Ford Ranger 2011 Review

Ford Ranger

Sporting a choice of three model grades, three engines and three body styles, new PX series Ranger is available in both two and four-wheel drive guises, with manual or automatic transmissions, and in pick-up or cab-chassis arrangements. And let's not forget the 4x2 Hi-Rider package.

Featuring an impressive list of features and up-to-date drivetrains, the Thai-built Ranger is set to shakeup the light-commercial segment, taking the battle to levels now comparable only to the recently released Volkswagen Amarok.

Trade tough, but with car-like comfort, Ranger 4x4 double-cab 3.2-litre turbodiesel variants (XL and XLT, pictured) will arrive this month. All other variants, including the sub-$20,000 petrol-powered 4x2, will become available by the end of the year. Four-wheel-drive variants are exclusively turbodiesel-powered and kick off from $38,390.

Amenity levels vary expectedly with the line-up, but even the bottom end is impressive. The entry-level Ranger XL receives cloth trim and 16-inch steel rims but boasts remote central locking, as well as Bluetooth telephony and audio streaming, MP3/iPod connectivity, 4.2-inch infotainment screen and cruise control. Aircon, however, is extra on both petrol XL variants (see MECHANICAL below).

The mid-spec Ranger XLT adds 17-inch alloy wheels, (optional) locking rear differential, rain-sensing wipers, auto headlamps, dual-zone climate control, voice control, electrochromatic mirror, rear parking sensors, rear 12V outlet, bed liner, roll bar, privacy glass and a chilled centre console big enough to take a six pack (of soft drink, of course).

Topping the range, Ranger Wildtrak picks up 18-inch alloys, sat nav (on a larger 5.0-inch TFT screen), reversing camera, leather/cloth combination trim, powered and heated front seats and exclusive sports bar, side steps and roof rails.

Optionally, an airbag and winch compatible aluminium bullbar, side steps, roof racks, rollbar, snorkel, canopy and a range of tonneau covers are available.

Given the complexity of the model range, we've chosen to list the pricing.

Note: where offered, six-speed automatic models attract a $2000 premium.

The 2.5 petrol's fuel economy averages scale from 9.8 - 10.6L/100km with CO2 emissions between 235 and 254g/km.

Diesel models kick off with a 2.2-litre direct injected and turbocharged four-cylinder which develops 110kW/375Nm. Available with a choice of six-speed manual or six-speed automatic transmissions (depending on variant), the unit is offered on 4x2 and selected 4x4 models. Depending on configuration, fuel consumption ranges from 7.6 - 9.4L/100km with CO2 emissions between 203 and 251g/km.

Topping the set, Ford's five-cylinder turbodiesel displaces 3.2-litres and delivers 147kW/470Nm. It is offered in conjunction with six-speed manual or six-speed automatic transmission, in two- and four-wheel drive, on XL, XLT and Wildtrack grades and in all body styles.

Despite its significantly higher output, the largest engine offering achieves very respectable fuel consumption figures ranging from 8.4 - 9.6L/100km and CO2 emissions between 222 and 256g/km.

A body-on-frame arrangement throughout, new Ranger capitalises on the latest in computerised design techniques to maximise torsional rigidity (as well as quietness and safety). Twice as stiff as the outgoing model and 10 per cent stronger than revised HiLux, Ranger's frame is suspended by a modern double A-arm (wishbone) front and leaf-spring rear arrangement. It runs disc/drum brakes and is fitted with power-assisted rack and pinion steering.

Ranger's turning circle is 12.0 and 12.7 metres respectively on 4x2 and 4x4 models with 3.5 turns lock-to-lock (typ.). Wheel sizes range from 16 to 18-inches and all are shod with specifically developed low rolling-resistance tyres.

A locking rear differential is available optionally on 4x4 models, all of which are fitted with an electronically controlled transfer case selector. Hill start assist and hill descent control are also fitted as standard, though a 'crawl' function is not offered. Given the fact nearly 300Nm of torque is available from idle, this shouldn't pose an issue.

To that end, Ranger's packaging had to be just right, and using models such as HiLux, Navara and, later in its development Amarok, as benchmarks, Ford's engineers sculpted, trimmed and plucked every last detail of the workhorse to suit a wide list of requirements.

Longer and wider than its predecessor, Ranger's cabin offers more space than any competitor in this class. Rear space on double cab models is especially generous. Particular attention has been given not only to ergonomics and accommodation but also to ease of entry and egress, storage and visibility.

The car is appreciably quiet, too. Ford invested heavily in chassis and body development – and the interconnection of the pair (hydraulic mounts) – to ensure NVH transmission was kept to a minimum. It mightn't sound much, but the car is 5dB quieter than its forebear when tested on coarse chip asphalt at 80km/h.

