Ford Australia confirmed pricing and specification details of the all-new seventh-generation Mustang.

At launch the new 2024 Ford Mustang is available in three models – EcoBoost, GT and a new addition called the Mustang Dark Horse. The EcoBoost is powered by a 2.3-litre EcoBoost turbocharged four-cylinder engine, while the GT and Mustang Dark Horse feature a 5.0-litre V8 under the bonnet in two different outputs.

The Mustang EcoBoost is available with a Fastback (coupe) body style only and will open the Mustang line-up at $64,990. The GT is available in Fastback with a six-speed manual gearbox priced at $77,002 or ten-speed automatic transmission costing $80,902. The GT is also offered as a convertible body style priced at $86,752 which is fitted exclusively with an automatic transmission.

A 1,000-unit special edition model for Australia, Mustang Dark Horse is the first new Mustang performance nameplate in 21 years and will be available with both a unique TREMEC six-speed manual transmission at a price of $99,102, and an automatic transmission costing $103,002. Mustang Dark Horse is exclusively available in the Fastback body style.

All prices quoted exclude on-road costs.

Powering the Ecoboost variant is a 2.3-litre turbo four-cylinder engine developing 232kW @ 5500rpm and 475Nm @ 3000rpm. It’s mated to a 10-speed automatic transmission.

The GT and Dark Horse models are powered by a 5.0-litre V8 naturally aspirated engine. In GT trim, the engine produces 347kW @ 7250 RPM and 550Nm @ 4850pm, while in Dark Horse guise the output is raised slightly to 349kW @ 7250 RPM and 548Nm @ 4850pm.

Mustang Dark Horse receives track-focused enhancements in the form of auxiliary brake cooling ducts, a transmission cooler and rear axle cooler, all designed to improve endurance and recovery.

A bespoke chassis tuning for the Dark Horse include stiffer front springs and specially tuned MagneRide 9 shocks capable of monitoring wheel and tyre movement 1,000 times per second, which optimises performance based on road surface or driving mode.

Mustang Dark Horse also features wider staggered wheels (19 by 9.5-inch front and 19 by 10-inch rear), with stopping courtesy of Brembo front six piston brakes with 390mm rotors. Traction is also improved thanks to a Torsen limited differential.

The new Mustang is available for purchase at Ford dealerships across Australia, with first customer arrivals scheduled for Q2 2024.

2024 Ford Mustang Line-Up and Pricing

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Amongst a sea of derivative small crossovers available on the market today, the Ford Puma stands out to be the most chic of the lot. This pint size SUV proves that grand, bold designs aren’t limited to just big vehicles. From the prominent grille and swept back headlights to the sculpted fenders and pronounced haunches, the Puma looks to have packed some of best work from Ford’s styling department in a small yet perfectly proportioned package.

Of course, styling isn’t everything. Does the Puma have the substance to back its good looks? We spent a week with the mid-spec Puma ST-Line to find out.

Slotted between the entry-level $30,840 Puma and the range-topping $36,390 Puma ST-Line V, the mid-range Puma ST-Line costs $33,190. All prices exclude on-road costs.

Compared to the competition, the Puma is certainly not a cheap option. The similarly-spec’ed Kia Stonic GT-Line or Mazda CX-3 sTouring could be had for around $30k. That’s a sizeable savings over the Puma, but then again there’s always a price to pay for being a bit fashionable.

The ST-Line rolls on stylish 5-spoke 17-inch wheels, with LED lighting for the headlights and taillights – the former features high beam auto dipping. Also LED are the daytime running lights and there’re illuminated puddle lamps integrated neatly into the door mirrors.

Getting into the car is easy with the proximity-sensing key fob. With it in the pocket or handbag, simply pull the handle and the car will unlock. Once inside, you’ll be greeted with a cozy yet well-presented and equipped cabin. It doesn’t take long to find where things are at because the Puma’s interior is well thought out. The dashboard has minimum clutter and is very functional with essential controls within easy reach in the centre console.

The 8.0-inch centre touchscreen is where functions like navigation, media and smartphone mirroring are operated from. It runs Ford’s older but still good Sync 3 infotainment system, with satellite navigation built-in and support for Apple Carplay and Android Auto. The interface design may not be the flashiest but it’s fit for purpose and response to the touch is good as well.

The reverse camera feed comes through the centre touchscreen also and while the video quality isn’t too shabby the location of the camera itself is a bit of a problem when it rains. Because the camera is quite exposed, rain water tends to cover and distort the camera lens rendering the video feed pretty much useless. A more discrete mounting for the camera would certainly help address this issue.

In front of the driver and behind the flat-bottom steering wheel is a 12.3-inch digital instrumentation cluster which presents various driving info with vivid graphics and animation. While it’s good enough for a small car like the Puma, it doesn’t offer much by way of customisation, like bringing up map view or adding widgets.

A wireless phone charger is standard, so is a six-speaker audio system which is one of the better sounding ones in class. There’re two USB ports for the front row seats but none in the back.

