Ford Everest vs Nissan Patrol

What's the difference?

The standard Ford Everest – powered by a 2.0-litre twin-turbo or a V6 – is a nicely refined, comfortable and capable 4WD with plenty of potential as a touring vehicle.

The Tremor treatment doesn’t turn the Everest into a Raptor-esque Everest but it does offer low-key substantial off-road improvements to what was already an impressive 4WD wagon.

This sensible package of upgrades – more ground clearance, off-road-suited suspension, and decent all-terrain tyres – gives this Everest a mild 4WD boost.

With the next-gen Y63 still around 18 months away, should you take the plunge with the MY25 Patrol?

The changes Nissan has made are worthwhile for those who cannot wait, or want a formidable, spacious and extremely off-road capable family SUV offering the gross delights of a sublime V8. There’s nothing like it for the money, so if you want one, go for it.

There's still a place for a Patrol V8, then, and probably will continue to be for many old-school 4WDers long after the Y63 finally lands. 

Note: CarsGuide attended this event as a guest of the manufacturer, with accommodation and meals provided.

Lift any vehicle a few millimetres and throw decent all-terrain tyres on it and that one-two combination instantly gives the vehicle more track-cred. 

And so it goes for the Everest Tremor.

But there’s more going on here than simply increased height and a swap-out of rubber over standard Everests.

As mentioned, it gets Bilstein dampers, new springs, and tough all-terrain tyres which combine to give the Tremor a solid presence.

The new honeycomb-pattern grille with auxiliary LED lights, quite visible steel bash plate, pronounced heavy-duty side steps and orange Tremor branding add to the package.

And inside it gets those Tremor-specific touches, such as the leather-accented seats embossed with Tremor branding, ebony-coloured interior accents and all-weather floor mats.

Except for a new red colour replacing the (gaudy) champagne hue, spotting the MY25 Patrol from the outside is impossible – except that the Warrior swaps out silver side steps for black-painted ones.

Otherwise, it’s the same as all Y62s since the facelift late last decade, which did a fine job updating a neat design we first saw all the way back in 2010.

For the record, the Patrol’s main dimensions come in at 5175mm (length), 1995mm (width), 1940mm (height) and 3075mm (wheelbase). The corresponding LandCruiser 300 clocks in at 4980mm, 1980mm, 1955mm and 2850mm, respectively, making the ageing Nissan larger, surprisingly.

So, along with presence, good looks and great proportions, the Y62 delivers impressive packaging. Let’s check that out.

The Tremor cabin is a comfortably familiar interior – it’s functional and roomy and so scores well in terms of overall practicality.

Driver and front passenger have easy access to storage options, such as the centre console, cupholders, door pockets and a shelf for your everyday-carry stuff as well as charging points (wireless charger, USB and USB-C sockets).

There’s plenty of space for the driver and all passengers (front, second and third row), and the seats are supportive and comfortable, even in the third row.

While that pew is a straight-up-and-down set-up it still manages not to be a complete punishment for those passengers.

Those in the second row get a fold-down centre armrest, door pockets and map pockets as well as air con vents and controls.

The rear cargo area has standard Everest features – with cargo tie-down points and a 12-volt outlet.

A niggle, and one I’ve found in other new-generation Fords, is the multimedia system. It's a decent size with clear and crisp colours and is easy to operate, but I needed to repeatedly stab a finger onto the screen in order to work my way through menus and sub-menus to figure it all out.

My advice is get your head around all of the multimedia system’s functionality while the vehicle is stationary because, to me, some of the screen workings are counter-intuitive and it’s easier and safer to learn all of that while the vehicle is not moving.

Also, the fact some controls are on-screen and some are off it creates more than a little confusion.

Nothing dated last year’s Y62 Patrol more than its dashboard, which – for RHD markets like Australia – stuck with the original version introduced back in the early 2010s.

It wasn’t just the ancient buttons and controls and embarrassing lack of modern-day tech like Apple CarPlay/Android Auto and wireless chargers, either.

