Latest news with #FordEverest
News24
4 days ago
- Automotive
- News24
Ford recalls thousands more vehicles in SA
Ford Motor Company of Southern Africa has recalled over 1 000 Ford Ranger and Ford Everest models in southern Africa, it said on Thursday. This follows hot on the heels of two other recalls — 2 872 EcoSport vehicles and 1 796 Puma models. A total of 1 050 Ranger and Everest models with 3.0L V6 engines, built between June 2022 and March 2025, were recalled after the company identified a risk that the left-side camshaft sprocket could fracture and cause the engine to stall, increasing the risk of an accident, a spokesperson said. In South Africa, 995 of these vehicles are affected, with the rest distributed across Botswana, Namibia and Eswatini. The Pumas — some models built between November 2021 and September 2024 — were recalled over a potential engine fire hazard relating to a possible weakness in the fuel system. The EcoSport recall, meanwhile, relates to certain models built between April 2021 and July 2022. In some vehicles, the front half shafts may not have been inserted fully into the transmission during assembly. If the half shaft disengages, engine power can be lost while driving. There's also a risk of vehicle rollaway if it's placed in 'park' without application of the park brake, Ford said. As with the Ranger and Everest recall, the majority of the affected Puma and EcoSport models are in South Africa. These recalls are the latest in a series plaguing Ford both locally and internationally. Since 21 May 2025, there have been more than 30 Ford recalls in the US alone. In 2024, another major recall in that country saw 140 000 vehicles recalled over faulty oil pumps. '[Ford Motor Company of Southern Africa] is contacting affected customers and advising them to contact their preferred dealer to schedule an appointment. The dealer will inspect the vehicle and carry out the necessary repairs. This service will be performed on all affected vehicles at no charge to the customer,' Ford said on Thursday. 'Our commitment, together with our dealer partners, is to provide customers with the highest level of service and support.' Customers can check whether their vehicle is affected by this or any other recall by visiting the Ford website.
Man of Many
5 days ago
- Automotive
- Man of Many
Spotted! BYD Denza B5 Testing in Sydney Ahead of Expected End-of-Year Arrival
By Ben McKimm - News Published: 24 Jul 2025 Share Copy Link 0 Readtime: 4 min Every product is carefully selected by our editors and experts. If you buy from a link, we may earn a commission. Learn more. For more information on how we test products, click here. Upcoming Denza B5 targets Ford Everest, Toyota Prado SUV buyers Ladder‑frame SUV packs 100 km EV range, 505 kW, 0‑100 km/h 4.8 s Denza B5 pricing expected near AUD $80k, Australian launch expected before 2025‑end Chinese-made cars have continued to assert their dominance on the new car market in Australia, squeezing the sales of household names like Subaru, Mitsubishi, Ford, and even Toyota. Despite a slowing market, Chinese brands have seen an uptick in sales, with the 102,938 cars sold through June 2025 representing a 6,323 increase over the same period last year. While most new Chinese car brands are unrecognisable to the average punter, one reigns supreme, BYD. Their sales have continued to climb in a tough market with the BYD Shark 6, Sealion 6, and Sealion 7 BEV challenging each of the top-selling car brands category leaders in the Ford Ranger, Toyota RAV4, and Tesla Model Y. Now, they're coming for the Ford Everest and Toyota Prado with the soon-to-be-released BYD Denza B5. The Denza B5 sits on a ladder frame chassis like the Shark 6 and features a 31.8kWh Blade battery capable of 100km of electric-only driving range. This battery is backed by a 1.5-litre turbo-petrol 4-cylinder engine that keeps the battery charged, and works as a generator for the majority of the time. When power is combined, however, you'll be able to unleash a combined 505kW and 760Nm of torque, which is good for 0-100km/h in 4.8 seconds. Of course, these figures have not been confirmed for our market. BYD Denza B5 | Image: The Driven / Adam C Known as the Fang Cheng Bao Leopard Bao 5 in China, the B5 off-roader will likely be sold under the new Denza brand in Australia, although the name is yet to be confirmed. BYD Australia senior product manager Sajid Hasan confirmed to Chasing Cars that the BYD Denza B5 will be the first model for the brand, but stopped before confirming its arrival timing. 'The B5 will be the first model…I'm confirming it now.' He then stated that the Bao 8 4×4, Denza N9 large SUV, Z9 GT sports wagon, and D9 luxury people mover and on the wish list, too. We spotted the camo-covered Denza B5 cruising along the Pacific Highway near Chatswood in busy peak-hour traffic, and then a reader of The Driven shared photos with the publication showcasing the vehicle charging at a Tesla Supercharger in the same area, likely just after we snapped these photos. BYD Denza B5 | Image: Supplied BYD Denza B5 | Image: Supplied With a combined 505kW of power and 760Nm of torque from a 285kW rear electric motor, 200kW front motor, and a 1.5-litre turbo-petrol 4-cylinder engine, the 0-100km/h acceleration time of 4.8 seconds will entice key decision makers in the buying process. It's likely the Denza B5 will follow the Shark 6s lead in giving the large SUV segment a significant shake-up. Indeed, many Ford Everest and Toyota Prado buyers wouldn't bat an eye at a dual electric motor powered 'Super Hybrid' off-roader because of concerns about reliability off the beaten path. However, the same was previously said about the BYD Shark 6, and that car has proven to be nothing but a dominant sales success for the Chinese car brand with 10,424 vehicles sold through June 2025. Measuring 4,890mm long, 1,970mm wide, 1,920mm tall and with a 2800mm wheelbase, the B5 is slightly shorter than the Toyota Prado, which is considered to be a main competitor. It's slightly larger than the GWM Tank 300, which is another Chinese-made hybrid off-roader you can buy right now. The main thing to keep in mind with the Denza label is that, like the recently unveiled IM MG sub-brand, Denza is a premium brand under the BYD umbrella. That means the pricing for the Denza B5 is very likely going to land in the AUD$80,000 drive-away region, which makes it more expensive than cars like the Ford Everest, Toyota Prado, and ISUZU MU-X, at least in base specification. We expected the BYD Denza B5 to arrive before the end of 2025, and with a test mule cruising around Sydney streets, it looks like that's a very strong possibility. We then expect to see the larger, Denza B8 to arrive sometime next year with a 550kW powertrain and 3305kg kerb weight.
