If you’ve caught any of the headlines about Australia’s ability to reignite local manufacturing and emerge, phoenix-like, from the ashes to become a powerhouse producer of electric vehicles, there’s a chance you could be a little excited. I know I was.
The news first broke in February when a paper by the Australia Institute argued our unique combination of hefty mineral reserves, a highly skilled workforce and existing manufacturing sites meant Australia is ideally placed to start building EVs.
The idea has been gathering steam ever since and burst back into the national psyche recently when Federal Energy Minister Chris Bowen said this at a global clean energy forum in Pittsburgh: “We can make electric vehicles in Australia. Not only do I think that, so do the electric vehicle manufacturers.”
On that second point, it seems Bowen is right. A few weeks earlier the chair of Tesla’s board, Aussie Robyn Denholm, told the National Press Club that Tesla sees many advantages in making cars in Australia. That drew public support from Infrastructure minister Catherine King and Queensland Premier Annastacia Palaszczuk and then, shortly after, the Federal Government released a national EV strategy consolation paper that listed a return to local manufacturing as one of its five key goals.
It’s evocative stuff and with the five year anniversary of Holden’s production closure having just passed, it’s hard not to get swept up in the emotion of it all. Who wouldn’t want to see thousands of Aussies back in jobs? And if given the choice of buying a Tesla made in China or Australia I know which way I’d jump. There’s also hope making EVs locally would help drive down prices, boost our EV uptake and minimise our dependence on global supply chains.
But could it actually happen? Or is it just a well-intentioned pipe dream? Or worse, empty promises wielded for political gain? Let’s look at the hurdles with a level head.
Firstly, none of this is possible without significant government support. The author of the Australia Institute report, Dr Mark Dean, told the ABC “For the amount of money we’d need to spend for the industry to kick off by itself, it’s really just peanuts I think… $5-10 billion dollars to restart auto manufacturing in Australia seems like a small ask…”
Even accounting for the potential return on investment rebooting manufacturing could bring, I’d politely suggest that sounds like a huge ask.
Then there’s the issue of industry policy. Dr Dean argued strong political leadership is required to develop “an overarching, coordinating and strategic industry policy’ if local manufacturing is to return. Given how long it’s taken to achieve something resembling a national strategy on electric vehicles, colour me a touch sceptical on that one. Even Dr Dean admitted Australia is “lacking the political will” to leverage its EV building potential.
The idea of simply firing up Holden and Ford’s closed factories also has some holes in it. Aside from the fact they’ve been dismantled and decommissioned, the task of retooling a plant that made internal-combustion cars into one that builds modern electric vehicles would be astronomical.
Paying thousands of Aussies to staff those factories is another issue. Australia has one of the highest minimum wages in the world and according to analysis by Ford the cost of building a car in Australia is nearly four times higher than in Asia and twice as expensive as Europe. Robyn Denholm counters this point by saying Tesla makes cars in California, where it’s also expensive, but that’s a bit like saying one case of COVID-19 is better than another. They’re both bad.
And how many cars would an Aussie factory need to produce to be globally competitive and make an export business viable? Hundreds of thousands, surely, if not more.
Can these hurdles be overcome? With the right gumption and funding anything is possible, but it’s hard to shake the sense that a return to the halcyon days of Aussie manufacturing is anything but a moonshot. There are too many moving parts, too many question marks and too much complexity for everything to align.
But maybe building cars from the ground up isn’t the answer. Narrowing the focus to build components or concentrating on manufacturing and exporting batteries seems a more achievable goal. Reemerging as an EV producing superpower, though? I give that one Buckley’s.
A cavalcade of Nissan Group A touring cars, star drivers and former team members gathered at Shannon’s to celebrate with Fred and Christine Gibson, the 30th anniversary of Gibson Motorsport – one of Australia’s most successful teams.
(Ed’s note: the true anniversary was 1990, however the celebrations were delayed by COVID-19.)
Gibson’s big break a s a driver came in 1967 after Frank Matich suggested to Harry Firth that Gibson co-drive the works GT Falcon with Firth at Bathurst. They won, giving the Falcon and a V8 their first Bathurst wins and Gibson remained a Ford factory driver until then end of 1973 when the company pulled out of the sport.
In 1981 Gibson joined the newly formed Nissan touring car team run by his old Ford manager, Howard Marsden.
Gibson and rally ace turned circuit racer George Fury drove turbocharged Nissan Bluebirds and it was Gibson giving the marque its first win at Amaroo Park in 1983, before retiring from driving later that year.
In 1985 Gibson took over at the helm of Nissan’s motorsport operation, going on to establish Gibson Motorsport and oversee unrivalled success in the international Group A era.
The first car under Gibson was the Skyline DR30 followed by the and Skyline GTS-R HR31 and then the all-conquering R32 GT-R that the team is best remembered for and the car that ended the domination of the Ford Sierra.
Team Manager at Gibson Motorsport was Alan Heaphy who had this to say about Fred and the team, “In terms of performance Fred was prepared to throw at it whatever he could get to achieve that financially and time. By far he was the leading person as far as the level of competitiveness. But the level of standard went as far as presenting a race team that reflects back into the people as well.”
Gibson also gave two future stars their big break, Glenn Seton in 1986 and Mark Skaife a year later.
Triple Bathurst winner Jim Richards joined in 1989 and won the 1990 and ’91 ATCC titles under the Nissan Motorsport banner. In ’92 Skaife claimed his first of five touring car crowns, giving Nissan a championship hat trick.
Richards and Skaife also won back-to-back Bathurst 1000s in 1991 and ‘92 driving the GT-R and at the last race for Group A cars at the Adelaide AGP 1992, Richards gave Godzilla – as the GT-R was dubbed, the best send-off winning both races.
Reflecting on the GT-R Richards said, “You had guys who could do every job you needed to do. Fred and the boys reengineered the GT-R to become ‘Australianised’ you might say. So it was a lot stronger and probably a quicker car than what the Japanese had.”
Also remembering his Nissan days with fondness was Mark Skaife, “The famous nature of what those cars mean to Australian motorsport, but especially to our group, is extraordinary. And for Fred in particular, the cars are a very special part of the history of this sport, especially Nissan’s involvement in the game.”
Leon Daphne the boss at Nissan at the time, had this to say at the reunion, “So the fact that the GTRs were run so professionally by Fred through the Touring Car rounds all around Australia and then the big Bathurst wins were really a lift of the company overall.”
But it wasn’t just on the track where Nissan enjoyed a fruitful relationship with Gibson. The two series of road-going limited edition Nissan Skyline GTS were developed in conjunction with Gibson, with drivers Richards and Skaife playing a hands-on role in their creations and specification.
Moving into the V8 era Gibson Motorsport success continued with a pair of Winfield-backed Holden Commodores driven by Jim Richards and Mark Skaife until the cessation of sponsorship by tobacco companies.
It was all change in 1997 with Skafie joining Peter Brock at Holden Racing Team and Garry Dumbrell contracting Gibson Motorsport to run a pair of Commodores in the 1997 endurance races. The following year Gibson Motorsport ran three cars, with one under the Holden Young Lions banner.
In 1999 Gibson Motorsport built a pair of Commodores for Steven Richards (Jim’s son) and Greg Murphy with the team winning Bathurst.
Shortly after Gibson sold the team to Dumbrell but returned with a much hyped Ford team in 2000 and Craig Lowndes as its lead driver. Sadly, that venture didn’t go well.
Gibson left the sport with a remarkable record as a driver and team owner and in 2004 was inducted into the V8 Supercars Hall of Fame.
Gibson and his team achieved four Australian Touring Car Championships, three Bathurst 1000 wins, three Australian Driver Championships, three Sandown 500 wins, one AMSCAR touring car title, five AGP touring car race wins and several other race wins, making it the most successful team of its time.
Joining in the anniversary celebrations were a bevy of star drivers that piloted Gibson cars over the years including Jim Richards, Mark Skaife, Craig Lowndes, Colin Bond, Steven Richards, Garry Scott and Neil Crompton, along with 150 former team members.
Other guests were Paul Beranger Nissan Special Vehicle boss and Rob Corbett, who was responsible for the team look, image and marketing.