Nissan persisted with awful glossy fake-wood trim and other chintzy materials that would seem over the top for Liberace.

Not that many buyers cared anyway, because there’s space aplenty inside, including ample width and height. That an eight-seater (in 2+3+3 configuration) exists is testament to that.

Our only concern, apart from the ugly old steering wheel that returns for one last outing (we hope), is that the body-hugging driver’s seat does not slide back far enough for taller people, so beware of that.

Beyond the more contemporary trim, scanning the updated dash for the first time, you’ll notice only the centre stack and instrumentation cluster have changed.

Dominating everything is a 12.3-inch touchscreen, which is easy enough to operate, housing the usual multi-angle camera views, multimedia, Bluetooth telephony and vehicle settings functions. Note, though, that no digital radio is fitted.

We’re pleased Nissan resisted the urge to abandon the lovely old analogue instrument dials, and instead elected to put a slightly-larger TFT screen in-between for all sorts of operational data, including trip computer and off-road driving info, highlighting the Patrol’s dual function.

To that end, the 4WD high/low knob has been relocated to make room for the touchscreen’s remote buttons, which are a great idea as they encourage eyes on the road to discourage dangerous distraction. Are you listening, Chinese carmakers?

But fundamentally, the Y62 MY25 remains the same as before. So, perched up higher than most SUVs for lofty views all around, the seats are sumptuous, the driving position is fine, plenty of storage is provided and there are no qualms over the climate-control system – front or rear.

That sense of isolation from the outside world is palpable, as is the at-times busy and bumpy ride. We’ll get to that further down.

Meanwhile, second-row comfort is sufficient, with roof-level air vents (that also stretch out to the third row), a couple of USB ports, cupholders, lighting and other amenities.  

Access to the third row is made simple via a tug on a lever, resulting in the spring-loaded base tipping forward as the backrest folds down, to provide easy walk-through to the two or three-person bench that awaits.

Ours was the latter, yet the backrests recline more than expected, making it a tolerable place for adults to endure during relatively short trips. Kids-only then long-term, but vents are also provided.

Further back, there's even a decent amount of space behind the erected backrests for luggage and that sort of thing. The capacity as stated is 467 litres, ballooning to 1413L in five-seater mode.

Finally, a full-sized spare wheel is located beneath the boot floor, and is accessed from underneath the Patrol.

Competitive positioning has long been a Patrol forte.

Kicking off from $90,600 (all prices are before on-road costs), the MY25 Y62 costs over $1300 more than before.

But it’s also over $7000 cheaper than the least-expensive Toyota LandCruiser 300 Series, and that’s a V6 diesel in quite plain-Jane GX guise, while you’ll need over $100K more for the next available full-off-road wagon petrol V8 – the Land Rover Defender P525.

And the base Ti is pretty well-equipped. New to the series is wireless Apple CarPlay/Android Auto (at last!), a larger driver info display and a wireless charger, among other changes.

They add to the eight seats, limited-slip differential, leather upholstery, surround-view camera with off-road monitor, front/rear parking sensors, USB ports, dual-zone (instead of tri-zone) climate control, keyless entry/start, heated/powered/folding door mirrors and 18-inch alloys with a full-sized spare wheel.

There’s also a decent wedge of advanced driver-assist safety tech – more on which is explored later on.

The Ti-L (from $102,100) gains a sunroof, a 13-speaker Bose audio upgrade, a cool box, digital rear view mirror, a powered tailgate, heated and vented front seats with driver’s side memory, a powered steering column, leather/suede upholstery and more... but drops to seven seats.

Starting from $105,660, the brutish, Ti-based Warrior does it best though, ditching the luxuries above but scoring raised suspension for a 50mm ride-height lift, 40mm wider tracks, a retuned hydraulic body motion-control system, revised rear springs, upgraded rear bump stops, a stainless-steel bi-modal side exhaust, a 120kg GVM boost, modified grille, bumpers and tow bar, plastic wheel arch surrounds, all-terrain tyres, twin recovery points and Alcantara trim inside.