Comfort levels are good, with the front seats – neatly trimmed in dark fabric with red contrast stitching – offering good support. The rear seats have subtle bolsters for the outboard seats for better comfort. The narrow cabin means two adults are the most you’d want to carry in the back seats, with the middle seat best left for the little ones. There isn’t a lot of knee room either.

The front centre armrest with storage underneath is proper, unlike many other small cars. In front of it are two decent size cup holders. There’s more storage in the glovebox and the door pockets can easily fit your water bottles.

For a small car, the boot capacity of 410 litres is quite impressive. The boot floor cover has two height levels, allowing two levels of boot depths. The 60/40 split rear seats can be folded for extra boot space.

In terms of safety features, the Puma ST-Line is equipped with six airbags, cruise control, lane-keep assist, traffic-sign recognition and automatic emergency braking. It’s disappointing to see that other essential safety tech like adaptive cruise control, blind-spot monitoring and rear cross-traffic alert are all packaged under a $990 optional Park Pack, when these features come as standard in many similarly priced rivals. Until Ford includes them as standard, we recommend ticking this option.

Under the bonnet, the 1.0-litre turbocharged three-cylinder petrol engine is small in capacity but punches out quite a hearty 92kW and 170Nm, the latter available from just 1400rpm. It’s mated to a seven-speed dual-clutch automatic transmission (DCT), driving the front wheels.

Quite often, three-pot engines can feel a little gruff, but the one in the Puma is an exception. It’s smooth and quiet for the most part, only starting to become vocal when you rev it out. But even that it’s not exactly coarse either.

It’s quite a joy to poke around in this thing, largely thanks to the chubby torque down low in the rev range. The throttle response is pretty fine, too, and there’s a nice feel through the steering.

The DCT is crisp and quick in its gear changes, as expected, but it’s a little indecisive at times at low speeds. This can be easily fixed with a more consistent throttle input. Once on the move and up to speeds it’s generally in the right gear, making the most use of that torque and optimising fuel efficiency.

The suspension is tuned to strike a good balance between ride and handling. This isn’t the cushiest car in class but the ride is perfectly fine for the daily grind. At the same time, body control is good around the bends delivering a secured driving feel.

Average fuel consumption for the Puma is rated at 5.3L/100km. In the real world we achieved 5.7L/100km after about 450km of mixed-route driving, a figure not far off the official claim. This makes the Puma one of the more fuel efficient cars in the segment.

A five-year/unlimited kilometre warranty is standard for the Puma, along with 12 months free roadside assistance. The service interval is 12 months or 15,000km, whichever comes first, with each visit costing around $300.

Verdict

2023 Ford Puma ST-Line pricing and specification

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Ford will offer a plug-in hybrid version of the Ranger 4×4 pick-up from early 2025, marking a significant step forward in Ford’s plans to offer an electric powertrain option for every model in its portfolio of products.

The Ford Ranger Plug-in Hybrid will combine electric driving capability with the adventure-ready versatility and work-ready dependability the Ranger is known for.

“The Ranger Plug-in Hybrid is a best-of-both-worlds solution for work, play, and family – offering customers zero-tailpipe emissions EV driving for short trips, or hybrid performance that delivers incredible on- and off-road performance,” said Andrew Birkic, President and CEO, Ford Australia and New Zealand.

“Ranger Plug-In Hybrid will bring all of the towing and payload capability our Australian customers expect of Ranger, and with Pro Power Onboard for the first time, Ranger owners will have power for both work and play.”

Ranger Plug-in Hybrid will deliver more torque than any other Ranger, thanks to a 2.3-litre Ford EcoBoost turbo petrol engine paired with an electric motor and rechargeable battery system. It can be driven in pure electric mode for more than 45 kilometres.

Ford says this EV-only capability will be extremely useful for Australian Ranger customers, with more than half travelling 40km or less per day.

The targeted maximum braked towing capacity of the Ranger Plug-In Hybrid is 3,500 kg4 – the same as the rest of the Ranger line-up.

The Ford Ranger Plug-in Hybrid will also feature Pro Power Onboard, enabling customers to power their tools and appliances on a worksite or remote campsite by plugging them into power outlets embedded in both the cargo bed and the cabin. That means noisy, bulky, heavy generators can be left at home, leaving more space in the cargo bed for other gear and equipment.

In addition to having on-demand electricity, Ranger Plug-in Hybrid’s EV drive modes will give drivers more flexibility in deciding how and when to use the EV battery power.

The Ranger Plug-In Hybrid also retains four-wheel-drive capability, selectable drive modes and advanced driver safety and driver assist features.

“The Ranger Plug-in Hybrid will help our customers move into an electrified future, with the confidence and capability that only Ranger can provide. Ranger Plug-in Hybrid will join the Ford Australia line-up as our fifth electrified vehicle alongside Mach-E, E-Transit, E-Transit Custom and Puma BEV,” Birkic concluded.

Full pricing and specification for the first ever Ford Ranger PHEV will be announced closer to local launch.