To mark the occasion a recreation photo of the 1991 team poster with the drivers, cars and crew was taken and on show was a mouth-watering collection of Nissan race cars under the one roof for the first and probably last time.
Old friendships were renewed and the words, ‘remember when’ were heard many times as memories were reignited time spent at Gibson Motorsport.
Happy anniversary.
Rolling back the years
Fred Gibson interview – 30 Year Reunion Gibson Motorsport
After dominating the Group A era with a variety of Nissans under Fred Gibson’s, the introduction of the V8 only touring car category in 1993 saw Nissan bow out and birth of Gibson Motorsport.
A 30-year reunion was held at Shannons recently with drivers and team members attending as well as a line-up of Nissan race including Bluebird – the last car Gibson raced, the EXA turbo – raced by his wife Christine, the DR30 and HT31 Skylines and of course the all-conquering GT-R.
We caught up with Fred days a few after the reunion for a chat.
Unique Cars (UC) – “Being an ex-Ford factory driver when touring cars went to V8s only the expectation was you’d run Falcons, but you ended up with Commodores instead. How did that happen?”
Fred Gibson (FG) – “It was very simple really; we were offered a better deal by John Lindell at Holden despite them already having a factory team.
“We did things differently to the Holden Racing Team and they were a much a bigger concern than and we were very new to V8s. It was a massive challenge to our team and it was a case of trying to beat them as well. Once we got up to speed, we did that a fair bit.”
There’s no doubt the Gibson-led Nissan, and then Gibson Motorsport teams were the benchmark introducing a level of professionalism on and off the track rivalling the top Formula One teams of the day.
Gibson, “I think it was just a case of being professional and that was the way I always did things, and it was also giving our sponsors good value, which was the important thing. I used to say, especially in the DR30 days, if we’re not gonna go well at least look good!”
(UC) “What are your fondest memories of Gibson Motorsport?”
(FG) “I suppose being competitive with every car we had because I hated being beaten.
“We were always up for a challenge. In the Nissan days when we were running the DR 30 Skyline we shouldn’t have been winning races, but we did because we built a better car and we had bloody good drivers.
“Back then if we could beat the BMWs, I would be happy because those M3s were quick and Richo behind the wheel of a BMW M3 should have wasted us, but he didn’t and the thing is we were very competitive with it.”
(UC) “So after seeing the back of the Nissan’s is that why Jim Richards joined in 1989?”
(FG) “I said to Christine we need a topflight driver in that car in the team now, so I said to her you write down a number of drivers and I’ll do the same and we’ll compare lists.
“We both came up with Jim Richards, but Christine didn’t think we’d get Jimmy as he was driving for Frank in the BMW. I said to her, ‘you watch I’ll get Richo.”
“I bumped into him at the back of the pits at Bathurst in 1988 and I said to him what are you doing next year?” I said this because I think BMW are pulling out.
“He said to me, “I don’t really know, so I said, “Well I’d like you to drive for us if you are interested.
“Richo being Richo, the first thing her said was, ‘how much you going to pay me’, so I gave him a figure he said that sounds good.”
So it was pretty much a done deal on the spot.
As Jim and Fred shook hands Richards said, “Freddo it’s a pleasure to be offered to drive, but I would’ve done it for half that much money.” (laughs).
Surprisingly Gibson sees his time with the Commodores as a highlight for the team.
(FG) “I suppose it was the Commodores because we had the same toy as all of the Holden competitors.
“The challenge for us was to beat the best Commodores, including the factory squad, which we did quite a few times and we also got knocked off a few times.
“To me that was more pleasing than the Nissans because everyone expected us to win, especially when we had the GT-R.”
“We were very competitive pricks and totally focused on being there to win. While we were super competitive everyone had a smile because everybody enjoyed their job there was there was nobody in that team that didn’t enjoy their job.
“And there was competition among the crew, especially at pitstops where each wheel guy would try and beat the others. But it was a positive motivation. We were a very close-knit team, and I didn’t allow any mixing of teams, there was no going off to have a beer with another team or anything like that. We all flew together, ate together, raced together that’s how it was. Everyone gave 100 percent to that team.”
(UC) “I heard that Richo wasn’t a big fan of testing?”
(FG) “Exactly right Higgo, he used to say, “Just give me the car and I’ll drive it.” Mark (Skaife) did most of the testing and Richo used to call Skaifey the guinea pig. He’d say, “You go out and try it first guinea pig and see what you think of it, and if you go off somewhere I know I don’t want that and if it works then I’ll give it a try.”
(CUC) “Wasn’t there a penalty system between the drivers and the crew if a car got damaged?”
(FG) “The drivers had a payment deal with the mechanics of a slab or two or three, depending on the extent of the damage and the extra hours the mechanics would have to work repairing it.
When Skaifey rolled the GT-R at the Grand Prix meeting in Adelaide, Jimmy got on the radio announcing the crash and when I asked him how bad the car was his reply was, ‘A small bottle shop will cover it,” (laughs).
“But I do have to thank Kingsley Edgar and Phil Grant for putting on such a great event which I didn’t want in the first place, but I’m very proud and pleased that it happened. It was just wonderful to catch up with so many friends and enjoy so many great memories.”
Originally published at our sister site, Unique Cars
If, like many Australians, you’ve been spending more time at home and less time on the road in recent years, your car may be spending a lot more time sitting idle.
If that’s the case, it might make an unpleasant sound when you eventually put it to work again, particularly if you’re parking your car outside.
While there are many odd sounds your car can potentially make after a prolonged period without use, the noise we are referring to is a scraping metal sound coming from behind the wheels immediately after pulling away.
You might notice the noise only happens when you’re moving, gets worse with speed, potentially causes the steering wheel to wobble or vibrate slightly, and gets better after a few hundred metres or more.
If this is something you’ve experienced, then you most likely have corroded brake discs… but don’t worry, it sounds a lot worse than it actually is.
What causes brake disc corrosion?
Each time you press the brake pedal in your car, a set of pads are pressed against the smooth metal surface of the brake discs (also called rotors).
This generates friction and turns the kinetic energy of the vehicle’s movement into heat energy, reducing the speed of the car.
Virtually every passenger car on the road today is fitted with brake discs made from a ferrous metal such as iron or steel.
This means they can rust, but the frequent heating and cleaning effect of the pads contacting the surface prevents the build-up of oxidised metal – otherwise known as rust.
When you leave your car idle for a prolonged period – particularly in damp conditions – the corrosion has a chance to build up, and it’s this encrusted rust that makes the unpleasant sound as soon as the wheels start to turn for the first time.
How to fix brake rotor corrosion
The good news is that removing light brake corrosion is as simple as pressing the brake pedal a few times.
If you suspect your car has rusty brake discs after an extended time of immobility, drive at a normal speed on a clear road and lightly apply the brakes a few times, leaving a few seconds in between each application.
As the pads contact the rotating disc, they will cut through the relatively soft layer of corrosion, exposing and cleaning the metal underneath. Think of your brake pads as dish scourers on a dirty plate, and you get the idea.
You don’t need to hit the brakes hard – you’re only sweeping the top of the rotor surface, and you don’t want to startle other road users with heavy brake applications.
As a final diagnosis, you may notice a fine reddish powder on your wheels (not normal black brake dust), which is the removed coating of rust. This will wash off easily.
How to prevent brake disc corrosion
While it’s relatively simple to prevent any other ferrous metal car component from rusting, brake discs present their own unique challenges.
Spraying or coating with a rustproof or water dispersing material (as you might find with painted panels and lubricated engine parts) is unsuitable – and indeed dangerous! – as this would prevent the friction that’s necessary to slow the vehicle.
And using a non-ferrous material for the rotors is not as straightforward as it may seem, as there are few substances that offer the same durability, hardness and heat resistance of steel and iron without breaking the bank.
Thankfully, there are a number of ways to stop the build-up of oxide on your car’s brake discs and easily the simplest is regular use.
