Ford Ranger 2022 Range Review

There’s no shortage of choice in the new-generation 2022 Ford Ranger line-up: five core model variants, three engines and two transmissions.

While it’s currently only the dual-cab 4x4 models that are in Australia, we’ve driven every combo.

Here’s what we thought…

There’s no mistaking you’re in the base dual-cab version of the 2022 Ford Ranger when you step into the XL with the single-turbo diesel engine.

There are 16-inch steel wheels, you’re still feeding a key into an ignition barrel, there’s a traditional manual handbrake, no side steps and there’s lots of plastic within, including on the rim of the steering wheel.

That sentiment is reinforced from the outside; there are basic steel wheels and the daytime running lights emit a yellow glow from the halogen lights up front, rather than the crisp stylised LEDs of upper Ranger variants.

It’s clearly built to a price, even if that price is higher than ever before. At $49,930 plus on-road costs, it’s a $1240 step up on the previous model.

There are ghosts of the previous Ranger on display, including the tall gear selector with shift buttons on the side (why Ford doesn’t revert to a Territory-style selector, which allowed the lever to be shifted to one side for fore-aft manual shifts, is a mystery) and a cluster of push buttons to lock the rear diff and switch off the parking sensors. They work well, so no gripes there.

But there’s also lashings of new, including the 10.1-inch touch-screen arranged in a portrait configuration. It’s a sizeable screen for an entry-level ute and has plenty of functionality, starting with wireless Apple CarPlay and Android Auto.

It generally works well and allows the smartphone connectivity to take out the centre of the screen while car-related virtual buttons – for ventilation, time and main settings – slot above or below it. How much screen space that smartphone functionality consumes can be toggled between two sizes, too.

Similarly, the digital instrument cluster is an expected move in a base ute. You can pay three times the price of a Ranger XL for a new Toyota LandCruiser and still get analogue dials. The Ranger’s digital screen prioritises the digital speedo and has a far less useful tachometer.

As with all Rangers except the incoming Raptor – which gets a wider screen – the fuel gauge and temperature display are separate entities, each fixed to either side of the customisable main cluster.

Those wanting to blast out some music may be a tad underwhelmed by the four-speaker sound system (there are speaker grilles at the base of the A-pillar but no speakers in them on the XL). Sure, it’ll look after the news and talkback fine, but Dua Lipa and Ed Sheeran may sound a tad off their best…

Trinkets aside, the core of the Ranger is sound. That big screen, digital dash and broad dashboard nicely match the bold exterior.

The base Ranger also comes with a single-turbo version of the familiar 2.0-litre diesel that lives on as a biturbo in other variants. It steps in for the older 2.2-litre diesel of the previous Ranger.

With 125kW and 405Nm it’s a 7kW/20Nm boost over that old 2.2-litre. More importantly, it’s a more useable engine, with less lag before the turbo is huffing nicely. That 405Nm surge is available from as low as 1750rpm and it swells to usefulness swiftly. There’s some grumbling as it goes about its business but the result is solid.

Sink your right foot and there’s nothing like the enthusiasm of the twin-turbo version. The single makes more noise but doesn’t pull as enthusiastically as the biturbo. Much of it is lost at the upper end of the rev range, where the single-turbo engine runs out of puff. It’s not much of a revver, preferring to stay in the low-to-mid rev range.

With only six ratios in the standard auto transmission it’s well behaved and decisive in its shifts. There’s relatively broad spacing between those ratios, but the mid-range urge of the engine means it’s fine for suburban duties. We didn’t give it a good country road run but suspect the single-turbo/six-speed combo may not be as well tailored to higher-speed duties.

While it’s available with optional 17-inch all-terrain rubber, our tester was running the standard 16-inch Bridgestone Dueler 255/70 rubber. It’s basic stuff that’s not particularly sticky through corners but works well with the competency of the Ranger chassis.

Even with the older drums on the rear, the brakes have decent progression, although their real test will come during an extended downhill run with a load on-board.

How much does the 2022 Ford Ranger XL 2.0L SiT cost?
Price: $49,930 (plus on-road costs)
Available: Now
Powertrain: 2.0-litre four-cylinder turbo-diesel
Output: 125kW/405Nm
Transmission: Six-speed automatic
Fuel: 8.0L/100km (ADR Combined)
CO2: 211g/km (ADR Combined)
Safety rating: Not tested

On paper, the 2022 Ford Ranger XL fitted with the biturbo engine is a combination that doesn’t make a whole lot of sense. The move to pop the 2.0-litre twin-turbo engine adds a hefty $3500 to the price.