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At the pointy end of the large 4×4 SUV segment there’s the Ford Everest and there’s the Everest’s long-time rival the Toyota LandCruiser Prado. Previous generations of Everest had mostly lived inside the shadows of the Prado, mostly because the latter was a little more refined, more luxurious and had a richer heritage.

For the latest third-generation Everest however, Ford has up their game – enormously. For starters, the company has engineered both the Ranger Ute and Everest concurrently rather than having the Everest’s development followed behind the Ranger. As such the new Everest comes across as a more cohesive model, having been developed ‘from the ground up’ as a 7-seater large 4×4 and not merely a wagoned-body Ranger with more seats.

The Blue Oval has also loaded the Everest with the latest technology, strengthened its safety and stuffed a new, gutsier V6 diesel under the bonnet. It rides on a new Ford Australian-developed T6.2 platform with a modular-style ladder chassis design. There’re heaps more underbody protection and the dynamic roof load capacity has improved to 100kg (350kg static).

It’s as if Ford is saying ‘Prado, I’m totally coming for you this time’. And in all honestly, the aging Prado does feel massively left behind by this new, much more advanced Everest. But an all-new Prado will land in early 2024 and the Everest ought to be spectacular to continue the challenge.

How much does the Everest cost?

Prices for the Everest have increased over the previous generation model, with each variant across the line-up seeing a hike of around $3,000. The range starts from $53,290 with the Ambiente RWD 2.0-litre Bi-Turbo Diesel and stretches to $77,530 for the flagship Platinum 3.0L V6 Turbo Diesel. All prices exclude on-road costs.

There’s a host of available options, including a $1700 towing pack, a $950 third row addition to the Ambiente grade (fitted to vehicle on test), a $900 premium seat pack for the Trend grade and an all-terrain tyre pack offered as a no cost option ($1100 for Ambiente).

As mentioned, the new Everest plays at the higher end of the segment, with the line-up costing more than less expensive rivals like the Mitsubishi Pajero Sport and Isuzu MU-X. That said, the Everest is still slightly more affordable than the Prado, which in its range-topping grade costs a hefty $87,500 plus ORCs.

How does the Everest look?

Ford’s reborn off-roader, the Bronco seems to have influenced the company’s latest 4×4 styling. But that’s fine as it’s worked wonders. The new Everest looks purposeful and tough as it is upmarket and classy. The bold front fascia has one of the most prominent grilles we’ve seen in a Ford model and certainly the largest Ford badge ever. The C-shape daytime running lights further add to the strong frontal visual statement.

There’s effective use of creases and lines throughout the side of the vehicle to break up and lighten up the otherwise large side canvas. The rear emphasises the stretched light bar with the name Everest proudly spelled across the middle.

LED lighting all around is standard across the range, while wheel sizes of 17 inches to 21 inches are fitted depending on the grade level.

For those keen on sportier looks, the mid-spec Everest Sport offers black exterior accents with matching 20-inch black wheels. The recently added Everest Wildtrak special edition model aims at those who want a tougher look, bringing with it a ‘H-bar’ bumper, stand-off roof rails and exclusive Wildtrak badging which are further differentiated by the Luxe Yellow exterior body paint job.

What is the interior of the Everest like?

The cabin of the latest generation Ford Everest is where improvement is the most significant. There’s a big step up in presentation, quality and fit and finish, with the interior of the Trend model and up feeling properly upscale. That of the top-spec Platinum model feels even more plush and rich.

The dash has been totally redesigned and now incorporates a massive 12.0-inch centre touchscreen display from the Trend grade and up. The base Ambiente has a smaller 10.1-inch screen. The high resolution touchscreen, which runs Ford’s latest Sync 4 OS, has an excellent layout and menu structure, however some on-screen buttons are too small and the fiddly scroll bar required to operate the seat heating can be difficult to use when on the move. The screen’s responsiveness to the touch can also be improved.

Crucially, Ford has maintained the use of physical knobs and buttons for the all-important climate control as well as media on/off and volume functions. All other features including built-in satellite navigation, digital radio, Apple CarPlay and Android Auto (both wireless across the range) are operated through the touchscreen.

Wireless Apple CarPlay connects automatically and swiftly each time you hop in the car. Frustratingly though, it occasionally drops out. For a more stable connection you might need to resort to using a USB connecting cable. Speaking of which, USB A and USB C ports are available to both front and second row occupants. A wireless charging pad is fitted in the centre console.

All models get an 8.0-inch digital instrumentation cluster which is rather small and quite basic, but the larger 12.4-inch display found in the Platinum means business with better clarity and a greater level of customisation. However, map view is not available in both display sizes.

All Everest models except for the Ambiente have 7 seats. The Ambiente tested here is fitted with the optional $950 3-Row Seat Pack. There’s plenty of space in the first and second row seats. The third row is best reserved for kids as adults will find it lacking foot and knee room. If you must carry adults back there you can slide the second row seat forward slightly for more leg room. Access to the third row is manageable, with the passage liberated by pulling a lever that slides and tilts the second row fully forward.