The Advertiser
15-07-2025
- 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:
The Advertiser
10-07-2025
- Automotive
- The Advertiser
2025 LDV D90 review
LDV D90 Pros LDV D90 Cons For a long time now the LDV D90 has been a quiet achiever for the Chinese brand. The large seven-seat off-road SUV has been popular with those looking for a cut-price alternative to models like the Toyota Prado and Ford Everest with a heap of space and spec. Until recently, it also had a diesel engine on offer – which was popular with private buyers in rural and regional areas in particular. But this heavily updated model brings a massive redesign and something of a rethink for the model range, with petrol now the only engine choice available to buyers. And prices have been hiked, too. So is the LDV D90 still worth looking at if you're in the market for a huge hauler for the fam? Read on to find out. The LDV D90 is still affordable. And if you happen to have an ABN (Australian Business Number) you might be surprised at the discounts available. The model tested in this review is the flagship Executive 4WD, finished in the premium two-tone Concrete Grey and a black roof ($2000 extra). All the details about the standard specifications are listed a few sections below. If you're curious about how the LDV D90 compares to its rivals, check out our comparison tool There have been some big changes inside the D90, as part of a massive cabin redesign that makes it feel a fair bit more upmarket than its predecessor. It's not just the larger and newly-upgraded media screen, nor the better driver info display, but moreover the actual design and styling that looks a whole lot more rugged and ready for family adventures. There's a bit of brightwork in the cabin to break up the black trim, including for the passenger side grab handle on the dash, while the new door pulls and redesigned door skins are chunkier as well. It all looks more purposeful and I really like the new control panel for climate stuff, which still includes toggles for fan and temperature, but is missing a recirculation controller. However, the new infotainment screen can manage a whole heap of the controls you might otherwise need, including the car's headlights. That's because there's only high-beam on the left stalk (as well as wiper and blinker controls), and while that might take a bit of getting used to, the 'auto' wiper setting on the test vehicle I drove didn't seem to be working. It also beeps each time you adjust between wiper modes, which – for fiddlers like me – is a frustration. On the other side of the steering wheel is a column-mounted gear selector, and between the seats is an electric park button. Back to the centre screen, where you'll also be able to adjust some of the crucial controls, use wired Apple CarPlay or Android Auto, or jump through menus there. It's a fast-loading and colourful display with intuitive menus, and there's a drop-down menu for some of the quick adjustments you might want to make (like turning off the lane-keeping tech, but hallelujah the speed sign recognition system will stay off if you switch it off!). Storage is decent, with a sizeable set of bottle holders in the doors, decent cupholders between the seats, a lower hidden storage section with charging ports near the driver's left leg, and a centre console bin with a split-opening lid. The seats offer a good amount of comfort and adjustment up front, with the high-spec version getting electric driver's seat adjustment with lumbar configurability, but no version of this SUV comes with heated or ventilated seats, which is a shame. The front passenger gets manually adjustable seating. In the second row there is easily enough space for a 182cm/6'0" adult to sit behind a similarl -sized grown-up, partly because the second-row has a sliding function with a 60:40 split. That makes it more amenable than some other rugged SUVs that don't have sliding seats, like the Isuzu MU-X. There is also a heap of headroom, and three adults across the second row should be doable. If you need to put kiddos in the back, though, they'll have to sit in the second row. It has ISOFIX anchors in the window seats and three top-tethers, but the third row has no child seat fitment options, which is a shame. If you need that, have a look at a three-row Mazda SUV, a Kia Sorento or a Hyundai Santa Fe. But it has a few great features that will make those in the second-row happy, including a powerpoint with international plug adapter, USB ports, ambient lighting and a climate control system with fan speed and temperature adjustment, and there are overhead vents for rear riders in both back rows. Accessing the back row seats is reasonably easy, but just be careful – the standard side steps are a bit slippery. The second-row seats can tilt and slide forward to allow access, and the space in the third row is accommodating enough for a fully grown adult to fit with a little bit of knee room (in a very knees-up position), good shoulder room and lots of headroom. There are some storage options in the very back, and a USB-C charger too. And as for boot space, there's a heap on offer. With the third row in place, LDV claims 343 litres of cargo capacity is available – which is easily enough for a heap of school backpacks. Drop those third-row seats down and you'll find a massive 1350L of volume to play with, and you can holster the rear seatbelts out of the way too. The cargo zone has a 12V outlet, lighting, shopping bag hooks, and a jack under the false floor. And below the body of the vehicle is a steel spare wheel. If you're curious about how the LDV D90 compares to its rivals, check out our comparison tool The diesel engine option is no more, so now you can only get this big three-row SUV with a turbo-petrol engine. But there's the choice of rear- or four-wheel drive. The 4WD model (as tested here) is certainly going to be an appealing choice for those who go camping or plan to venture into the land of unsealed driving, and while it has a high-range 4WD mode and an Auto mode to apportion torque where it is needed most, in the default 2WD (rear-wheel drive) mode it is a little too easy to rip up the grass or spin the tyres from a standstill. The official figures are maybe a little ambitious in terms of fuel consumption too. On test, during mainly highway-based testing, I saw a displayed average of 11.1L/100km. But in more urban, traffic-snarl situations, you might see that climb above 14L/100km. There's no hybrid option on offer, and it needs premium juice as well. If you're curious about how the LDV D90 compares to its rivals, check out our comparison tool You might be expecting this to be a bit of a lacklustre thing to drive. But it's not. I was surprised at how easily I settled into the drive experience in the petrol D90, having only ever piloted the diesel in years gone by. And while it's not perfect – it can feel a bit laggy at low speeds, and it needs to be warmed up a bit as I noticed some chugging when it was cold – it is a perky operator, with a heap of pulling power and an eagerness to rev. That might be why fuel use is a little on the high side, because the eight-speed auto will shuffle away pretty unobtrusively, though at times I felt it downshifted unnecessarily when it could have just coasted along in the higher gear it was in. There is a manual mode if you want to take matters into your own hands, but generally – for the sort of stuff I was doing with the car, which is likely similar to what most owners will (driving around town, childcare collection, some commuting and general boring drudgery) – it was decent. What disappointed me, though, was the brake pedal feel, which feels inconsistent under foot. I had a few instances of 'close calls' because of the brake response not being as bitey as I'd hoped. And look, it's not the lightest large SUV at2267kg, but the body really heaves forward when you slam the anchors. That comes down in part to the softness of the suspension, which is impressive in terms of ride comfort. This SUV easily copes with big and small bumps in the road surface, feeling smooth and cushy across all the usual inconsistencies you might encounter. With 264mm of ground clearance, you can rest assured you'll be able to tackle kerbs and gutters (and off-road ruts and rocks, too!). And the steering is pretty easy going, too. It's not going to feel like you're at an equal joy level if you're used to a Ford Everest, but for drivers who just need to shuffle families around and hit the shops, it should be easy to manage. But there's an issue. This is a huge SUV, and it's not the easiest to see out of. And while there is a standard reversing camera and both front and rear parking sensors, that's really not good enough for a family-focused seven-seater in 2025. It really should have a surround-view system. If you're curious about how the LDV D90 compares to its rivals, check out our comparison tool Here's a rundown of each variant in the 2025 LDV D90 lineup, and the standard equipment on offer as you walk up through the grades. 