The Number 1 Question – What is your Interest Rate ?

Listed below is a simple & quick run-down on interest rates when it comes to purchasing your next vehicle.

People always ask me, “so what are your rates”? My bank/finance company told me on the phone that I will get 4.25% !!

Some companies advertise rates which are often quite far removed from what they can actually offer.

We have two main variable factors and when those two factors intersect that gives us the rate. The first variable is the Asset Class and the second is the Client Profile so let’s have a brief look at each.

ASSET CLASS – This means the quality of the asset, the speed of which the lender is able to get out of the asset if the loan defaults, the estimated loss the lender is likely to suffer if the asset is auctioned off.

CLIENT PROFILE – The client profile means the risk assessment on the lend correlated to the client’s profile, so has the client been in consistent employment, do they have comparable credit (Other loans), does the client have any blemishes on their credit file or is it clear? Is this client asset-backed with a property or are they renting? Can the client afford to pay the loan?

As you can see there are several factors that go into consideration when arriving at the interest rate on offer for each client looking to purchase a vehicle. There are some general rules of the game that are worth noting.

Firstly, the older the vehicle in general the higher the rate is going to be, secondly if you’re asset-backed and have a mortgage then most of the time the lender will require NO deposit & rates are often slightly cheaper.

In summary, rates vary a lot depending on the asset and the client profile and it’s about negotiating the best rate and term  we can by pitching the deal to credit in a strong light accompanied by a range of supporting documents. A good broker will ask you a lot of questions, this is not because they are nosey, it is because the more information they have, the stronger they can make your profile – The stronger your profile is, the less risk deemed from the lender, the better your deal will be.

When we submit clients to credit we study profile in absolute detail and make sure that the credit analyst understands why the client is purchasing the asset and is in agreeance that it’s going to be a good financial decision to approve the loan.

 This comes down to experience, tenacity and the desire to see our clients succeed. if you would like us to get you across the line or even just get a quote and plan for the acquisition of a future vehicle.
please don’t hesitate to call us on 1300 799225 or Apply Online www.getthatcarloan.com.au

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What Comprehensive Credit Reporting means for you and your credit score

A new fairer system of credit reporting is being rolled out across Australia called Comprehensive Credit Reporting.
In the latest Federal Budget you may have heard the Treasurer Scott Morrison mention the changes to credit reporting, but if you’re like us you probably didn’t take any notice. So what is Comprehensive Credit Reporting and why should you care?
In March 2014, changes were put in place to start rolling-out a fairer credit reporting system known as Comprehensive Credit Reporting. Credit reports and credit scores before these changes had limited data and only used ‘negative data’ to assess your credit-worthiness – how well you manage your credit commitments. This data would typically include information such as how many credit enquiries you have made or how many defaults you have.
Comprehensive Credit Reporting introduces more data that reflects positive behaviour.  The new system now includes:
Credit account history: active or opened accounts, the date when you opened an account, the date when you closed an account and the maximum amount of credit available under each active account. It’ll also include basic information about each account, such as the T&Cs and the name of the credit provider the account is with.
Repayment history: your loan repayment history over a period of 2 years including any late or defaulted repayments you may have received and the date you paid the default in full.

So why is Comprehensive Credit Reporting better for me?
You have more power to influence your credit score
Having positive data in your credit file is a great step forward for Australian consumers as it paints a fuller picture of you, the borrower. The more data recorded on your credit report gives you greater power to positively impact your credit score. You can also build a credit history much faster.
“You have more power to influence your credit score.”

More competition & better deals
As more data becomes available, lenders will have more information to determine your credit worthiness. This will ultimately drive market competition and result in lenders offering a better deal based on your unique circumstances. In short you could be rewarded for a good credit score with a lower interest rate.
While these changes are still taking place in the Australian financial market, it is not an entirely new concept. Comprehensive Credit Reporting is already common practice in the United States and the United Kingdom, we are simply catching up.

