2026 Ford Ranger/Everest review: MY2026.5 first drive

Even though changes might be minor in some ways, an update to Australia’s most popular car requires our undivided attention. 

Ford has updated the Ranger for 2026, with a nomenclature of 2026.5’ being rolled out around the country. The Ford Everest has been refreshed at the same time, with new trim levels, pricing, technology and powertrains. 

In some ways, the updates are significant. There’s a four-cylinder diesel engine to consider and tweaked value rationale across the range.

The timing is good for Ford on this front, with a wide range of new models being rolled out by the competition. There’s a new Toyota HiLux these days, as well as a Nissan Navara vying for attention don’t forget.

But are these changes for the Ranger and Everest enough to hold pace with the rapidly changing automotive landscape in Australia? We get our first drive of new examples of both of Ford’s four-wheel drives.

This is the most significant change for the Ford four-wheel-drive range. The plug-in hybrid (PHEV) – which was kept at an arm's length from us during this first drive opportunity – continues for the Ranger, along with the wonderful 184kW/600Nm 3.0-litre V6 for both.

As a refresher, the plug-in hybrid Ranger uses a relatively small 11.8kWh battery, and has a single electric motor sandwiched between the 2.3-litre turbo petrol engine and 10-speed automatic transmission.

However, the news here is the dumping of the current four-cylinder diesel powertrains. The bread-and-butter ‘BiTurbo’ option with 150kW and 500Nm is gone, as well as the entry-level six-speed automatic transmission.

The single-turbo 2.0-litre four-cylinder diesel engine lives on, however, and is now the entry-level offering with the 10-speed automatic transmission. Its 125kW and 405Nm are maintained here, and diff gearing has been lowered to suit the lower outputs.

The V6 has been expanded to more trim levels to help here, but there is now a more significant performance gap between the two diesel offerings.

For example, XLS and XLT in the Ford Ranger line-up both get a V6 as standard fitment now, along with the more sophisticated selectable four-wheel-drive system.

An interesting change for this engine, however, is the jump from having a so-called ‘wet belt’ timing arrangement inside the engine, and moving to a more common timing chain arrangement on the front of the motor.

This has been done for serviceability. Instead of a labour-intensive job at every 160,000km, and possible problems that come with oil contamination of the belt, the timing chain has a longer service life and simpler servicing requirements.

But more importantly, this change allows Ford to address the complaints and issues from the public surrounding the reputation of a wet belt. 

This is a significant move from Ford, requiring a major redesign of the existing engine. Components like crankshafts, tensioners and camshaft sprockets were redesigned, which was not a cheap exercise.

And while the Ford 3.0-litre V6 uses a combination of timing belts and chains on the front of the engine, it’s not what you would refer to as a ‘wet belt’ setup. There are belts for the camshafts at the front and fuel pump at the back of the engine, along with an extra chain on the front there for good measure.

Tremor is back in the Ranger line-up, but this time it’s following the lead of the Everest Tremor with a V6 engine. Previously, it was BiTurbo only. This variant gets upgraded Bilstein suspension, all-terrain tyres, 17-inch alloy wheels and some off-road technology.

Lower down the pecking order is a new Wolftrak trim level, which also has the V6 but doesn’t have the same suspension and tyres as the Tremor. Wheels are 17s, though, and there are some nice inclusions like a 360-degree camera, some extra towing technology and vinyl flooring.

The 12.0-inch infotainment screen is now standard fitment across the range, XL gets a 230V power outlet in the second row, and we’ve got some minor changes in some of the materials and finishes in the cabin. However, the overall layout and packaging remains the same.

After XL comes XLS, XLT and Black Edition for the Ranger. This is followed by Tremor, Wildtrak, Sport, Platinum and Raptor, with a choice of V6 and four-cylinder diesel power, along with the Raptor’s V6 diesel as well as the 2.3-litre plug-in hybrid.

The Ranger retains some two-wheel-drive options down the lower end of the scheme, and there are single-cab and extra-cab variants to choose from.

For the 2026 Ford Everest, Trend and Ambiente trim levels have been given the axe. In goes a new trim level called Active, which is available with either four-cylinder or V6 power. 