2025 LDV D90 Mode 2WD equipment highlights: The Executive 2WD adds: The Executive 4WD adds: If you're curious about how the LDV D90 compares to its rivals, check out our comparison tool The existing LDV D90 had a five-star ANCAP rating, but this upgraded model doesn't get that. Based on the current criteria, it would not achieve a five-star rating. But does that matter? Have your say in the comments. The following safety equipment is standard: The biggest miss on that list is a surround-view camera system, which should be standard in a car like this – but it isn't even available in the top-spec car. Disappointing. What is pretty nifty, though, is the standard fitment of a dash cam system. You can configure the camera to capture rolling footage to an SD card and, if you need to, you can store files to upload them to Dash Cams Australia. There are six airbags, including dual front, front side and full-length curtain airbags that cover third-row occupants. There's no front-centre airbag, though. If you're curious about how the LDV D90 compares to its rivals, check out our comparison tool LDV offers a seven-year, 200,000km warranty for the D90, which is on par with most models in the mainstream large SUV segment. Buyers also get five years of roadside assistance if something goes wrong, which is a nice plus. But there's a potential issue for some – LDV doesn't offer any form of capped price servicing for the D90, and that means it lags behind almost all competitors from a peace-of-mind perspective. However, if you speak with your dealer, they should be able to advise estimates on maintenance costs. The first service is required at six months or 5000km (whichever comes first), and thereafter all subsequent services are due every 12 months or 10,000km. If you're curious about how the LDV D90 compares to its rivals, check out our comparison tool Family-friendly and functional, the LDV D90 is worth a look if you're okay with petrol power and can't stretch the budget to get into a better diesel-powered, adventure-ready seven-seat SUV like the Everest. It has a few misses when it comes to tech and driving quality, but for the most part this rugged, high-riding three-row wagon still offers a decent amount of appeal. Interested in buying an LDV D90? Let CarExpert find you the best deal hereMORE: Explore the LDV D90 showroom Content originally sourced from: D90 Pros LDV D90 Cons For a long time now the LDV D90 has been a quiet achiever for the Chinese brand. The large seven-seat off-road SUV has been popular with those looking for a cut-price alternative to models like the Toyota Prado and Ford Everest with a heap of space and spec. Until recently, it also had a diesel engine on offer – which was popular with private buyers in rural and regional areas in particular. But this heavily updated model brings a massive redesign and something of a rethink for the model range, with petrol now the only engine choice available to buyers. And prices have been hiked, too. So is the LDV D90 still worth looking at if you're in the market for a huge hauler for the fam? Read on to find out. The LDV D90 is still affordable. And if you happen to have an ABN (Australian Business Number) you might be surprised at the discounts available. The model tested in this review is the flagship Executive 4WD, finished in the premium two-tone Concrete Grey and a black roof ($2000 extra). All the details about the standard specifications are listed a few sections below. If you're curious about how the LDV D90 compares to its rivals, check out our comparison tool There have been some big changes inside the D90, as part of a massive cabin redesign that makes it feel a fair bit more upmarket than its predecessor. It's not just the larger and newly-upgraded media screen, nor the better driver info display, but moreover the actual design and styling that looks a whole lot more rugged and ready for family adventures. There's a bit of brightwork in the cabin to break up the black trim, including for the passenger side grab handle on the dash, while the new door pulls and redesigned door skins are chunkier as well. It all looks more purposeful and I really like the new control panel for climate stuff, which still includes toggles for fan and temperature, but is missing a recirculation controller. However, the new infotainment screen can manage a whole heap of the controls you might otherwise need, including the car's headlights. That's because there's only high-beam on the left stalk (as well as wiper and blinker controls), and while that might take a bit of getting used to, the 'auto' wiper setting on the test vehicle I drove didn't seem to be working. It also beeps each time you adjust between wiper modes, which – for fiddlers like me – is a frustration. On the other side of the steering wheel is a column-mounted gear selector, and between the seats is an electric park button. Back to the centre screen, where you'll also be able to adjust some of the crucial controls, use wired Apple CarPlay or Android Auto, or jump through menus there. It's a fast-loading and colourful display with intuitive menus, and there's a drop-down menu for some of the quick adjustments you might want to make (like turning off the lane-keeping tech, but hallelujah the speed sign recognition system will stay off if you switch it off!). Storage is decent, with a sizeable set of bottle holders in the doors, decent cupholders between the seats, a lower hidden storage section with charging ports near the driver's left leg, and a centre console bin with a split-opening lid. The seats offer a good amount of comfort and adjustment up front, with the high-spec version getting electric driver's seat adjustment with lumbar configurability, but no version of this SUV comes with heated or ventilated seats, which is a shame. The front passenger gets manually adjustable seating. In the second row there is easily enough space for a 182cm/6'0" adult to sit behind a similarl -sized grown-up, partly because the second-row has a sliding function with a 60:40 split. That makes it more amenable than some other rugged SUVs that don't have sliding seats, like the Isuzu MU-X. There is also a heap of headroom, and three adults across the second row should be doable. If you need to put kiddos in the back, though, they'll have to sit in the second row. It has ISOFIX anchors in the window seats and three top-tethers, but the third row has no child seat fitment options, which is a shame. If you need that, have a look at a three-row Mazda SUV, a Kia Sorento or a Hyundai Santa Fe. But it has a few great features that will make those in the second-row happy, including a powerpoint with international plug adapter, USB ports, ambient lighting and a climate control system with fan speed and temperature adjustment, and there are overhead vents for rear riders in both back rows. Accessing the back row seats is reasonably easy, but just be careful – the standard side steps are a bit slippery. The second-row seats can tilt and slide forward to allow access, and the space in the third row is accommodating enough for a fully grown adult to fit with a little bit of knee room (in a very knees-up position), good shoulder room and lots of headroom. There are some storage options in the very back, and a USB-C charger too. And as for boot space, there's a heap on offer. With the third row in place, LDV claims 343 litres of cargo capacity is available – which is easily enough for a heap of school backpacks. Drop those third-row seats down and you'll find a massive 1350L of volume to