Given it’s only another $900 to get exactly the same body and drivetrain in XLS trim, there’s a good chance many will make that last little leap because adding the extra ‘S’ to XL brings more features (check the XLS review below).

Still, there was one available so we jumped behind the wheel.

There’s still a vinyl floor and you’re still turning a key in the ignition. There are no pesky side steps to dirty your jeans or get snagged on rocks when you’re off-roading. And those in the rear miss out on air vents.

It’s a basic-looking unit and without the fancy LED daytime running lights (it gets halogen lights that are like an extension of the grille bar) and silver bumper highlights it lacks some of visual flair of other variants.

But, hey, this is the workhorse Ranger, after all.

The tray on ours had the optional spray-in liner ($900), which is a sensible option for those not wanting scratches throughout. Six fixed tie-down points help keep large items located – and the XL even gets LED lights in the load area, which is a brilliant addition at night.

The steps behind each rear wheel also make it a tad easier to leap into the tray or check on the load. Plus, there’s a steel bar behind the cab with two folding load locators to help keep long items in check.

But the twin-turbo engine does make for a sweeter drive. There’s more oomph across the rev range, particularly when you open it up. Muscle and some whiffs of diesel excitement.

The 10-speed automatic provides closely spaced ratios when accelerating around town and shifts were generally smooth. At 100km/h there’s also enough thrust from the engine to keep things calm, although the transmission ends up hunting for the full 500Nm once you call on more go.

This XL we drove was running on optional 17-inch steel wheels shod in all-terrain Bridgestone rubber (at $750). They’re mild tyres by A/T standards, but at least promise more puncture resistance.

And they worked well during our on-road drive loop. There’s respectable grip and the tyres are quiet, ensuring the inherent engineering improvements to the Ranger keep the cabin hushed.

Less impressive is that plastic steering wheel, which is a reminder among the digital instrument cluster and sizeable 10.1-inch display that you’ve bought the cheapie.

Again, though, we’re struggling to see the point of the XL with the biturbo engine. If it’s money you want to save then do the true tradie thing and live with the single-turbo engine with less grunt. If you really want the extra performance then the extra $900 splurge to also get a swag of extra kit in the XLS seems well worth the investment.

The move to the 2022 Ford Ranger XLS maintains much of that base model simplicity: plastic steering wheel and the more basic front-end styling, although side steps and alloy wheels differentiate it visually.

As with the XL, there are reminders that you’re saving money. One example is the useful tray above the glove box; on upper models it gets a rubber matting, but in the XLS you’re still left with shiny plastic that leaves your phone, keys, pens, etc sliding around the second you apply any steering lock. It’s only a little thing but seems a weird place to save a few cents given the potential benefit.

But an extra $750 for the XLS Tech Pack can make a big difference to what you get. It was fitted to our car and brings colour-matched exterior door handles and smart key entry with push-button start (the start button is where the key would normally slot into the ignition). That in itself makes it a better truck and one that looks a fraction smarter.

That Tech Pack also brings DAB digital radio tuning, voice recognition, dual-zone ventilation and rear air vents – which the work crew may see as worth the investment!

The XLS also brings a six-speaker audio system versus four-speaker on the XL. Those additional two tweeter speakers on top of the dash make a big difference and do a better job of adding vibrance to tunes.

Unsurprisingly, the XLS drives identically to the XL with the optional alloy wheels and biturbo engine.

As a refresher, the engine is relatively free-revving and torquey, something that works well on full-throttle take-offs with the 10-speed automatic transmission. There’s certainly no shortage of punch, although the auto gets busier once you’re up to speed.

The XLS does get different drive modes, though, some of which are potentially useful. The Tow/Haul mode, for example, aims to reduce that transmission hunting with a load on board or when you’re towing. There’s also a Slippery mode to adjust the traction control to low-traction surfaces, as well as an Eco mode to dull things down and save a few drops of fuel.

Steering is predictable and has a progressive arc. The body feels tight and the suspension is well controlled.

That’s one of the highlights of the Ranger; even in its more basic guises you get a solid truck that deals admirably with lumps and bumps. Successive imperfections are well controlled and despite its high-riding nature there’s no excessive leaning if you tip into a corner with enthusiasm.

Like the XL, four-wheel drive can be selected on the fly via a rotary selector. Choosing 4H should only be done on slippery surfaces, though, to ensure you don’t potentially damage the drivetrain by binding it up with the speed differentials between front and rear wheels.