Practicality is good with the dash fitted with not one but two gloveboxes. The sizable centre compartment offers additional storage space, and the door pockets are thick enough to accommodate bottles. Each seat bar the middle second row gets its own cup holder.

Further back, the boot measures 259 litres with all seats up – good enough still for a small pram or a couple of small bags. Drop the third row and the space expands to 898 litres, and further to a voluminous 1823 litres with the second row also stowed. In this configuration the boot floor is flat (almost), making it easy to load and move items around the boot. However, models with powered tailgate have the boot light positioned right next to the boot close button. This is blinding at night, making it hard to find the close button.

How does the Everest drive?

Ford’s versatile 2.0-litre twin-turbo four-cylinder diesel engine continues to power the Everest in the Ambiente, Trend and Sport models. It’s been carried over from the previous generation albeit tweaked and enhanced to deliver better refinement. It outputs 154kW at 3750rpm and 500Nm at 1750-2000rpm.

The 2.0-litre diesel is mated to a 10-speed automatic transmission, also caried over but upgraded with a new torque converter and retuned shifting algorithm for smarter gear selection and smoother shifts. This engine/gearbox combo is one of the best in the segment, delivering strong performance that is as responsive in the city as it is effortless on the freeway.

The 3.0-litre V6 turbo diesel is more muscular but it’s a pity that it’s only fitted to the more expensive Sport, Wildtrak and Platinum models. The smoother and quieter V6 certainly serves up a more relaxing and luxurious driving experience, and although the 2.0L models match the 3.0L variants with a rated 3500kg towing capacity, it’s the latter that deliver a stronger pull when the car is loaded to the brim or going uphill.

Regardless of which engine is under the bonnet, the Everest continues to be one of the best riding large SUVs on the market. Patchy roads are handled with admirable compliance and its ute underpinnings never once rear its agricultural head. The Platinum is a little busier on bad roads than its lesser siblings most likely due to the larger wheel size with lower profile tyres. Cabin refinement in the 2.0L models is good, while in the 3.0L variants it’s simply exemplary thanks to the smooth and lazy V6.

For a heavy and high riding vehicle, the Everest is pretty manageable around the bends. Being Australian-developed, the handling in particular is well suited to Aussie roads and landscape. Again the ladder-frame platform is well disguised and the dynamics are more akin to a monocoque SUV, with good body control and direct steering.

Off the beaten track, the Everest is one of the more capable 4x4s out there. The independent suspension setup is augmented by a variable four-wheel drive system with selectable drive modes (V6 models) and low range. Instead of a conventional locking centre differential, the Everest’s 4×4 uses an electronically controlled clutch pack that’s capable of splitting drive equally between the front and rear axles (4H mode). A locking rear differential further adds to its off-road potential.

There’s good wheel articulation, maintaining traction across all but the trickiest of terrain, and if a wheel does come off the ground the locking differentials do an excellent job in getting it going again. If you do regular or heavy off-roading, the Platinum’s 21-inch wheels and tyres may not be appropriate. Opting for 18-inch wheels and all terrain tyres is recommended, not only for better traction but also to optimise ride comfort, as even with thicker tyres on smaller wheels the Everest can feel jittery on pimply gravel tracks.

What is the maintenance cost of the Everest?

The Everest comes with a 5-year/unlimited kilometre warranty.

In terms of servicing the Everest requires a visit to the dealer every 15,000km or no longer than 12 months, whichever comes first. Servicing cost for the first 4 visits is capped at just $329 per visit.

Combined cycle fuel consumption is rated at 7.2L/100km for the 2.0L Bi-Turbo and 8.5L/100km for the 3.0 V6. On test with a mixed of roads traveled including an off-road stint, the 2.0L Bi-Turbo Ambiente managed 8.5/100km, while the 3.0 V6 Platinum returned a much thirstier 10.9L/100km.

Verdict

2023 Ford Everest pricing and specification

The post 2023 Ford Everest Review: 2.0L Bi-Turbo and 3.0L V6 driven appeared first on ForceGT.com.

Ford Australia today confirmed pricing and the opening of online reservations for the highly anticipated, all-electric Mustang Mach-E – the company’s first production fully electric SUV. Embodying the spirit of Mustang for an electric future, Mustang Mach-E will arrive in Australian showrooms late this year.

Kicking off the line-up in Australia is the Mustang Mach-E Select which is priced from $79,990 plus on-road costs. This model boasts a 71kWh lithium iron phosphate (LFP) battery mated to a single electric motor which delivers 198kW and 430Nm of torque via the rear wheels. New for 2023, the LFP battery will allow Ford to offer the Mach-E with fresh technology proving to be more durable, using fewer high-demand, high-cost materials and with the ability to sustain fast charging as it approaches maximum capacity. The Mach-E Select will offer a driving range of up to 470 km.

