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Ranger: Australia’s top-selling ute
The Ford Ranger has been a mainstay in Australia’s dual-cab ute market. It’s strong in both private buyer and tradie/fleet segments, making it a key vehicle for Ford’s Australian presence. The decision to alter a core engine option is a significant move because of how embedded the Ranger is in the local market.
Everest: The large SUV for Aussie families and 4×4 lovers
The Ford Everest, sharing its underpinnings with the Ranger, is positioned as the seven-seat upmarket 4×4 that appeals to families, adventurers and anyone who needs space + off-road capability. With the bi-turbo diesel as one of its key powertrain options, the engine change is noteworthy.
The bi-turbo 2.0-litre diesel – what it was
Specifications of the 2.0 L bi-turbo engine
The bi-turbo four-cylinder 2.0 litre diesel engine currently produced around 154 kW of power and 500 Nm of torque in the Ranger/Everest.
It was a strong performer for a four-cylinder diesel: high torque and good for towing/haul duties in an Australian-relevant setting.
Why it appealed: mid-level power, diesel efficiency
For many buyers, the bi-turbo offered a sweet spot: better performance than base diesels but less cost (and complexity) than the big V6 diesel. It made sense for those who wanted capable towing, off-road ability and daily usability without going to full V6 cost.
Diesel still had a strong role in Australia for utes and large SUVs, especially for fleet/4×4 buyers.
The announcement: What Ford Australia is doing
Decision to axe the bi-turbo for 2026 models
Ford Australia recently announced that for its 2026 model updates, the bi-turbo 2.0 L diesel will be phased out from both Ranger and Everest.
This move mirrors global Ford decisions in other markets. In Australia, it applies to the popular mid-tier engine, used in many Ranger and Everest variants.
What will replace it: single-turbo 2.0 L diesel + more V6 diesel availability
To fill the gap:
A revised single-turbo 2.0 litre diesel engine will receive upgrades (fuel injection, timing chain, 10-speed automatic) and will move into more variants.
The 3.0-litre V6 turbo-diesel will be offered across more variants of the Ranger and Everest, increasing its presence as the higher-end diesel choice.
Reasons behind the move
Emissions & the New Vehicle Efficiency Standard (NVES) in Australia
Australia’s NVES places tougher fleet average CO₂ emissions targets on manufacturers. For large utes and 4×4 SUVs, the targets tighten year by year. The current bi-turbo diesel, while efficient for its class, still sat in higher emissions brackets compared with hybrids or more efficient petrol/diesel alternatives.
With the 2026 target for “Type 2” vehicles (utes/large 4×4) being around 180 g/km CO₂, pushing older engine tech that can’t easily meet that becomes difficult.
Global strategy and engine portfolio rationalisation
Ford globally is simplifying its engine offerings, focusing on fewer core powertrains, electrification and hybridisation. Having a bi-turbo variant adds complexity in manufacturing, servicing and parts logistics. Streamlining helps reduce cost and complexity.
Cost, complexity, manufacturing and servicing factors
Bi-turbo systems inherently add components, tuning complexity and servicing overheads. By moving to a single-turbo diesel (with fewer parts) and expanding the V6 diesel coverage, Ford can reduce the diversity of engines, simplify supply chains and potentially lower long-term costs for buyers and Ford alike.
Technical changes ahead
Upgraded single-turbo 2.0 litre diesel: what we know
Current single-turbo 2.0 L diesel produces about 125 kW and 405 Nm.
The upcoming version will feature a timing chain (replacing the less-favoured wet-belt) and upgraded fuel-injection system.
It will also come with a 10-speed automatic, replacing the outgoing six-speed auto on this engine.
While full performance figures are not yet confirmed, the updates suggest improved durability and maybe modest power/efficiency gains.
Expanded 3.0 litre V6 turbo-diesel role
The V6 diesel (around 184 kW/600 Nm) will now be offered in more Ranger and Everest models.
For buyers who previously selected the bi-turbo mid-tier, the V6 becomes the next step up rather than the bi-turbo itself.
Transmission and emissions changes
By standardising the 10-speed automatic and by revising engine internals (timing chain, fuel system), Ford is aiming to deliver better emissions, better longevity and fewer warranty/service issues. With emissions tightening under NVES and Euro 6d standards incoming, this is a timely technical shift.
Impact on consumers
Buyers in Australia – what it means for them
If you’re looking to buy a new Ranger or Everest:
The bi-turbo engine option may be discontinued soon in Australia (for model year 2026).
You’ll either choose the revised single-turbo 2.0, the V6 turbo-diesel, or another powertrain (petrol or hybrid if available).
Pricing may shift due to engine changes, standard spec upgrades (10-speed auto) and supply changes.
For those who wanted the “sweet-spot” bi-turbo option, your path might now lead to either less power (single-turbo) or more cost (V6).
Resale values, used market implications
Existing vehicles with the bi-turbo engine may retain desirability given their performance specs. On the flip side, new buyers might shy away if they anticipate limited future support or parts. For fleets/tradies that rely on diesel torque for towing/haulage, these shifts may influence future buying decisions.
Fleet, tradie and 4×4 buyers
Many Ranger/Everest buyers are not just private consumers – they include fleets, tradies, four-wheel-drive enthusiasts. For those buyers, diesel torque (especially for towing) remains critical. The expanded V6 offers more torque, but also more cost/fuel consumption. The single-turbo may be less capable than the outgoing bi-turbo for heavy duty tasks. They need to evaluate whether the revised engine meets their operational needs.
Competitive landscape
How rivals are responding (e.g., Toyota HiLux, Isuzu D-Max)
In the dual-cab ute and large SUV segments, competitors like the Toyota HiLux and Isuzu D-Max are also adjusting engines, gearing toward more efficient diesel, hybrid or even electrified options. Ford’s move can be seen as aligning with overall industry trend.
However, dropping a strong mid-tier diesel may give some competitors an opportunity to capture buyers who valued that option.
Advantages/disadvantages of Ford’s move
Advantages:
Simplified engine range → better servicing & parts logistics
Potentially lower emissions/greater regulatory compliance
Upgraded tech (timing chain + 10-speed auto) may improve durability and appeal
Disadvantages:
Some buyers may feel the loss of the performance-to-cost sweet spot represented by the bi-turbo
Higher cost burden if moving to V6 diesel
Transition period issues: availability, pricing, residual value risk
The future of diesel in Ford’s Australian lineup
The shift toward hybrids, electrification and alternative powertrains
Although diesel remains relevant for utes and SUVs in Australia, the long-term trend is toward hybridisation, plug-in hybrids and full electrics. Ford has already introduced a PHEV version of the Ranger. The move away from the bi-turbo can be seen as part of Ford embracing that shift.
What this says about diesel’s place long term
Diesel won’t disappear overnight, especially in heavy-duty or high-torque applications, but its dominance is being eroded. With emissions regulations tightening and alternative powertrains gaining traction, manufacturers are hedging diesel’s future. If you’re buying now, you’ll want to think about how long you plan to keep the vehicle, resale value, and how future-proof your engine choice is.
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