WhichCar By Wheels

Toyota’s upcoming 2026 RAV4 is set to debut more than just a refreshed design and updated features – it marks a bold leap into the future of vehicle software with the introduction of Arene, a powerful new software development platform from Woven by Toyota (WbyT).

This will be the first customer-ready Toyota model to be built using Arene, making it a major milestone for the automaker.

What is Arene and why it matters

Arene is designed to make car software safer, faster to develop, and easier to update over time. In simple terms, it allows Toyota engineers to create smarter vehicle systems that can be upgraded more like a smartphone – making the RAV4 not only more advanced at launch, but also able to get better after it leaves the showroom.

In most cars today, software is tied tightly to specific hardware, meaning updates or new features can require complex, costly changes. Arene changes that by allowing developers to create modular software pieces that work across different parts of the car – or even different models.

For the new RAV4, Arene has been used to develop the multimedia system’s voice assistant and centre display, along with the latest Toyota Safety Sense (TSS) features.

Faster, smarter development

One of the big advantages of Arene is that it makes vehicle development faster and more efficient. Arene’s virtual testing tools mean Toyota can run simulations for safety features without having to build and test physical prototypes each time. For the RAV4, this helped Toyota engineers test numerous real-world driving scenarios to fine-tune the TSS safety system.

Constant improvement via data

The Arene platform also includes advanced data tools that collect and analyze driving information – but ensuring driver consent. This data helps Toyota push out over-the-air updates, meaning your RAV4’s software can continue to improve long after purchase. These updates can enhance safety systems, driving comfort, and even personal features based on your driving style.

Smarter safety, better experience

In addition to powering the RAV4’s intelligent systems, WbyT has added AI features for detecting nearby objects, monitoring driver alertness, and improving the way drivers interact with the vehicle. It’s part of Toyota’s stated goal to create vehicles that are not only safer, but more human-centered and adaptable.

With the Arene-powered RAV4, Toyota is reading its customer base for a new generation of cars – vehicles designed to grow smarter and more personalized over time. As one of Toyota’s best-selling models worldwide, the 2026 RAV4 is the test case for this coming transformation.

TAG Heuer is celebrating a historic first as the inaugural title partner of the Formula 1 TAG Heuer Grand Prix de Monaco with the launch of three distinctive new editions of its most iconic model – the Monaco.

These timepieces honor the brand’s enduring relationship with the principality and its storied motorsport legacy – just in time for the 2025 Monaco Grand Prix.

Each of the new TAG Heuer Monaco models highlights a unique aspect of the brand’s racing heritage and horological innovation, from vintage revival to cutting-edge design.

Monaco Chronograph x Gulf: A Tribute to Racing and Cinema

Limited to 971 pieces, the Monaco Chronograph x Gulf salutes the enduring partnership between TAG Heuer and Gulf Oil, as well as the iconic 1971 film Le Mans, where the original Monaco watch starred on the wrist of Steve McQueen.

Staying true to its roots, this edition features the historic 1969 design with the Calibre 11 automatic movement, a left-side crown, and a square water-resistant case that once redefined chronograph styling. Its fine-grained silver dial sports Gulf’s signature blue and orange racing stripes, echoing McQueen’s legendary Porsche 917K livery. A vintage Heuer logo anchors the watch firmly in its racing past.

Monaco Chronograph Stopwatch: Precision Born from the Track

Also limited to 970 pieces, the Monaco Chronograph Stopwatch pays homage to Heuer’s classic 1960s and ’70s stopwatches used in motorsport timing. This new edition blends vintage cues with modern materials, including a lightweight black DLC-coated titanium case.

Powered by the Calibre 11, it features a black circular dial framed by an opaline silver base, accented with a vivid red minute track and contrasting subdials for superior readability. Red details, blackened indices, and a perforated calfskin strap reinforce its sporty credentials. The watch is presented in exclusive packaging with a bespoke travel pouch, emanating serious collector appeal.

Monaco Split-Seconds Chronograph: Engineering the Future

Breaking new ground in innovation, the Monaco Split-Seconds Chronograph showcases TAG Heuer’s futuristic vision. Its case is made from TH-Titanium, a proprietary alloy treated through a unique thermal process to achieve a dynamic, textured finish that is both tactile and visual.

Inside beats the ultra-light Calibre TH81-00, powering a rattrapante function highlighted by lime green accents on the hands and subdials. A floating rotor engraved with a checkered flag and hand-painted racing stripes further emphasize its motorsport DNA. From its titanium clasp to its hand-stitched strap, the watch exemplifies advanced craftsmanship and forward-looking design.

