Ford Ranger 2007 Review

What we liked
>> Powerful, frugal new diesel engines
>> Upgraded payload and towing ability
>> Tougher looks, extra features

Not so much
>> Heavy duty ride, big turning circle
>> Narrow cabin
>> Old style handbrake, manual 4X4 lever

Overall rating: 3.0/5.0
Engine, drivetrain and chassis: 3.0/5.0
Packaging and practicality: 4.0/5.0
Safety: 3.0/5.0
Behind the wheel: 3.0/5.0
X-factor: 3.5/5.0

Ford's analysis of the new trends in light truck sales figures reveal why the name change is potentially the single most important advance. The light truck segment has raced ahead while the work vehicle component inside that growth remained static. Ford Courier sales held steady because of a loyal buyer base who knew what it offered as a price competitive workhorse. However, the luxury SuperCab and CrewCab variations, which top their segments in sales almost everywhere else in the world, missed out on the significant growth in the local market. The Ranger is an attempt to rectify that.

After the Ranger name became available locally in 2006, Ford research revealed that the Courier badge not only failed to excite the new "work and play" buyers but actually turned them away.

Ford's Import Product Planning Manager, Mr Jogi Shetti highlighted the key requirements of these buyers: Built for Work, Built for Play, Versatility, Safety and Security, and Legendary Tough. Just in case you don't get the message from the comic book TV ad, the words tough, legend, work, play, versatility and safety are scattered throughout the Ranger brochure to the point where they become meaningless.

These were already platforms for Ford's marketing of the Falcon and F-series commercials. The switch to the Ranger name brings what should be the biggest seller of all three into line, a timely process when the wait for the RHD version of the all new 2007 F-series is going to force the Ranger to fill the gap in Ford dealer turnover.

This new Ranger is not the new model still being developed in Australia for the global market. Instead, it is quite clearly a transition model to lead into the new Australian design.

Previously, the Courier's side profile looked like a child's trike with a tall, roomy cabin up front and a dinky shallow tray at the back. Ford's local design team under former styling boss Simon Butterworth changed all that without reducing headroom and other cabin dimensions while increasing load depth.

The styling trick was to raise the side window line by 17mm at the front tapering it to 35mm higher at the rear so it flows into a load bed that gains an extra 60mm in height.

This generates a sleek low cabin profile similar to the previous, smaller D22 Nissan Navara. Because it is a trick of the eye, Ranger it is not left with the compromised headroom and short cargo bed of that model. Instead, it matches or beats the head and legroom of the bigger D40 Navara and latest Toyota HiLux with cargo space as least as long and high -- though it can't match either in width. The latest Mitsubishi Triton which sacrifices load length for an even bigger cabin sits between the Ranger and HiLux in size.

The new Ford Ranger and its Mazda BT50 twin are therefore now unique in this segment. Both share the compact footprint of the old generation but offer extra headroom, load length and depth without the extra bulk of the new cewcabs. Ford's toughening up of the new Ranger allows it to offer payload and towing capacities that challenge the bigger models backed by two powerful new diesels that can cope with the extra workload.

For the basic commercial 4X2 workhorses, Ford has stayed with the simple low-rider light truck look. All the other 4x2 and 4X4 models share the same new high-rider stance backed by the extra grunt of the 3.0-litre diesel. This allows buyers who don't need 4WD to slash 105kg off the starting weight and thousands of dollars off the price without sacrificing street-cred. With 4X4 Rangers featuring part-time 4WD and spending most of their time on the road in 2WD, these new 4X2 models might make more sense to many buyers.

Ford has blatantly moved the looks away from the softer-looking Mazda. Yet Ford's tall truck grille can make the new Ranger look upright and skinny from the front -- the Ranger is no wider than past narrow-body Couriers. Unlike Mazda, Ford has really pumped up the top-shelf XLT level with a new twin tube rear bumper design, huge tail lights, tubular side steps, lots of extra chrome, plastic bedliner and bright sports bars.