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The 10th-generation Honda Civic in general has its detractors and cheerleaders. Handsome from most angles, controversial in others, but most definitely bold and assuredly a departure from where we’ve seen Honda tread before.
In ‘hatch’ form, things take a slight turn to the obtuse, with the rear end tapered to give it some coupe-esque hints. Honda decided this was to be the one and only shape by which the world would see their newest (FK8) Type R.
There’s a lot of aero on display here, with an assortment of wings, scoops, and ducts to channel the air just so around the car – some to minimise drag, others to generate meaningful amounts of downforce. That fixed rear spoiler is responsible for a lot of it, and not just there to take the edge off that roofline profile.
It’s all quite cohesive, though, and looks purposeful without quite falling off the edge into being overly ostentatious. A bright red logo replaces typical Honda badge to signify this as a performance model, and that theme is taken to highlight much of the car’s edges and interior trim. That said, the Type R now relegates all its competitors to looking a little bland by comparison unless an outrageous paint option is selected.
The Type R looks, like most other ‘mega’ hatches, more sedate in colours like black, though this is only mildly true of the Honda as it still retains much of its menace thanks to that red shade tinging its perimeter and huge 20-inch wheels.

Engine and Drivetrain

This is arguably the largest departure from the how the Type R used to operate. High-revving VTEC engines were the main draw of previous generation cars, and a large part of why they were bought over its increasing number of turbocharged rivals.
However, Honda had to concede that there would be no way to keep naturally aspirated high-revving engines at parity with the performance expected of modern day performance hatches while meeting ever-stricter emissions regulations, especially since this model was planned from the start to be sold in nearly all markets the Japanese marque had reach.
Capacity stands at a familiar 2.0-litres, divided between four cylinders, but with the aid of variable geometry turbochargers and high flow induction, power jumps to 228kW and 400Nm available from 2,500rpm. The downside, of course, is that the redline drops to a slightly more modest 7,200rpm.
There’s plenty of upsides, though, not least of which how far more everyday usable it makes the Civic Type R as a package. Despite having just two driven wheels in a field becoming exclusively all-wheel driven, some clever traction management and front differential wizardry means that 100km/h arrives from rest in 5.8 seconds, provided, of course, one is proficient at rowing through the ratios as the car only comes with a 6-speed manual transmission.
The gearbox itself is a peach, smooth and precise, so that shouldn’t be any impediment practice cannot remedy. The engine, meanwhile, has a happy habit of not feeling turbocharged. Power is delivered in a very linear fashion, but the boost is tuned such to be served in increasing intensity. Take your mind off what’s under the bonnet, and you could almost mistake it for a very powerful high-revver.
Honda has had more experience to massage this 2.0-litre unit as it’s essentially the same version used in the previous Civic Type R, the criminally short-lived FK2. Here it develops around 7kW more power, though, courtesy of a revised exhaust and extractor system. Fuel consumption, if you’re into that kinda thing, is sits at a claimed 8.8-litres/100km on a combined cycle.

Interior

The red and black blend of textured fabric and suede-like carbon back bucket seats don’t look particularly comfortable but actually do offer a good amount of support even over some longer distances. However, it does set the tone immediately about what to expect from the rest of the cabin: plenty of red and black.
Over the standard Civic and even the older FK2 Type R, this version’s driver H point is noticeably lower, giving the whole experience a more driver-oriented feel that’s almost spot-on, aligning nicely with the pedals gear shift lever that boasts a beautiful machined aluminium sphere knob. There’s the same level of interior quality as to be found on any normal Civic, and that’s a good thing, with a good amount of soft touch points, commendable ergonomics, and a general solidity to the construction.
Elsewhere faux leather is used in the trim as well as a reappearance of that suede-like Alcantara (but not quite) material, and both are used well to add an air of class to temper the general aggressive aura. However, though this is a good cabin to be in and more than ably serves its purpose as an exciting cockpit, much more premium surroundings can be found in the Germans, such as the AMG A45 and Golf R in particular.