Together, these three Monaco models reflect TAG Heuer’s historic and ongoing connection to motor racing – timed perfectly for one of Formula 1’s most iconic events.

BMW has officially pulled the wraps off the highly anticipated M2 CS, with substantial powertrain and chassis upgrades coupled with aggressive styling and motorsport-inspired enhancements.

Building on the second-generation M2, which launched in 2022, the new CS follows a familiar formula seen on previous BMW M cars including the M3, M4, and M5.

As with those models, the CS badge signifies a significant leap in performance. While the standard M2 delivers 352kW and 600Nm of torque, the CS is expected to push beyond 373kW and 650Nm, thanks to a revised version of the same 3.0-litre twin-turbocharged inline-six engine. Power will be sent exclusively to the rear wheels via an eight-speed automatic transmission, with a manual option unlikely.

In terms of design, the M2 CS makes its performance intentions clear. The rear end now features a distinctive ducktail spoiler integrated into the bootlid, reminiscent of the M4 CSL. A new rear diffuser and a matte black front splitter add further visual punch, while a carbon-fibre roof and bespoke staggered gold wheels lend both flair and weight-saving benefits – though final kerbweight figures remain undisclosed.

Inside, the cabin gets a track-ready makeover with deep bucket seats, a carbon centre console, and plenty of ‘CS’ badging. M-branding is abundant, and new track-focused driving modes are expected to enhance the car’s on-circuit credentials.

UK pricing is still under wraps, but buyers should expect a noticeable premium over the standard M2’s £68,705 sticker. With first deliveries due in the coming months, time may be of the essence for interested customers. The new M2 CS is tipped to be a limited-run model, much like its predecessor, which was restricted to just 2,200 units globally.

With its blend of brute force, precise engineering, and motorsport heritage, the M2 CS is set to become the ultimate expression of BMW’s compact performance coupe—at least, until the next CS rolls around.

The Great Ocean Road in Victoria has been named as Australia’s favourite winter road trip, according to insurance company Rollin’.

Using a range of metrics to gauge the level of interest and appreciation that each of 22 chosen locations received, the company discovered that Australians are most searching the Great Ocean Road for their next winter road trip.

A 243km stretch of heaven starting in Torquay, Victoria, the Great Ocean Road racks up 196,600 winter monthly searches within Australia – or 19 per cent of total searches. It has also earned over 33 million TikTok posts and just over 1.8 million Instagram posts. That data, according to Rollin’, highlights that even when temperatures drop, travellers can’t get enough of the winding coastal views, seaside towns and iconic sites.

Great Ocean Road, Victoria

In second place was the Great Beach Drive, which stretches from Noosa to Hervey Bay in Queensland. While this route has a lower volume of winter monthly searches, 26 per cent of its searches occur in winter. It has clocked up 20,347 TikTok posts and 622,400 Instagram posts.

Rounding out the top three is the Gibb River Road in Western Australia, which pulled a solid 95,400 winter monthly searches in Australia.

Brendan Griffiths, Executive Manager at Rollin’ commented: “Australia is home to some truly
incredible road trips. But, before you hit the road, remember to prepare your car ahead of time.

“Check your tyres, top up your fluids and pack an emergency kit. Plan your breaks, remembering to stop for at least 15 minutes every two hours. It’s a good idea to double-check that your car insurance is up to date, especially if you’re planning to share the driving, make sure everyone is covered. A quick review now can help keep your road trip smooth and stress-free.”

Great Barrier Reef Drive (queensland.com)

Other findings from Rollin’s research found that the Great Ocean Road is the most scenic road trip in Australia, and the most loved road trip as well. But Tasmania’s Western Wilds was the highest-rated road trip, with an impressive 4.80-star average Google rating, just ahead of the Great Eastern Drive (4.79) and Grand Pacific Drive (4.78).

Top 10 most loved Australian winter road trips:

The full findings from Rollin’s analysing is available here.

In a market as small as Australia’s, where we ‘only’ see around one million new car sales each year, car brands will quickly follow each other – and one-up each other – to stay competitive.

One clear example of tight competition is in warranties. The complexities of covering the cost of a new warranty means that brands can’t quickly and easily increase the length of their offer, but as soon as a few brands started upgrading from three- to five-year plans, others followed as quickly as they could.