The cockpit is also well adapted to a variety of uses. Examples include buttons and switches that are easily operable though a gloved hand, storage spaces big enough to hold laptops, water bottles, A4 folders and the likes, and a driving position that, whilst offering a commanding view, isn't intimidating to family owners chasing a cross-purpose commercial vehicle.

It's a shame, however, the steering column doesn't offer telescopic adjustment or A-pillar grab handle to ease entry for shorter drivers.

On 4x4 models, careful placement of differential and gearbox breathers, as well as the engine air intake deliver an 800mm wading depth.

With the 4x4 setup the switch between 2H and 4H can be made on-the-fly. Adequate geometry and ground clearance see Ranger Hi-Rider 4x2 and 4x4 models confidently clear most obstacles.

Payload capacity varies between derivatives but tops out at 1528kg. Six tie-down points are rated at 750kg each while the floor is of steel construction. The removable tub liner allows versatile stowage arrangements, including six beverage holders. A 12V power outlet is also fitted and the tailgate is lockable.

Towing sees petrol-powered Ranger capable of hauling 2200kg while 2.2-litre turbodiesel models vary from 2500kg on 4x2 manual models to 3350kg on 4x2 Hi-Rider and 4x4 variants. All 3.2-litre turbodiesel models offer a 3350kg towing capacity.

The amount of calculations performed took days at a time, which on a home computer would have taken over a year. By hand, this series of sums would have taken 16 million years, Ford says.

The result is claimed as a best-in-class structure.

The engineering is backed by the latest electronic safety aids. These include stability control (standard across the range), traction control, anti-lock brakes with electronic brake-force distribution, hill descent control, hill start assist, trailer sway control and anti-roll mitigation.

A full complement of airbags is standard on most models and optional on all, excluding the entry-level Ranger XL petrol single cab when equipped with a bench seat.

Unlike some rivals, Ranger offers three-point seatbelts and head restraints in all seating positions. Front seat passengers also benefit from load limiters, pyrotechnic pretensioners and height adjustable shoulder points.

Add these to the stalwart offerings that include Mitsubishi Triton, Nissan Navara and Isuzu D-MAX, and it's quickly evident as to just why such an investment was required to ensure Ranger's success.

At first flush it seems Ford has managed to top the pile with the new Ranger. This is an impression we aim to challenge when we pit the greenhorn against its most relevant rivals shortly. Stay tuned.

The on road component consisted of the tight, winding roads of the Adelaide Hills. Better suited to hot hatches, the Ranger performed well. Poise and grip levels were such as to shame some family sedans and the car's suspension settings communicate a well calibrated feel which ensures adhesion over varying friction surfaces, and at different payload levels (we tested from 0 to 750kg). At the same time ride comfort was on a par with better SUVs.

Even when pushing excessively hard, oversteer was negligible. Any misbehaviour was corralled quickly but not obtrusively by electronic intervention.

The hype surrounding Ranger's evolved NVH suppressing technologies was also proven over all manner of irregularities, surface textures and at varying road speeds. That said, at times, engine noise bordered on intrusive in a cabin that is otherwise pleasant, well laid out and comfortably accommodating.

Steering feel is by far a highlight, Ranger's quicker rack and appropriate assistance levels are far and away class leading. On centre the wheel is tight, creating none of the fatigue usually found in maintaining direction in similar rivals. It loads in a linear manner away from centre as input is applied.

Offroad, the more direct steering proved beneficial across narrow, loose surfaced tracks where the Ranger's hill descent control proved an infallible aid in manoeuvring the 5.4 metre-long vehicle down precipitous grades. When climbing, the combination of low ratio gearing and torque at idle made ascending even the steepest grades a cinch, even if the long flat bonnet was, at times, hard to see over.

Overall Ford's 3.2-litre DuraTorq TDCi five-cylinder proved itself a perfect match to all conditions, and although vocal under load, is not at all "clattery". Torque arrives early and is easily modulated so as to maximise drive. The six ratios on offer in either transmission offer a good spread to cater for the diversity of conditions Ranger could expect to encounter.

The automatic is a little slow to respond to kickdown in Drive mode. Overall Ford's gearbox mapping and grade logic software works far better in Sport (or Performance Mode) in all scenarios other than highway cruising.

Finally, Ranger's disc/drum stoppers proved more than adequate for the task at hand, even when loaded with three-quarters of a tonne of cement. Pedal modulation is appropriately metered for the application, such that even in heavy work boots feedback is still registrable. Even on loose surfaces ABS calibration was hard to fault.

Ford have produced a class-leading vehicle in Ranger and one we look forward to spending more time in as other models arrive. Expect to see stock in showrooms from October 1.

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