Go for a drive
Even if it’s a run to the end of the street with a couple of brake applications in the process, the heat generated will be sufficient to dry the friction surfaces and prevent rusting.
| IMPORTANT: If you still notice noise coming from your brakes after a few kilometres of brake applications, book it in for a service to have it investigated. If the discs have extensively corroded, brake application will not cure the problem and they will need to be replaced. Read: How often should I service my car? |
Alternatively, the sound might be warning of a completely different problem such as a cracked disc or unrelated to the brakes including wheel bearing problems. If in doubt, get a trusted professional to inspect your car.
Deluxe accommodation
Less practical for most drivers but arguably more effective, is garaging or storing your car in a controlled atmosphere. Some modern storage facilities use sealed parking areas for vehicles and constantly dehumidify the circulated air.
This prevents moisture from starting the corrosion process on the brakes. A sophisticated but complex solution which is normally only applicable for very valuable and rare vehicles.
Exotic materials
Finally, producing brake discs from materials that don’t rust is another elegant solution – but it’s one that comes with a price. Coated discs, corrosion-resistant steel alloys and carbon-ceramic brakes all offer solutions that will resist rusting as well as significant performance advantages.
In all cases, these exotic materials are many times the price of steel and cast iron.
Additives
There are a number of products available that can be applied to clean brake discs if you know your car won’t be driven for a while.
The special products are sprayed onto the exposed metal and prevent the moisture and air attacking the surface with a protective film.
However, when the car is driven again, the brake pads will remove the coating as they would any rust, which means the product needs to be applied each time the car is left.
Handy advice
If you know that your car won’t be used for a few weeks in advance and you have access to secure parking, it’s a good idea to avoid using the parking brake.
Like the main vehicle brakes, the handbrake components can become, quite literally, rusted on and you won’t be able to move your car.
To prevent this happening to vehicles without more modern electric park brakes (which engage automatically when the vehicle is switched off), don’t apply the park brake, leave the vehicle in gear and chock a wheel to prevent it from moving. If you’re parked on an incline, turn the steering wheel towards the gutter for additional peace of mind.
What about…
In 2019, a terrible set of circumstances led to the death of a 15-year-old pedestrian when a South Australian driver lost control of their supercar and mounted the footpath. Horrible road traffic accidents are, unfortunately, not uncommon in Australia, but what made this case somewhat unusual was that the driver was not under the influence of alcohol or drugs, nor were they breaking the speed limit.
Instead, an investigation found that the vehicle’s stability systems had been switched off which, in combination with the driver’s inability to control the car, ended in disaster.
Controversially, the courts found the driver guilty not of causing death by dangerous driving, which would have been the likely outcome if drugs, alcohol or excessive speed had been a factor, but of the less serious offence of driving without due care.
Regardless of the court’s decision, something has clearly gone terribly wrong, but if the two most common reasons for death on our roads weren’t to blame in this particular event, then what was?
… if a higher-tier licence is applied to drivers of high-performance vehicles only, it will change almost nothing
The South Australian Government thinks it knows and, in response to the court case, announced it would be reviewing the licensing requirements for drivers of high-powered vehicles, as well as considering a ban on vehicles that allow the driver to deactivate electronic stability systems.
Here’s where I weigh in – I agree.
A stricter Australian licensing policy is exactly what we need, but if a higher-tier licence is applied to drivers of high-performance vehicles only, it will change almost nothing. You need only a short time on our roads to encounter numerous incompetent drivers who can barely make it to the shops without causing an incident in a Camry, let alone a Chiron.
If you want proof then you need only look at the circumstances surrounding a more recent and even more horrifying incident. In New South Wales, an 18-year-old man is alleged to have lost control of his car – resulting in the death of not one, but five teenaged occupants.
The awful details will no doubt emerge in time but many significant factors are already known. Despite passing his driving test just seven months before, the driver had already been disqualified from driving for speeding offences on two separate occasions.
Secondly, he was not at the wheel of a mid-engined Italian monster, but a 150kW dual-cab ute. His actions prove that the type of car is rarely the pivotal factor in tragedy and that even the strictest penalties will, in some cases, completely fail to prevent the very worst road toll.
I would argue that a fatal crash involving this young man was chillingly inevitable. Could either of the grim events have been avoided? Other than horrifying loss, there is only one common thread that links these two nightmare scenarios.
It’s about now you’re probably expecting me to claim that if every driver was trained to hold a massive power slide like Walter Röhrl then no one would ever crash, but I’m not about to do that. Teaching drivers how to maintain control of their vehicle is something we can certainly do better in this country, and other nations including Scandinavia irrefutably demonstrate that better car control increases road safety.
More importantly though, we need to be training drivers of all cars – regardless of vehicle type and performance – to simply make better decisions behind the wheel. I’m certain if we did, there would be at least six young Australians still alive today.
The way we train, test and licence Australian drivers is badly out of date and needs to be reviewed, but if the current training and testing for new drivers is deemed to be inadequate for high-performance cars, then it may not be not suitable for any.
UPDATE, November 16: Ford Everest vs Toyota Prado
We’ve put the new-generation Ford Everest up against its most popular and obvious rival, the Toyota Prado. Get the full story at the link below.
Story continues: Ford Everest Ambiente 4WD review
In its first generation, the Ford Everest made quite a stir and why wouldn’t it? The large SUV was essentially a wagon version of the hugely popular Ford Ranger ute but with added big-family appeal thanks to its impressive interior space and comfort-oriented chassis.
And now the second generation has arrived. Like the first Everest, the 2023 model shares much of the Ranger’s underpinnings and therefore many of the features that have earned it widespread acclaim.
But while much of the celebration and ceremony has been bestowed on the introduction of a new V6 diesel at the pointy end of the range, a returning bi-turbo four-cylinder version is garnering less of the limelight.
Like the previous four-cylinder Everest, the new version offers a powerful and efficient diesel engine bolted to a sophisticated automatic transmission, a long list of practical features and, in the Ambiente version tested here, all at the most affordable price of the 2023 model line-up.
JUMP AHEAD
- How much is it, and what do you get?
- How do rivals compare on value?
- Interior comfort, space and storage
- What is it like to drive?
- How is it on fuel?
- How safe is it?
- Warranty and running costs
- VERDICT
- Specifications
How much is it, and what do you get?
The basics
| Body | 5-door, 7-seat SUV |
|---|---|
| Drive | All-wheel drive |
| Engine | 2.0-litre 4cyl diesel, DOHC, twin-turbo |
| Power & Torque | 154kW / 500Nm |
| Transmission | 10-speed automatic |
| Fuel consumption | 7.2L/100km (claimed) |
| 11.3 – 13.8L/100km (tested) | |
| Boot min / max | 259 / 898 / 1823L |
| Price | $65,290 |
V6 versions of the new Everest are represented by the high-end Sport and Platinum, commanding prices from about $69,000 to $76,880 before on-road costs. However, the four-cylinder diesel is available in two more affordable variants and with a choice of four and two-wheel drive.
While the mid-pack Trend starts from $60,290, the entry Ambiente costs $52,990 (both before on-road costs) – although our version had a couple of options thrown at it.
Four-wheel drive adds another $5000 to the asking price and, while all other variants are seven-seat as standard, turning the Ambiente into the more accommodating bus costs an extra $950. The $1700 factory-fitted ‘tow pack’ completes the list of options on this particular vehicle for a final as-tested price of $60,640 before on-road costs.
Beyond that brace of additions, everything else is included in the asking price for the Everest Ambiente. That includes its all-LED lighting inside and out, side steps and a central portrait-oriented touchscreen measuring 10.1 inches that is complemented by a second 8.0-inch screen for the driver’s instruments.
Neither screens feel lost in the Everest’s big dashboard, even though larger versions of the main display are offered in higher-grade variants.
Speaking of larger items, the standard 17-inch alloy wheels wearing all-season rubber can be upgraded to 18-inch with or without all-terrain tyres for up to $1100. Wireless charging is also offered for devices in the front row as standard, as is navigation, wireless Android Auto and Apple CarPlay, push-button engine start and keyless entry.
Leather upholstery is not offered until higher-end Everests but the entry version has an attractive and comfortable fabric covering for the seats, while a combination of pleasant materials and patterns cover all other interior surfaces and touchpoints.