Just a few short years ago Kia’s introduction of a 7-year manufacturer’s warranty was the gold standard in length but that has now been superseded by MG offering 10 years. Newcomers such as Jaecoo offer 8 while many other brands now offer 7.

For those choosing hybrids and EVs, the warranty over the battery is a further important consideration on which brand they go with. Tesla, for example, offers 4 years on the car but 8 years warranty on the battery.

Where does your car’s brand sit in warranty length in the Australian new car market? Read on…

Alfa Romeo:

5-year/unlimited km, 8-year/160,000km battery warranty for EVs and hybrids

Alpina:

3-year/200,000km

Aston Martin:

3-year/unlimited km

Audi:

5-year/unlimited km, 8-year/160,000km battery warranty for hybrids and EVs

Bentley:

3-year/unlimited km, 8-year/160,000km battery warranty for hybrids

BMW:

5-year/unlimited km, 8-year/160,000km battery warranty

BYD:

7-year/unlimited km, 8-year/160,000km battery warranty for EVs and hybrids

Cadillac:

5-year/unlimited km, 8-year/160,000km battery warranty

Chery:

7-year/unlimited km, 8-year/unlimited km battery warranty

Cupra:

5-year/unlimited km, 8-year/160,000km battery warranty for hybrids and EVs

Deepal:

7-year/160,000km, 8-year/240,000km battery warranty

Fiat:

3-year/150,000km, 8-year/160,000km battery warranty for EVs

Ford:

5-year/unlimited km, 8-year/160,000km battery warranty for hybrids and EVs

Geely:

7-year/unlimited km, 8-year/160,000km battery warranty

Genesis:

5-year/unlimited km, 8-year/160,000km battery warranty

GMSV:

3-year/100,000km

GWM:

7-year/unlimited km, 8-year/160,000km battery warranty for hybrids

Honda:

5-year/unlimited km, 8-year/160,000km battery warranty for hybrids

Hyundai:

5-year/unlimited km, 8-year/160,000km battery warranty for hybrids and EVs

Ineos:

5-year/unlimited km

Isuzu Ute:

6-year/150,000km

JAC:

7-year/unlimited km

Jaecoo:

8-year/unlimited km, 8-year/160,000km battery warranty for EVs and hybrids

Jaguar:

5-year/unlimited km, 8-year/160,000km battery warranty for hybrids and EVs

Jeep:

5-year/100,000km, 8-year/160,000km battery warranty for hybrids and EVs

KGM SsangYong:

7-year/unlimited km

Kia:

7-year/unlimited km, 7-year/150,000km battery warranty for EVs and hybrids

Lamborghini:

3-year/unlimited km

Land Rover:

5-year/unlimited km, 8-year/160,000km battery warranty for hybrid and EVs

LDV:

7-year/200,000km (ICE), 5-year/130,000km (EVs)

Leapmotor:

7-year/160,000km

Lexus:

5-year/unlimited km, 8-year/160,000km battery warranty for EVs and hybrids

Lotus:

3-year/unlimited km (Emira), 5-year/150,000km (Emeya and Electre), 8-year/200,000km for
the EV batteries

Mahindra:

7-year/150,000km

Maserati:

3-year/unlimited km, 8-year/160,000km battery warranty for EVs

Mazda:

5-year/unlimited km, 8-year/160,000km battery warranty for EVs and hybrids

McLaren:

3-year/unlimited km

Mercedes-Benz:

5-year/unlimited km, 8-year/160,000km battery warranty for hybrid and EVs

MG:

10-year/250,000km

Mini:

5-year/unlimited km, 8-year/160,000km battery warranty for hybrids and EVs

Mitsubishi:

5-year/100,000km – service extendable to 10-years/200,000km

Nissan:

5-year/unlimited km – service extendable to 10-years/300,000km

Peugeot:

5-year/unlimited km, 8-year/160,000km battery warranty for hybrids and EVs

Polestar:

5-year/unlimited km, 8-year/160,000km battery warranty

Porsche:

3-year/unlimited km, 8-year/160,000km battery warranty for hybrid and EVs

Ram:

3-year/150,000km

Renault:

5-year/unlimited km, 8-year/160,000km battery warranty for EVs

Rolls-Royce:

4-year/unlimited km, 8-year/160,000km battery warranty for EVs

Skoda:

7-year/unlimited km, 8-year/160,000km battery warranty for EVs

Smart:

5-year/150,000km, 8-year/160,000km battery warranty

Subaru:

5-year/unlimited km, 8-year/160,000km battery warranty

Suzuki:

5-year/unlimited km

Tesla:

4-year/80,000km, 8-year/160,000km battery warranty

Toyota:

5-year/unlimited km, 8-year/160,000km battery warranty for hybrids and EVs

Volkswagen:

5-year/unlimited km, 8-year/160,000km battery warranty

Volvo:

5-year/unlimited km, 8-year/160,000km battery warranty

XPeng:

5-year/120,000km, 8-year/160,000km battery warranty

Zeekr:

5-year/unlimited km, 8-year/160,000km battery warranty

In an event known for its vintage giants and mechanical endurance, the smallest ever vehicle to enter the legendary Peking to Paris Motor Challenge is making waves in the desert sands: a plucky Fiat Cinquecento.

The 2025 edition of the grueling 14,800-kilometre rally set off from the Great Wall of China just six days ago, with 54 crews from 14 countries aiming to reach Paris in 37 days. The rally’s smallest competitor, the tiny Fiat 500, entered by a team from San Marino, has already captured the imagination of fans and fellow drivers alike.

Piloted by Fabio Longo and San Marino’s Minister for Tourism, Federico Pedini Amati, with Italian journalist Roberto Chiodi onboard, the miniature machine faced early adversity in the punishing Gobi Desert.

The first Sporting Time Control (STC) section – designed to test cars in treacherous off-road conditions – almost swallowed the Fiat whole. Deep gulleys, sand storms, and uneven terrain proved almost insurmountable, prompting a rescue mission from the HERO-ERA mechanical support team.

Despite throttle troubles and rough terrain, the Fiat crew pressed on, their San Marino flag unfurled each evening in a defiant display of spirit. “At least we can use it to signal for help,” one joked after the car was nearly engulfed by desert sand.

Leading the rally is a family team from Argentina, with ex-WRC driver Jorge Perez Companc and his son Cristobal, navigating their 1939 Chevrolet Master Coupe through the Gobi to take top position in the Vintage Class. Their only penalty so far: one second on Day 5. British duo Brian Scowcroft and Mark Gilmour are giving chase in their Chevrolet Fangio Roadster.

Meanwhile, in the Classic Class, Dutchman Harold Goddijn and France’s Corinne Vigreux lead in a Porsche 911. Their main rivals, Britons Brian Palmer and David Bell in a Peugeot 504 Coupe, lost time after a locked gate – highlighted in route notes – forced a detour. Australians John Henderson and Lui MacLennan faced the same fate in their Volvo 144.

Among the colourful cast of competitors are a Le Mans winner, aristocrats, watchmakers, and even fashion designers, each sharing a passion for mechanical adventure. Tomas de Vargas Machuca, who escaped a fire in a 1914 LaFrance during the 2024 rally, returns solo in a 1925 Bentley, forming a convoy with another lone driver, Nigel Parsons, in a 1920 Rolls-Royce.

With 31 days and thousands of kilometres still ahead, including Kazakhstan and the Caspian Sea, the 2025 Peking to Paris Rally has barely begun. But for the smallest car in the field, the journey is already monumental.

The original running of the event in 1907 occurred at a time of many great races but the 1917 creation of the USSR spelt the end of the Peking to Paris. However, with the downfall of the Soviet Union and the opening of borders, the modern incarnation of the race was revived by ERA founder Philip Young in 1997.

Since then, the Peking Paris Motor Challenge has been organised and run by ERA in 2007, 2010, 2013, 2016, 2019, and the last running in 2024 by HERO-ERA all from Peking to Paris as per the original in 1907.

“No-one can stop the ol’ demographic conveyor belt, Stahly.”

So said my fellow guest, a former motoring editor 10 years my senior, at a lunch a couple of weeks ago.

Our host was a further 10 years senior again, another life-sentence motoring writer. And no, the latter wasn’t Robbo, who’s a freakish exception to just about everything I’m going to say next.

Given that we were sitting at the senior-senior guy’s coastal weekender, each of us having driven there in comfy German cars that we actually owned, I acknowledged that the things the conveyor belt had delivered us to weren’t at all bad.

But I’d been feeling embarrassed after admitting that, for the past five to 10 years, I’ve been a lot less interested in new cars.

Some long-term readers will understand the significance of this. I wrote my first Wheels story in August 1986, after three years at Modern Motor. New cars and car people were pretty much my whole life for the next 30 years, when I branched off into more general writings.

The conveyor belt notion made a lot of sense. Until then, I’d been figuring I was just turning into a Statler or Waldorf, an achy, angry old fart smugly heckling the motor industry from the balcony seats.