The Ranger bull bar is Ford's first in this class that is airbag compatible and matches the surrounding body work. It should be a popular option when it can house the spotlights now fitted to upper levels and becomes available in the second quarter of 2007.

Although all models are now sourced from Thailand, it is clear that Ford Australia has been given much more say in the way the Ranger is set up. The soft, bouncy suspensions of previous Couriers set up for the Thai passenger market with their mismatch between front and rear are thankfully in the past.

PRICE AND EQUIPMENT
Like Mazda, Ford has split the range according to the two diesel engines then splits it into low-rider single cab with 4X2 only and several high-rider styles with a choice of 4X2 and 4X4. The range is heavily simplified with no petrol models and only two trim levels, XL and XLT. All models have painted front bumpers which give the base model a lift over most rivals even if it is not as practical.

It works like this. If you want a single cab workhorse, it comes only as an XL but then Ford confuses the issue by making you pay an extra $2000 for aircon on the base cab-chassis but not the pick-ups (thus the savings are not as great as they first appear). This is because the base cab-chassis XL 4X2 and 4X4 comes with a three-person front bench which has to be swapped for buckets as soon as you order aircon or auto.

In other words, if you have to share the single cab with two sweaty mates and your favourite sheep, you can't have aircon.

So there is a choice of a $20,990 low rider cab-chassis (no air) or $23,990 pick-up (with air) with the 2.5-litre diesel in 4X2 only with 1373kg and 1220kg payloads respectively. Or you can order the same vehicle as a 4X2 high-rider cab-chassis with a whopping 1408kg payload and 3.0-litre diesel power for $29,990 including aircon. The 4X4 version of this XL high-rider cab-chassis with a 1406kg payload is priced at $33,490 but then you have to add another $2000 for aircon (and mandatory buckets).

Ford has obviously set up the base levels as workhorses, then it can offer free aircon and bucket seats as an incentive for ABN customers as Mazda did from launch so watch the dealer ads carefully.

As soon as you leave the single cab range, the cabin and safety equipment for the base XL improves as all Super and Crew Cab models start with high-rider 3.0-litre spec in 4X2 and 4X4 versions.

The XL is the highest level in the 4X2 Super and Crew Cab range which may prove to be an oversight when the 4X2 Territory Ghia is one of Ford's biggest sellers and the same priorities could apply here. However, if you order the XL Safety Pack on XL Super and Crew Cab models in 4X2 and 4X4 spec, it brings power windows and XLT seat trim but no badge.

The 4X2 XL Super Cab with its occasional rear seats, suicide rear doors and in-between load length starts at $31,490 as a cab-chassis with the 4X4 version costing $36,990. This parity of $5500 between 4X2 and 4X4 extends throughout the range while the jump from Super to Crew Cab accounts for $1000.  A pick-up bed adds another $2000 over the cab-chassis in the Super and Crew Cab range.

The range-topping XLT comes as a 4X4 Super or Crew Cab only at $44,990 and $45,990 respectively -- add $2000 for the auto. Both models feature a chrome grille, 16-inch alloys, front fogs, chrome exterior hardware including power mirrors, side steps, plastic bedliner with rear 12-volt socket, sports bar with high-mounted stoplight, leather steering wheel and gear knob, electric windows and six-stacker in-dash CD. The standard sports bars mean the signature tie-down bars of the previous Courier are deleted at XLT level for the first time.

Although payloads are progressively pegged back as the weight and passenger capacity goes up, none drop below 1100kg -- substantially higher than several rivals. Kerb mass varies from 1468kg for the base cab-chassis up to 1967kg for the auto XLT Crew Cab 4X4 hence the 2.5's big economy benefits at base level with little or no performance penalty.

The other welcome news is a 12-strong colour range that includes three two-tone options for the XLT. Although reading lights make an appearance for the first time, there is no sign of cruise control even as an option and cushion tilt adjustment for the driver's seat and steering column reach adjustment can't be had, regardless of price.

The useful hand throttle and side protection strips seen on some variations of the previous Courier are gone.

The previous low-technology 2.5-litre turbodiesel delivered only 82kW/3500rpm and 271Nm/2000 and made the whole Courier range feel cumbersome. Its only saving grace was its simplicity.