play with, and you can holster the rear seatbelts out of the way too. The cargo zone has a 12V outlet, lighting, shopping bag hooks, and a jack under the false floor. And below the body of the vehicle is a steel spare wheel. If you're curious about how the LDV D90 compares to its rivals, check out our comparison tool The diesel engine option is no more, so now you can only get this big three-row SUV with a turbo-petrol engine. But there's the choice of rear- or four-wheel drive. The 4WD model (as tested here) is certainly going to be an appealing choice for those who go camping or plan to venture into the land of unsealed driving, and while it has a high-range 4WD mode and an Auto mode to apportion torque where it is needed most, in the default 2WD (rear-wheel drive) mode it is a little too easy to rip up the grass or spin the tyres from a standstill. The official figures are maybe a little ambitious in terms of fuel consumption too. On test, during mainly highway-based testing, I saw a displayed average of 11.1L/100km. But in more urban, traffic-snarl situations, you might see that climb above 14L/100km. There's no hybrid option on offer, and it needs premium juice as well. If you're curious about how the LDV D90 compares to its rivals, check out our comparison tool You might be expecting this to be a bit of a lacklustre thing to drive. But it's not. I was surprised at how easily I settled into the drive experience in the petrol D90, having only ever piloted the diesel in years gone by. And while it's not perfect – it can feel a bit laggy at low speeds, and it needs to be warmed up a bit as I noticed some chugging when it was cold – it is a perky operator, with a heap of pulling power and an eagerness to rev. That might be why fuel use is a little on the high side, because the eight-speed auto will shuffle away pretty unobtrusively, though at times I felt it downshifted unnecessarily when it could have just coasted along in the higher gear it was in. There is a manual mode if you want to take matters into your own hands, but generally – for the sort of stuff I was doing with the car, which is likely similar to what most owners will (driving around town, childcare collection, some commuting and general boring drudgery) – it was decent. What disappointed me, though, was the brake pedal feel, which feels inconsistent under foot. I had a few instances of 'close calls' because of the brake response not being as bitey as I'd hoped. And look, it's not the lightest large SUV at2267kg, but the body really heaves forward when you slam the anchors. That comes down in part to the softness of the suspension, which is impressive in terms of ride comfort. This SUV easily copes with big and small bumps in the road surface, feeling smooth and cushy across all the usual inconsistencies you might encounter. With 264mm of ground clearance, you can rest assured you'll be able to tackle kerbs and gutters (and off-road ruts and rocks, too!). And the steering is pretty easy going, too. It's not going to feel like you're at an equal joy level if you're used to a Ford Everest, but for drivers who just need to shuffle families around and hit the shops, it should be easy to manage. But there's an issue. This is a huge SUV, and it's not the easiest to see out of. And while there is a standard reversing camera and both front and rear parking sensors, that's really not good enough for a family-focused seven-seater in 2025. It really should have a surround-view system. If you're curious about how the LDV D90 compares to its rivals, check out our comparison tool Here's a rundown of each variant in the 2025 LDV D90 lineup, and the standard equipment on offer as you walk up through the grades. 2025 LDV D90 Mode 2WD equipment highlights: The Executive 2WD adds: The Executive 4WD adds: If you're curious about how the LDV D90 compares to its rivals, check out our comparison tool The existing LDV D90 had a five-star ANCAP rating, but this upgraded model doesn't get that. Based on the current criteria, it would not achieve a five-star rating. But does that matter? Have your say in the comments. The following safety equipment is standard: The biggest miss on that list is a surround-view camera system, which should be standard in a car like this – but it isn't even available in the top-spec car. Disappointing. What is pretty nifty, though, is the standard fitment of a dash cam system. You can configure the camera to capture rolling footage to an SD card and, if you need to, you can store files to upload them to Dash Cams Australia. There are six airbags, including dual front, front side and full-length curtain airbags that cover third-row occupants. There's no front-centre airbag, though. If you're curious about how the LDV D90 compares to its rivals, check out our comparison tool LDV offers a seven-year, 200,000km warranty for the D90, which is on par with most models in the mainstream large SUV segment. Buyers also get five years of roadside assistance if something goes wrong, which is a nice plus. But there's a potential issue for some – LDV doesn't offer any form of capped price servicing for the D90, and that means it lags behind almost all competitors from a peace-of-mind perspective. However, if you speak with your dealer, they should be able to advise estimates on maintenance costs. The first service is required at six months or 5000km (whichever comes first), and thereafter all subsequent services are due every 12 months or 10,000km. If you're curious about how the LDV D90 compares to its rivals, check out our comparison tool Family-friendly and functional, the LDV D90 is worth a look if you're okay with petrol power and can't stretch the budget to get into a better diesel-powered, adventure-ready seven-seat SUV like the Everest. It has a few misses when it comes to tech and driving quality, but for the most part this rugged, high-riding three-row wagon still offers a decent amount of appeal. Interested in buying an LDV D90? Let CarExpert find you the best deal hereMORE: Explore the LDV D90 showroom Content originally sourced from: D90 Pros LDV D90 Cons For a long time now the LDV D90 has been a quiet achiever for the Chinese brand. The large seven-seat off-road SUV has been popular with those looking for a cut-price alternative to models like the Toyota Prado and Ford Everest with a heap of space and spec. Until recently, it also had a diesel engine on offer – which was popular with private buyers in rural and regional areas in particular. But this heavily updated model brings a massive redesign and something of a rethink for the model range, with petrol now the only engine choice available to buyers. And prices have been hiked, too. So is the LDV D90 still worth looking at if you're in the market for a huge hauler for the fam? Read on to find out. The LDV D90 is still affordable. And if you happen to have an ABN (Australian Business Number) you might be surprised at the discounts available. The model tested in this review is the flagship Executive 4WD, finished in the premium two-tone Concrete Grey and a black roof ($2000 extra). All the details about the standard specifications are listed a few sections below. If you're curious about how the LDV D90 compares to its rivals, check out our comparison tool There have been some big changes inside the D90, as part of a massive cabin redesign that makes it feel a fair bit more upmarket than its predecessor. It's not just the larger and newly-upgraded media screen, nor the better driver info display, but moreover the actual design and styling that looks a whole lot more rugged and ready for family adventures. There's a bit of brightwork in the cabin to break up the black trim, including for the passenger side grab handle on the dash, while the new door pulls and redesigned door skins are chunkier as well. It all looks more purposeful and I really like the new control panel for climate stuff, which still includes toggles for fan and temperature, but is missing a recirculation controller. However, the new infotainment screen can manage a whole heap of the controls you might otherwise need, including the car's headlights. That's because there's only high-beam on the left stalk (as well as wiper and blinker controls), and while that might take a bit of getting used to, the 'auto' wiper