Mustang Mach-E Select is equipped with a 15.5-inch infotainment screen (standard across the range) running Ford’s latest-generation SYNC 4A2 system. For enhanced visibility when parking a 360-degree camera is standard as is a B&O sound system with 10 speakers and subwoofer. Wireless phone charging as standard means you can conveniently charge your compatible smartphone without the hassle of a charging cable.

Across the line-up there’s room for five people. There are ISOFIX mounts on the two outboard seats and top tether anchors for all three back seats, making installing child seats easy. The rear seats fold 60:40 to increase rear luggage space when needed.

Mach-E Select features Black Onyx Sensico seats in the front and back, a premium artificial leather upholstery. The front seats are eight-way powered.

On the outside, Select boasts 19-inch alloy wheels, a panoramic glass roof and Ford’s E-Latch door handles which replace conventional door handles, as well as a front-trunk or ‘frunk’ for additional luggage space.

The Mustang Mach-E Premium is priced from $92,990 plus ORCs and boasts a bigger 91kWh battery delivering 216kW and 430Nm of torque via a single motor on the rear axle. This model balances enhanced performance with efficiency, delivering the longest potential driving range of the line-up – with up to 600 km of range.

Building on Select, Premium adds luxury touches like LED projector headlamps, premium-finish scuff plates and pedals, and interior upgrades, including red contrast stitching to its Black Onyx Sensico seats (front and rear), black headliner, and multi-colour ambient lighting as standard.

For the ultimate in performance, the Mustang Mach-E GT can streak from 0-100km/h in 3.7 seconds and is priced from $108,990 plus ORCs.

It features the same 91kWh battery as Mach-E Premium but runs two electric motors (one at the front and one at the rear) delivering 358kW and 860Nm of torque to all four wheels with a driving range of up to 490 km. Mustang Mach-E GT will be the fastest accelerating Ford the Blue Oval offers in Australia.

As the performance-oriented model in the line-up, Mach-E GT features MagneRide Active Suspension which can adjust up to 1000 times a second allowing the dampers to respond in real-time to changing road conditions or driving style. The system also automatically adjusts damping force based on the selected drive mode.

Speaking of drive modes, GT adds Untame Plus to the modes available on the other models: Active, Whisper or Untame. This setting is designed for closed-course driving only and adjusts everything from battery cooling to steering to throttle response, traction and stability controls, all-wheel drive strategy and ensures consistent power and torque delivery for longer-lasting thrills.

Ensuring it stops as well as it goes, Mustang Mach-E GT runs Brembo Flexira front performance brakes, 20-inch alloys wrapped in bespoke Pirelli tyres.

The ‘performance’ continues inside with a pair of bolstered Ford Performance sport front seats designed to support driver and front passenger during spirited driving and finished in a soft-touch leather-like material.

Online order of the Ford Mustang Mach-E is available now, with first costomer delivery expected in Q4 this year.

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Pricing and specifications for the biggest Ford pickup ever to roll on Australian roads, the Ford F-150, have been confirmed. The flagship American ute will arrive Down Under in the second half of 2023 with a factory-backed five-year, unlimited kilometre warranty and the convenience of servicing through a nationwide Ford dealer network.

The Ford F-150 range will start from $106,950 plus on-road costs, with four variants in the range, including both short-wheelbase (SWB) and long-wheelbase (LWB) body styles for the XLT and LARIAT.

The reintroduction of F-Series comes after significant demand from Aussies for Ford’s biggest, boldest and most capable pick-up. Following extensive re-engineering work by Ford Australia and RMA Automotive, the right-hand-drive F-150 will now be available from local Ford dealerships.

Both the XLT and LARIAT F-150 will feature the top-selling 3.5L EcoBoost Twin-Turbo V6 petrol engine, coupled with 10-speed automatic transmission in 4×4 Crew Cab configuration. With 298kW and 678Nm across the range, the F-150 features Ford’s port-fuel and direct-injection (PFDI) system, which uses a pair of injectors per cylinder along with twin turbochargers that offer on-demand power while minimising lag.

Each F-150 variant can be purchased either as a SWB with a 3683mm wheelbase and 1676mm styleside box, or LWB that extends the wheelbase to 3987mm and styleside box to 1981mm. All F-150 models in Australia are capable of towing 4.5 tonne, matching arch rival RAM 1500.

The XLT aims at owners wanting compelling capability from their pick-up paired with no-nonsense ruggedness. For the F-150 XLT, standard features include 20-inch six-spoke machined-aluminium wheels, chrome front and rear bumpers, black platform running boards, tailgate with flexible step and work surface as well as a “Tough Bed” spray-in bedliner.

The F-150 XLT SWB is priced from $106,950, while the XLT LWB asks for $107,945.

As the flagship of the Australian F-150 range, the F-150 LARIAT brings added levels of luxury with additional features over and above the XLT variant including premium mesh insert grille with chrome surround, chrome appearance package including mirror scalps, door handles, belt moldings, tow hooks and running boards, powered twin-panel moonroof and LED headlights, fog lights and taillamps.