Behind The Wheel

Although Honda might have been inclined to have the Civic Type R’s dynamics be a little more approachable this time around, the changes they’ve made don’t seem to greatly corroborate this theory. As previously indicated, this is very much an analogue machine, quite an amount more so than its closest competition.
While steering is very sharp, the wheel itself does need quite a bit of shove to get rotating at lower speeds, needing drivers to be more deliberate in their inputs, also because the rack is rather quick from lock to lock.
On most roads, the ride is manageable but most definitely on the firm side, even with the dampers set to their softest setting. This translates into greater composure at higher speeds, which is where Honda is betting you’ll keep the Type R most of the time.
Once there, the car is remarkably nimble and rewarding, with a seemingly unyielding front end and unrelenting grip if using an appropriate cornering speed to have the aerodynamics kick in. Apply the throttle too liberally out of the corner, though, and its front-driven nature does have the car push wide, but keeping the driver well informed of the proceedings for a recovery.
Given that the Type R is quite a bit lighter than its rivals, heavy braking doesn’t get it nearly as unsettled as is often the case, and also means that the discs can take more abuse before succumbing to fade. Clearly, though, to experience its full potential, you’ll need a track as it was plainly made to shine there most of all, which is why, upon its launch, it took the crown as the fastest front-drive car to ever lap the Nurburgring.

The Honda Civic Type R, as a variant, has not been rated by ANCAP, but considering the standard hatch has been awarded the 5-star seal, there’s good reason to believe its not far off, especially since its safety features read identically to most well-specified standard car.
There’s a full spread of front, side, and full-length curtain airbags, forward collision warning, autonomous emergency braking (AEB), lane departure warning, lane keep assist, reversing camera, front/rear parking sensors, and even adaptive cruise control – probably for that uneventful drive back from the circuit.
Elsewhere the Type R receives the same 7-inch touchscreen infotainment system as the rest of its range, running the Android-based interface that supports Apple CarPlay and Android Auto, and attached to a 160W speaker array with 4 woofers and 4 tweeters.
Despite being hot hatch, the digital instrument cluster is retained here as well. It’s as responsive as ever and conveys information well, even in more demanding scenarios, and its graphics do change to red with a helpfully large tachometer when the +R drive mode is selected.
Verdict

The Civic Type R still holds its head high as something of a people’s hero, offering the kind of performance and cornering poise that manufacturers typically charge a markedly higher price for. In its 4th-generation, it has also managed to adapt to the onset of turbocharging and the more versatile nature of hot hatches without sacrificing much of its initial uniqueness.
Dynamically, the Type R is one of the most characterful machines of its time and circumstance. The labour poured into linking the various chassis and aerodynamic strengths to make up for the lack of a rear-driven axle and its departure from natural aspiration is evident and worthy of great praise.
And to the hot hatch connoisseur, all this seemingly single-minded focus should add to the car’s overall appeal. But dig deeper and there’s a serviceable everyday driver hiding beyond the polarising bodywork and shamelessly red accents. It’s a Civic, after all, and as such still offers plenty of cabin space, cargo capacity, and *ahem* reliability.

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Can the technology be retrofitted to older cars?
I AWN… To be autonomous, a car must be electric in almost every possible way. Electric power steering can be computer operated, a traditional hydraulic or manual set-up can’t (or not easily, at least). Braking systems need electronic systems to regulate the braking. Unlike steering, brakes have been electronically controlled (even though the basic system is hydraulic) since anti-lock braking became mandatory. The engine management system has to be electronic for the powertrain to respond at the whim of a computer. The list goes on…

This is all bleeding-edge stuff that can’t be trusted.
Not really. Cameras have no moving parts, they don’t go wrong unless the lens is obscured by fog, rainwater or dirt. When that happens, the system will post an alert to the driver, to take control. And radar cuts through the rain and fog anyway.
The processors have been in constant development since the early days of anti-lock braking in the late 1970s. Repurposing these processors to handle reverse parking for you was first proposed decades ago and is now commonplace.
Ultrasonic sensors at the front, rear and even the sides of the car ensure it’s always parked neat and tidy, at a sensible distance from obstacles. That technology is nearly two decades old, even in Australia. Linking those sensors to an autonomous guidance system was the original ‘no brainer’.
From backing a car into a parking spot (with even more sophisticated systems in the works to handle brakes and throttle as well) to keeping a car on track around the suburbs and on freeways is the automotive equivalent of a hop, skip and jump.
The technology is available right now; only liability issues and legislation are holding back cars that can drive you hundreds of kilometres to a destination.

