Big company marketing clout aside, Ford’s success with the Ranger is text-book stuff. Systematically climbing the ‘league-table’ with the current generation launched in 2015, it retained the top spot for both UK and mainland Europe last year.
Still at number one this year the aim now is to consolidate sector leadership through to 2022 and next-generation model.
A joint Ford-Volkswagen project to replace both current Ranger and VW Amarok (2022), it’s part of a broad alliance between the two. Ford has the design lead on the pick-up which will come from its plant in South Africa.
Still at number one this year the aim now is to consolidate sector leadership through to 2022 and next-generation model.
A joint Ford-Volkswagen project to replace both current Ranger and VW Amarok (2022), it’s part of a broad alliance between the two. Ford has the design lead on the pick-up which will come from its plant in South Africa.
The first international Ranger of 1998 was based on the Mazda B-Series as was its 2006 successor. But responsibility for the third generation (2011) switched to Ford Australia. It was given a mid-life refresh in 2015 with a further revamp last year.
Headline changes are new 2.0-litre turbodiesel engines to replace the 2.2-litre, 4-cylinder TDCI unit and a 10-speed automatic transmission to succeed the previous 6-speed autobox. Manual 6-speed gearboxes remain on certain models.
The smooth five-cylinder 3.2 TDCI (six-speed auto) is still available while stock lasts but the new four-cylinder engines respond to increasingly tight fuel economy and emissions regulations. Three variants: 130 or 170ps single turbo and 213ps bi-turbo.
A sector lead in safety technologies (beyond ESP, Roll-Over mitigation and trailer anti-sway) the Ranger adds, for example, pedestrian detection and hazard alert -emergency braking. It was first-in-class to gain a five-star Euro NCAP safety rating.
The 4x4 system is the usual part-time set-up with high and low ratio gearing via a transfer box. Rear wheel drive (4x2) on road and for flat dry off-road surfaces with a ‘dial-in’ shift-on-the-move into 4x4 H/R but a halt required if engaging 4x4 low range.
This is where it, and almost all others, lose out to Mitsubishi’s L200 with ‘Super-Select’ which offers on-road 4x4 high range — a real asset when towing, coping with bad weather or just pressing on. Basically it has a torque-sensing (variable) centre diff-lock rather than immediate lock-up as 4x4 is selected.
The counter argument is that the traditional set-up could prove more effective over demanding terrain. Suspension, similarly, stays ‘old school’ — independent front but a beam axle with semi-elliptic (leaf) springs at the rear. A cost option Off-Road pack includes a rear diff lock.
Nissan (Navara) and SsangYong (Musso) have opted (some or all models) for coil springs – to the benefit of ride and handling on-road. Again, it could be said that, to ensure ‘heavy-duty’ capabilities, the pros and cons might well be marginal.
The Bi-Turbo does a good job of being responsive yet relaxed as for the 3.2 TDCI. Steering is communicative and nicely weighted for its type; ride and road-holding quite acceptable for the class. Lightly laden, however, any deterioration in road surface makes itself known. Seating is very comfortable for driver and front passenger yet reasonably roomy for those behind in Double Cab guise.
As Ford sets out to preserve the No1 spot for its pick-up the Ranger still seems up to the task. Conservative in design it might be but it is a credible working vehicle which also “doubles” happily for downtime and leisure use.
Model Line-Up: Regular Cab (two-door, two-seat), Super Cab (2+2 with rear-hinged half-doors), Double Cab (5-seat); Trim levels (XL, XLT, Limited, Wildtrak); £25,854 - £49,374 (including VAT). High performance ‘Raptor’ has sub 1-tonne load capacity so ineligible for VAT exemption otherwise Ranger models are Commercial Vehicles attracting flat-rate Road Tax and ‘Business Car’ tax liability.
Facts & Figures: Wildtrak 213ps Bi-Turbo 10-speed auto £40,240 (20% VAT, 12 month Road Tax and DVLA first registration fee included); 112mph; 0-62mph 9-secs; 36.2 to 36.7mpg (official range); 31.5 to 32.4 (Trip Computer averages on test – light load, no trailer); CO2 201g/km; Road Tax £265 (LGV/TC39); Ins Grp 37E - 42E; Max Braked Trailer Wgt 3,500kg (for other variants payload-trailer weight max can vary).
