out our comparison tool To answer the question posed in my introduction, yes, the Sport V6 may just be the pick of this runt-less litter. In turn, that probably makes it the pick of the attainable seven-seat off-road SUVs. Class-leading turbo-diesel torque and towing capacity? Check. Tough exterior design and a utilitarian interior? Check. A comfortable ride and genuine off-road chops? Check again. If you're in the market for an adventure-ready family SUV, you don't need any more than what the Everest Sport V6 has to offer. The Platinum is a more premium package, but it's also $7000 dearer, while the cheaper Trend is well-equipped but less appealing without a V6 under the bonnet. Looking outside the Ford stable, I'm not convinced there's a better alternative to the Everest. The new-generation Prado is pricey, underpowered and imperfectly packaged, while the Isuzu MU-X is let down by its engine and cabin tech. So, Australian families should just buy an Everest and call it a day? It's not quite as simple as that. The Everest is aimed at lovers of the great outdoors, not city slickers who spend their time balancing a peak-hour commute with the school run. Those who fit the latter description should instead consider car-based seven-seaters that prioritise luxury and efficiency over ruggedness. Such options in this price bracket include the Hyundai Palisade, Mazda CX-80, and Kia Sorento. Interested in buying a Ford Everest? Let CarExpert find you the best deal hereMORE: Explore the Ford Everest showroom Content originally sourced from:
Miami Herald
14-07-2025
- Automotive
- Miami Herald
Ford Breaks General Motors' Infamous Recall Record
We already knew that Ford was having a dire year for recalls, but a new record by the Blue Oval is the final nail in the coffin for the brand's ongoing quality issues. According to data from the National Highway Traffic Safety Administration (NHTSA), Ford has issued 89 recalls in the first six months of 2025. That number surpasses the annual record for recalls by an individual manufacturer - and we're only in July. For dealers and customers alike, the need to attend to the various issues related to the 88 recalls has caused immense frustration. Related: Every Two Days: 2025 Is Turning Into A Recall Disaster For Ford Ford's 89 records so far in 2025 surpassed the 2014 record held by General Motors, when the latter issued 77 recalls. That year, hundreds of thousands of GM cars were affected by faulty ignition switches, including models from Chevrolet and Cadillac. However, GM is the parent company of multiple individual brands, so it figures that more recalls had to be issued, whereas Ford only has Lincoln under its umbrella. According to Automotive News, Ford's 2025 recall count is more than the next five automakers combined. Ford says it's taking a proactive approach to recalls, whereby it's aggressively auditing previous fixes of issues in an attempt to pick up problems early. As Dodge recently discovered, some recalls can come back to haunt automakers years after quality issues should have been resolved. Ford is willing to risk short-term reputational damage to improve quality in the longer term, although one wonders when customers will finally see the number of recalls decline, as Ford was the most recalled automaker in 2023, too. One of the most recent of Ford's 89 recalls is an issue with a low-pressure fuel pump. This one affects over 850,000 models, including the Ford Bronco, Ford Expedition, and Ford F-250. Prior to this, Fords were recalled in 2025 for issues with rearview cameras, steering controls, braking systems, and seats, among others. The rearview camera recall was even bigger, affecting 1.1 million vehicles. In this case, the rearview camera image could freeze or be delayed, so drivers would not be able to spot potential hazards. At the end of 2022, Ford CEO Jim Farley said that fixing Ford's quality issues could take years, and midway through 2025, the company still has its hands full resolving new and old quality issues. Copyright 2025 The Arena Group, Inc. All Rights Reserved.