setting on the test vehicle I drove didn't seem to be working. It also beeps each time you adjust between wiper modes, which – for fiddlers like me – is a frustration. On the other side of the steering wheel is a column-mounted gear selector, and between the seats is an electric park button. Back to the centre screen, where you'll also be able to adjust some of the crucial controls, use wired Apple CarPlay or Android Auto, or jump through menus there. It's a fast-loading and colourful display with intuitive menus, and there's a drop-down menu for some of the quick adjustments you might want to make (like turning off the lane-keeping tech, but hallelujah the speed sign recognition system will stay off if you switch it off!). Storage is decent, with a sizeable set of bottle holders in the doors, decent cupholders between the seats, a lower hidden storage section with charging ports near the driver's left leg, and a centre console bin with a split-opening lid. The seats offer a good amount of comfort and adjustment up front, with the high-spec version getting electric driver's seat adjustment with lumbar configurability, but no version of this SUV comes with heated or ventilated seats, which is a shame. The front passenger gets manually adjustable seating. In the second row there is easily enough space for a 182cm/6'0" adult to sit behind a similarl -sized grown-up, partly because the second-row has a sliding function with a 60:40 split. That makes it more amenable than some other rugged SUVs that don't have sliding seats, like the Isuzu MU-X. There is also a heap of headroom, and three adults across the second row should be doable. If you need to put kiddos in the back, though, they'll have to sit in the second row. It has ISOFIX anchors in the window seats and three top-tethers, but the third row has no child seat fitment options, which is a shame. If you need that, have a look at a three-row Mazda SUV, a Kia Sorento or a Hyundai Santa Fe. But it has a few great features that will make those in the second-row happy, including a powerpoint with international plug adapter, USB ports, ambient lighting and a climate control system with fan speed and temperature adjustment, and there are overhead vents for rear riders in both back rows. Accessing the back row seats is reasonably easy, but just be careful – the standard side steps are a bit slippery. The second-row seats can tilt and slide forward to allow access, and the space in the third row is accommodating enough for a fully grown adult to fit with a little bit of knee room (in a very knees-up position), good shoulder room and lots of headroom. There are some storage options in the very back, and a USB-C charger too. And as for boot space, there's a heap on offer. With the third row in place, LDV claims 343 litres of cargo capacity is available – which is easily enough for a heap of school backpacks. Drop those third-row seats down and you'll find a massive 1350L of volume to play with, and you can holster the rear seatbelts out of the way too. The cargo zone has a 12V outlet, lighting, shopping bag hooks, and a jack under the false floor. And below the body of the vehicle is a steel spare wheel. If you're curious about how the LDV D90 compares to its rivals, check out our comparison tool The diesel engine option is no more, so now you can only get this big three-row SUV with a turbo-petrol engine. But there's the choice of rear- or four-wheel drive. The 4WD model (as tested here) is certainly going to be an appealing choice for those who go camping or plan to venture into the land of unsealed driving, and while it has a high-range 4WD mode and an Auto mode to apportion torque where it is needed most, in the default 2WD (rear-wheel drive) mode it is a little too easy to rip up the grass or spin the tyres from a standstill. The official figures are maybe a little ambitious in terms of fuel consumption too. On test, during mainly highway-based testing, I saw a displayed average of 11.1L/100km. But in more urban, traffic-snarl situations, you might see that climb above 14L/100km. There's no hybrid option on offer, and it needs premium juice as well. If you're curious about how the LDV D90 compares to its rivals, check out our comparison tool You might be expecting this to be a bit of a lacklustre thing to drive. But it's not. I was surprised at how easily I settled into the drive experience in the petrol D90, having only ever piloted the diesel in years gone by. And while it's not perfect – it can feel a bit laggy at low speeds, and it needs to be warmed up a bit as I noticed some chugging when it was cold – it is a perky operator, with a heap of pulling power and an eagerness to rev. That might be why fuel use is a little on the high side, because the eight-speed auto will shuffle away pretty unobtrusively, though at times I felt it downshifted unnecessarily when it could have just coasted along in the higher gear it was in. There is a manual mode if you want to take matters into your own hands, but generally – for the sort of stuff I was doing with the car, which is likely similar to what most owners will (driving around town, childcare collection, some commuting and general boring drudgery) – it was decent. What disappointed me, though, was the brake pedal feel, which feels inconsistent under foot. I had a few instances of 'close calls' because of the brake response not being as bitey as I'd hoped. And look, it's not the lightest large SUV at2267kg, but the body really heaves forward when you slam the anchors. That comes down in part to the softness of the suspension, which is impressive in terms of ride comfort. This SUV easily copes with big and small bumps in the road surface, feeling smooth and cushy across all the usual inconsistencies you might encounter. With 264mm of ground clearance, you can rest assured you'll be able to tackle kerbs and gutters (and off-road ruts and rocks, too!). And the steering is pretty easy going, too. It's not going to feel like you're at an equal joy level if you're used to a Ford Everest, but for drivers who just need to shuffle families around and hit the shops, it should be easy to manage. But there's an issue. This is a huge SUV, and it's not the easiest to see out of. And while there is a standard reversing camera and both front and rear parking sensors, that's really not good enough for a family-focused seven-seater in 2025. It really should have a surround-view system. If you're curious about how the LDV D90 compares to its rivals, check out our comparison tool Here's a rundown of each variant in the 2025 LDV D90 lineup, and the standard equipment on offer as you walk up through the grades. 2025 LDV D90 Mode 2WD equipment highlights: The Executive 2WD adds: The Executive 4WD adds: If you're curious about how the LDV D90 compares to its rivals, check out our comparison tool The existing LDV D90 had a five-star ANCAP rating, but this upgraded model doesn't get that. Based on the current criteria, it would not achieve a five-star rating. But does that matter? Have your say in the comments. The following safety equipment is standard: The biggest miss on that list is a surround-view camera system, which should be standard in a car like this – but it isn't even available in the top-spec car. Disappointing. What is pretty nifty, though, is the standard fitment of a dash cam system. You can configure the camera to capture rolling footage to an SD card and, if you need to, you can store files to upload them to Dash Cams Australia. There are six airbags, including dual front, front side and full-length curtain airbags that cover third-row occupants. There's no front-centre airbag, though. If you're curious about how the LDV D90 compares to its rivals, check out our comparison tool LDV offers a seven-year, 200,000km warranty for the D90, which is on par with most models in the mainstream large SUV segment. Buyers also get five years of roadside assistance if something goes wrong, which is a nice plus. But there's a potential issue for some – LDV doesn't offer any form of capped price servicing for the D90, and that means it lags behind almost all competitors from a peace-of-mind perspective. However, if you speak with your dealer, they should be able to advise estimates on maintenance costs. The first service is required