Ford Ranger Platinum 2023 Review

The 2023 Ford Ranger Platinum has been priced at $76,990 plus on-road costs, but will soon rise to $78,190 plus ORCs as an MY24 model (which means August 2023 build onwards).

It is the most expensive mainstream dual-cab 4x4 turbo-diesel in the Ranger line-up.

It is $5000 more expensive than the Wildtrak V6 but still nearly $10,000 cheaper than the berserk Ranger Raptor turbo-petrol V6.

Amongst other brands only the twin-under-the-skin Volkswagen Amarok Aventura is more expensive. In fact, the Platinum seems to be a direct response to that model, which is priced at $79,990 plus ORCs for either the V6 diesel or exclusive 2.3-litre turbo-petrol engine.

The flagships of other popular utes such as the Toyota HiLux Rogue, Isuzu D-MAX X-Terrain and Mazda BT-50 Thunder are all cheaper.

The 2023 Ford Ranger Platinum is intended to be the luxury flagship of the entire Aussie-developed line-up, so it gets some unique features as well as raiding the extensive parts bin and options list.

Externally, the Platinum is distinguished by a grille with accented mesh and silk chrome, the shiny lettering on its bonnet – just like the Everest Platinum – and it is the only Ranger model to come standard with 20-inch alloy wheels and damped tailgate.

Our test car was painted equinox bronze metallic (a $700 option), which had previously been only available with the Everest. A black-painted roof is a no-cost delete option.

Exclusives inside include quilted and leather-accented seats with ventilation. The Platinum driver also gets seat position memory settings and a heated steering wheel.

This is the only Ranger with the dashboard from the Everest – distinguished by material and stitching changes and a soft-close glove box – as well as rear floor mats standard.

Key standard equipment the Platinum shares with other models includes a power roller shutter, lighting, a cargo management system, 12V outlet and a drop-in bedliner for the load box, exterior zone lighting, side steps, smart keyless entry, push-button start, dual-zone climate control with rear vents and heating and 10-way power adjustment for the front seats.

The new flexible rack system mounted on the roof and load box is shared with the Wildtrak X and a bank of auxiliary switches in the cabin with the Raptor.

A full-size alloy spare wheel is standard, supported by tyre pressure monitoring.

The Ford Ranger Platinum comes with a competitive five-year/unlimited-kilometre warranty and an affordable capped-price service plan with 15,000km intervals.

The first five services average out at $345.20 each.

Like all 2023 Ford Ranger models, the Platinum comes with a five-star ANCAP rating based on 2022 protocols. There have been some changes to ANCAP testing for 2023 but it’s still pretty current and relevant.

There are nine airbags including a centre-front airbag designed to prevent head knocks between front seat passengers.

The autonomous emergency braking (AEB) system includes pedestrian and cyclist detection and the ability to monitor for potential issues at intersections.

Other clever driver assist features include an adaptive cruise control system with stop-and-go and the ability to adjust road speed in accordance with traffic signs. It’s one of the best systems of this type we’ve sampled, rarely missing a speed change or misinterpreting a sign.

Blind spot detection takes your trailer into account if towing, while there is also rear cross traffic alert with reverse brake assist, and well-tuned and easily switchable lane departure warning, centring and steer assist.

There’s also road edge detection, post-impact braking and a split-screen 360-degree camera with multiple close-up views selectable by the driver.

The Platinum is the only model apart from Raptor to get excellent Matrix LED headlights standard. Their range, clarity and ability to shield oncoming drivers from glare is outstanding.

There are two child seat upper anchors and two outboard ISOFIX mounts in the rear seat.

The 2023 Ford Ranger Platinum offers no exclusive infotainment technology, but it does mix and match what’s on offer in the parts bin in an interesting way.

It has the Raptor’s 12.4-inch digital instrument cluster including a permanent tachometer and the huge 12-inch infotainment touch-screen also employed by the Wildtrak, Wildtrak X and Raptor.