Yahoo
11-07-2025
- Automotive
- Yahoo
Ford Prepares To Redefine The Mustang
Read the full story on The Auto Wire If you're a purist who believes a real Ford Mustang has to be a coupe or convertible, hold onto your hat because things are about to change. While many have been angered by the Blue Oval putting the pony badge on the all-electric Mach-E crossover, word is the Mustang nameplate is going to be used for a lot more models moving coming first and making a huge splash is the much-rumored Mustang sedan everyone seems to be convinced will be called the Mach-4. While talk of such a thing coming out has been around for years, more recent reports claim dealers have been shown a concept vehicle, so that means it's in the development process. We expect Mustang faithful will have varying opinions on the thing, with most rejecting it as 'not a real Mustang.' But with four-door versions of the Dodge Charger coming back, and seeing how many of those Stellantis used to sell, it's just a wise business move to offer a muscle sedan. But Ford isn't stopping there. Supposedly at the same dealer meeting an off-road version of the Mustang was shown off. We don't know exactly the form of that concept, and it could easily have changed after dealer feedback. This clearly shows Ford is thinking outside the box about what constitutes a Mustang. Our more cynical side says the Blue Oval will slap pony badges on products which might not otherwise do as well. By cashing in on the vast social cache of the Mustang, it could sell more vehicles. Where's the limit? Will there be a three-row Mustang SUV? What about a super expensive two-seater Mustang supercar – oh wait, that exists. The future might bring us many more Mustang models, even if they're a horse of a different color entirely. Image via Ford Join our Newsletter, subscribe to our YouTube page, and follow us on Facebook.
The Citizen
11-07-2025
- Automotive
- The Citizen
Ford Tourneo custom adds Sport & Titanium X models in SA
Ford South Africa has expanded its Tourneo Custom portfolio, with the local arm of the Blue Oval brand introducing the Sport and Titanium X models to our shores. See pricing below. When the new Ford Tourneo Custom arrived in South Africa, the Blue Oval's family bus was exclusively available in Trend trim and long-wheelbase format, with a 2.0-litre, four-cylinder turbo diesel driving the front wheels via an eight-speed automatic transmission. However, at the local launch event, Ford's South African arm announced that more models are on the way. The first of these was introduced in March, and came in the shape of the Active derivative, a more cost-friendly version of the aforementioned variant, which Car Mag evaluated for a road test in the December 2024 issue of the magazine. The automaker has now further expanded the range with the introduction of the (short-wheelbase, 5 050mm) Sport and Titanium X models. The Sport and Titanium X are equipped with the same transmission and single-turbo oil-burner as their long-wheelbase (5 450mm) siblings, though gains a 25kW/30Nm injection in power/torque for a total system output of 125kW and 390Nm. Noteworthy, the new models also gain a larger fuel tank (80 vs 70L), allowing for a driving range just below 1 100km from a single, full tank when matching the firm's 7.4L/100km claim. Priced just above R1.2m (see full pricing below), the Sport variant is distinguished from its stablemates via the addition of a model-specific front grille and body kit, rear spoiler, dual racing stripes, and 17-inch alloy wheels. Customers have the option of upgrading to 19-inch items at additional cost. Interior fitment includes 13-inch touchscreen infotainment, replete with wireless Apple CarPlay/Android Auto, a 10-speaker sound system, and racing stripes for the pews. The Titanium X derivative features a 'classy' front grille, flanked by Matrix LED headlamp arrays, and multi-spoke 19-inch alloy wheels. Stepping inside (via electrically operated sliding doors) , the flagship gains a panoramic sunroof, which is available with the optional Luxe package. The latter also includes a 14-speaker Bang & Olufson sound system and ambient lighting. A 360-degree surround-view camera setup is also present. The front passenger seat gains electric adjustment, while second-row passengers are afforded seat heating. 2025 Ford Tourneo Custom Price in South Africa As standard, pricing includes a six-year/90 000km Ford Optional Service Plan as standard, along with a four-year/120 000km warranty. Tourneo Custom 2.0SiT Active LWB AT — R1 063 000 Tourneo Custom 2.0SiT Trend LWB AT — R1 104 500 R1 104 500 Tourneo Custom 2.0SiT Sport AT — R1 218 000 R1 218 000 Tourneo Custom 2.0SiT Titanium X — R1 264 000 As a reminder, the Tourneo Custom shares its underpinnings with the new Volkswagen Transporter, which the magazine sampled at the international launch in February, before this family bus' South African arrival. Click here to browse thousands of new and used vehicles here with CARmag! The post 2025 Ford Tourneo Custom Adds Sport & Titanium X Models in South Africa appeared first on CAR Magazine.