The 16-valve DOHC 2.5-litre turbodiesel replacement delivers 105kW/3500rpm and 330Nm/1800rpm. Fitted only to the two 4X2 XL single cab low rider models, it transforms them with combined fuel consumption figures slashed from 9.7 to 8.3lt/100km. Despite the loss of the Courier name, this frugal and gutsy new 2.5-litre turbodiesel with its quick response and easy-going feel are exactly what couriers and big warehouses have been waiting for.

The larger 3.0-litre version of the same engine boosts power to 115kW/3200 and torque to 380Nm/1800. The fuel consumption drops from 10.1 to 9.2lt/100km, outstanding for a 2000kg vehicle with the Ranger's offroad capabilities even if the full-house XLT 4X4 Crew Cab slows it down a little.

This engine delivers considerably more torque but less power than the rival Hilux diesel. Although D40 Nissan Navara outguns Ranger on paper, the Nissan engine is peakier at local road speeds. Because the D40 Navara diesel comes only as a 4X4 dual-cab, this leaves the Ranger and its Mazda counterpart, as the torquiest and potentially the most frugal in this class in the 4X2 and the single and Super Cab 4X4 versions. 

The 2.5 and 3.0 engines are the same except for bore and stroke and feature the latest common-rail 1600bar direct-injection, variable geometry turbocharger, double helical intake port design, intake manifold swirl control valve, roller cam finger followers, dual counter-rotating balancer shafts and high capacity 32 bit powertrain control module.

The revised intercooler boosts cooling efficiency from 60 per cent in the old diesel to 74 per cent and is encased for the first time in a protective mesh cage. The way the previous one was exposed to sticks and stones was a disgrace. Engine noise is dropped by 1.5dB.

A new five-speed manual is specified with taller gearing to exploit the extra power and torque for a big drop in engine speeds during highway cruising and steep 4X4 climbing. First and second gears with triple-cone synchros, sportier shift and a new dual-mass flywheel subdue the truck-like changes of the old gearbox and reduce noise. 

A new five speed close-ratio electronically-controlled automatic transmission is offered for the first time. It does not offer a sequential shift facility. Because it is linked with mandatory air-conditioning and bucket seats in the base XL 4X4, it costs $4000 -- otherwise it is a $2000 option available with the 3.0-litre diesel only from March 2007.

The auto is available only in the XL Crew Cab pick-up in the 4X2 range but in the 4X4 range it can be ordered on the XL single cab-chassis, XLT Super Cab Pick-up and Crew Cab pick-up at XL and XLT levels.

All 3.0-litre models feature a multi-plate limited-slip differential. Manual 4X4 models start as rear drive and utilise a traditional dual-range 4X4 transfer case with manual selection by lever in conjunction with a dash control for the release of the automatic free wheel front hubs. An early generation part-time system, the driver has total control over whether the vehicle runs as rear drive only or constant 50:50 front/rear split but only if you stop to engage it.

The automatic 4X4 versions have the same system but rely on a rotary switch that controls an electronic 'shift on the fly' mechanism that doesn't require the driver to stop the vehicle to engage 4WD.

The carryover front double-wishbone torsion bar, leaf spring rear suspension and steering package is upgraded in most areas starting with a stiffer version of the overlapped box section chassis. Front dampers are boosted to 32mm diameter and matched by a similar increase at the rear.

The rear leaf springs are boosted from 1200mm to 1320mm -- the longest in the class and made possible with this design's extra rear load length. A claimed two-stage spring design relies on a heavier load to engage a second set of leaves but when unladen this can generate the feel of reduced travel.

The ball and nut steering system is better but still can't match a decent rack and pinion set-up for feel and accuracy but has advantages for isolating shock offroad. Turning circle is an impractical 12.6m for all 4X4 models compared to 12m for the 4X2s. This makes U-turns and tight parking in one sweep out of the question in most cases. 