Overall, the impression that the Ambiente specification gives is not of an entry-level variant but something more typical of a mid-range offering.
How do rivals compare on value?
The Everest exists in a fiercely competitive market where price and value are king, but its impressive level of standard equipment combined with diesel/auto/4×4 powertrain stacks up convincingly against its rivals.
There is a modicum of other large SUVs that’ll offer space for seven occupants and diesel power coupled to all-wheel drive, but the list of proper 4×4-based options with respectable off-road credentials is far more limited.
Arch rivals in the ute-based large SUV segment include the HiLux-related Toyota Fortuner with the cheapest version costing $49,715 although the most expensive Crusade compares more closely to the Everest on spec for $63,000.
Isuzu’s MU-X is the wagonised version of the D-Max priced from $47,900, although the 4×4 costs $53,900, while the mid-range LS-U costs $59,900.
Mitsubishi’s Pajero Sport offers a third alternative from $48,940 for the 4×4 GLX, although the $59,190 Exceed is a more fair comparison.
All these prices are before on-road costs.
While the Ford appears to align closely with these three examples, its four-cylinder diesel is class-leading with a 500Nm torque output that is matched only by the Fortuner, while none other can offer a 10-speed automatic transmission.
Interior comfort, space and storage
Measuring 4914mm in length, 1842mm tall and 1923mm wide, the new Everest is a big SUV – but most of its space inside has been used wisely.
Up front, there are a variety of well-thought-out cubbies and storage nooks including a useful shelf immediately in front of the passenger, a big central phone charging bay and a storage bin under the armrest.
A conventional glovebox offers a standard amount of storage but, as a nice touch, a second compartment above boosts cubby options to hide things inside the blocky dashboard.
The new Everest is a big SUV, but most of its space inside has been used wisely.
Front passengers have a clear view of the surroundings with ample room for legs, shoulders and heads, although there’s no electric seat position adjustment for either. Up to three second-row occupants are similarly accommodated with more generous space and their own ventilation fan controller, map lights and a 12-volt power supply.
The bench seat is slide-adjustable with a reclining backrest too, offering much-improved comfort compared with the dual-cab Ranger on which the Everest is based.
It’s not quite so good in the third row despite more roof-mounted vents and the provision of cup holders, with the overall space and high floor height limiting comfort in the two rearmost seats to the very smallest adults – or more sensibly their offspring.
With the third row in place, the 2023 Ford Everest’s boot can swallow just 259 litres of cargo, which grows to a more impressive 898L with the third-row seats folded away.
This certainly liberates more volume but as the seatbacks do not form a perfectly flat boot floor, the full lugging potential is compromised. A 12-volt power socket is provided for plugging in a camping fridge for example.
If even more space is required, the second row can be stowed as well for the full 1823-litre cargo space, but the folded second row continues the upwardly sloping boot floor from the stowed third row.
What is it like to drive?
The previous-generation Everest was widely praised for its driving manners both on the road as well as away from the beaten trail, and the 2023 model certainly continues that tradition.
Some ladder-chassis-based large SUVs can suffer a jarring ride with a suspension setup that feels more agricultural and while the Everest still has a little of the typical judder coming through to the cabin, for the most part it provides a smooth ride on a variety of sealed surfaces.
While tyre and wind noise is relatively low, a noticeable amount of noise permeates the cabin through the windows, particularly when passing other traffic at freeway speeds. It’s a shame because reducing roar from tyres and door mirrors is normally the harder battle to win.
There’s also a fair bit of clatter from the 2.0-litre diesel engine up front. When revved, a drone fills the interior and under hard acceleration, the classic diesel knock and rattle is more intrusive than many rivals.
A lack of engine refinement is paradoxically contrasted by particularly good performance, however, and the four-cylinder unit behaves far better than it sounds.
Thanks to a brace of different-sized turbos, the Everest manages to generate its full 500Nm torque figure at just 1750rpm. And, unlike some cheap Chinese alternatives, the wave of torque is long-lasting with a gradual curve – not a cliff dive.
When paired with the excellent 10-speed automatic transmission, the Everest’s performance delivery is beautifully consistent and useable.
Reprogramming of the transmission has banished the unit’s annoying behaviour in the previous-gen Ranger and Everest, which anxiously hunted around the ratios and rarely settled into a cruise.
The e-Shifter gear selector is the only disappointment of the accomplished transmission. It looks as if it’ll move like a conventional lever but actually rocks around a short pivot point and is annoyingly easy to miss the desired drive position.
For a big workhorse, however, the Everest has a surprisingly sweet steering set-up with more feel and responsiveness than expected, paired with an ergonomically well-designed steering wheel. Even its plastic construction feels surprisingly premium.
How is it on fuel?
While the high-spec V6 Everest variants pay the price for performance with thirstier fuel consumption, the more frugal four-pot manages to go further on each drop, with an official claimed combined figure of 7.2 litres per 100km says Ford, versus 8.5L/100km for the V6.
However, the real-world figure was quite different in practice.
During a long cruise out of Melbourne using mostly freeways, the Everest Ambiente used an indicated 11.3L/100km, while a more suburban drive increased fuel use to 13.8L/100km.
It goes without saying that a load of passengers, possessions or a trailer in tow would increase fuel consumption further still.
How safe is it?
The Australasian New Car Assessment Program (ANCAP) has rated the 2023 Everest with a full five-star safety score, thanks to a suite of standard safety equipment.
In testing, ANCAP found the Everest’s child occupant protection to be particularly good, while adult occupant protection and safety assistance were identified as good.
The result was thanks, in part, to the inclusion of auto emergency braking, nine airbags, blind-spot monitoring that has been calibrated to work while towing, rear cross-traffic alert and reverse braking assistance.
In testing, we found the adaptive cruise control and lane-keep assist to be not only very effective but also one of the least intrusive and nagging of the driver on the market.
Other standard safety features include an integrated trailer brake system as part of the Tow Pack with the switchgear already neatly installed into the dashboard, an electric park brake and pre-collision assistance with automatic evasive steering.
It’s uncommon to find many safety features relegated to the options list in the large SUV segment but the Everest is nonetheless respectably equipped for a more affordable brand and variant.
Warranty and running costs
Ford’s Express New Vehicle Warranty covers all its vehicles, including the Everest range, with unlimited kilometres for five years.
The most a scheduled service will cost an Everest Ambiente 4WD customer at any Ford dealer is $335 each for the first four visits, or up to 60,000km – whichever occurs first. Service intervals are timed at 12 months or 15,000km.
VERDICT
Ford has wheeled out a version of its popular Everest that is significantly improved, if a little thirstier than expected, without dramatically impacting the bottom line.
Unlike some other mainstream brands including Mazda and Honda, Ford is not attempting to make massive inroads to more premium territory too fast. That’s not to say that the quality of its interiors, technological levels and general standard of design and construction aren’t improving steadily, because models like the new Everest demonstrate they certainly are.
However, too many big jumps in that direction quickly becomes apparent in the asking price of any brand’s models attempting to make the transition and yet, Ford has managed to wheel out a version of its popular Everest that is significantly improved, if a little thirstier than expected, without dramatically impacting the bottom line.
With a sharp interior highlighted by even sharper digital displays, segment-defying ride quality and dynamics, and a powertrain that’s more sophisticated and capable than almost everything in its class, the entry level Everest does a very good impression of something mid-to-top-end without the price to match.
In a world where many manufacturers are paying the price for prestigious reinvention, Ford continues to be an authority in getting a lot done with a little.