New products kept giving me reasons to be like that. Just a few weeks ago I was loaned a new SUV. It happened to be a PHEV, but that wasn’t an issue. Before I drove off, we just needed to note the odometer.

Pressing the start button didn’t bring the dash to life. “Try shutting the door,” said the guy. Finally, reaping success, “you may need to fasten the seatbelt.”

To read the odometer?

A few days later, my youngest daughter was rejected by her car. She’d parked the current-gen Mazda3 at a friend’s apartment building while she flew home from uni for a week.

Returning to it, a dead antenna module would not recognise the electronic key fob. She could get into the car using the valet key, but then … nothing.

I won’t bore you with the saga of two RACQ tow trucks, baffled automotive locksmiths and the aggrieved owner of the parking space. Suffice to say, if you lose your Mazda key fob or it goes bad, your only option is to have the car towed to a Mazda dealership for reprogramming. Even if you’re in Alice Springs at the time.

This is progress?

1989 Subaru Brumby – Stahly still remembers his test drive

But – ah, the demographic conveyor belt. I find new cars a lot less interesting because, well, they are less interesting – to me. Giant screens and layers of menus and panic-attacktive cruise control and “driver monitoring” cameras are either frustrating, invasive or plain sinister.

Even though I can’t bring myself to say out loud “Meh, they don’t build ’em like they used to”, I’ve certainly thought it. And they don’t build them like they used to.

New cars are a lot safer. They’re also a lot ‘samer’. Greater homogeneity among drivetrain and platform types and the intervention of electronics has shrunk the diversity of driving dynamics and technical interest for someone like me … and my fellow demographic belt-riders.

Right now, I’m thinking back to the 1980s and my road-test drives in, jeez, the Honda City, Mitsubishi Cordia Turbo, Toyota Cressida MX83, Saab 900 Aero (main image, top) and Subaru Brumby. I could have emerged feeling anything from scared shitless to laughing my arse off. I still remember the experience of all of them.

I never had a poster of any of these cars on my wall back then. But – and I guess this is the point – today I could afford and legitimately would love to have any one of those cars in my driveway.

And it would be in the driveway, too, because the 1980s car I’ve already owned for 13 years has exclusive rights to the garage.

This column first appeared in the May 2025 issue of Wheels. Subscribe here.

Toyota is moving closer to launching an affordable, compact ute, confirming long-held rumours of a vehicle to slot beneath its popular Tacoma. While timing remains fluid, senior executives at Toyota Motor North America say it’s no longer a matter of if the truck will arrive – but when.

“We’ve studied it a lot. We’re dedicated to it,” said Cooper Ericksen, Toyota’s head of planning and strategy, in an interview with MotorTrend. “Decisions have been made. The question is when we can slot it in.”

Toyota’s compact truck strategy has been in the works for years – well before Ford launched its wildly successful Maverick in 2021. The Japanese automaker’s legacy of small pickups, from the precursors to the Tacoma, provides a blueprint. However, today’s market conditions and engineering challenges are making the launch a juggling act.

Toyota Tacoma

The proposed ute will be a unibody truck based on Toyota’s TNGA platform, shared across most of its current line-up. That paves the way for hybrid and plug-in hybrid powertrains, aligning with Toyota’s strategy to offer a range of electrified vehicles.

Despite not being body-on-frame like the HiLux or Tacoma, Ericksen said the compact ute will remain a “true Toyota truck,” with the durability and capability expected of the brand – yet with improved fuel economy and reduced weight.

Toyota’s research suggests the U.S. market alone could support annual sales of 100,000 to 150,000 compact trucks, driven by demand for more affordable alternatives to full-size utes, which have become prohibitively expensive for many buyers. The base price of some mid-size off-roaders, such as the Tacoma TRD Pro, can exceed $60,000.

But despite the market appetite, don’t expect to see a prototype anytime soon. Toyota’s engineering resources are currently maxed out, with 24 new or updated models in the pipeline. The automaker is also advancing its hybrid and EV portfolios while developing fifth and sixth-generation hybrid systems. All of this limits the capacity to fast-track a new compact pickup project.

Theottle render – Youtube

“There’s a lot of moving pieces,” Ericksen noted. “We’re trying to figure out how we can get it done.”

