Ford Ranger Wildtrak 2022 Review

The 2022 Ford Ranger will be on sale in June, so not long to wait now for the most-anticipated new model launch of 2022.

But to give you a taste test of what to expect we’re jumping in the time machine and heading back to November 2021.

That’s when carsales had the chance to drive a prototype production version of the Aussie-developed new-generation ute in Wildtrak dual-cab 4x4 specification at Ford’s You Yangs testing grounds.

The vehicle came complete with the new 3.0-litre turbo-diesel V6 engine, 10-speed auto and permanent all-wheel drive transfer case.

It was a limited taste and under embargo until now. It comprised three laps of the undulating bitumen ride and handling course and then a single lap of an off-road track that concentrated typical obstacles you might encounter during an Outback or high country trip into a kilometre or two.

We’ll get to the drive experience in a moment, but first let’s reprise some of the equipment details that have been announced about the Ranger Wildtrak since we had this taste test.

Available only as a dual-cab 4x4, the Wildtrak sits at the top of the mainstream Ranger line-up, outpriced only by the Ranger Raptor performance model.

Priced at $70,190 plus on-road costs, the Wildtrak V6 is $3000 more expensive than the 2.0-litre Bi-Turbo that continues into the new generation.

While our test vehicle was covered in camo, we now know Wildtrak external identifiers include a unique grille mesh and front fascia, grey 18-inch alloy wheels wrapped in Goodyear Wrangler all-terrain tyres (including the spare), a bespoke integrated sports bar, roof rails, electric roller cover, aluminium tie-down rails on the load box and exterior puddle lamps and zone lighting.

Inside the cabin is a 12.0-inch portrait-style infotainment touch-screen (lesser models get a 10.1-inch screen), pull-out cup holders, ambient lighting and power-adjustable heated front seats trimmed in leather with Wildtrak identifiers.

Gear the Wildtrak shares with cheaper Ranger models includes the distinctive C-clamp LED running lights, LED headlights and fog lights, side steps, cargo bay illumination, a bed liner (not spray-in, sadly) including 12-volt socket, a power tailgate lock, box capping and integrated load steps.

Access to the cabin is granted via smart keyless entry and items shared with other Rangers you’ll find inside include a six-speaker audio (bit disappointing that), push-button start, 8.0-inch digital instrument cluster, dual-zone climate control, the Ford SYNC 4A infotainment system including embedded sat-nav, voice assist, wireless charging, wireless Apple CarPlay and Android Auto.

All Rangers also come with an embedded modem that enables the FordPass app with a bunch of features including remote start and zone lighting activation.

The Ranger will be covered by a five-year/unlimited-kilometre warranty, but details like service intervals and capped-price servicing costs are yet to be announced.

The 2022 Ford Ranger Wildtrak joins all other models in the range in having a solid line-up of safety features.

One upgrade for XLT, Sport and Wildtrak models is the standard fitment of disc brakes, replacing the old disc/drum combo.

The cabin is fitted with nine airbags including knee airbags for the driver and front passenger.

Autonomous emergency braking (AEB) is paired with adaptive cruise control and other related driver assist systems include lane keep assist, lane departure warning and road edge detection.

All Ranger pick-ups get blind spot detection, rear cross traffic alert, a reversing camera and rear parking sensors.

By the time you reach Wildtrak, front parking sensors, rain-sensing wipers, a 360-degree camera and fully automatic active parking assist have been added.

To aid towing heavy loads, Ford’s factory-fit tow pack now includes an integrated trailer brake controller. Its output is adapted based on the status of the anti-lock braking system (ABS).

When the ABS module senses the towing vehicle’s brakes are approaching lock-up, the controller’s braking strategy changes to compensate for traction conditions, reducing the risk of trailer brake lock-up.

As yet there is no ANCAP rating announced for the new Ranger.

We’ve already written an enormous amount about the 2022 Ford Ranger engineering and development. But just to reprise a little…

The new Ranger is based on the latest third-generation version of the T6 ladder-frame chassis. The wheelbase is 50mm longer and the track 50mm wider than before. But overall length and width is about the same. Exact measurements have not been announced.

Ford says not one exterior body panel or sheet of glass carries over from old Ranger to new.

All the extra wheelbase length has been gained at the front of the vehicle, enabling the fitment of electric vehicle innards in the future.

The suspension retains the independent double-wishbone and beam-axle leaf-spring combo, but the rear shocks are moved outboard. Ford says all this contributes to improved ride, handling and stability. The steering system remains electric-assist.

The 3.0-litre Lion 60-degree single-turbo V6 has a long history. Originally a Ford-PSA (Peugeot/Citroen) development, it saw a lot of service in Land Rovers and appeared in 2.7-litre guise in the Australian-developed and -built Ford Territory.

In 3.0-litre guise, Ford tried it out in the Ford F-150 full-size ute in the US, but it has now been discontinued. That’s fine; more for us!