Underpinned by Ford’s SYNC 4A operating system with voice-activated controls, embedded infotainment functions include satellite navigation, AM/FM and digital radio and Bluetooth streaming.

Apple CarPlay and Android Auto are connected wirelessly or via cable and there are USB-A and USB-C ports front and rear. A wireless charging pad is also fitted.

Sound is piped into the cabin via a 10-speaker B&O audio system.

Some minor running changes to the operating system are reflected on Platinum, including redesigned icons, cleaning up some menus (consolidating ‘Settings’ and ‘Controls’, for example) and improving the functionality of the rear camera system with an on-demand view. The latter allows a rear camera view at up to 10km/h, and in conjunction with ‘hitch view’ it provides an overhead view of the tow bar, which is useful when setting off with a van or trailer.

The Ranger Platinum includes an embedded modem that works with the FordPass app to provide a group of handy features including remote start, fuel level check and remote unlocking. The latter is very handy! Over-the-air (OTA) updates are part of the package.

The 2023 Ford Ranger Platinum is powered by the 3.0-litre SOHC 60-degree ‘Lion’ single-turbo diesel V6 that is available across the top-end of the 4x4 dual-cab line-up alongside the cheaper 2.0-litre biturbo four-cylinder.

The V6 makes 184kW at 3250rpm and 600Nm between 1750-2250rpm, making it the diesel with the most power and torque in class (shared with Amarok).

It mates to Ford’s 10R80 10-speed automatic transmission that offers manual shifting via clumsy buttons mounted on the side of the squat gear shifter – or e-shifter, as Ford calls it.

There is no Sport mode to sharpen shifts or throttle. But there are Eco and Tow/Haul modes as well as Slippery, Mud/Ruts and Sand for off-roading, each accompanied by a different depiction of a dual-cab Ranger (looking like it’s sitting on lowered suspension) in the instrument cluster.

A sophisticated BorgWarner 4x4 system includes an Auto mode to allow set-and-forget all-wheel drive running on all surfaces including dry bitumen – a no-no with the old part-time system. You can also opt for traditional 2Hi, as well as 4Hi and 4Lo.

The system also includes low range, a locking rear differential and hill descent control. An off-road screen displays the forward-facing camera.

The 2023 Ford Ranger Platinum claims an 8.4L/100km fuel consumption average with the aid of a smooth stop/start system.

On test, on a wide variety of roads, our average came out at 9.4L/100km. However, we did not tow or carry heavy loads.

It’s still a pretty decent result considering the Platinum weighs in at 2388kg, making it the heaviest Ranger apart from the Raptor. However, the Wildtrak V6 is only 4kg lighter.

The Ranger dual-cab is also as wind cheating as a block of flats, measuring up at 5370mm long, 2015mm wide (with mirrors folded) and 1920mm high, including the flexible rack system.

Just continuing the numbers theme for a moment, the 2023 Ford Ranger Platinum has a gross vehicle mass (GVM) of 3300kg, a gross combined mass (GCM) of 6400kg and a maximum payload of 912kg. The latter is the lowest of any 4x4 dual-cab Ranger apart from the Raptor.

It is rated to tow at 3500kg and like all upper-spec Rangers comes standard with an integrated trailer brake controller.

The essential mechanical spec of T6 ladder frame, double-wishbone independent front suspension and leaf-spring live rear axle continues in overhauled form into the new-generation Ranger, married with wider tracks front and rear, electric-assist power steering and all-round disc brakes.

All that coalesces around the driver in a way that no other ute – apart from the Amarok – can get close to.

The bigger 20-inch wheels and Goodyear Wrangler Territory all-season rubber trigger the main change that’s noticeable compared to Rangers rolling on tyres with more generous sidewalls.

Without a load onboard there is an underlying patter and jostling to the ride that’s more pronounced. It’s not a deal-breaker and only really intrusive on lumpen and corrupted B-roads that litter Australian cities, suburbs and countryside.

Maybe because of the tyre, the steering feels a tad heavier in its weight than other Rangers previously sampled, while the handling remains controlled and confident. It’s a combination that’s as good as utes currently get.