Warrior would be our pick. And that’s $40K under the sporty LandCruiser GR Sport, so there’s a strong value case to argue here in the Nissan 4WD’s favour.

It’s also the best-looking Y62 by far.

As mentioned right at the start, the Everest Tremor has a 3.0-litre V6 turbo-diesel engine – producing 184kW at 3250rpm and 600Nm at 1750-2250rpm – and that’s matched to a 10-speed automatic transmission.

It also gets the line-up’s full-time 4WD system. This system has selectable two-wheel drive (2H), four-wheel drive high-range (4H), four-wheel drive low-range (4L) and four-wheel drive automatic (4A = 4Auto) that sends drive to the front and rear axles as needed, and which can be safely used on high-traction surfaces, such as bitumen.

Here’s one of the Y62’s greatest strengths – a delightful 5552cc 5.6-litre quad-cam V8 dubbed 'VK56VD' in Nissan-speak, delivering 298kW of power at 5800rpm and 560Nm of torque at 4000rpm.

It offers a power-to-weight ratio of around 103kW/tonne in the heaviest Patrol, the Warrior, and no rival anywhere apart from the Defender V8 can match it for aural pleasure. 

No manual gearbox is available, meaning a seven-speed torque-converter automatic with a manual mode is your lot. It sends torque to either the rear wheels or all four wheels via an electronic 4WD transfer case, offering 2WD, 4WD High and 4WD Low range modes.

Also aiding off-road capabilities are a limited-slip differential, an electronic rear diff lock and hill descent control.

Towing capacity is rated at 3500kg with a braked trailer and 750kg unbraked.

The Tremor has the highest listed fuel consumption of the Everest line-up: 9.5L/100km on a combined (urban/extra-urban) cycle.

I recorded an average of 11.2L/100km on this test.

The Tremor has an 80-litre fuel tank so, going by my on-test fuel-consumption figure, you could reasonably expect a driving range of about 714km from a full tank.

Worth noting the Tremor requires AdBlue diesel-exhaust fluid.

Like all Y62s, the MY25 version insists on drinking from the premium unleaded petrol bowser. But here’s an anomaly. Behind the filler flap is a sticker that says “SUPER 98 OCTANE IS RECOMMENDED”. Hmm.

Oof. That’s a lot of expensive fuel to satiate the 140-litre tank.

With an official average of 14.4L/100km on the combined cycle – for a carbon dioxide emissions rating of an abysmal 334 grams/km – that translates to over 970km of range. For the record, 11.0L/100km and 20.2L/100km are the highway and city figures.

Our trip computer said 17.4L/100km on our trip from outer-suburban Melbourne to beautiful Torquay in Victoria, via a few rural roads that allowed us to test the Patrol at speed. And that was before hitting the off-road tracks…

Overall, the Tremor is nice to drive on road. It’s quiet, refined and comfortable and the engine and transmission make a cluey, unstressed pairing.

However, the Tremor’s suspension – engineered to improve the vehicle’s off-road capability – is firm through sections of back-country bitumen and even mildly corrugated bush tracks. 

Also, this Everest’s all-terrain tyres don’t help ride quality or noise levels on sealed surfaces. But that’s no surprise and a very minor trade-off when the Tremor's potential as a touring vehicle is so high.

On the open highway at cruising speed, the Tremor exhibits all of the smooth-driving characteristics the Everest line-up is well known for.

It sits nicely on the road, that wide wheel track (a 30mm increase in width to 1650mm) gives it a solid stance and this V6 ute simply rumbles along.

So, how does it perform in 4WD territory? Well, it’s based on the Everest Sport, which is no off-road loser, so you’d assume the Tremor would do okay.

However, we all know if you assume, it makes an 'ass' out of 'u' and 'me'… but the Tremor has been engineered to outperform the standard Everest in the dirty stuff. Unsurprising spoiler alert, it does, but only marginally.