How will a car know where to go?
The autonomous car will be programmed by the driver through the satellite navigation system, but future cars are anticipated to be ‘summoned’ (which is Tesla’s term) to a specific location by the ‘driver’ (or the vehicle user, to be more precise) sending an instruction over the internet or by phone.
Even now, the technology exists for a smart vehicle to park itself in tight spots, accepting instructions from a WiFi-enabled remote key.

When will autonomous cars reach the market?
In one sense, they’re already here. The automotive industry has established ‘levels’ of autonomy, and level-one cars are on the roads right now. They work and they’re legal.
The technology has so far proved itself to be robust and reliable. And even if it becomes incapable of seeing a car in front – due to a build-up of road grime on a lens, for example – it will inform the driver accordingly. To date, there have been no credible local reports of a car crash resulting from an ‘autonomous’ vehicle malfunction.
So what are these levels then?
BMW Australia CEO Marc Werner recently explained in layman’s terms what the five levels of autonomy are.

Level one – ‘feet off’
This is adaptive cruise control that will bring a car to a complete stop behind another vehicle – “feet off,” in Werner’s own words. It’s already available on prestige and near-prestige cars and employs the same hardware as that new ‘must have’ for the OH&S set, Autonomous Emergency Braking (AEB).

Level two – ‘hands off’
This “is what we launched with 7 Series,” Werner explained.
A level-two car is one that will steer itself, as well as brake and accelerate. It uses existing technology suites such as ‘Lane Keep Assist’, ‘Blind Spot Monitoring’ and adaptive cruise control/autonomous braking to maintain a safe distance from the car in front and hold steady in a lane on a freeway.

Level three – ‘eyes off’
The car requires reduced supervision by the driver. Level two cars currently demand you hold the wheel at typically 15-30sec intervals. With level-three cars you needn’t be as observant. Plug the destination into the satellite navigation and leave the car to take you there. Pull out the smartphone to check your emails, play ‘Frogger’ or write your next magnum opus; none of it matters – until the car informs you that it can’t cope with the drug-crazed road rager who has just sideswiped you.
“The next big step – this is what the engineers are actually working on at the moment – is called ‘level three’. Level three is basically taking the eyes off the road, which is frightening, if you think about it… but it works,” says Werner.
BMW has been testing level-three cars in Europe, Werner revealed.

Level four –’mind off’
“You can do whatever you want to do…” says Werner. Technology at this level will literally permit the ‘driver’ to go to sleep, pass out drunk or recline the seat to reduce the blood loss on the way to hospital. But at the end of the day the car remains ultimately subordinate to a human in the driver’s seat.

Werner believes this technology will begin to be viable in the next decade.
In essence, the L5 autonomous car can be summoned across the country, driving all the way from Perth to Sydney to pick you up at the airport (?). Tesla has already predicted this will happen sooner rather than later, but hasn’t explained how the car will refuel/recharge itself on such a long journey.
Presumably that is one of the KPIs.

The post FAQs: Autonomy and what it means to you appeared first on Get That Home Loan.