The F-150 LARIAT SWB costs $139,950, while the LWB LARIAT has a sticker of $140,945.

All prices quoted exclude on-road costs.

Ford F-150 specifications:

F-150 XLT

• Two-bar style grille with chrome surround and black accents
• 20-inch six-spoke machined faced alloy wheels
• Chrome front and rear bumpers
• Black platform running boards
• Tailgate with flexible step and work surface
• Tough Bed spray-in bedliner
• Boxlink cargo management locking cleats
• Underbody skidplates
• 12-way power (including lumbar) driver cloth seat
• 10-way power (including lumbar) front passenger cloth seat
• Column mounted gear shifter
• SYNC 4 with eight-inch centre touchscreen
• Satellite Navigation system
• Seven-speaker sound system
• Eight-inch multiview digital instrument cluster
• FordPass Connect
• Dual zone automatic climate control
• Power adjustable foot pedals
• Foldout office workspace
• Six airbags
• Rear view camera
• Rear parking sensors
• Ford Pro-Trailer Back-Up Assist
• Cruise control
• Pre-collision assist with automatic emergency braking (AEB)
• BLIS with cross-traffic alert and trailer tow coverage
• Lane-keeping aid and driver alert system

F-150 LARIAT (in addition to XLT)

• Premium mesh insert grille with chrome surround
• Chrome appearance package including mirror scalps, door handles, belt moldings, tow hooks and running boards
• Powered twin-panel moonroof
• LED headlights, fog lights and taillamps
• Power release and close tailgate
• Power sliding rear window
• Leather-accented seats
• Heated and cooled front seats
• Heated rear seats (excluding middle seat)
• 12-way power (including lumbar) driver seat with memory settings
• 12-way power (including lumbar) front passenger seat
• Floor console mounted shifter
• 12-inch centre touchscreen
• 12-inch digital instrument cluster
• B&O unleashed sound system by Bang & Olufsen with 18 speakers
• Power adjustable foot pedals with memory settings
• Front parking sensors
• 360-degree camera
• Intelligent adaptive cruise control with stop-and-go
• Lane centering
• Speed sign recognition
• Evasive steering assist
• Intersection assist
• Wireless phone charging

The post Ford F-150 officially arrives in Australia priced from $106,950 appeared first on ForceGT.com.

The first race-prepared seventh-generation Ford Mustang has made its first global appearance at Mount Panorama today ahead of the Bathurst 1000 race weekend.

The 2023 Ford Mustang GT ‘Gen3’ Supercar was uncovered in the pit lane at Mount Panorama in full racing guise.

The road-going variants of the seventh-generation Mustang were revealed in Detroit last month, with computer-generated images of the race cars shown at the same time.

Closely resembling the road-going Mustang, the Gen3 Supercar features a low bonnet and wider body, with the production-based Coyote V8 engine tweaked to power the racecar with 600hp (447kW).

The Mustang Supercar has been built by Ford’s homologation team Dick Johnson Racing, in conjunction with Ford Performance, in preparation for the 2023 season when a new era of Supercars racing begins.

Ford supported teams in 2023, who will race the new Mustang, include Dick Johnson Racing, Tickford Racing, Grove Racing, Blanchard Racing Team and new to the Mustang stable, Walkinshaw Andretti United.

Johnson, the Ford legend whose namesake team is celebrating the incredible milestone of 1000 races this weekend, will drive the car for the first time at the iconic 6.2km Mount Panorama circuit.

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Ford once again sounds a wake-up call for sports car enthusiasts around the world with the introduction of the all-new Ford Mustang. Claimed as the most exhilarating and visceral Mustang yet, the seventh generation model brings a “fighter jet-inspired” digital cockpit, updated turbocharged four-cylinder and naturally aspirated V8 engines, and an edgier yet muscular exterior design.

With the introduction of the new Mustang, Ford Australia will add an exciting new special edition nameplate to the Mustang stable, Dark Horse. Designed as a street and track-capable performance Mustang with striking visual cues and increased capability, the Mustang Dark Horse will boast sinister looks and a specially modified 5.0-litre V8. Further specifications and information will be released closer to local launch.

The seventh generation Mustang adds modern chiseled looks to its heritage-inspired design, which sets out to appeal to the broadest Mustang customer mindset yet.

Each model in the Mustang lineup carries its own unique front end. GT is differentiated from EcoBoost models by larger, more aggressive grill openings, engineered to allow increased airflow to cool the V8 engine, reflecting the increase in power and performance. The car’s aerodynamics are optimised further with the addition of new bonnet vents and redesigned front splitter. At the rear, an extended rear spoiler module houses new crisp signature tri-bar lighting and redesigned diffuser for improved aerodynamic balance.

Like before, the Mustang GT is powered by a 5.0-litre Coyote V8 engine. The fourth-generation 5.0-litre is claimed to deliver the most naturally aspirated horsepower of any Mustang GT.