The weak point is brake pedal feel if not retardation. You have to apply more pressure than initially expected to get a substantial response.

Other parts of the experience are universal Ranger V6. The engine is strong without feeling monstrous. It’s more impressive for its refinement and quietness than its sheer oomph.

The 10-speed auto still feels busy shuffling gears at low speeds when accelerating, but smooths out higher in the range.

It could be me just getting more familiar, or it could be some Ford fine-tuning, but the e-shifter seemed less prone to miss-shifts with more resistance built into the process.

During our few days with the 2023 Ford Ranger Platinum, the flagship ute wasn’t taken on any serious off-road terrain.

Instead, some greasy gravel was sampled and securely traversed, thanks to the Ranger’s excellent handling basics and 4x4 traction.

Our past experience shows the Ranger can tackle difficult off-road challenges, but just make sure you’re running the right wheel and tyre choices. Hint: the Platinum’s 20-inch combo isn’t optimal.

In co-operation with ARB, Ford has developed a comprehensive range of accessories to help with off-road and Outback adventures.

There’s no doubt the 2023 Ford Ranger Platinum is a nice place to be if you’re sitting up front.

The seats and driving position are excellent. It’s easy to get comfortable with all that powered adjustment and the reach-and-rake-adjust steering. The oddly angled left footrest is less appealing.

The presentation of the Thai-built Ranger Platinum is upmarket, with plenty of soft touches, stitching and even some fake wood thrown in. This is not an interior suitable for tool-of-trade trashing. This is a car for the CEO rather than apprentice.

The digital instrument cluster is a disappointment. The graphics are basic and the navigation via switch blocks on the steering wheel clumsy. Volkswagen has used the same basics to develop a classier presentation in the Amarok.

The infotainment screen is class-leading. It would be better higher and angled slightly toward the driver, but the sheer size makes it easier to read than the piddling screen in rivals like the HiLux. The retention of physical buttons for air-con and volume – as well as digital controls – is appreciated.

The rear seat in the Ranger Platinum is not that generous. It’s a bit tight on knee-room sitting a 180cm-tall adult behind an equivalent-size person up front. You also sit very upright in the rear seat in that traditional ladder-frame way.

Storage options are good in the front and back seat, including generous door bins all-round.

There are even pockets on the front of the rear seat base. It also folds up to increase flexibility, revealing two storage bins underneath. The seat-back also folds downs.

Thanks to the track increase, the load box is wider and can now fit an Aussie or Euro pallet. A box step located at each rear corner of the tray aids access. The tailgate has integrated cup holders and can act as a workstation.

The flexible rack system includes roof racks with crossbars that can be easily swung out across the roof when needed. But the cleverest bit is the sliding load rack that can be locked into five different positions on the load box. A pop-up crossbar allows long items such as surfboards to be secured. When not in use it looks like a sailplane.

As long as it proves sturdy in service, this system seems a very good idea. The only downer is Ford recommends removal of the aerial when the rack is loaded. That obviously hampers reception.

We do wish there were lights in the sliding load rack to help sort through stuff in the box at night. The illumination on offer is in the sides of the box and can be easily obscured.

The 2023 Ford Ranger Platinum is a niche model that will appeal to car buyers who want to combine ute functionality with luxury car pampering.

It doesn’t quite pull it off because no matter how the equipment list is mixed, matched and made to feel upmarket, it’s impossible to disguise those ute origins.

In fact, spending more than $80,000 (once on the road) for this or any ute seems like a questionable investment. There are cheaper V6 (and four-cylinder for that matter) Rangers that do the working ute job better, while there are luxury cars and SUVs out there that are more convincingly premium.

If you must have an expensive, luxurious ute then the Ranger Platinum is certainly right up there as a prime choice.

But that’s more about the excellent basics this model shares with other Rangers and less about the bits and baubles it adds.

2023 Ford Ranger Platinum at a glance:
Price: $78,190 (plus on-road costs)
Available: Now
Engine: 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: Five-star (ANCAP 2022)