It’s a concept – a big car with a big engine created for a big country – that has been the mainstay of the Lion brand for more than 70 years, with iconic models like the Kingswood and Commodore often being the uncontested best-selling car across Australia.
Times have changed though, and on October 20, 2017, Holden will become the last fully-fledged Aussie car maker when it pulls the shutters down on its Elizabeth plant in the northern suburbs of Adelaide.
But, contrary to many public perceptions, Holden is not going anywhere and nor is the Commodore nameplate. Having now driven a selection of pre-production validation (PPV) models of the New Generation Commodore in and around Holden’s Lang Lang Proving Ground this week, the concept of a big family car tailored to our tastes and conditions won’t disappear either.
Based on the European Opel Insignia, there are a lot of fundamental changes between the old and new Commodore – it’ll be offered in either front- or all-wheel drive with four or six-cylinder engines and in hatch and wagon body styles only, meaning there will no Utes or V8-powered muscle cars – but it still comfortably continues the role of an affordable, spacious family car, just as it has done for hundreds of thousands of Aussie families since the original Commodore (which was coincidentally based on an Opel sedan) arrived in 1978.
Holden has yet to provide all the details of the new Commodore, including how much it will cost, how many models there will to be choose from and exact specifications, but during our most recent prototype drive we had the chance to compare a base-level European-spec four-cylinder Insignia against an equivalent Holden variant as well as two levels with the V6 and all-wheel drive powertrain – one with a more luxury focus that was clearly intended as a replacement for the Calais while the other was more sporty, like today’s SV6, that will sit below the flagship VXR.
Holden’s intention was to highlight the localised tuning its engineering team has conducted over the last 18 months to refine the steering, ride and handling characteristics compared to the European model.
The end result is, using Holden’s previous work on cars as varied as the Spark, Astra sedan and Trax baby SUV as a gauge, not all that surprising – in a positive way.

With a mandate to ensure there is a consistent thread of Holden’s dynamic DNA transferred from today’s Commodore into the new machine – despite the significant differences in its mechanical makeup – and continue to offer a family car that is “great to drive”, Holden’s engineering team has succeeded to nail the brief.

First of all, where the Opel-tuned model feels soft, wallowing over big bumps and leaning through the corners, the four-cylinder Commodore is just as compliant over road irregularities but has better body control, sits flatter in the bends and has a more positive and linear feel through the steering.
While not much has been done to tune the power train specifically for Australia, the 2.0-litre turbo charged four-cylinder petrol engine, which produces healthy outputs of 191kW and 350Nm, offers the kind of flexibility and efficiency that modern families demand, and yet could never have been achieved in the current Commodore.
The four-potter is smooth and refined, has plenty of mid-range punch and is exceptionally quiet, even when revved hard during heavy acceleration. It is nicely mated to a silky nine-speed automatic transmission that manages to keep it revving the sweet spot, whether it’s cruising at highway speeds or charging around the suburbs.

One thing that Holden hasn’t been able to completely eliminate is torque steer (when the steering wheel tugs in your hands when you floor the throttle), but otherwise the base-level car appears to be a dynamic match for the benchmark Mazda6 it will now line up against.

The V6 models are both less and more convincing in different ways. Powered by the latest-generation High Feature 3.6-litre V6, producing 230kW and 370Nm and with the ability to shut down two cylinders to save fuel, it drives all four wheels though a proactive but part-time all-wheel drive transmission with a torque-vectoring rear differential. The end result is they are heavier, thirstier and, with less low-down pulling power, the nine-speed gearbox is constantly rowing through the cogs to keep it on the boil.
As an everyday machine the four-cylinder makes more sense, but – and encouragingly for those that enjoy driving – it is surprisingly fun to pedal enthusiastically.
It’s a wildly different beast to a rear-drive, V8-powered SS Commodore, as it won’t burn the rear tyres or hang the tail out, but, riding on 20-inch wheels with 245/35 Continental tyres and with Brembo brakes as standard, it feels more agile, points quicker into the apex and has significantly more mid-corner grip thanks in part to the unique five-link rear suspension but mostly due to the pre-emptive all-wheel drive system that apportions torque to outside rear wheel while cornering.

The V6 even sounds great at the top of its rev range, with the closely-stacked middle ratios in the gearbox keeping it right in the meat of its power curve for maximum acceleration.
As for the rest of the car, there’s no point judging the quality of materials in these pre-production vehicles and Holden has yet to confirm final safety specifications and connectivity functions, but the cabin looks modern with good small item storage, the seats are comfy and the driving position is good. And it doesn’t feel much smaller than a current Commodore either in terms of occupant space, with huge amounts of rear legroom and a generous boot under the hatch (and an even larger cargo carrying area in the wagon). The sloping roofline in the hatch does, however, restrict rear headroom to those under 185cm tall, but overall it is more than adequate for families… just as the Commodore has done for generations.

