Ford has confirmed a significant mid-cycle reset for the Ranger and Everest, effective from the 2026.5 model year. The headline change is the retirement of the 2.0-litre bi-turbo four-cylinder diesel, replaced by a revised single-turbo version of the same capacity. To bridge the power gap, Ford has made its 3.0-litre V6 diesel available across every variant in both ranges, at a premium of roughly six to seven thousand dollars over the four-cylinder. It is a meaningful reconfiguration, and the pricing that comes with it puts the Ranger and Everest squarely in the same conversation as the LandCruiser 70 Series. That conversation is worth having honestly.
For the 70 Series owner, the instinct might be to shrug. But the numbers demand a closer look. A Ranger XL Double Cab Pickup with the new single-turbo now opens at just over fifty thousand dollars. A Wolftrak, the new nameplate slotting between XLT and Wildtrak, lands at just under seventy-one thousand with the V6. A Wildtrak V6 is the same price. And a Platinum V6 sits at nearly eighty-one thousand dollars. Those are not budget numbers, and they sit alongside, or above, entry points for the 70 Series wagon and dual-cab ute. That is where the argument starts.
At a Glance
- The 2.0-litre bi-turbo diesel is gone from both the Ranger and Everest: Ford cites forthcoming emissions standards as the reason for its removal.
- The replacement single-turbo 2.0-litre diesel is claimed to produce 125kW at 3500rpm and 405Nm between 1750 and 2500rpm, and gains a timing chain, steel pistons and a revised injection system.
- The 3.0-litre V6 diesel is now available across every Ranger and Everest 4x4 variant, priced at approximately six to seven thousand dollars above the four-cylinder equivalent.
- All Ranger and Everest variants move to a 10-speed automatic transmission; the previous six-speed is discontinued alongside the bi-turbo engine.
- A new nameplate, the Wolftrak, joins the Ranger range as a double-cab-only model offered exclusively in Traction Green, priced at $70,990 with the V6 diesel.
What Ford has actually done here
The move away from the bi-turbo is not purely a business decision. Ford has stated it is an emissions compliance issue, and the revised single-turbo engine reflects genuine engineering work rather than a simple detuning exercise. The cam belt that previously ran in oil is replaced by a timing chain, alloy pistons give way to stronger steel units, and the injection system has been updated throughout. The result, on paper, is an engine that produces less peak torque than the bi-turbo but should be more durable and cleaner over a longer service life. Whether the real-world difference is significant for an owner doing long highway runs or loaded towing is something the road tests will settle.
The V6 democratisation is the more consequential change. Previously the preserve of upper-spec variants, the 3.0-litre diesel can now be specified in an XL cab-chassis at $52,100. For a tradesperson or a farmer who needs the pulling capacity and does not want to pay for interior luxury, that is a genuinely useful option. The Tremor, now confirmed as a regular production model rather than a limited run, adds Bilstein suspension, General Grabber all-terrain tyres and increased ride height, while the new Wolftrak targets buyers who want a distinctive appearance at a lower price than the Wildtrak or Tremor. The Everest side of the ledger replaces the Ambiente and Trend entry grades with a single Active model, simplifying the lower end of the wagon range.
Where the 70 Series sits in this
The LandCruiser 70 Series does not compete on refinement, technology or commuting comfort, and it has never tried to. The cabin is honest to the point of austerity, the 2.8-litre four-cylinder diesel with AdBlue requires attention that a V6 Ranger does not, and the infotainment comparison is not flattering. The Ford, particularly in Platinum or Wildtrak trim, is a more sophisticated vehicle to live with daily. That is not a concession, it is simply true.
What the 70 Series offers instead is a different kind of maths. The aftermarket for the GX, GXL and Workmate platforms in Australia is thirty-plus years deep. A four-inch lift on 35-inch tyres is a known quantity, with lift kits, extended brake lines, upper control arms and alignment specs all documented and available off the shelf. A GVM upgrade, for owners who need to carry more legally, is straightforward from multiple suppliers. Tray conversions and canopy builds are so common that fabricators price them from stock templates. Long-range fuel tanks from the major manufacturers are catalogued items. Dual-battery and auxiliary power setups have been engineered for the 70 Series chassis for decades. If you snap a CV in far western Queensland on a Sunday, the parts exist somewhere within reach. The Ford V6's aftermarket is growing, but it is not the same depth of ecosystem, and that gap matters most when you are furthest from help.
The V8 70 Series is now out of production. The 1VD-FTV is no longer being built, and while the 2.8 GD-6 with its AdBlue system carries the nameplate forward, there is a cohort of buyers who saw the V8 go and have not fully made peace with the replacement. For those people, the question of whether to defect to a well-equipped Ranger V6 is live and genuine. The Ford will be quieter, smoother and likely cheaper to service in the short term. The LandCruiser will hold its value more aggressively, absorb more punishment over more years, and accommodate a level of modification depth that the Ranger cannot match today.
The honest conclusion
If you are buying a work ute for mixed highway and suburban use, need strong towing, and want genuine daily-driver comfort, the Ranger V6, particularly in XLT or Wildtrak specification, is a serious proposition and the new pricing structure makes it more accessible than before. The Tremor's factory suspension and all-terrain tyres give it genuine off-road credibility that earlier versions lacked.
If you are building a vehicle to go somewhere genuinely remote, carry a serious load, live on corrugated station tracks for months at a time, and expect to still be running the same truck in fifteen years, the 70 Series remains the answer that the numbers and the culture keep pointing back to. The Ranger V6 is excellent at what it does. But the 70 Series platform was built for something different, and no mid-cycle refresh changes that.
The argument is worth making in the comments. Which engine, which platform, and which kind of ownership actually fits your situation? Because at these prices, nobody is making a casual decision.