Whereas all variants of the Everest used to have the fancy e-shifter and clutch-based four-wheel-drive system, we’ve got a more simple setup in the model lineup. Four-cylinder variants have part-time four-wheel drive and a regular mechanical shifter, while V6 holds onto more of the sophisticated stuff.

The Ford Everest is now available in four different trim levels: Active, Sport, Tremor and Platinum. Everest Wildtrak returns as well, but as a limited-edition run. 

Active and Sport are both available with the 2.0-litre turbocharged diesel four-cylinder engine, with the option of stepping up into the 3.0-litre V6.

All are four-wheel drive and with a 10-speed automatic transmission, but the more sophisticated clutch-based four-wheel-drive system is reserved for those with the V6.

Pricing here starts at $58,990 plus on-road costs for the Everest Active, going up to $66,990 for the Active V6. That means going big-block brings an $8000 impost. 

Standard kit here includes 18-inch alloy wheels, LED headlights, room for five (a third row is optional, though), leather accenting on the seats and manual adjustment.

There is also dual-zone climate control, a 12-inch infotainment display, eight speakers, a rear-view camera, tyre pressure monitoring and a wireless charging pad.

Standard equipment slowly increases as we move up the trim ladder, until we get to the high-cost Everest Platinum at $83,490 plus on-road costs. 

Everest Platinum is V6 only, and gets a 12.4-inch digital instrument cluster, upgraded headlights and sound system, and quilted leather accented seat materials in all three rows. 

But if you prefer an extra dose of off-road ability instead of the blingy 21-inch wheels of the Everest Platinum, then the limited-run Wildtrak or extra off-road-focussed Tremor are both available at a price of $79,990 plus on-road costs.

Most of the names in the Ranger line-up carry over with this new model: XL, XLS, XLT, Tremor, Wildtrak and Platinum.

XL stays quite rudimentary overall, with two-wheel and four-wheel-drive variants available. There are also single-cab and extra-cab XL variants available, along with double-cab variants.

Prices here start from $37,130 plus on-road costs for the most basic XL two-wheel-drive single cab-chassis. For a four-wheel-drive double-cab variant with a tub, we are a looking at $51,400 plus on-road costs.

On the inside, this is a simple and straightforward affair with cloth seats, vinyl floors and manual adjustment. Infotainment is now 12.0 inches in size, we have dual-zone climate control and air vents in the second row.

On the outside, there are either 16 or 17-inch wheels (depending on whether it's a 2.0-litre or 3.0-litre under the bonnet). XL also gets a locking rear differential, halogen headlights and daytime running lights, and some LED lighting in the rear.

While the BiTurbo engine has been discontinued, availability of the 3.0-litre V6 has been extended down to XL double-cab and extra-cab variants for those who want it. The 2.0-litre single-turbo extends up to XLT and Black Edition. This means your cheapest V6 diesel Ranger is an XL single cab-chassis 4X4 ute, which goes for $52,100 plus on-road costs.

The cheapest double-cab V6 ute with a tub? That is $57,900 plus on-road costs, the same price as a BYD Shark 6.

If you want to go V6 over the four-cylinder diesel engine, there is a $6500 price increase on the Ranger XL and Black Edition.

Mostly, the way that these co-developed Ford four-wheel drives behave on-road has remained the same. And that’s a very good thing.

Leaning into the Australian-led development of these vehicles, we have a shared platform here that has been adjusted through wheelbase and rear suspension to suit each application.

Both remain benchmark offerings in terms of the ride quality, steering feel, refinement and overall driving experience for a ladder-chassis four-wheel-drive. 

In the case of the Ranger, ride quality is impressive for a ute with a big payload. There’s less shunting over bumps and jiggling on rough surfaces in comparison to the rest of the competitive set. But at the same time, the car is well dialled and controlled from a steering and handling point of view.

For the Ford Everest, it’s a similar story. Large SUVs with a road-focused monocoque chassis will be more compliant and refined, but this Everest is really nipping on the heels of something like a Toyota Kluger or Hyundai Santa Fe for comfort. Considering the fact we have an off-road-capable vehicle here with a 3.5-tonne braked towing capacity, you cannot help but be impressed.