The single cab 4X2 2.5 payload goes up an extra 30kg to 1410kg and towing capacity jumps from 1800 to 2250kg. The 3.0-litre models boast a braked towing capacity of 3000kg for manual, 2500kg for auto. This is also up from 1800kg but requires the genuine Ford tow pack and load levelling kit.

Feel and travel have been improved in the front ventilated disc/rear drum brake system from the previous model with ABS offered as standard or an option depending on models.  As for the Mazda BT50, the Ranger has the 289mm front ventilated discs of the previous 4X4 models but 21mm wider rear drums for more effective handbrake performance under load or extreme offroad situations.

The 4X2 XL Single Cab Low Rider 2.5 has truck-style rims with 215/70R15 tyres. All other models including 4X4 wear 235/75R15 boots on a more stylish steel rims. The XLT has 7.0JX16 alloys and fatter 245/70R16 tyres.  A matching full-sized spare is supplied in all models.

PACKAGING
This market is growing so quickly in sophistication that turning a $19,990 cab-chassis into a slick $50,000 alternative to the family car won't be tolerated much longer.

The European Nissan D40 Navara, which is derived from the Pathfinder passenger wagon, highlights the difference when you come down the market to create a twin-cab ute. The low cost origins of most of these vehicles is getting harder to disguise.

While the Ranger is better than any Courier in bridging its $30,000 price span, this genre ultimately fails to match the detailing of the best SUVs in the same price range. 

The Ranger's narrow cabin ensures that seating three adults across the back is not realistic which hands the latest Triton/Hilux/D40 Navara a clear lead in this area but the Ranger's generous headroom and extra recline in the rear seat still makes it one of the least compromised light truck cabins for four adults, if not five.

Single Cab: For a $20,000 light truck, the base Ranger is as good as they come with a fresh new dash design, twin airbags, the option of ABS and the choice of two or three-seat capacity.

It looks handsome with its lack of grey unpainted plastic outside. The slide out meal tray or invoice holder above the glovebox is particularly useful but the dash top tray shown holding sunglasses by Ford is a joke when its contents fly out under slight acceleration or cornering. The deep new dash vents, with welcome extra capacity, leave nowhere for the driver's left hand to escape the chill.

Despite the extra storage, it needs a roof holder for sunglasses for the working driver. The driver's cupholder blocks off access to the 12v power sources, which is silly in a work truck. In the three-seat application, the underdash handbrake is exactly where it should be. 

The lack of stone and insect protection in the open grille is a worry for a work vehicle and Ford should offer a mesh insert similar to the Falcon XR option.

Super Cab: It is one of the best ideas around when it allows a 1753mm tray length compared to 1530 for the Crew Cab while providing occasional seating for two in the rear.

More importantly, in the Ranger it frees up extra lockable storage behind the front seats and under the rear seat cushions which is easily accessed via the clever rear-hinged doors. Both doors form a virtual B-pillar which Ford claims is much stronger than a fixed B-pillar for safe seat belt mounting and side impact protection. Clever, if the work component is a big one.

Crew Cab: Separating the centre dash vents from the instrument pack and running them vertically down the side of the sound system brings the heater/ventilation and sound system controls closer to the driver. When this looks fresher and frees up a stack of space below for cupholders and underdash storage, it must be a good thing at XL level.

However, at XLT level, the extra tinsel and leather on the wheel and gear shift can't compensate for the hard plastics and lack of detailing which expose the Ranger's $20K origins. It needs reach adjustable steering column, better carpet, driver's seat cushion tilt, centre handbrake, 'shift on the fly' 4X4, overhead sunglass case/reading light module and proper non-slip lining in the storage areas or covers to carry off a near-$50K pricetag.

The XLT's standard sports bars and load area ledges for shelves are welcome for some work and play applications but the former might need to be a delete option and rope rails returned for work trucks.

The standard plastic bed liner and 12 volt outlet near the rear shows how much input Ford Australia is now having in this class of vehicle. At last, the load bed is now high enough to house a portable fridge and other appliances. Some extra tie-down facilities within the load area would be helpful.  The Crew Cab's amazing 1530mm load length still gives it a huge advantage for a vehicle of this size.