2023 Ford Everest Ambiente 4WD specifications
| Model | Ford Everest Ambiente 4×4 |
|---|---|
| Body | 5-door, 7-seat SUV |
| Boot min / max | 259 / 898 / 1823L |
| Drive | All-wheel drive |
| Engine | 1996cc 4cyl, dohc, 16v, bi-turbo diesel |
| Max power | 154kW @ 3750rpm |
| Max torque | 500Nm @ 1750-2000rpm |
| Transmission | 10-speed automatic |
| Fuel consumption | 7.2L/100km (claimed) |
| 11.3 – 13.8L/100km (tested) | |
| Weight | 2367kg |
| L/W/H/W-B | 4914/1923/1841/2900mm |
| 0-100km/h | 9.5 sec (estimated) |
| Price | from $57,990 + on-road costs |
| On sale | now |
The Unique Cars team look back at the popular VN to VP Commodore and Calais line
Developed under the black cloud of the 1970s fuel crises, the first-generation Commodore (1978 VB to 1986 VL) was smaller than Holden’s Kingswood. By the early 1980s Holden’s sales suffered against its main competitor, Ford’s Falcon, especially with company/fleet sales. Holden realised its fleet/family Commodore needed to be bigger – as big as Falcon – to survive the 1990s.
The company’s confidence in its 1988 VN Commodore/Calais was evident in its straight-to-the-point, superlative-free advertising: “The Big New Holdens”.
Thankfully to develop the VN, Holden had the international General Motors parts bin to raid. Australia is a small market so parts-sharing was, for decades, a sensible low-cost way for the ‘big three’ (Holden, Ford and Chrysler and later, also Mitsubishi, Nissan and Toyota) to develop unique models for Australia.
Holden looked to its German sister company Opel for the late-1980s Omega aero-era flush-fit door and glass hardware and spliced the doors to a wider body. Under it, the basics of the Aussie-tough VB-VL suspension was retained – with a few tweaks – and the wheelbase lengthened and rear axle/track widened.
The engine bay carried a new 3.8-litre V6: With 125kW, it was Holden’s most powerful family-car six.
The result was a uniquely Australian car; an Aussie-tough, aerodynamic and big new Commodore that by 1988, put Holden back into a fair fight with its foe, Ford’s Falcon, for the hearts and minds – and money – of Australian car buyers.
| 2021 Market Review: HSV Clubsport/Maloo VN-VE
Models and equipment
As with earlier series, the VN was available as a sedan and wagon. For Australia, the models were Executive, a sort-of sporty S (a new model for VN), mid-spec Berlina and the sedan-only luxury Calais. Pre-launch Holden paperwork also mentions a fleet-spec SL… but were any ever made?
The wagon had a longer wheelbase than the sedan (already longer than its VB-VL predecessor) so the load area is ginormous. That longer wagon platform also paved the way for Holden to re-introduce a ute and long-wheelbase luxury Statesman and Caprice models to match its model range of the 1970s.
At its launch in mid-1988, the new-to-Holden 3.8-litre V6 was the only available engine. Adapted from GM USA’s Buick/Oldsmobile/Cadillac design, the new balance-shaft equipped 125kW mill matched the power of the premium dual-exhaust version of Holden’s 5.0-litre V8 in the VB Commodore a decade before. For us Aussies, it was teamed with either five-speed manual or four-speed auto.
In mid-1989, to unbridled joy and rapturous applause from Aussie car nuts, Holden’s V8 re-joined the range. The impressively smooth, torquey and drivable V8 is sometimes associated with just the SS Commodore but thankfully the new engine was available with manual or auto across the Commodore range (except the V6-only S).
It produced 165kW/380Nm and as a family engine option, delivered performance very close to the 1980s SS Commodore Group A motorsport specials. In its April 1989 issue, Wheels magazine described Holden’s new EFI 5.0-litre V8 Commodore/Calais as “the fastest family four-door on the planet.”
| 2021 Market Review: Holden Commodore/Calais VN-VZ
Although not badged, there was a VN ‘series 2’ type update in early 1990 with minor revision to badges and bling, interior trim and the V6 engine (a running change from October ’89). The Calais also scored electronic/digital climate control from this time, too.
In export markets such as New Zealand and Singapore, the VN was available with a 2.0-litre four-cylinder engine (Australian-made and shared with Camira). There were some different models, too, such as GTS and changes to the Executive and Berlina specs.
| Read next: Holden VP Commodore, VQ Statesman + Caprice history
Living with a big new Commodore
Due to early reliability and quality issues, the VN Commodore is remembered by some with fear as much as fondness, despite it winning Wheels Car of the Year for 1988. There were early glitches with almost every system in the car, from paint to the all-new electrical hardware but thankfully, 30-plus years of fixes (and natural attrition) means remaining VNs aren’t too scary.
Unlike many older Aussie classics (even carby Commodores from just five years earlier) a VN’s standard electronic fuel injection and unleaded petrol diet, four-wheel discs and power steering means it’s an easy car to drive and live with.
| Read next: Holden Commodore VN-VS history
Unfortunately, the bigger body and the new-tech dashboard installation – the firewall and dash were assembled outside the car, then craned into the shell and glued into place – meant the VN Commodore had a tangible feeling of looseness compared to earlier ones. Thankfully that flex seemed to max-out by 30 or 40,000km but of course remains evident, especially in wagons.
The VN Commodore was ‘punchy’ in more ways than one: that torquey V6 engine not only out-powered older V8s but delivered most of its torque at normal suburban street speeds. The V6’s small 185/14 tyres meant many new VN drivers unintentionally left the road, backwards, in the rain, just by moving away from a traffic light. That’s important to keep in mind today, especially if you’ve been brought up on ABS/TC/ESC cars.
| Read next: Sleeper HSV Senator test mule
What to look out for
Mechanically, these things are tough; the hardware of the all-iron V6 and V8 engines can easily do half a million or more with little more than oil and filter changes. By then, valve springs can become weak so the car might be unwilling to rev cleanly at overtaking speeds.
The V6’s coil packs and crank position sender and the V8’s ignition module can cause a no-go. Fuel pumps (inside fuel tank) although not notoriously unreliable, generally die between 150 and 200km so most will have been replaced once or twice by now.
The V6’s vibration (even with its balance shaft) meant Holden engineers worked to refine the design. Hardware changes meant that from late 1989, the 3.8-litre V6 became a nicer engine.
Both the V6 and V8 alloy intake manifolds can corrode if the coolant is neglected. An easy and quick pre-sale engine maintenance check is to inspect how much sludge is on the valve-gear under the oil filler cap. Some caramel sauce/brown varnish is normal but if the rockers are shrouded by too much crap, then someone has been slack with servicing. Like all older EFI engines, these donks often benefit from a fuel injector service.
The imported GM TH700 four-speed auto and Aussie-made Borg Warner T5-type five-speed manual – and same-brand rear axle – are also long-lived. Sure, there will be exceptions… but that’s generally due to owner abuse (‘do some skids, bro!’) or lack of maintenance. The really crap ones all died in the 1990s.
The Commodore’s two-piece tail-shaft can introduce a wvhoom-wvhoom-wvhoom rhythm into the body during acceleration. Dying autos will shudder into third gear. Make sure the torque converter clutch engages at light-throttle on level ground at around 80km/h; the tach will dip by around 150rpm. This ‘phony fifth’ function in the four-speed auto enhances the VN’s efficient use of juice – V6 and V8.
All VNs have four-wheel disc brakes and the V8s have bigger front-vented rotors than the V6 (the S and police packs had the bigger rotor too). Both size front brakes feature a single-piston sliding-pin calliper; durable and easily rebuilt. Pads and discs are beer money so it’s not expensive to source top-quality components. The front rotors are a hub type so new wheel bearings during a rotor renewal is a good idea – also inexpensive.
Under the back, the sedans and wagons share rubber-bushed upper and lower control arms and a cross-car panhard bar but with different damper locations; it’s all simple and inexpensive to fix. The rear control arms’ voided front rubber bush must be installed according to the Holden book – many DIYers get it wrong.
Up front, the front struts’ top hats and caster rod bushes flog-out occasionally but are also cheap and easy to replace. Check for proper centring of the front wheels in the wheel arches; even a minor shunt in the nose can push a chassis rail rearwards, skewing its alignment.
Holden’s lowered sport-spec suspension – standard on S, SS, cop cars and optional on other sedans – has an option code of FE2.
The paint on the VN Commodore was – let’s be honest – not much good when new. Unless it’s lived in grandma’s garage many surviving VN Commodores will have been repainted by now. Despite the crook paint, VNs are pretty good for rust with the bad spots being under the boot sealing rubber, around the (bonded and flush-fit) front and rear windows, under the sedan’s boot carpet and in the spare tyre well, and at the lower edges of the front guards.