Speculation is mounting that Toyota’s compact ute could be based on the next-generation 2026 RAV4 architecture, making it an SUV-based truck in the vein of the Ford Maverick and Hyundai Santa Cruz. Both competitors have found success using shared SUV platforms to produce lower-cost, fuel-efficient trucks with everyday practicality.

Digital artist Theottle has taken a stab at what the RAV4 might look like as a ute (above).

“I think it will compete well against Chevrolet Montana, Fiat Toro, Ram Rampage and Renault Oroch,” the artist opined.

New 2026 Toyota RAV4, revealed this week

David Christ, general manager of Toyota’s U.S. division, stressed there is no firm timeline for the new ute. However, Toyota’s COO Mark Templin confirmed the company is actively exploring the idea.

With industry headwinds such as electrification, tariffs, and regulatory changes causing constant recalibrations, Toyota’s small ute remains on the horizon – but its path is becoming clearer.


The Albanese government is exploring a gradual reduction of the Luxury Car Tax (LCT) rather than an outright abolition, aiming to protect the resale value of high-end vehicles and maintain market stability.

This strategy has gained traction amid ongoing free trade negotiations with the European Union, as well as shifting trends in Australia’s automotive market, according to a report in The Australian.

The LCT currently imposes a 33 per cent levy on vehicles priced above specific thresholds – $91,387 for fuel-efficient cars and $80,567 for others. For example, a Toyota LandCruiser 300, which dominated 62 per cent of the large SUV segment in 2024, attracts over $10,000 in LCT and more than $11,000 in GST, pushing its drive-away price past $133,000.

Dealers and manufacturers have expressed concern that a sudden removal of this tax could significantly harm resale values for vehicles already on the road.

Toyota LandCruiser 300

Trade Minister Don Farrell’s office has been in renewed discussions following reports that the government is weighing the removal of the tax. While removing the LCT entirely could bolster international relations –especially with the EU – the government insists it will only do so if European nations provide meaningful market access for Australian farmers, a sticking point in past negotiations.

The luxury car tax has also emerged as a diplomatic lever in dealing with potential US trade tariffs if Donald Trump regains the presidency. Roughly 40 per cent of the $1.2 billion in annual LCT revenue comes from European vehicle sales, compared to under 20 per cent from US imports.

Industry stakeholders including the Australian Automotive Dealer Association and the Federal Chamber of Automotive Industries advocate for a phased removal. CEO James Voortman stated the tax has outlived its original purpose – protecting a now-defunct domestic car industry – and emphasized the need to consider current vehicle owners.

“We fully support removing the LCT,” Voortman told the paper, “but we must consider consumers who’ve already purchased vehicles and the potential impact on resale values.”

Meanwhile, Treasurer Jim Chalmers is evaluating a road user charge to offset declining fuel excise revenues and the eventual LCT wind-down. A Treasury taskforce has been established, although progress has been slow following legal setbacks to similar state-level charges.

As free trade talks resume, with the EU urging Australia to finalize an agreement, the phased approach to eliminating the LCT appears increasingly likely – balancing economic diplomacy, consumer protection, and evolving automotive trends.

Ford Australia will add a seventh variant to it Everest large SUV family with the introduction of the limited-run Everest Black Edition, a special version of one of the country’s most popular 4WD family vehicles.

With only 750 units destined for Australian roads, the Everest Black Edition combines rugged off-road capability, sleek aesthetics and smart practicality—all for a $69,000 drive-away price.

Built on the reliable Everest Trend 2.0L Bi-Turbo 4×4, the Black Edition gets its signature look from a suite of blacked-out features including a black grille, side mirrors, door handles, and 18-inch alloy wheels clad in all-terrain tyres. Signature ‘EVEREST’ lettering on the bonnet and interior sill scuff plates emphasize the model’s exclusive identity.

Ford has introduced three striking paint finishes to complement the Black Edition’s bold styling: Aluminium Metallic, Shadow Black, and the exclusive Alabaster White—all included as Prestige Paint options at no extra cost.

According to Ambrose Henderson, Director of Marketing at Ford Australia, the Everest Black Edition is a timely response to evolving consumer demand: “This model adds a fresh take on a proven favourite, combining full-time 4WD, family-friendly features, and a striking visual package that delivers exceptional value.”

Pricing

EVEREST BLACK EDITION$68,990 (MLP, incl GST); $69,000 (drive away)

To further tailor the Everest Black Edition to individual needs, buyers can choose from three optional upgrade packs:

Backed by Ford’s five-year, unlimited kilometre warranty, the Everest Black Edition is now available for order, with first deliveries expected from July 2025.

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