at six months or 5000km (whichever comes first), and thereafter all subsequent services are due every 12 months or 10,000km. If you're curious about how the LDV D90 compares to its rivals, check out our comparison tool Family-friendly and functional, the LDV D90 is worth a look if you're okay with petrol power and can't stretch the budget to get into a better diesel-powered, adventure-ready seven-seat SUV like the Everest. It has a few misses when it comes to tech and driving quality, but for the most part this rugged, high-riding three-row wagon still offers a decent amount of appeal. Interested in buying an LDV D90? Let CarExpert find you the best deal hereMORE: Explore the LDV D90 showroom Content originally sourced from: D90 Pros LDV D90 Cons For a long time now the LDV D90 has been a quiet achiever for the Chinese brand. The large seven-seat off-road SUV has been popular with those looking for a cut-price alternative to models like the Toyota Prado and Ford Everest with a heap of space and spec. Until recently, it also had a diesel engine on offer – which was popular with private buyers in rural and regional areas in particular. But this heavily updated model brings a massive redesign and something of a rethink for the model range, with petrol now the only engine choice available to buyers. And prices have been hiked, too. So is the LDV D90 still worth looking at if you're in the market for a huge hauler for the fam? Read on to find out. The LDV D90 is still affordable. And if you happen to have an ABN (Australian Business Number) you might be surprised at the discounts available. The model tested in this review is the flagship Executive 4WD, finished in the premium two-tone Concrete Grey and a black roof ($2000 extra). All the details about the standard specifications are listed a few sections below. If you're curious about how the LDV D90 compares to its rivals, check out our comparison tool There have been some big changes inside the D90, as part of a massive cabin redesign that makes it feel a fair bit more upmarket than its predecessor. It's not just the larger and newly-upgraded media screen, nor the better driver info display, but moreover the actual design and styling that looks a whole lot more rugged and ready for family adventures. There's a bit of brightwork in the cabin to break up the black trim, including for the passenger side grab handle on the dash, while the new door pulls and redesigned door skins are chunkier as well. It all looks more purposeful and I really like the new control panel for climate stuff, which still includes toggles for fan and temperature, but is missing a recirculation controller. However, the new infotainment screen can manage a whole heap of the controls you might otherwise need, including the car's headlights. That's because there's only high-beam on the left stalk (as well as wiper and blinker controls), and while that might take a bit of getting used to, the 'auto' wiper setting on the test vehicle I drove didn't seem to be working. It also beeps each time you adjust between wiper modes, which – for fiddlers like me – is a frustration. On the other side of the steering wheel is a column-mounted gear selector, and between the seats is an electric park button. Back to the centre screen, where you'll also be able to adjust some of the crucial controls, use wired Apple CarPlay or Android Auto, or jump through menus there. It's a fast-loading and colourful display with intuitive menus, and there's a drop-down menu for some of the quick adjustments you might want to make (like turning off the lane-keeping tech, but hallelujah the speed sign recognition system will stay off if you switch it off!). Storage is decent, with a sizeable set of bottle holders in the doors, decent cupholders between the seats, a lower hidden storage section with charging ports near the driver's left leg, and a centre console bin with a split-opening lid. The seats offer a good amount of comfort and adjustment up front, with the high-spec version getting electric driver's seat adjustment with lumbar configurability, but no version of this SUV comes with heated or ventilated seats, which is a shame. The front passenger gets manually adjustable seating. In the second row there is easily enough space for a 182cm/6'0" adult to sit behind a similarl -sized grown-up, partly because the second-row has a sliding function with a 60:40 split. That makes it more amenable than some other rugged SUVs that don't have sliding seats, like the Isuzu MU-X. There is also a heap of headroom, and three adults across the second row should be doable. If you need to put kiddos in the back, though, they'll have to sit in the second row. It has ISOFIX anchors in the window seats and three top-tethers, but the third row has no child seat fitment options, which is a shame. If you need that, have a look at a three-row Mazda SUV, a Kia Sorento or a Hyundai Santa Fe. But it has a few great features that will make those in the second-row happy, including a powerpoint with international plug adapter, USB ports, ambient lighting and a climate control system with fan speed and temperature adjustment, and there are overhead vents for rear riders in both back rows. Accessing the back row seats is reasonably easy, but just be careful – the standard side steps are a bit slippery. The second-row seats can tilt and slide forward to allow access, and the space in the third row is accommodating enough for a fully grown adult to fit with a little bit of knee room (in a very knees-up position), good shoulder room and lots of headroom. There are some storage options in the very back, and a USB-C charger too. And as for boot space, there's a heap on offer. With the third row in place, LDV claims 343 litres of cargo capacity is available – which is easily enough for a heap of school backpacks. Drop those third-row seats down and you'll find a massive 1350L of volume to play with, and you can holster the rear seatbelts out of the way too. The cargo zone has a 12V outlet, lighting, shopping bag hooks, and a jack under the false floor. And below the body of the vehicle is a steel spare wheel. If you're curious about how the LDV D90 compares to its rivals, check out our comparison tool The diesel engine option is no more, so now you can only get this big three-row SUV with a turbo-petrol engine. But there's the choice of rear- or four-wheel drive. The 4WD model (as tested here) is certainly going to be an appealing choice for those who go camping or plan to venture into the land of unsealed driving, and while it has a high-range 4WD mode and an Auto mode to apportion torque where it is needed most, in the default 2WD (rear-wheel drive) mode it is a little too easy to rip up the grass or spin the tyres from a standstill. The official figures are maybe a little ambitious in terms of fuel consumption too. On test, during mainly highway-based testing, I saw a displayed average of 11.1L/100km. But in more urban, traffic-snarl situations, you might see that climb above 14L/100km. There's no hybrid option on offer, and it needs premium juice as well. If you're curious about how the LDV D90 compares to its rivals, check out our comparison tool You might be expecting this to be a bit of a lacklustre thing to drive. But it's not. I was surprised at how easily I settled into the drive experience in the petrol D90, having only ever piloted the diesel in years gone by. And while it's not perfect – it can feel a bit laggy at low speeds, and it needs to be warmed up a bit as I noticed some chugging when it was cold – it is a perky operator, with a heap of pulling power and an eagerness to rev. That might be why fuel use is a little on the high side, because the eight-speed auto will shuffle away pretty unobtrusively, though at times I felt it downshifted unnecessarily when it could have just coasted along in the higher gear it was in. There is a manual mode if you want to take matters into your own hands, but generally – for the sort of stuff I was doing with the car, which is likely similar to what most owners will (driving around town, childcare collection, some commuting and general boring drudgery) – it was decent. What disappointed me, though, was the brake pedal feel, which feels inconsistent under foot. I had a few instances of 'close