Click here for the full Ford Ranger XLS review

How much does the 2022 Ford Ranger XLS 2.0L BiT cost?
Price: $54,330 (plus on-road costs)
Available: Now
Powertrain: 2.0-litre four-cylinder twin-turbo diesel
Output: 154kW/500Nm
Transmission: 10-speed automatic
Fuel: 7.6L/100km (ADR Combined)
CO2: 201g/km (ADR Combined)
Safety rating: Not tested

Our first taste of a 2022 Ford Ranger XLT came with the optional fitment of the new V6 diesel engine and 10-speed auto. It’s a $3000 jump over the 2.0-litre biturbo most owners will likely buy in this mid-grade XLT trim.

At $64,190 plus on-road costs it’s not particularly cheap, although it does come with loads of extra kit over the XLS, including smart key entry and a chunkier leather-wrapped steering wheel rim (it’s not as plush as some but it still a step up from the standard wheel).

Other nice-to-haves are the tow bar, digital radio tuning, automatic wipers and dual-zone ventilation. The rear air vents will also be appreciated by the kids.

Up front, the XLT gets an electric park brake, which in turn frees up more space in the centre console. Because ours was a V6 it also picked up the e-shifter in lieu of the carryover gear selector from the previous Ranger used on more affordable variants.

The e-shifter looks cool and promises coolness, but its real-world functionality needs improving. It’s not as natural to push the release button at the front of the shift and once it’s on the move there’s nothing like the détentes to stop the fore-aft movement of a traditional (and more mechanical feeling) shifter.

We’ll all but guarantee you’ll overshoot – or miss – the Reverse gate at least once, possibly multiple times.

And why Ford has persisted with manual gear selector buttons on the side of the e-shifter is anyone’s guess. They were inferior to what worked beautifully on the Ford Territory (shift the whole lever to the side to access fore-aft selectors) and didn’t need to make an appearance here.

Yes, we’re being picky, but when the rest of the ute does so much right we figure there’s time to focus on things that we reckon aren’t quite there.

From the outside, too, there’s more attention to detail and a more upmarket look. The XLT picks up the snazzier C-clamp LED daytime running lights and a chrome bar across the grille. The 17-inch wheels are standard and there’s a tough-looking black sports bar out back, all of which helps cement the look.

The XLT also gets a plastic tray liner as standard, which is a handy addition for those looking to launch things into the back.

The V6 engine is a ripper that also melds beautifully with the 10-speed auto transmission. That much grunt with that many ratios means the whole acceleration thing is more relaxed on mid-throttle take-offs.

Call on everything and there’s loads in reserve. And it’s impressively quiet and refined, too, adding to the sense that the Ranger has taken a leap forward.

The XLT also gets darker seat trim with a more restrained pattern that looks less ‘built to a price’ than that of the XL and XLS. Throw in some chrome surround and details on the air vents and it lifts the interior noticeably.

It helps that the Ranger’s dashboard has a tough stance and quality appearance that rises with some additional jewellery. The crisp 10.1-inch touch-screen doesn’t hurt, either.

The XLT picks up embedded sat-nav, although like all in-car navigation systems they don’t seem as easy to operate as those available through a smartphone app.

So while the XLT doesn’t drive any different to the XLS – save for the V6 engine fitted to this particular example – it does step things up from a liveability perspective.

All those trinkets can make a big difference when you’re looking to a ute to do more than just work duties.

Less than a decade ago the Ford Ranger Sport would have been considered a highly-specified ute that could easily have played the role of range-topper.

Not any more. The 2022 Ford Ranger Wildtrak blows that thinking into the Outback dust. But its ascent upmarket has opened a door for those wanting some of that Wildtrak thinking – an electric driver’s seat, embossed partial leather seats and a sexy sports bar – but without some of the added sizzle.

With that in mind, the Sport makes a whole lot of sense.

It looks the business, for starters. The move to get rid of the XLT’s chrome snout toughens things up at the front while subtle fog lights chime in on the visual front. And 18-inch wheels top things off nicely with the stylish black sports bar reinforcing it all at the rump.

It also picks up an extra recovery hook at the front and some extra drive modes (Mud/Ruts and Sand) in its circular selector.

The addition of a wireless phone charging pad at the base of the 10.1-inch central infotainment screen changes the layout slightly. But the Sport makes it easier to access the two USB chargers alongside it (one USB-A and one USB-C) than it is on the Wildtrak, which has its larger screen eat into the opening to the storage pod at the base of the dash.

Where the Sport falls a tad flat is in some of the detailing. Despite the substantial spend it doesn’t take long to spot stuff it misses out on.

There are still useless holes on either side of the dashboard where cup holders go on a Wildtrak, for example. Plus there’s no second glove box, with that cover instead covering up space that would be handy to use.

That’s one challenge the Sport will have. In isolation it makes sense, but once you line it up against the Wildtrak anyone with the budget to splash out on the Sport will probably want to creep up that little bit further to get a whole swag of extra gear, with the flashier infotainment screen at the top of that list.