Ford has saved the manual transmission for a new generation and the 5.0-litre V8 continues to offer a six-speed manual transmission for purist who want an uncompromised connection to eight-cylinder power. Ford’s 10-speed automatic transmission is also available.

Drivers who desire better fuel efficiency can opt for the EcoBoost model, powered by an updated, four-cylinder turbocharged 2.3-litre powertrain.

For the first time, Mustang GT with the manual transmission includes standard rev-matching that helps hold engine RPM when the clutch is engaged to retain peak torque between manual gear changes.

In terms of safety, the new Mustang is available with Ford’s next-generation Driver Assistance Technologies, including speed sign recognition, Intelligent Adaptive Cruise Control – with stop-and-go functionality on automatic transmission equipped variants, Lane Centering Assist, Evasive Steer Assist and Reverse Brake Assist.

The all-new Mustang goes on sale in Australia in late 2023 and is assembled at Flat Rock Assembly Plant in Flat Rock, Michigan in the United States. Full specification and pricing will be announced closer to launch.

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Ford has taken the wraps off its all-new 2023 Ford Everest which promises to be more comfortable than its predecessor.

Key to its comfort is a longer wheelbase, while a 50mm (1.9-inch) wider track than the outgoing model is said to make the Everest better to drive around town and on the freeway.

However, the Everest hasn’t forgotten its Ranger-based roots, either, with all variants equipped with underbody protection, a rear locking differential, selectable off-road drive modes, and two functional tow hooks at the front.

Its off-road credentials are also bolstered with 800mm (31.4-inch) of wading depth along with an array of features designed to make towing easier than ever before, including a dedicated Tow/Haul drive mode to optimise gear shift timing to maintain ideal power delivery and engine braking and a camera that helps guide the SUV in reverse parking when hitched to a trailer. There’s also an optional Tow Pack that brings an integrated trailer brake controller and offers 3,500kg (7,716 lbs) of towing capacity.

Power- and drivetrain

When it launches, the Everest will be offered with two engine options – a 2.0-litre bi-turbo diesel four-cylinder and a 3.0-litre turbo-diesel V6 – both connected to a 10-speed automatic transmission. However, Ford is keeping the power output until closer to launch.

Entry-level Ambiente and Trend variants will feature rear-wheel drive while all other variants will have a permanent four-wheel drive system that utilises an electronically controlled on-demand two-speed electromechanical transfer case.

All-new interior and technology

Inside, the latest Everest’s interior will be a big step up from the outgoing model, with a large portrait style infotainment screen taking centre stage on the fresh new dashboard. It measures 10.1-inches in the Ambiente model and 12.0-inches in the Trend, Sport and Platinum models.

As expected, all variants now comes with a digital instruments cluster measuring 8.0-inches in the Ambiete, Trend and Sport, and 12.-4-inch in the range-topping Platinum. Both screens run Ford’s latest SYNC 4A system.

Other highlights include wireless phone charging, heated and ventilated front seats (Sport and Platinum). Platinum buyers will further luxuriate in 10-way power adjustable driver’s seat with memory function, heated second-row seats, a heated steering wheel and a 50:50 split third row that fold with a touch of a button.

Safety

The 2023 Everest comes with nine airbags, including a centre airbag between the driver and front passenger, adaptive cruise control with lane centering, Stop & Go and evasive steering assist, reverse brake assist, pre-collision assist with intersection function, and a blind-spot information system with trailer coverage.

Full pricing and specifications will be announced closer to its launch later this year.

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They are two of the most iconic cars to grace our roads. One, an unapologetically all-American with a big, old-school fire-breathing V8 under its long, chiselled bonnet that has become one of the most successful sports cars in recent times.

The other, a samurai warrior that came out of its 17-year sabbatical to reignite the flame for Japanese performance machine.

Both are the only mainstream, rear-wheel drive, high-performance sports coupe on the market today.

Are they close competitors?

Both are rear-wheel drive two-door coupes with a passion for speed and tyre shredding antics but importantly, both claim a sub 4.0 seconds 0-100km/h and a love of corners.

There are differences, too.

The GR Supra, with the help of BMW, comes with a German heart that is heavily based on the 3.0-litre inline six-cylinder turbo-petrol engine in the latest BMW Z4, and for 2021, bringing an extra 35kW for a grand total of 285kW. Torque remains unchanged at 500Nm and directed to the rears via an eight-speed auto.

The Mustang on the other hand, comes with a significantly more powerful, naturally-aspirated 339kW/550Nm 5.0-litre V8 matched with a 10-speed automatic. However, it also comes along with a considerable weight penalty of 261kg over the Supra.

How much do they cost?

The Supra GTS tested here comes with a relatively steep $97,126 price tag, which is $30,836 or nearly a Corolla Ascent Sport Hybrid more than the Mustang’s more down to earth $67,390 list price. Both before on-road costs.

Both score largely similar equipment, too.

