Ford Ranger XLT 2014 Review

Execution of intended purpose
The Ranger has the shortest rear tub here, but it's deeper than most, and its 1041kg payload is only bettered by Mazda's BT-50 and the Isuzu D-MAX. Throw in the sturdy plastic tub liner, six tie-down anchor points, the low load-floor height, generous width between wheel arches and the 3500kg towing capacity, and it's well-equipped to shoulder a load.

Like most on test, the lower portion of the rear seat folds up to provide extra load storage space, also revealing two small storage bins in the floor.

The rear seating is roomy enough, but only two drilled holes are provided for securing child seats – owners must provide the necessary brackets. Littlies are faced with a 385mm side-step height which is towards the higher end in this company.

The Ranger excels for comfort with quality cloth-upholstered (and fully adjustable) seating that is only bettered by the Volkswagen. The dash wins points for an ergonomic layout with everything placed logically and within easy reach of the driver.

With good mirrors, narrower B-pillars and smaller rear seat headrests it also boasts the best all-round visibility, while at 72dBA its sound suppression is bettered only by the Amarok.

We like the Ranger XLT's many practical features, like the chilled centre console storage bin, the three auxiliary power outlets (one in the front, one in the back, one in the tray), foglights and locking tailgate and glovebox.

The parking sensors are appreciated but, given the Ranger's price, it seems a little stingy that a reversing camera isn't included as standard. The tonneau cover fitted to our test vehicle is a factory accessory (see pics).

For the rough stuff, the Ranger boasts best-on-test ground clearance of 237mm and a wading depth of 800mm, with switch-actuated 4WD (high and low range), a locking rear differential and hill descent control.

The standard of fit and finish in the Thai-built Ford [all others except the Amarok are built there too] is extremely good with small, consistent gaps and neat-fitting lids (the glovebox for example) and panels.

Controls are, again, car-like and the chosen mix of trim plastics (albeit hard-touch) suggests durability appropriate for the Ranger’s intended purpose. It is only let down in the odd place where the designers have opted for function over finesse. The crude rectangular hole cut into the centre console bin to latch the lid shut is one example, and so is the use of snap-shut grab handles on all four doors.

The carpets don’t look as if they will cope with too much punishment. Indeed they reinforce the suggestion car-makers assume rubber floor mats are standard-fit these days.

Then again, the cloth seat trim looks trade-tough and the excellent paint retains its glossy finish in most hidden places except the inner B-pillars. The inner door areas (all four doors are double sealed) also show no signs of rough welds, or shoddy panel junctions.

The Ranger’s tray is double-skinned to prevent inner damage finding its way through to the outer panels.

Under the (propped up) bonnet, the engine bay presentation is neat, with generally tidy wiring and plumbing, and easily-accessible service points.

On the road
As our carry-over champ, the Ranger immediately reminded us of the qualities we’d marked so highly last time. It’s not as stiff as many in this category, riding with more compliance unladen, yet is still seemingly unaffected by our 600kg test payload.

And while we’d stop short of saying the ride is plush, the compromise between laden and unladen driving, and across on- and off-road surfaces, proves the Ranger understands its ‘mixed’ market better than most.

The slightly softer suspension tuning also aided handling on- and off-road where weight transfer on to the outside wheel reduced the tendency to understeer which we noted in the BT-50.

The Ranger is on the 'big' end of this competitive set and as such can be tricky to park in tighter confines. Pleasingly, the steering, that is so nicely balanced and well composed on-road, is light enough to manage the wheel-twirling that comes with parking (or reversing a trailer).

The Ranger’s 3.2-litre five-cylinder turbo-diesel is gutsy and requires only moderate inputs to move quite swiftly. It handles weight equally well and managed to remain in top gear up our long on-road test incline at 80km/h, ticking over at just 1500rpm.

Its low-end torque (470Nm from 1500-2750rpm) also meant the transmission was more relaxed, picking a gear and holding it on the same stretches of road that caused others to ‘hunt’.

The strong braking (from disc/drums like all on test) also proved of benefit when loaded, hauling the Ranger to rest both quickly and with SUV-like pedal confidence. The well-modulated pedal also meant soft stops were easily managed, just the ticket for a vehicle likely to face a wide variety of road surfaces and payload conditions.

Off-road, the Ranger was a stand-out performer in this company with adequate ground clearance and suspension articulation, an impressive wading depth (800mm, shared only with the Mazda BT-50) and decent approach, break-over and departure angles. The standard fitment of a tow bar on the XLT did, however, limit the departure clearance by six degrees.

The four-wheel drive system was operated easily via a small dial on the console and the rear diff lock aided in slippery conditions and hill climbing.

Hill-descent control assisted low-range on steep descents, however the system would occasionally take a moment to sense the decline, then over-react slightly, and often with a moment of brake locking. It’s one of those things that take a little getting used to.

Suitable integration of technology
There wasn’t much to separate the Ranger from the BT-50, and given the price difference of the pair, the differences were largely a matter of individual taste.

All the basics were covered, with Ford’s Sync infotainment system featuring Bluetooth hands-free telephony and audio streaming, a straight-forward voice command system, dual-zone climate control and cruise control. However, manually-adjustable seats are standard and there’s no sat-nav or reversing camera, Ford leaving its acoustic ‘Park Pilot’ to handle reversing guidance.

An electrochromatic rear view mirror and one-touch folding mirrors are nice additions, as are rain-sensing wipers. The trip computer is easy to use, and offers a suitable level of information.

As with several rivals on test, the Ford Ranger requires a key to lock the tailgate.

For your outlay the XLT comes reasonably well-specified. Rear parking sensors, hill descent control, a tonneau cover over a lined tray, dual-zone climate control and rain-sensing wipers are highlights, and Bluetooth, voice control and iPod integration are standards across the range.

A tow bar with 3500kg (braked) towing capacity is also standard-fit on XLT variants. Metallic paint is a $395 option.

The Ranger is backed by an industry-standard 36-month/100,000km warranty. Service intervals are set at a decent 12-month/15,000km mark. This is backed by a strong 84-month/135,000km capped-price servicing arrangement, with the first service fixed at $395.

Roadside assistance is available at additional cost. However, our research suggests that some dealers will provide 12 months roadside assistance renewal when you take your Ranger to their service department for its annual check-up.

www.redbook.com.au suggests a 2012 Ford Ranger XLT Dual-Cab Diesel (new RRP: $55,390) with between 40,000-60,000km on the clock (the same odometer range used for all examples in this category) is today worth a median private sale price of $41,700, giving a retained value of 75 per cent.

Price and specifications:
Price: $55,890 (as tested, plus on-road costs)
Engine: 3.2-litre five-cylinder turbo-diesel
Output: 147kW/470Nm
Transmission: Six-speed automatic
Fuel: 9.2L/100km (ADR Combined)
CO2: 246g/km (ADR Combined)
Safety Rating: See text.

Performance figures (as tested):
0-60km/h: 5.9 seconds
0-100km/h: 12.1 seconds
50-70km/h: 2.6 seconds
80-100km/h: 3.7 seconds
60-0km/h: 16.3 metres
dBA @ 80km/h: 72
Fuel economy: 11.4L/100km

-- with motoring.com.au staff