The 18-inch wheels provide a hint of additional accuracy to the steering, but we’re talking degrees – and ute degrees at that (nothing weighing two-plus-tonnes on a ladder-frame chassis is likely to sparkle on the dynamic front…).

But on the standard Goodyear Wrangler highway rubber our car was running it all added up to a touch more reassurance when you aim at a sweeping bend.

And, of course, the V6 engine brings the muscle that works well with the demeanour oozing elsewhere from the Sport.

This one is an odd combination, mainly because once you’ve made the decision to buy a Wildtrak – in turn laying down $67,190 plus on-road costs – then you’d rightly expect the whole utey enchilada.

But there’s one thing missing: the V6 engine.

Instead, the 2022 Ford Ranger Wildtrak four-cylinder gets the garden-variety 2.0-litre biturbo diesel that is a thoroughly capable engine … but no V6.

And at that price the Wildtrak is only $500 more than the Sport V6. So the choice comes down to gadgets or grunt…

Anyway, if you’ve chosen this spec then you’ve clearly settled on the gadgets. And there’s no shortage of them.

The Wildtrak picks up ambient lighting, zone lighting (allowing you to light exterior quadrants once parked), heated front seats, power roller shutter and a 360-degree camera – and we love that there’s a spray nozzle on the forward-facing camera to keep it free of muck. It would be even better if the rear camera had the same attention to cleanliness!

It also gets the upper glove box (slim but useful nonetheless) and those outer cup holders that pop out of the dash, although they have nothing like the sturdiness that a thirsty tradie might demand.

For carrying a load, though, the Wildtrak is primed for work. The silver horizontal bars that slice through the grey sports bar back to the tailgate are sturdy and can be used as additional tie-downs. Or you can fit roof racks to them to add bikes or other chunky items.

It also has cleverly designed adjustable tie-downs higher than the fixed tie-downs on each side of the load box. They’re similar to those in the Nissan Navara but are a whole lot easier to use, with a single push-button to adjust their location.

But the biggest step up to the Wildtrak are the orange highlights. There’s ‘Wildtrak’ embossed in the front seats and emblazoned across the passenger side of the dash. Orange stitching coats the steering wheel, gear selector, seats, dashboard and upper and lower front doors. Those front doors also get a padded upper section, which is a nice touch to look after elbows on a long trip.

The rear doors miss out on that upper stitching and the padded softness, but there’s still enough orange zing to remind the passengers they’re not in a regular ute.

Black headlining also adds to the interior ambience.

The Wildtrak four-cylinder we tested was also fitted with the Premium Pack, which is a $1500 option that throws in LED tail-lights, matrix LED headlights and roof-mounted auxiliary switch controllers.

There’s also a 10-speaker Bang & Olufsen sound system, which includes nicely styled speaker grilles that are a step up. It’s crisp and clear but lacks the punch we’d hope for in a sound system wearing the B&O brand; perhaps a subwoofer mounted under the back seat – where there’s a lined storage binnacle – would have stepped the musicality up.

As for the headlights, we only gave them a quick night-time run and generally came away impressed. They’re a huge step up on the previous-gen Ranger (not difficult) with sharp, white beams.

And once the high beam kicks in they do a good job of blanking out other road users. We only sampled it briefly but came away impressed, although with only 11 LEDs in each light (many cars have dozens) the shadowing of other cars is done in larger blocks rather than finer adjustments.

Still, it’s a huge step up and we look forward to testing them on longer country road runs, where the ability to remain on high beam even with other vehicles around should be a big win for vision.

We’re also a fan of those auxiliary switches. They look good and toggle on and off easily. And, let’s face it, if you’ve splashed out this much on a Wildtrak there’s every chance you are going to grab at least some accessories.

The zone lighting, too, is a cool addition that could be handy at a campsite.

So, back to the engine. Yep, the biturbo works fine and is one of the better drivetrains available in modern utes. But when there’s a V6 lurking for another few grand, we’d be diving at it wholeheartedly for our Wildtrak.

We’ve devoted our launch review to the V6-powered Ford Ranger Wildtrak, which is a fine flagship for the new range. Click here for the full review.

How much does the 2022 Ford Ranger Wildtrak 3.0L V6 cost?
Price: $70,190 (plus on-road costs)
Available: Now
Powertrain: 3.0-litre V6 turbo-diesel
Output: 184kW/600Nm
Transmission: 10-speed automatic
Fuel: 8.4L/100km (ADR Combined)
CO2: 222g/km (ADR Combined)
Safety rating: Not tested