The Everest Tremor is 4914mm long (without the towbar hitch receiver; 4978mm with), 2015mm wide (mirrors in; 2207mm, mirrors out) and 1904mm high.

It has a 2900mm wheelbase and a listed kerb weight of 2550kg, the latter making it the heaviest Everest in the line-up. 

This is not a diminutive wagon but it has the smallest turning circle (11.65m) in the Everest range and its dimensions don’t hamper it in the bush.

As mentioned earlier, when you add running ground clearance to any off-roader its off-road performance will be improved. The Tremor has more ground clearance (255mm) than its stablemates but, as with any measurements provided by vehicle manufacturers (ground clearance, wading depth, towing capacities, etc), always regard those figures with a healthy degree of scepticism.

Wading depth is listed as 800mm and its off-road angles are in line with market rivals: for your reference, approach, departure and ramp-over angles are listed as 32, 26.8 and 23.9 degrees, respectively.

This wagon’s 3.0-litre turbo-diesel V6 offers plenty of torque across a broad rev range, the 10-speed auto is clever – no flip-flopping between ratios here – and you can use the manual shifter if you get the urge.

Low-range gearing is adequate and the Tremor has an electronic rear diff lock.

The Tremor has a variety of selectable on- and off-road drive modes, including 'Normal', 'Eco', 'Tow/Haul', 'Slippery', 'Mud/Ruts', 'Sand and Rock' and the Tremor-specific 'Rock Crawl' plus a locking rear diff.

These off-road driving modes are no substitute for track-worthy 4WD mechanicals but they help by adjusting engine, throttle, transmission, braking, traction and stability controls to suit the driving conditions. 

Off-road traction control is effective without being spectacular. There’s a bit too much wheelspin for my liking.

Off-road applications are displayed on screen – with driveline/diff lock indicators, steering, pitch and roll angles depicted. Hill descent control held the Tremor to a steady 3.0-4.0km/h as I crawled down a difficult slope.

The power steering, light and sporty in all scenarios, has been tweaked with a heavy-duty tune and it retains a confident feel in difficult conditions.

Heavy-duty off-road engineering has bolstered the suspension set-up with new springs and Bilstein dampers with external reservoirs.

Wheel travel – how far the axle can move up and down vertically wheel-to-wheel relative to the chassis – is slightly better than a standard Everest’s, with this wagon’s tyres stretching a little further than the regular version’s.

Again, as I mentioned earlier, by replacing an off-roader’s standard road-biased rubber with a set of decent all-terrain tyres its off-road capability will be improved. And that’s exactly what Ford has done.

The Tremor's General Grabber all-terrain tyres feature light-truck construction. They are grippy and very effective in dirt, loose gravel, slippery clay and the like.

There are a few niggles, though.

I’ve previously expressed annoyance at the auto transmission shifter – a kind of joystick on a light cycle of steroids and just as touchy. It’s especially finicky on bumpy terrain but it’s another Everest-based characteristic to which I’ve become somewhat accustomed.

The operation of some off-road driver-assist tech can be confusing as it’s divided between the rotary dial (to select drive modes) and the screen (to engage the rear diff lock etc). Not a deal-breaker, but it takes some getting used to.

The brake pedal is spongy – taking some time between initial foot pressure to ‘biting', but then the brakes – discs all around – do clamp into action.

As for packability, there is a listed 259 litres (VDA) of space in the rear-most cargo area (with all three rows of seats in use), 898L (VDA) when the third row is stowed away and 1823L (VDA) when the second and third rows are lowered.

The Everest Tremor has a listed payload of 690kg, and towing capacities of 750kg (unbraked) and 3500kg (braked).

It has a listed GVM (Gross Vehicle Mass) of 3240kg and a GCM (Gross Combined Mass) of 6350kg. Remember: any onboard loads – such as people, pets, camping gear or aftermarket equipment (bullbar, roof rack etc) – must figure in your payload and GVM equations.