Competition: Apart from the L200, Nissan Navara and Toyota Hilux (recently revised with new 2.8-litre engine) are the more obvious alternatives. Next Isuzu D-Max will not be here until 2021 now and all has gone quiet on the proposed T60/T80 Maxus (ex LDV) launch. There is now a long-bed variant of the SsangYong Musso while Mercedes X-Class (Navara spin-off) has been canned.
By Huw Thomas
First published in Welsh Farmer, the newspaper of the Farmers' Union of Wales.
Headline changes are new 2.0-litre turbodiesel engines to replace the 2.2-litre, 4-cylinder TDCI unit and a 10-speed automatic transmission to succeed the previous 6-speed autobox. Manual 6-speed gearboxes remain on certain models.
The smooth five-cylinder 3.2 TDCI (six-speed auto) is still available while stock lasts but the new four-cylinder engines respond to increasingly tight fuel economy and emissions regulations. Three variants: 130 or 170ps single turbo and 213ps bi-turbo.
A sector lead in safety technologies (beyond ESP, Roll-Over mitigation and trailer anti-sway) the Ranger adds, for example, pedestrian detection and hazard alert -emergency braking. It was first-in-class to gain a five-star Euro NCAP safety rating.
The 4x4 system is the usual part-time set-up with high and low ratio gearing via a transfer box. Rear wheel drive (4x2) on road and for flat dry off-road surfaces with a ‘dial-in’ shift-on-the-move into 4x4 H/R but a halt required if engaging 4x4 low range.
This is where it, and almost all others, lose out to Mitsubishi’s L200 with ‘Super-Select’ which offers on-road 4x4 high range — a real asset when towing, coping with bad weather or just pressing on. Basically it has a torque-sensing (variable) centre diff-lock rather than immediate lock-up as 4x4 is selected.
The counter argument is that the traditional set-up could prove more effective over demanding terrain. Suspension, similarly, stays ‘old school’ — independent front but a beam axle with semi-elliptic (leaf) springs at the rear. A cost option Off-Road pack includes a rear diff lock.
Nissan (Navara) and SsangYong (Musso) have opted (some or all models) for coil springs – to the benefit of ride and handling on-road. Again, it could be said that, to ensure ‘heavy-duty’ capabilities, the pros and cons might well be marginal.
The Bi-Turbo does a good job of being responsive yet relaxed as for the 3.2 TDCI. Steering is communicative and nicely weighted for its type; ride and road-holding quite acceptable for the class. Lightly laden, however, any deterioration in road surface makes itself known. Seating is very comfortable for driver and front passenger yet reasonably roomy for those behind in Double Cab guise.
As Ford sets out to preserve the No1 spot for its pick-up the Ranger still seems up to the task. Conservative in design it might be but it is a credible working vehicle which also “doubles” happily for downtime and leisure use.
Model Line-Up: Regular Cab (two-door, two-seat), Super Cab (2+2 with rear-hinged half-doors), Double Cab (5-seat); Trim levels (XL, XLT, Limited, Wildtrak); £25,854 - £49,374 (including VAT). High performance ‘Raptor’ has sub 1-tonne load capacity so ineligible for VAT exemption otherwise Ranger models are Commercial Vehicles attracting flat-rate Road Tax and ‘Business Car’ tax liability.
Facts & Figures: Wildtrak 213ps Bi-Turbo 10-speed auto £40,240 (20% VAT, 12 month Road Tax and DVLA first registration fee included); 112mph; 0-62mph 9-secs; 36.2 to 36.7mpg (official range); 31.5 to 32.4 (Trip Computer averages on test – light load, no trailer); CO2 201g/km; Road Tax £265 (LGV/TC39); Ins Grp 37E - 42E; Max Braked Trailer Wgt 3,500kg (for other variants payload-trailer weight max can vary).
Competition: Apart from the L200, Nissan Navara and Toyota Hilux (recently revised with new 2.8-litre engine) are the more obvious alternatives. Next Isuzu D-Max will not be here until 2021 now and all has gone quiet on the proposed T60/T80 Maxus (ex LDV) launch. There is now a long-bed variant of the SsangYong Musso while Mercedes X-Class (Navara spin-off) has been canned.
By Huw Thomas
First published in Welsh Farmer, the newspaper of the Farmers' Union of Wales.
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