Starting on the safety front, the Mustang comes standard with autonomous emergency braking (AEB) with pedestrian detection, seven airbags, adaptive cruise control, LED headlights, auto high-beam, lane departure warning, and lane keeping assist, while the Supra matches with Toyota’s Safety Sense driver assistance systems, which includes pre-collision assistance with cyclist detection, adaptive cruise control, lane departure warning, LED headlights and auto-high beam, along with seven airbags.

It further adds speed sign recognition, blind-spot monitoring, rear cross-traffic alert and tyre pressure monitoring and Brembo brakes.

Stepping inside, Ford’s 8-inch SYNC3 comes with Emergency Assist that automatically calls emergency services in the event of an accident, while Apple CarPlay and Android Auto along with a 12-speakers B&O sound system that will surely please audiophiles are all thrown in with the list price. Electrically operated, leather upholstered, heated front seats, a 12-inch digital instrument cluster are also standard.

Meanwhile, the GR Supra’s 8.8-inch BMW-sourced touchscreen infotainment system is slightly bigger compared to the Mustang’s. It also comes with recently upgraded wireless Apple CarPlay though Android Auto users will still be unable to mirror their phones on the system. Sound comes courtesy of Toyota’s favoured JBL through 10-speakers. Like the Mustang, the front seats are electrically operated and comes wrapped in leather.

What makes them great?

There’s no disputing that both of them put a great big smile on your face when the road opens up and on the track.

Despite the BMW underpinnings, Toyota has done a commendable job in giving the Supra its unique ‘Toyota’ flavour. There’s the BMW dynamics of balance, neutrality and light-footedness that we have come to know and like from the propeller brand, but with the big T’s infusion of playfulness and agility.

It’s fast-in-fast-out with the Supra with its superbly accurate and perfectly weighted steering and tonnes of grip from its soft 255/35 and 275/35 Michelin Pilot Sport tyres.

One of the reasons Toyota chose BMW to be its development partner for the Supra was because of its B58 3.0-litre in-line six. It’s the same powerplant that is used not only in the latest Z4, but also in the 3 Series, 5 Series and 8 Series, as well as their respective SUV derivatives.

It pulls strongly from 1,500rpm all the way to 7,000rpm with no flat spots in between. It also sounds amazing especially when you put it into Sport mode and manually shift the ZF-sourced eight-speed auto via the flappy paddles.

The heavier American, on the other hand, is more of a ‘slow in-fast out’ proposition. It feels heavier and not as agile compared to the Japanese. You need to shave a bit more speed going into a corner but once on the apex, you could almost go all out with the throttle and away you go.

And while the Supra’s in-line six sounds amazing, the Stang’s 5.0-litre V8 is ridiculously good! Flick it into Sport and the soundtrack gets even better, though it still won’t catch the Supra on the way to 100km/h.

Thanks to the Supra’s slimmer proportions and newfound kilowatts, 0-100km/h has dropped from a previously Mustang equalling 4.3 to 4.1 seconds.

Which would I take to the shops?

Neither of them is outstanding supermarket trolleys but the Mustang is the pick of the two with more cabin space, a pair of rear pews (though only good as extra storage) and an incredibly large boot for a car of its type, at 408 litres along with 50/50 split folding rear seats. This is against the Supra’s meagre 296 litres boot space and just a pair of front seats.

What would I change?

When it comes to noises, the Supra can certainly do better. It’s not entirely drama free though, with appropriate pops and crackles on overrun but compared to the Mustang’s angry exhaust notes, it sounds… a little tame.

Thankfully, there are plenty of aftermarket exhaust options available.

Around town, the Supra’s MacPherson front struts and multi-link rears with adaptive dampers don’t afford a lot of travel even in normal mode and can transmit nasty road bumps into the cabin.

Road noise also sips in from the rear of the car which is not separated from the cockpit in any way.

The Mustang isn’t much better, but our Magneride adaptive dampers-equipped tester seems to iron out road imperfections a little better. It’s also a tad quieter compared to the Supra thanks to the separation of the boot from the cabin.

What are the running costs?

No surprise here, the Mustang likes a drink! Officially, it gulps down 12.7L/100km of the pricey premium unleaded but drive it as it’s meant to be, you can almost see the fuel gauge drop right before your eyes! We averaged 15.0L/100km on test.

While the Supra also have a taste for premium juice (albeit 95RON), it’s less of a heavy drinker, sipping on average 9.5L/100km.

Both brands come with 5 years, unlimited kilometre warranty and capped price servicing although the Supra is the cheaper to maintain, costing just $385 per service or $1,925 for the first five years. The Mustang on the other hand will set you back $2,265 for the same period.

Verdict

Both the GR Supra and Mustang GT are great performance cars that bring endless joy to drivers and picking one from the other will ultimately depend on your budget, preference for turbocharged propulsion or old school displacement, and of course, styling.

For the budget conscious buyer, the Mustang certainly can’t go wrong, but if your bank account allows, our pick is for the more sophisticated Supra, which is slightly quicker, goes slightly better and a little less common.

Pricing and Specifications

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