Ford Everest vs Nissan Patrol

On standard driveaway prices the gap is $31,318: the cheapest Everest is the Active V6 at $73,894, against $105,212 for the Patrol Ti. Ford discounts the entry grades rather than the V6 ones, so the cost of getting in can be lower again. In July 2026 the Active 2.0 was listed at $60,000 driveaway and the Sport 2.0 at $70,000, both with the 125 kW engine. Climbing the ladder does not close the power gap, because every Everest V6 makes the same 184 kW, from the Active to the $92,114 Platinum. The Patrol's 298 kW has no answer at any Everest price.

Five. It is the fact most likely to catch out a buyer shopping the Everest as a seven-seater, because it is famous as one. Ford's MY26.50 specification sheet lists the Active at five seats in both its 2.0-litre and 3.0-litre V6 forms, while the Sport, Tremor, Wildtrak and Platinum grades all seat seven. The boot figures confirm it: the Active is quoted at 898 litres behind the second row, where the seven-seat grades are quoted at 259 litres behind the third. If you need the third row, the entry grade is not the car, and the step up costs real money. By contrast every Nissan Patrol seats at least seven, and the Ti seats eight.

Both are rated to 3,500 kg braked with 350 kg on the tow ball, so the advertised figures tie. Gross combination mass is where they separate, and it is the number that decides what you can actually load. The Patrol is rated to 7,000 kg combined. Hitch 3,500 kg and 3,500 kg remains for the vehicle, which covers its 2,786 kg kerb weight plus its entire 714 kg payload. The Everest is rated to 6,250 kg. Hitch the same 3,500 kg and 2,750 kg remains against a 2,357 kg kerb weight, leaving 393 kg for people, luggage and accessories. Four adults and a full tank will use most of that.

Roughly double, on both fuel and servicing. On July 2026 figures the Patrol uses 14.4 L/100km against the Everest V6's 8.5, about 69 percent more, and it runs on petrol where the Ford runs on diesel. Servicing compounds it. Nissan schedules the Patrol every six months or 10,000 km at $600 a visit, totalling $3,000 across five years. Ford quotes $1,596 across five years for the Everest, range-wide. That is $1,404 more over the same period before a litre of fuel. Both cars carry five years of warranty with unlimited kilometres and a year of roadside assistance, so the warranty is not a differentiator.

This is the most counter-intuitive number on the page. The Everest carries 80 litres and uses 8.5 L/100km, which works out to roughly 941 km on the combined figure. The Patrol carries 140 litres and uses 14.4, which works out to roughly 972 km. The Patrol's tank is 75 percent larger and its consumption is 69 percent higher, and the two very nearly cancel. So touring range, often assumed to be the big Nissan's trump card, is effectively a tie. What differs is the cost of covering that distance, since the Patrol needs 60 more litres of petrol to do it. These are ADR combined-cycle figures, not real-world towing consumption.

Only the Everest has been tested. ANCAP awarded it five stars in 2022 on 86 percent for adult occupant protection, 93 percent for child occupant protection, 74 percent for vulnerable road user protection and 86 percent for safety assist, with nine airbags. The Patrol has never been ANCAP tested, so it has no rating. That is an absence of information rather than a poor result, and it should not be read as either. On equipment the two are well matched: both have autonomous emergency braking, lane keep assist, adaptive cruise control, blind-spot monitoring, rear cross-traffic alert and pedestrian detection. The Patrol adds a driver attention monitor and automatic high beam that the Everest Active lacks, and carries eight airbags.

The Patrol takes the measurable geometry. It clears 273 mm against the Everest's 229, approaches at 34.4 degrees against 30.4, and departs at 26.3 against 25.3. Both vehicles run a low-range transfer case and a locking rear differential, so the fundamental hardware matches. The Everest publishes an 800 mm wading depth and a 22.2 degree rampover angle; Nissan does not publish either figure for the Patrol, so those cannot be compared. Size cuts both ways. The Patrol is 261 mm longer on a 175 mm longer wheelbase, which helps at speed on sand and corrugations but hurts on tight technical tracks, where the Everest's 11.8 m turning circle against 12.5 m is worth having.

Only if the V8 itself is the point. Nissan Australia confirmed in June 2026 that the final V8-powered Y62 Patrol bound for Australian showrooms leaves the line in Japan in August 2026, with a V6-powered Y63 to follow. If a naturally aspirated petrol V8 is specifically what you want, this is the last opportunity, and that is a legitimate reason to buy. It is not a reason to buy in preference to an Everest, which answers a different question. Treat the deadline as a constraint on availability, not as evidence the car suits you. Judge it on the eight seats, the 7,000 kg combined mass rating and the running costs, and buy it if those add up.

The deciding number is what the rig weighs fully loaded, not what either car is rated to tow. Below roughly two and a half tonnes the Everest does the job with payload to spare, and saves you meaningful money every month on fuel and servicing. As the van approaches three tonnes the Everest's 6,250 kg combined mass rating starts to bind, and at maximum tow it has only 393 kg left for occupants and gear. The Patrol's 7,000 kg rating leaves 714 kg in the same situation, its full payload. If you tow near the limit with a full car, the Patrol is the one that stays legal. If you tow occasionally and moderately, the Everest is the better-value answer.

On payload the smaller car wins, which surprises people. The Everest Active V6 is rated to 793 kg against the Patrol Ti's 714, a 79 kg advantage, because the Patrol spends more of its 3,500 kg gross vehicle mass on its own 2,786 kg kerb weight. On boot volume no honest comparison is available. Ford publishes 898 litres behind the second row of the five-seat Active and 1,823 litres with the seats folded. Nissan does not currently publish a cargo figure for the Patrol that we are willing to stand behind, so we have left it out rather than quote a number we cannot verify.