calls' because of the brake response not being as bitey as I'd hoped. And look, it's not the lightest large SUV at2267kg, but the body really heaves forward when you slam the anchors. That comes down in part to the softness of the suspension, which is impressive in terms of ride comfort. This SUV easily copes with big and small bumps in the road surface, feeling smooth and cushy across all the usual inconsistencies you might encounter. With 264mm of ground clearance, you can rest assured you'll be able to tackle kerbs and gutters (and off-road ruts and rocks, too!). And the steering is pretty easy going, too. It's not going to feel like you're at an equal joy level if you're used to a Ford Everest, but for drivers who just need to shuffle families around and hit the shops, it should be easy to manage. But there's an issue. This is a huge SUV, and it's not the easiest to see out of. And while there is a standard reversing camera and both front and rear parking sensors, that's really not good enough for a family-focused seven-seater in 2025. It really should have a surround-view system. If you're curious about how the LDV D90 compares to its rivals, check out our comparison tool Here's a rundown of each variant in the 2025 LDV D90 lineup, and the standard equipment on offer as you walk up through the grades. 2025 LDV D90 Mode 2WD equipment highlights: The Executive 2WD adds: The Executive 4WD adds: If you're curious about how the LDV D90 compares to its rivals, check out our comparison tool The existing LDV D90 had a five-star ANCAP rating, but this upgraded model doesn't get that. Based on the current criteria, it would not achieve a five-star rating. But does that matter? Have your say in the comments. The following safety equipment is standard: The biggest miss on that list is a surround-view camera system, which should be standard in a car like this – but it isn't even available in the top-spec car. Disappointing. What is pretty nifty, though, is the standard fitment of a dash cam system. You can configure the camera to capture rolling footage to an SD card and, if you need to, you can store files to upload them to Dash Cams Australia. There are six airbags, including dual front, front side and full-length curtain airbags that cover third-row occupants. There's no front-centre airbag, though. If you're curious about how the LDV D90 compares to its rivals, check out our comparison tool LDV offers a seven-year, 200,000km warranty for the D90, which is on par with most models in the mainstream large SUV segment. Buyers also get five years of roadside assistance if something goes wrong, which is a nice plus. But there's a potential issue for some – LDV doesn't offer any form of capped price servicing for the D90, and that means it lags behind almost all competitors from a peace-of-mind perspective. However, if you speak with your dealer, they should be able to advise estimates on maintenance costs. The first service is required at six months or 5000km (whichever comes first), and thereafter all subsequent services are due every 12 months or 10,000km. If you're curious about how the LDV D90 compares to its rivals, check out our comparison tool Family-friendly and functional, the LDV D90 is worth a look if you're okay with petrol power and can't stretch the budget to get into a better diesel-powered, adventure-ready seven-seat SUV like the Everest. It has a few misses when it comes to tech and driving quality, but for the most part this rugged, high-riding three-row wagon still offers a decent amount of appeal. Interested in buying an LDV D90? Let CarExpert find you the best deal hereMORE: Explore the LDV D90 showroom Content originally sourced from:
7NEWS
10-07-2025
- Automotive
- 7NEWS
2025 LDV D90 review
For a long time now the LDV D90 has been a quiet achiever for the Chinese brand. The large seven-seat off-road SUV has been popular with those looking for a cut-price alternative to models like the Toyota Prado and Ford Everest with a heap of space and spec. Until recently, it also had a diesel engine on offer – which was popular with private buyers in rural and regional areas in particular. But this heavily updated model brings a massive redesign and something of a rethink for the model range, with petrol now the only engine choice available to buyers. And prices have been hiked, too. So is the LDV D90 still worth looking at if you're in the market for a huge hauler for the fam? Read on to find out. How much does the LDV D90 cost? The LDV D90 is still affordable. And if you happen to have an ABN (Australian Business Number) you might be surprised at the discounts available. The model tested in this review is the flagship Executive 4WD, finished in the premium two-tone Concrete Grey and a black roof ($2000 extra). All the details about the standard specifications are listed a few sections below. If you're curious about how the LDV D90 compares to its rivals, check out our comparison tool What is the LDV D90 like on the inside? There have been some big changes inside the D90, as part of a massive cabin redesign that makes it feel a fair bit more upmarket than its predecessor. It's not just the larger and newly-upgraded media screen, nor the better driver info display, but moreover the actual design and styling that looks a whole lot more rugged and ready for family adventures. There's a bit of brightwork in the cabin to break up the black trim, including for the passenger side grab handle on the dash, while the new door pulls and redesigned door skins are chunkier as well. It all looks more purposeful and I really like the new control panel for climate stuff, which still includes toggles for fan and temperature, but is missing a recirculation controller. However, the new infotainment screen can manage a whole heap of the controls you might otherwise need, including the car's headlights. That's because there's only high-beam on the left stalk (as well as wiper and blinker controls), and while that might take a bit of getting used to, the 'auto' wiper setting on the test vehicle I drove didn't seem to be working. It also beeps each time you adjust between wiper modes, which – for fiddlers like me – is a frustration. On the other side of the steering wheel is a column-mounted gear selector, and between the seats is an electric park button. Back to the centre screen, where you'll also be able to adjust some of the crucial controls, use wired Apple CarPlay or Android Auto, or jump through menus there. It's a fast-loading and colourful display with intuitive menus, and there's a drop-down menu for some of the quick adjustments you might want to make (like turning off the lane-keeping tech, but hallelujah the speed sign recognition system will stay off if you switch it off!). Storage is decent, with a sizeable set of bottle holders in the doors, decent cupholders between the seats, a lower hidden storage section with charging ports near the driver's left leg, and a centre console bin with a split-opening lid. The seats offer a good amount of comfort and adjustment up front, with the high-spec version getting electric driver's seat adjustment with lumbar configurability, but no version of this SUV comes with heated or ventilated seats, which is a shame. The front passenger gets manually adjustable seating. In the second row there is easily enough space for a 182cm/6'0' adult to sit behind a similarl -sized grown-up, partly because the second-row has a sliding function with a 60:40 split. That makes it more amenable than some other rugged SUVs that don't have sliding seats, like the Isuzu MU-X. There is also a heap of headroom, and three adults across the second row should be doable. If you need to put kiddos in the back, though, they'll have to sit in the second row. It has ISOFIX anchors in the window seats and three top-tethers, but the third row has no child seat fitment options, which is a shame. If you need that, have a look at a three-row Mazda SUV, a Kia Sorento or a Hyundai Santa Fe. But it has a few great features that will make those in the second-row happy, including a powerpoint with international plug adapter, USB ports, ambient lighting and a climate control system with fan speed and temperature adjustment, and there are overhead vents for rear riders in both back rows. Accessing the back row seats