Ultimately, the New Generation Commodore isn’t as loveable as the car it replaces and the reality of it entering a segment of the market that has some well-established competitors with loyal followings – like the Mazda6 and Subaru Liberty – means it will have a tougher task convincing Aussie families than ever before.
But, truth be told, this is exactly the kind of car the Commodore would have evolved into over time anyway. And, taking any rose-coloured glasses off, it still continues the concept of being a great Aussie family car. It just won’t be an Aussie-built family car for much longer.

2018 Holden Commodore Price and Specifications
On-sale: February 2018
Price: From $30,000 (estimated)
Engine: 2.0-litre four-cylinder turbo petrol / 3.6-litre V6 petrol
Power: 191kW / 230kW
Torque: 350Nm / 370Nm
Transmission: Nine-speed automatic, FWD / AWD

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How it drives

As a driving proposition, the RAV4 tested rode softly and quietly, but without compromising handling and roadholding to the degree that some of its competitors do. That said, there are some rivals that corner and brake better on bitumen, and some rivals that are more capable on unsealed surfaces. It’s to the RAV4’s credit that it neatly straddles the fine line in between.
If one were to pit the RAV4 against Mitsubishi’s Outlander, for instance, the Mitsubishi would have the edge on the Toyota in off-road situations, but the RAV4 is more driveable on the road. Out in the bush the RAV4 on its standard (road-going) Dunlop GrandTrek tyres was just not in the same league as the Outlander.
Ultimately though, it wasn’t the tyres letting the RAV4 down. Even with the centre diff locked, the Toyota just didn’t have the engine output to overcome gravity without a run-up first. At least the RAV4 perched steadfast on a steep grade when the drivetrain cried enough. And in fairness to the Toyota, it was a petrol model, rather than the diesel-engined Outlander previously reviewed.
However, with a little bit of persistence and tackling one particular climb from a different angle the RAV4 was able to reach the top. But at the summit it became clear that the Toyota’s ramp-over angle is really not optimal for this sort of work. On the return journey the DAC (Downhill Assist Control) kept speed in check very capably.
Back on the bitumen, the RAV4 felt demonstrably superior to the Outlander, dynamically speaking. Ride comfort and brake pedal feel were both ‘soft’, but the brakes were quite dependable when put to the test at higher speeds.
Over smaller irregularities the Toyota just soaked it all up, but felt a bit busy over larger bumps and potholes. Around town the RAV4’s body control and ride qualities were perfectly acceptable. As a matter of fact, the RAV4’s ride/handling balance was unexpectedly good.
There was some sign of weight-driven handling traits, but in general the Toyota was safe and relatively close to neutral, erring on the side of understeer. Imminent loss of adhesion was clearly signalled by the wailing tyres, but not until the RAV4 was travelling at fairly alarming speeds, by SUV standards.
The Toyota tipped into corners neatly and the feedback was fine, other than some vagueness on centre. It’s no direct rival for Ford’s Escape (formally Kuga) or the Hyundai Tucson, but it’s ahead of most other competitors in its segment for on-road manners.

The post Toyota RAV4 GXL Road Test appeared first on Get That Home Loan.

As a medium SUV it stands to reason that practicality is a key purchase motivator, and thankfully the new CX-5 offers a better experience for back-row passengers – even if you can neither slide or recline those rear seats.
Legroom is still marginal for the segment, and the driver/passenger may not appreciate rear occupants’ ability to knee them through the soft front seat-backs, but headroom and toe-room are sufficient, the door apertures are wide and there are two ISOFIX anchors.
There are also now rear air vents, and a flip-down centre armrest with in-buildt storage and a USB point to charge your device. Fantastic. You also get your own reading lights, though they aren’t LED, which feels a little anachronistic.
Cargo storage is also up 39 litres to 442L – better, though still not class leading – and the back seats can flip-fold 40:20:40 via nifty levers in the cargo area if needed. There’s a high-quality sliding cargo cover fitted, a rear 12V outlet and handy shopping hooks.