The lower section of the boot lid (below the number plate) and the leading edge of the bonnet are also susceptible. Thanks to decent factory corrosion protection, doors and floors are generally OK. If you need to replace a windscreen, rust will more than likely be found on the dash/firewall panel under the screen’s lower edge, too.
Speaking of windscreens, stiff/seized bonnet hinges will force the bonnet’s rear corners into the windscreen as the bonnet is opened, destroying the screen. Be very, very careful when inspecting someone else’s car!
The interior trim isn’t exactly world-class (for instance the vinyl and plastic graining is inconsistent) but the materials themselves are durable and hold up to Aussie conditions quite well.
Holden had ditched vinyl trim from the VK series in 1984 so except for taxi-packs, VNs have standard cloth trim. Leather was a rare option on Calais, replacing the pleated two-texture velour – and unless it’s been kept in a cool, dark museum, there’s a fat chance of it being any good by now.
As with earlier Commodores, the floor cracks under the front seats: check the underside using a jack/stands or a hoist. High-milers or country cars suffer the worst (the cracks can spider-web across the floor by 150mm or more) and the fix is to remove the seats, console and carpet and weld. These cars will more than likely have broken seat bases, too.
The Calais has a digital three-window trip computer display (under the main gauges) that blotches, obliterating the digits; reconditioned clusters are available for around $300. Fuel and temp gauges sometimes need a slap on the dash.
Odometers often don’t work… it’s an easy fix but paperwork and service history will be required to verify the car’s true kays. Power window switches – and the windows’ control box under the driver’s side dash – often fail; both are wrecker’s yard buys, but these days may take some chasing. The delicate headlight switch can fall apart but clever DIYers can fix it with hardware shop parts.
It’s rare for a VN to not have had its one-piece shell-type headlining replaced by now: it’s around $300 from a motor trimmer. The door windows outer seal rubbers can migrate up or down the door frames to look crap and create wind noise: same for the interior door trim seals against the glass inside the car. You will often find those dropped inside the door cavity so it’s a relatively easy DIY fix-up… or find some similar stick-on stuff from Clark Rubber or Old Auto Rubber.
Don’t believe anyone who says the air-con “just needs a re-gas”, but it’s worth sorting as the VN’s air-con is very effective, pumping out plenty of coolness to cope with Aussie summer days.
Shared platform
The VN Commodore was also sold as the Toyota Lexcen, a product of the Australian Government’s mandated model-sharing program, known as the Button plan, that saw Holden and Toyota (and Ford and Nissan, and Holden and Nissan and… oh jeez) sharing models: For Holden and Toyota in the 1990s it was Commodore/Lexcen, Corolla/Nova and Camry/Apollo.
The Lexcen was named after sailor Ben Lexcen who designed the 1982 America’s Cup winning boat, ‘Australia II’. The Lexcen was V6 auto only. Holden stylists planned a VT version of the Toyota Lexcen but Holden and Toyota divorced before the VT’s 1997 launch.
HSV history
The VN was also the foundation from which Holden Special Vehicles – HSV – built its empire on. In particular, HSV’s Clubsport was an engagingly fast and sharply priced family-man four-door and with a model run of more than a quarter-century, the badge is Aussie legend.
A specially-developed 200kW auto-only HSV premium motor (with higher compression, a more lopey cam and HSV-spec exhaust) was fitted to the SV5000 and some other HSV models and further refined for use in others, such as VP-series HSV GTS. The new injected V8 was also the basis of the race-pace 215kW twin-throttle engine used in the HSV-assembled VN Holden Commodore SS Group A.
It’s mine – VN Calais: Glenn Torrens
Many readers will recognise our photo-shoot model VN Calais as being a car that I babble about in Our Cars regularly. In the early 1990s, my mate Lowey bought a three-year-old VN V8 Calais.
I had to have one, too, so soon after getting a salaried job at Street Machine magazine, I bought a V8 VP Calais. Both those Calais V8s are long gone but a few years ago I decided that I would love to buy another VN or VP V8 Calais as a keeper.
With car-bruddah Dave Morley’s assistance, I bought this log-booked, two-owner 1989 VN Calais V8 with FE2 sports suspension and just over 100,000km. Obviously I don’t drive it much, but when I do… it’s terrific!
The wrap-up
Sure, it has a few character traits but the VN Commodore/Calais is an Aussie staple that – like Commodores before it – has now joined the ranks of ‘cool Aussie classic’.
Even without a legit racing heritage (the SS Group A took care of that) Commodore SS prices have skyrocketed recently and other examples – especially with that beautiful, torquey, eager, burbly, lion-hearted EFI V8 – have followed. As it was designed, any VN is capable of comfy regular driving and interstate treks without too much fuss or too many fears.
But keep in mind the cost of little fixes – $300-$500 here and there for instruments, brakes, headlining, welding a floor and fixing some boot rust – might make a bargain-buy into a budget-blower. And everything-working, full-books and unmolested VN Commodore or Calais is the best way to buy this lovely slice of Aussie car culture.
Commodore VN-VP Milestones
1988
VN launched with huge ad blitz during Seoul Olympics. 3.8-litre V6 with four-speed auto and five-speed manual in August. Models are Executive and Berlina wagon and sedan, plus Calais and S sedans.
1989
V8 engine arrives in April. This heavily revised version of Holden’s Aussie design from 1969 has new heads and multi-point fuel injection for 165kW and 380Nm. It’s standard in the new SS sedan and in 180 and 200kW trim, powers HSV’s models such as Clubsport and SV5000. V6 engine revised in October.
1990
Chrome exterior trim and climate control added to Calais. VN-based Holden Ute; Statesman and Caprice launched.
1991
VP replaces VN in October. Model range remains similar but with revised styling. Independent suspension standard with Calais and SS, optional on other sedans.
1992
ABS becomes optional on sedans with IRS. Limited-build Calais International; Berlina LX launched. VP Series II arrives.
1993
VR series Commodore/Calais replaces VP in July.
From Unique Cars #469, Aug/Sep 2022
Originally published at our sister site, Unique Cars
Wheels Media’s production contributor Andy Hunt spends a few days with the 2023 Mitsubishi Outlander LS 2WD to give us his Regular Everyday Bloke “I’m no journalist” take on the popular SUV, and to see how it compares with his own 2017 Tiguan Comfortline 110TSI.
JUMP AHEAD
- The car
- First impressions
- Comfort
- Technology
- On the road
- Safety
- Fuel economy
- Parking
- Last impressions
- Specifications
Much like Michael’s earlier ‘Regular Everyday Bloke’ review of the WRX tS Sportwagon, it should be noted that I am definitely not an automotive journalist. I have, however, worked in a job that sought to supply colleagues with a vehicle that is fit for purpose – an exercise in researching and recommending the best vehicle for a given task.
So, the words that follow are a mix of findings from a former fleet person and the even more onerous task of just being a dad.
I’m a father to an eight-year-old and a five-year-old, with family-hauling duties currently being done with a 2017 Volkswagen Tiguan Comfortline 110TSI. Our VW was selected at the time for its generous boot size and the general aesthetic that pleased my wife and I. When purchasing back in 2017 there was a stern requirement to haul a pram, bags myriad, and various toolsets and cleaning items for the very real messes that children created.
Upon mentioning to Stevo that my family had planned a brief trip to the Barossa Valley in South Australia, I soon found myself with the smart key to a Mitsubishi Outlander LS. (He’s relentless in extracting content from us all.)
While our need to carry strollers, prams and bags has lessened since 2017, a few nights away from the city still needs a boot full of clothes, games, snacks and a technology bank to exceed a 1960s’ NASA launch.
The Car
2022 Mitsubishi Outlander LS: $43,780 before on-road costs
First impressions
That Mitsubishi grille is very tall. It is immediately noticeable upon approaching the car and the result of that tall grille is that of a fairly horizontal bonnet rather than a gradually downward-angled one. It’s a bold styling move that ties well to Mitsubishi’s design language, past and present.