is reasonably easy, but just be careful – the standard side steps are a bit slippery. The second-row seats can tilt and slide forward to allow access, and the space in the third row is accommodating enough for a fully grown adult to fit with a little bit of knee room (in a very knees-up position), good shoulder room and lots of headroom. There are some storage options in the very back, and a USB-C charger too. And as for boot space, there's a heap on offer. With the third row in place, LDV claims 343 litres of cargo capacity is available – which is easily enough for a heap of school backpacks. Drop those third-row seats down and you'll find a massive 1350L of volume to play with, and you can holster the rear seatbelts out of the way too. The cargo zone has a 12V outlet, lighting, shopping bag hooks, and a jack under the false floor. And below the body of the vehicle is a steel spare wheel. If you're curious about how the LDV D90 compares to its rivals, check out our comparison tool What's under the bonnet? The diesel engine option is no more, so now you can only get this big three-row SUV with a turbo-petrol engine. But there's the choice of rear- or four-wheel drive. The 4WD model (as tested here) is certainly going to be an appealing choice for those who go camping or plan to venture into the land of unsealed driving, and while it has a high-range 4WD mode and an Auto mode to apportion torque where it is needed most, in the default 2WD (rear-wheel drive) mode it is a little too easy to rip up the grass or spin the tyres from a standstill. The official figures are maybe a little ambitious in terms of fuel consumption too. On test, during mainly highway-based testing, I saw a displayed average of 11.1L/100km. But in more urban, traffic-snarl situations, you might see that climb above 14L/100km. There's no hybrid option on offer, and it needs premium juice as well. If you're curious about how the LDV D90 compares to its rivals, check out our comparison tool How does the LDV D90 drive? You might be expecting this to be a bit of a lacklustre thing to drive. But it's not. I was surprised at how easily I settled into the drive experience in the petrol D90, having only ever piloted the diesel in years gone by. And while it's not perfect – it can feel a bit laggy at low speeds, and it needs to be warmed up a bit as I noticed some chugging when it was cold – it is a perky operator, with a heap of pulling power and an eagerness to rev. That might be why fuel use is a little on the high side, because the eight-speed auto will shuffle away pretty unobtrusively, though at times I felt it downshifted unnecessarily when it could have just coasted along in the higher gear it was in. There is a manual mode if you want to take matters into your own hands, but generally – for the sort of stuff I was doing with the car, which is likely similar to what most owners will (driving around town, childcare collection, some commuting and general boring drudgery) – it was decent. What disappointed me, though, was the brake pedal feel, which feels inconsistent under foot. I had a few instances of 'close calls' because of the brake response not being as bitey as I'd hoped. And look, it's not the lightest large SUV at 2267kg, but the body really heaves forward when you slam the anchors. That comes down in part to the softness of the suspension, which is impressive in terms of ride comfort. This SUV easily copes with big and small bumps in the road surface, feeling smooth and cushy across all the usual inconsistencies you might encounter. With 264mm of ground clearance, you can rest assured you'll be able to tackle kerbs and gutters (and off-road ruts and rocks, too!). And the steering is pretty easy going, too. It's not going to feel like you're at an equal joy level if you're used to a Ford Everest, but for drivers who just need to shuffle families around and hit the shops, it should be easy to manage. But there's an issue. This is a huge SUV, and it's not the easiest to see out of. And while there is a standard reversing camera and both front and rear parking sensors, that's really not good enough for a family-focused seven-seater in 2025. It really should have a surround-view system. If you're curious about how the LDV D90 compares to its rivals, check out our comparison tool What do you get? Here's a rundown of each variant in the 2025 LDV D90 lineup, and the standard equipment on offer as you walk up through the grades. 2025 LDV D90 Mode 2WD equipment highlights: 18-inch alloy wheels with highway terrain tyres Full-size steel spare LED headlights with LED DRLs LED tail-lights LED rear fog lights Black door handles Black mirror caps Roof rails Side steps Rain sensing wipers Multi-zone climate control Roof-mounted second- and third-row air vents Paddle shifters Synthetic leather seat trim 8-speaker sound system 12.3-inch digital instrument cluster 12.3-inch touchscreen infotainment system Apple CarPlay and Android Auto 3x front charge ports (1x USB-A, USB-C and 12V/120W each) 3x second-row charge ports (2x USB-A, 1x 220V/150W) 2x third-row charge ports (1x USB-A and 12V/120W each) Integrated dash cam Keyless entry and start The Executive 2WD adds: Sunroof Rear privacy glass Ambient lighting Heated steering wheel Height- and reach-adjustable steering column Auto-dimming rear-view mirror Power tailgate 8-way power-adjustable driver's seat with 4-way lumbar adjustment Dual wireless charging pads The Executive 4WD adds: 4WD with crawl control Differential lock (rear and centre) Off-road terrain modes If you're curious about how the LDV D90 compares to its rivals, check out our comparison tool Is the LDV D90 safe? The existing LDV D90 had a five-star ANCAP rating, but this upgraded model doesn't get that. Based on the current criteria, it would not achieve a five-star rating. But does that matter? Have your say in the comments. The following safety equipment is standard: Autonomous Emergency Braking (AEB) Adaptive cruise control Lane-keep assist Lane departure warning Rear cross-traffic alert Blind sport monitoring Hill Descent Control (HDC) Driver monitoring system Traffic sign recognition Front and rear parking sensors Front door exit warning with cyclist and traffic detection Reversing camera Tyre pressure monitoring The biggest miss on that list is a surround-view camera system, which should be standard in a car like this – but it isn't even available in the top-spec car. Disappointing. What is pretty nifty, though, is the standard fitment of a dash cam system. You can configure the camera to capture rolling footage to an SD card and, if you need to, you can store files to upload them to Dash Cams Australia. There are six airbags, including dual front, front side and full-length curtain airbags that cover third-row occupants. There's no front-centre airbag, though. If you're curious about how the LDV D90 compares to its rivals, check out our comparison tool How much does the LDV D90 cost to run? LDV offers a seven-year, 200,000km warranty for the D90, which is on par with most models in the mainstream large SUV segment. Buyers also get five years of roadside assistance if something goes wrong, which is a nice plus. But there's a potential issue for some – LDV doesn't offer any form of capped price servicing for the D90, and that means it lags behind almost all competitors from a peace-of-mind perspective. However, if you speak with your dealer, they should be able to advise estimates on maintenance costs. The first service is required at six months or 5000km (whichever comes first), and thereafter all subsequent services are due every 12 months or 10,000km. If you're curious about how the LDV D90 compares to its rivals, check out our comparison tool CarExpert's Take on the LDV D90 Family-friendly and functional, the LDV D90 is worth a look if you're okay with petrol power and can't stretch the budget to get into a better diesel-powered, adventure-ready seven-seat SUV like the Everest. It has a few misses when it comes to tech and driving quality, but for the most part this rugged, high-riding three-row wagon still offers a decent amount of appeal. Interested in buying an LDV D90? Let CarExpert find you the best deal here Pros Great value for the space and spec Easier to drive that you'd expect Improved interior and tech Cons