For reference, the new CX-5 measures 4550mm (+10mm on previous model) in length, 1840mm in width and 1675mm in height (-30mm). The wheelbase remains at 2700mm.
It has to be said though, if sheer practicality for the money is your biggest desire, then the Tiguan or Honda CR-V – old though the latter now is – are better bets.
A ‘sporty’ driving feel has long been something Mazda has hung its proverbial hat on, and the reworked (but very similar under the skin) CX-5 retains the old car’s signature hatch-like body control, staying flat through corners.
The turn-in is also sharp, assisted in subtle form by Mazda’s new G-Vectoring system that adjusts torque flow to the wheels to transfer the car’s weight, and the fairly resistant electric steering system, which it must be said is too heavy at urban speeds, has good weight during dynamic driving.

The post 2017 Mazda CX-5 GT review appeared first on Get That Home Loan.

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Check for mistakes on your credit report

Remedy all your defaults by organising a debt consolidation loan

Put your bills on autopilot

Add information that can help your credit report

Start building good credit by maintaining a good credit track record

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Same but different

Apart from a small, essentially useless, receptacle in the centre console, there’s precious little that visually separates Ford’s rear-wheel drive Everest Trend from its four-wheel drive equivalent.
For a saving of $5000 over the 4WD version, buyers of the rear-drive Everest Trend get a high-riding, high-spec’ed seven-seater that, to all intents and purposes, does most of the things expected by most people who buy large SUVs today.
No, the RWD Everest won’t take you very far off-road, but it will, if you insist, take you a little further than some so-called SUVs with the help of its 225mm ground clearance and the same wheel/tyre combination as the 4WD Trend.
It will also capably deal with a trailer/horse float/caravan weighing as much as 3000kg – although its 595kg payload is down about 100kg on the 4WD Trend. And it would maybe be nice to see some sort of locker differential among the few options.
The simplified driveline also means a reduction in kerb weight of around 100kg, translating to a slightly better power-weight ratio and a tiny improvement in fuel economy which goes down, officially, from 8.5 to 8.4L/100km. In the real world, this figure appears to undersell the RWD Everest as our test car averaged 9.4L/100km compared with 10.6L/100km recorded on a previous test of a base-level Ambiente.
Emissions are down fractionally too, from 224 to 221kg/km.
In truth, for many Everest customers, the RWD configuration will barely be noticed. Other than simple visual cures such as that little receptacle that replaces the familiar driveline controller in other Everests and the lack of a 4WD badge on the tailgate, you’ll need to grovel under the car to find there’s no driveshafts to the front wheels, and no low-range transfer case attached to the gearbox.
The RWD Everest Trend (and its 4WD equivalent) get an intriguing equipment upgrade over the base (4WD) Ambiente that brings, not unusually for Ford, the odd contradiction but helps explain why, in this case, RWD can actually cost $1000 more than 4WD.

On trend

Similar in size to its competitors (Holden Trailblazer, Mitsubishi Pajero Sport, Isuzu MU-X and Toyota Fortuner), the Everest makes a pretty good fist of providing for passengers in all three rows. There’s easy rearmost seat access and good shoulder, foot and headroom in the first two rows. And, while the third-row seats understandably aren’t a long-term proposition for adults, they are viable for not-so-tall folks on short trips.
The general deal, in terms of overall packaging, is virtually the same as any other Everest.
And so, perhaps surprisingly, is the drive experience.

The long drive

From the inside

In-cabin irritations include the height-only steering column adjustment and a tiny, truly silly and hard to see bar-graph tacho that snuggles up against an almost equally unreadable fuel gauge. Why it’s even there in the first place is puzzling.
So, does RWD in a seven-seat SUV normally seen as a proper off-road performer make sense?
Considering the way most customers put their 4WDs to use, there is – as with other similar-size but different-concept offerings such as the road-focussed Kluger and Santa Fe – plenty to argue in its favour.
And, lined up against its 4WD Trend equivalent, the $5000 saving will surely speak to some buyers – although you can buy a dinkum off-road, top-spec Holden Trailblazer,
Mitsubishi Pajero Sport or Isuzu MU-X for less. Only the Toyota Fortuner runs head-to-head with the Everest range in terms of price spread, at least at the upper levels.
Bottom line – Everests are expensive in their class.

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