Wheels editor Andy Enright recently described Mitsubishi interiors of yore as “plastic dungeon(s) of despair” but reassured me that things were improving for the three-diamond brand with its new line-up.
My initial impression upon climbing inside this Outlander cabin also fell in line with Enright’s opinion, my last experience of a Mitsubishi product being a fleeting evaluation of the previous-generation Outlander PHEV.
While I do outline above that I am not an automotive journalist, that did not stop me from poking and prodding various touch points inside the car like a YouTube car reviewer, desperately in search of something to describe as “scratchy”.
Instead, I found that stretching my elbows out always had them eventually resting on some soft surface that was wrapped in fabric or soft-touch plastic. As the Outlander LS is the variant that’s a little above the base model, I considered the interior impressive.
The sizeable infotainment tablet-style screen monsters the centre of the dash and features a sharper resolution compared to which I’m usually accustomed. Text and icons are presented clear and smooth when compared to our half-decade-old VW, reminding me of the first time I saw an iPhone’s ‘Retina’ screen back in the day.
Eventually finding the engine start button (which was sneakily hidden from my line of sight behind the wiper stalk) the car snorted into life and rolled its way out of Mitsubishi’s Adelaide office.
I found that stretching my elbows out always had them eventually resting on some soft surface that was wrapped in fabric or soft-touch plastic.
Comfort
As mentioned above, all the points where my limbs seemed to rest were always comfortable. The driver’s seat was well-supported and bolstered in a manner ideal for the target audience that this vehicle seeks; parents. Rear space was also quite generous, even after installing a child seat for our youngest and a booster for our eldest.
With no clumsy caps or flaps over the ISOFIX points on the second row, child seat installation is fuss-free. As expected for any kind of vehicle, strapping those kids’ seats into the back does make the middle-rear spot completely redundant.
The steering wheel is adjustable for height and reach, and as this Outlander is the near-entry level variant, the driver’s seat is lifted with a ratchet rather than some motorised fancypants. An ideal driving position was easily found, and with the large central screen and wide central console, the front pews felt much like a snug “in the car” feeling, rather than an “on a perch” sensation.
This particular vehicle is the seven-seater, although that matter will be covered toward the end of this review.
Boot space is quoted at 478 litres for the 5+2 arrangement with the very rear seats flattened, although that shrinks to 163 litres when the third row is put upright. Fold everything down and the capacity number explodes to 1473L (per VDA guidelines)
Of course, the above assumes your cargo is packed to the ceiling of the cabin.
In my previous life of considering whether a vehicle was fit for purpose, I always found measuring a boot by its litres to be a fairly vague method, especially when having to consider the equipment or cargo actually being carried.
The width of the cargo space between the wheel arches was often a missed detail that sometimes impacted the size of items to be slid across its floor, but Mitsubishi helpfully provides these measurements.
2023 Mitsubishi Outlander LS 7-seater boot dimensions
| Boot length with third row down (mm) | 974 |
| Boot length with all seats down (mm) | 1717 |
| Cargo space width (mm) | 1380 |
| Cargo space height (mm) | 870 |
| Width between wheelarches (mm) | 1156 |
| Litres (third row down) | 478 |
| Litres (all rows upright) | 163 |
| Litres (all rows folded) | 1473 |
The Outlander was able to fit all the various items for our escape, although the extra two seats in the back did make the cargo space feel shallower.
The boot floor sat flush with the opening, so there was no need to lift items up and out when removing them. While the boot did carry everything we required for the getaway, our expectation was that there would have been more leftover space.
Entertainment and technology
All the usual features are easily identifiable on both the centre console, steering wheel and infotainment unit. Having grown familiar with using the steering wheel for most functions, the buttons were understandable almost immediately.
With the trend toward instrument clusters becoming enormous LCD screens, it was almost comforting to see two large analogue dials framing a sizeable digital display in between.
It was like having an old friend back, reminding you that they were always there should anything fail.
Wireless Apple CarPlay worked seamlessly, and the centre console contained a neat cubby with Qi wireless charging that seems large enough for most modern smartphones. USB-A and USB-C outlets for the second row ensure that the backseat Mission Control has devices properly charged.
I had anticipated some lag between the interface and CarPlay due to the non-wired connection but was generally happy with the response time. Android Auto is also included, although I cannot report anything for those who prefer the Google way of things.
My kids are in that phase of life where they like to listen to music I consider to be hot garbage, but with some tweaking of the bass, mid and treble settings the speakers were able to make the music much crisper… if still hot garbage.
Wireless Apple CarPlay worked seamlessly, and the centre console contained a neat cubby with Qi wireless charging that seems large enough for most modern smartphones.
On the road
The Barossa is an old stomping ground for me, having grown up nearby. Escaping the city to the countryside during school holidays allowed for a final chance in 2022 to see the valley before summer turns it that wonderful shade of dry, South Australian yellowish-brown.
Mitsubishi’s automatic continuously variable transmission (CVT) will do little to convert people who don’t like them, but the unit in the Outlander at least allows acceleration in a way that feels brisk without having that excessive and touchy lurch I’ve experienced in other makes. The 135kW/245Nm 2.5-litre four-cylinder petrol does sound a little forlorn on acceleration, but the pace it gathers is still perfectly fine for its 1645kg mass (and everything onboard).
At speed, the Outlander happily barrels along the highway, with wind noise being barely noticeable and tyre noise being unnoticed and easily drowned out by the pulsing hot garbage being played through the rear speakers.
The issue of blind spots never seemed to arise, although I note that the blind-spot indicators on the side mirrors are red instead of amber – something which often makes my brain incorrectly register that a car next to me is using a turn signal to get into my lane.
Steering is surprisingly light as well, allowing the Outlander to change direction with very little effort. While such a car isn’t really defined by its corner-carving abilities, the LS felt planted through turns, hinting at – but never really revealing – its higher centre of gravity.
After wandering off some beaten tracks to find some walking trails we found ourselves snaking through some very narrow gravel roads that had grown soft and muddy from fairly heavy rain.
Working through to Kaiserstuhl Conservation Park there were a number of fairly steep inclines and descents that I thought might test the mettle of the Outlander.
Stumbling onto such tracks was not an intentional move on my part to test the car – just an accidental happening from blindly trusting Siri – although thanks must go to the driver of a muddy Nissan Navara just outside Cockatoo Valley who did a far better job than Siri with providing directions to the Barossa Goldfields walking trails.
Despite being only a front-wheel-drive variant, the Outlander climbed hilly gravel roads without issue and the hill descent control feature served to keep a steady and safe pace during one fairly sharp plunge on a muddy trail. It was hardly what you’d describe as hardcore off-roading, but it was still impressive for a weighty two-wheel-drive vehicle.
Drive modes
The centre dial on the console is used to switch between the five various modes: Eco, Normal, Tarmac, Gravel and Snow. The dial spent most of its time on the Eco setting, taking only one dalliance with the Gravel option during a Siri-guided descent into a dead-end road.
Safety
Along with eight airbags around the cabin, the Outlander also sports forward collision mitigation, blind-spot monitoring, rear cross-traffic alert and lane departure warning. The latter alerts the driver by vibrating the steering wheel but certainly doesn’t seem as zealous as others I’ve experienced.
The lane departure warning serves up simple flash from the dash and polite, unobtrusive “pip” noise.
Fuel economy
Mitsubishi quotes fuel consumption of 6.4L/100km for highway driving, and for the escape to the Barossa and surrounds this figure proved to be accurate. Combined consumption is quoted at 7.7L/100km.
Over the course of the week that the vehicle was tested, which included mostly country driving, but with some city errands such as shopping and local visits, average fuel consumption reported on the trip computer was 8.6L/100km.
A feature notable by its absence was the stop-start feature that shuts off engines when at traffic lights. Drivers who have gotten into the habit of disabling the function as part of their start-up routine can strike that task from their pre-drive checks in the Outlander.
Parking
As mentioned earlier, the tall grille leads to a fairly horizontal bonnet, which did make it slightly more difficult to pick the corners of the car during the familiarisation stage of life with the Outlander. But the many sensors around the vehicle, coupled with the rear-view camera did make reverse parking easy.