And while the 184kW/600Nm diesel V6 continues to remain a shining star in an otherwise excellent overall driving experience, there are other elements to talk about.

The clutch-based four-wheel-drive system – which accompanies the V6 – is great to have. It provides the option of four driven wheels on any surface, actively apportioning drive to where you need it on slippery surfaces and through corners. It works well, keeping the car feel planted and confident in comparison to part-time four-wheel-drive vehicles.

The 10-speed automatic transmission is another strong point here, as well. This is a transmission that feels more resolved in 2026, making smooth and smart decisions as it rows through the many gears on offer. 

This all changes, though, when you start looking at the 2.0-litre engine. The 10-speed is still there in this case, and it still does a great job. Final drive gearing has been shortened to suit the lower power and torque outputs of the four-cylinder engine, which does a lot to help this feel responsive and keen at lower speeds.

For 125kW and 405Nm – significantly less than what you get in the V6 – this four-cylinder setup seems reasonably sprightly on first impressions.

Its throttle feels sharp as well, but not overly so. Ford has spent time calibrating this powertrain to match the feel of the V6 as closely as possible, which does help the driving experience. In comparison to the 2.2-litre four-cylinder diesel engine (120kW/400Nm) in an Isuzu or Mazda four-wheel-drive, this feels like the better option.

However, this testing was all done unladen and without any major hills in sight. Smashing the pedal from 80–120km/h did show a little bit of latency starting to creep in, as the drop in outputs is harder to hide.

And I would posit that higher ambient temperatures and heavier loads would no doubt increase the performance gulf between the two diesel engine offerings.

Whereas the old BiTurbo engine feels impressively punchy, this single-turbo offering is more adequate than advanced.

Off-road testing in this launch event was limited, and didn’t highlight anything that we didn’t already know about the Everest and Ranger. 

Their capability is mostly very good, especially when you focus more strongly on variants like the Wildtrak and Tremor. Locking differentials are good to have, and the suspension is well dialled to provide some stability off-road.

We weren’t able to fully test the off-road traction-control systems during this first drive, but have experienced some limitations of what Fords can do before. Higher trim levels – that give more off-road calibration options in low-range – are better here. But against others in the relative segments, this is one area that could be improved upon.

Make no mistake, these updates are crucial in fuelling the ongoing success of two of Australia’s most popular four-wheel-drive models.

Ford isn’t shy on espousing the successes of the Ranger and Everest. In the ute race, the Ranger has been the best-selling ute (and best-selling car overall in Australia) for three years on the trot. 

And while the overall volume isn’t the same, the Everest has been selling better than arch-nemesis Toyota with the LandCruiser Prado in recent times. 

There are clouds brewing over the future of these models, in the form of NVES penalties that will eat into the profitability of Ford’s current business model. What the Blue Oval does here to negotiate future headwinds is fascinating.

But for somebody looking to buy a four-wheel drive today, there is still so much to like in the updated Ranger and Everest.

While the plug-in hybrid Ranger has had a significant slash of the asking price recently, stabilising fuel prices has put diesel power back into more solid contention.

And while the V6 is now more widely available and as impressive as ever, the four-cylinder offering brings a touch of value into the mix while offering enough performance for around-town and light-duty requirements. 

There’s still excellent packaging and technology here, along with a driving experience that helps to justify the higher asking price in comparison to the competition.

Ford’s decision to host this first drive at the You Yangs Proving Ground – where development of the Ranger and Everest has been concentrated for so long – wasn’t lost on me. 

And while competition is stiffening up in the ute space, and the loss of the twin-turbocharged diesel engine certainly hurts, there is still a lot to love about these Aussie-engineered off-roaders. 

Sam has been banging on about things with wheels as a job for about fifteen years now, making a start in four-wheel-drive magazines after a botched attempt at tertiary education. A love of four-wheel drives has never left the picture, and he even managed to bag an award for off-road journalism at the 2024 Newspress Awards. Sam's remit now includes anything and everything since joining CarAdvice back in 2018.

Read more about Sam Purcell