In Ranger spec, the engine employs a compacted-graphite iron block, a forged-steel crankshaft, double overhead camshafts, common-rail fuel injectors and aluminium heads. It produces 184kW of power at 3250pm and 600Nm of torque from 1750-2250rpm.

It also comes with diesel-saving stop-start. Fuel consumption averages are yet to be published. The V6 mates with a 10-speed 10R80 auto shared with the 2.0-litre engine.

The V6 drives via the latest generation of a BorgWarner transfer case that offers a set-and-forget 4Auto mode as well as the usual 2Hi, 4Hi and 4Lo modes. A rear diff lock and hill descent control provide more assistance.

Ranger drivers now get selectable drive modes with Wildtrak (and Sport), adding Sand and Mud/Ruts off-road modes. They appear in an off-road screen in the touch-screen.

The Wildtrak and Sport also double up with two front tow hooks for when the going gets too tough. A skid plate is unique to Wildtrak.

Ford says it has improved the articulation of the new Ranger to keep wheels on the ground longer and tucked the tow bar away better to stop it touching down so easily.

Key numbers confirmed for Ranger include 3500kg braked towing capacity, 800mm wading depth and an 80-litre fuel tank. It also has more ground clearance, although how much is still unstated.

Specific Wildtrak V6 numbers include a 2353kg kerb weight, 997kg payload, a 3350kg gross vehicle mass and 6400kg gross combined mass.

As we’ve already stated, our first drive of the 2022 Ford Ranger was an all-too-brief affair. Still, it’s a starting point and one that we’ll be able to build on substantially in the weeks and months to come.

There was no chance to shift around in the cabin to check out the perspective from different seats or open and close everything to see how functional everything is. It was just: get in the driver’s seat and drive.

Obvious straight away was the vast leap forward in cabin modernity. For a start, the steering column adjusts for reach as well as rake.

The 12.0-inch touch-screen is simply huge, although my first impression is that it sits quite low. It also stares straight forward, not angled toward the driver at all. This is very much a conscious decision by Ford in supporting of a philosophy it calls cabin democracy.

The digital instrument cluster is an unequivocal improvement over the old Ranger’s set-up. The tachometer is now a permanent part of the set-up rather than being squashed into the right-hand corner and made one of several selectable functions.

If you’ve never driven on Ford’s ride and handling track, take it from me it’s a belter. There are gradual and sharp climbs, gradual and sharp (very sharp!) descents, a series of corners of different radii and some corrugations, lumps and bumps that test out chassis and suspension behaviour.

Transferring straight from the current Wildtrak into the new-generation model proved revealing.

We still rate the current car very highly as the best drive in the segment, but the new Ranger is more stable, smoother across the bumps and displays light, accurate steering behaviour.

It is genuinely impressive to drive and a clear step on from the current car, which tends to react more to inputs and have more body roll in corners.

By the way, our laps were done with three passengers onboard, including chief engineer Ian Foston riding shotgun. So, no pressure.

Now that engine. Well, just more of everything everywhere is the fundamental summary.

The V6 launches forward with confidence, propelling the Wildtrak uphill with more enthusiasm and speed than you might have suspected possible in such a heavy vehicle.

It is in a different league in terms of response and refinement compared to the retired 3.2 inline five-cylinder and clearly outperforms the 2.0 biturbo. If you need it for towing, you are going to love this thing.

Off-road enthusiasts are also going to love it.

If you check out the accompanying video, you’ll see the Ford off-road course packs plenty of obstacles into its short length and the new Ranger Wildtrak again showed itself to be stable and confidence-inspiring clambering up, down and through them.

This exercise provided the chance to test out the Ranger’s new off-road modes that affect steering feel, throttle feel and transmission preload. No issues were obvious.

It also gave us a chance to play with the dedicated off-road screen. The driveline, diff-lock indicators, steering angle, vehicle roll and pitch angles can all be monitored.

The Wildtrak’s 360-degree camera provides a front camera view of the terrain ahead, with predictive overlay guidelines designed to help the driver negotiate obstacles.

I’ll be honest, I didn’t conquer every obstacle in one go. I attacked an embedded angled log with insufficient gusto and wheelspun to a halt. Foston, an accomplished off-roader, was not impressed. But engage the diff lock and the Wildtrak drove straight over.

Over most obstacles the combination of low range and off-road traction control was also very capable, once the sensors had figured out where to brake and where to send drive.

After just a few minutes our first drive of the 2022 Ford Ranger Wildtrak was all over.

And just as Ford intended, it was enough of a taste to show off the Ranger’s potential without burrowing too deep in a vehicle that was a prototype rather than truly indicative of what you’ll be able to buy from June (if you placed your order a while ago, that is!).

We’re excited about getting back behind the wheel and driving the Ranger on some familiar tar and gravel roads … and tracks.

We’ll soon be chucking a load onboard, hitching up a caravan and comparing it with its logical rivals.

At this early point we think it’s going to acquit itself well. But let’s see how that stands up through the testing times ahead.

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