The turning circle is also far better than I have experienced with previous Mitsubishis, so negotiating tight turns in car parks was a breeze despite the 4.7 metres of car being shuffled around.
Last impressions
Mitsubishi has definitely made a very compelling product with the Outlander LS, even if the non-PHEV version might not be the green path some would prefer to embark upon.
In the final days of having the Outlander, the family decided to bundle a couple of other friends for a drive out to the Adelaide Hills and the chocolate factory at Woodside. Having the plus-two seats in the back made the experience a lot more convenient in terms of moving people around.
This did change the math a little for us when it came to judging the prowess of the Outlander for the brief it is meant to meet: that of transportation. The boot space for our trip to the Barossa might have been a little less than we had anticipated, even though the cargo area still fit all our gear, but having those extra two seats for friends later in the week saved the need for using two cars for a day trip.
Those third-row seats might be best for the littlest people in the car, but they still worked perfectly for their intended purpose.
So the equation would come down to how often we might transport extra people versus transporting extra stuff. For shopping excursions, the Outlander was more than suitable and the cargo space was just enough for that occasion of loading up a weekend’s worth of kids’ gear.
But for day trips with friends, having those extra seats were definitely worth it, completely saving us from needing to use an extra car.
Mitsubishi has definitely made a very compelling product with the Outlander LS, even if the non-PHEV version might not be the green path some would prefer to embark upon.
It’s a well-featured, versatile and solid SUV that offers few frills at this spec level but also does a good job of hedging its practicality between being an effective people mover and an urban grocery shopping tank.
2022 Mitsubishi Outlander LS 2WD specifications
A first glimpse of the upcoming 2024 Maserati GranCabrio has been handed down, just weeks after the global unveiling of its hardtop sibling, the new GranTurismo.
As with its predecessor, the GranCabrio will debut as a, well, cabriolet version of the GranTurismo.
To that end, the new topless two-door will wear a folding canvas roof, with the rest of its appearance largely identical to the hardtop.
As with the GranTurismo Folgore EV, we’ll also see an electric GranCabrio Folgore join the line-up, driving Maserati to its goal of becoming a full-electric brand by 2030. If it takes the hardtop Folgore’s setup, expect a 610kW tri-motor arrangement with a 0-100km/h time of around 2.7 to 3.0 seconds.
In its regular configuration, the GranCabrio’s powertrain offerings will likely mirror the GranTurismo, which is offered in 360kW/600Nm Modena and 410kW/650Nm Trofeo forms.
Is this how the GranCabrio will look?
Our mate Theo Throttle has had a crack at rendering the new GranCabrio in its final form. Check out his video below.
When will the new Maserati GranCabrio come to Australia?
The GranTurismo Coupe is set for a late 2023 launch in Australia, but at this stage, the brand’s local office isn’t expecting the GranCabrio to join it until sometime in early 2024 “at this stage”.
Read more about the GranTurismos at the link below, and watch for more details on the GranCabrio to come in the months ahead.
Ford XC Fairmont hardtop – Advertised July 199
If you want a really rare two-door Falcon, don’t spend megabucks on a GT or Cobra. Just track down (if you can) a 5.8-litre XC Fairmont. From 1976-78, only 648 Fairmont Hardtops were made and far fewer than that would have been running the biggest of Ford Australia’s V8 engines.
Survivors by 1999 were quite likely scarce, yet this XC was insanely cheap and surely would have sold soon after the ad appeared. Where is it now? Hopefully in a similar condition, as seen here and not cobbled into a fake Cobra. What’s it worth now? Lots more than in 1999.
Then: $5500. Now: $85,000-110,000
Aston Martin Lagonda – Advertised February 2004
Obviously, the car being sold isn’t the car being shown but when the car in question is a Towns Lagonda the actual item is less important than its influence on an owner’s self-esteem. William Towns designed his futuristic sedan for people with limitless money and fatalistic philosophies, people who grew up watching Thunderbirds on TV and really wanted Lady Penelope’s Rolls.
The shape echoed Leyland ‘wedge’ designs from the 1970s, build quality was comparable and the car was crammed with strange ideas. Only 645 were built and surviving cars rarely exceed $100,000.
Then: $105,000. Now: $95,000-115,000
Jaguar XJ-C 4.2 – Advertised December 2003
The most beautiful sedan-based Jaguar took years to move from prototype to production and all because a pesky piece of sealing rubber refused to do its job. Wind whistling between slabs of side-glass haunted Jaguar’s designers and ensured that the XJ-C entered production many months later than it deserved.
Announced in 1973, the 4.2 and companion 5.3-litre version eventually appeared in September 1975 and stayed until November 1977. A few hundred came to Australia and for some time remained affordable. Values more recently have climbed, but not to untenable levels.
Then: $24,500. Now: $45,000-50,000
Chevrolet Impala 2-door – Advertised April 1997
Australia during the 1960s imported a lot of US-spec Chevs and some of those cars survive to this day. When new they needed RHD conversion which could cause problems, but none of that applies to this two-door Impala. It is a more recent import in factory LHD form and with lots of goodies to entertain Aussie owners.
During the 1990s when this car was sold, values were hampered by economic issues and $26,000 might have been hard to achieve. That has changed over the past few years though, with demand for Impalas from the 1960s surging.
Then: $26,000. Now: $50,000-55,000
From Unique Cars #470, Sep/Oct 2022
Originally published at our sister site, Unique Cars
Subaru Australia has announced a special-edition version of the entry-level Forester 2.5i.
The 2023 Subaru Forester 2.5X will arrive in local showrooms by Christmas, priced from $37,890 before on-road costs – an identical price to the regular 2.5i.
It features an aftermarket 7-inch Alpine infotainment system, which replaces Subaru’s proprietary 8-inch unit – likely in response to the semiconductor chip shortage.
Housed in a plastic double-DIN unit with a storage slot above, the 2.5X loses a CD player, a USB-A port (for a total of one) and voice recognition, but gains wireless Apple CarPlay and Android Auto connectivity.
Wired smartphone mirroring is also available for those wishing to keep their phone charged while it’s connected to the vehicle.
The standard unit – which remains on other Forester variants – is also compatible with over-the-air software updates, which are unavailable with the third-party Alpine system.
We’ve reached out to Subaru Australia to see if the switch to an aftermarket unit affects any other features or settings, and how many examples of the 2.5X will be produced.
It retains a six-speaker audio system, AM/FM/DAB+ radio, an AUX port, and Bluetooth phone and audio streaming functions. Satellite navigation is limited to 2.5i Premium grades and above.
All other specification, including active safety features, remains identical to the Forester 2.5i.
Under the bonnet, the Subaru Forester is powered by a 136kW/239Nm 2.5-litre naturally-aspirated four-cylinder petrol engine, matched with a CVT automatic transmission and all-wheel drive.
A hybrid powertrain is available on higher-end Forester grades.
Subaru is the latest brand to adjust specifications in response to the ongoing semiconductor chip shortage, as it works to get vehicles to buyers sooner by temporarily removing items causing lengthy delays.
Last year, fellow Japanese brand Suzuki replaced its in-house 7-inch infotainment system with an aftermarket 9-inch unit for the Australian market, while the Mitsubishi Triton utilises a third-party ‘MiDisplay’ on select variants in place of the brand’s 7-inch system.
Many premium brands, including Mercedes-Benz, BMW and Audi, have removed comfort features such as powered seats to improve wait times, while BMW has deleted touchscreen functionality from some vehicles.
While the 2.5X is scheduled to arrive by Christmas, the standard 2023 Subaru Forester range is arriving now, with minor updates and price rises up to $1900.
2023 Subaru Forester pricing
Prices exclude on-road costs.
| Model | Price |
|---|---|
| Forester 2.5i | $37,890 |
| Forester 2.5X Special Edition (new) | $37,890u00a0 |
| Forester 2.5i-L | $40,290 |
| Forester 2.5i Premium | $43,090 |
| Forester 2.5i Sport | $44,840 |
| Forester 2.5i-S | $46,340 |
| Forester Hybrid L | $43,290 |
| Forester Hybrid S | $49,340 |