How does all the Patrol’s old-school tech feel in 2025?

Still pretty capable off the beaten track, that’s for sure. Just like the first did nearly 75 years ago, thanks to body-on-frame construction.

The Y62 also features lockable low-range gearing, hill-descent control, independent double-wishbones, long-travel coil sprung suspension and – if you go for the Warrior, which to reiterate is our favourite of the bunch – useful extra ground clearance, wider tracks and even better approach and departure angles.

The upshot of all this is very impressive 4WD abilities, with the Patrol easily scrambling between the rocky terrain, through the deep potholes, over the muddy plains and across the deep waterways of the off-road facility Nissan took us to during the launch, without getting jammed up or bogged down.

This is what the Y62 was designed to do and – the Warrior in particular – still shines bright.

So much for the off-road. On road, the Patrol is starting to feel its age, despite that glorious V8.

Let’s start with the good stuff first. The engine provides instant and punchy performance right up through the rev range, ensconced in a doona of smoothness to boot and – particularly in the Warrior – a stereophonic soundtrack to even wake up the dinosaurs that fuel it.

But the Y62 is a proper 4WD, and it does struggle a bit as an on-road dynamic machine.

The steering's very light and easy to use in tight manoeuvres, but
it's somewhat devoid of feel for the driver. Around faster corners, it is a little bit roly poly – especially the non-Warrior grades, since the latter’s suspension mods make it feel more tied-down and tauter.

Also, all Patrols come with a lumpy ride over anything but smooth roads, which must be partly down to the knobbly tyres, though the LandCruiser GXL 300 Series I drove to the launch in felt like a magic carpet in comparison.

Obviously, this shouldn't come as any surprise to anyone who has ever followed the Y62’s career over the past 15 years, and few SUVs can match the majesty of sitting up so high, particularly in the Warrior, with a sense of invincibility. We’ve been reminded why the Patrol remains so popular

That, combined with that V8 brute force and the creamy refinement that oozes out of it, is a unique pleasure. If your wallet can stand its prodigious thirst, few vehicles would feel as grand doing a lap of Australia. Especially at the Patrol’s price point.

Shockingly, no Y62 Patrol has ever been crash-tested by ANCAP or Euro NCAP, so we cannot give you an independent safety rating.

Still, the Nissan ticks most boxes, with 'Autonomous Emergency Braking' and a host of advanced driver-assist safety (ADAS) systems, including blind-spot warning/intervention, rear cross-traffic alert, lane-departure warning/intervention, adaptive cruise control and tyre pressure monitors.

You’ll also find dual front airbags, as well as front-side and curtain airbags for all outboard occupants.

While no Y62 data exists for AEB operating parameters, Nissan’s 'Collision Warning' systems commence at 5.0km/h.

Owners can also access ISOFIX latches and a pair of anchor points incorporated into the middle seat.

But there’s another type of security the Patrol offers that is absolutely second to none in the world of serious 4WD wagons.

The Tremor is covered by Ford’s five year/unlimited kilometre warranty, which is the standard for this part of the market.

Roadside assistance is complimentary for 12 months after each service, extended for up to seven years as long as the Tremor’s owner has it serviced at an authorised Ford dealership.

Service intervals are scheduled for every 12 months or 15,000km and a capped-price servicing plan applies to the first five years/75,000km with a $2550 cost attached ($510 per service).

For reference a comparable Toyota LandCruiser Prado will set you back $390 per workshop visit, but that car's service interval is more frequent at six months/10,000km.

Yep, thanks to Nissan’s leading warranty, the MY25 Patrol, as with all the brand’s models, will have the standard five-year/unlimited kilometre warranty and roadside assistance bumped up to 10 years and 300,000km – but only if you service it at a Nissan dealer.

Plus, you only pay $499 per service for the first five years, which represents a $645 saving compared to last year. Nobody currently does this better.