SAFETY
The previous Courier was not especially good in crash safety. The Ranger's stiffer chassis, its highly rigid cabin and doors with built-in impact bars that satisfy strict European collision-safety standards and front airbags on all models are a huge jump for this segment but compared to other family vehicles, progress is still painfully slow. At last, Ford is also offering a bull bar option that does not force rural buyers to choose between airbags and damage from animal strike.

Side and curtain airbags are normally not available in this class and ESP or Ford's equivalent have yet to appear when these vehicles need it the most. However, Ford has decided to offer side airbags for the first time from second quarter 2007 as a no-cost option on the XLT models which means you would be silly to order an XLT before that.

An XL Safety Pack on all Super and Crew Cab models for just $1200 is also a step in the right direction when it bundles ABS with EBD and side airbags with the XLT's trim and electric windows. Such a worthwhile pack urgently needs to be badged as an XL Plus or Safety Pack if it is to be recognised in future used classifieds. Otherwise, ABS is a stand-alone option on all single cab models and standard on all XLT models.

It means at just $31,490 plus the $1200 safety pack, a working driver can now buy an XL Super Cab 4X2 High-Rider Cab-Chassis with almost the same safety kit as a quality family car. Even Ford has yet to exploit the OH&S possibilities when it was a last minute option negotiated with the Thai factory and not fully revealed in the launch material.  It also saves family buyers thousands of dollars when they no longer need to go to XLT for this safety level. The move is well overdue in the work and play market.

Only the Crew Cab models have front height-adjustable seat belt mounting points. The centre rear seat belt in the Crew Cab is lap only -- a serious omission. 

COMPETITORS
Because the Ranger range covers three body styles, two suspension heights, three wheel and tyre packages, two engines and 4X2 and 4X4 drivelines, rivals are different for every level. Although Mazda's BT50 models are similar, there are subtle differences in specification and you will either prefer Mazda's softer more car-like appearance or Ford's brutal tough truck look.

Also, the Holden Rodeo is about to be heavily revised.

Single Cab-Chassis Low Rider 4X2: The Ranger's $20,990 entry list price with three seats and no aircon leaves it wide open for special deals when Ford does not list such a model with a tray, bucket seats and air. When the market is currently awash with sub-$20,000 inclusive deals including Hilux, list prices are meaningless. The lack of an auto option with the smaller 2.5 might be critical in some cases.

Single Cab-Chassis High-Rider 4X2 and 4X4: The Ranger offers some interesting deals here with the gutsy 3.0-litre diesel in butch 4x2 high-rider spec ($29,990) or 4X4 ($33,490 plus aircon) plus an auto option in the 4X4 version. As a manual, the High Rider 4X4 can also be ordered as a three or two-seater. The larger and more powerful Hilux diesel starts at $34,890 but there is a useful auto version at $36,430. The Triton GLX diesel equivalent with similar power but less torque starts at $33,690.

Super Cab 4X2 and 4X4: The Super Cab's useful extra half rear door access and the choice of 4X2 and 4X4 as a ute or cab-chassis, all with the larger 3.0 diesel and all with high-rider looks limits any direct rivals apart from the BT50. Toyota has an X-Cab 4X2 auto petrol ute at $27,990 and an X-Cab 4X4 SR Cab-chassis and SR5 ute with diesel for $39,790 and $48,220 respectively. Both 4X4 models cost thousands more than their Ranger equivalents. Nissan and Mitsubishi don't offer direct rivals.

Crew Cab 4X2 and 4X4: If you need five-seater hip space, the most powerful diesel engine and best six-speed manual gearbox in a top of the range 4X4 diesel, then find the extra dollars for the D40 Nissan Navara. However, the Navara's folding rear seat is no more comfortable than the Ranger's and its payload capacity is heavily compromised. The Ranger's 3.0-litre diesel though not as powerful as Navara's feels punchier when it's working hard.

Most Ranger load dimensions are even bigger than the Hilux except for load area width. The Hilux provides extra cabin width but the Ranger/BT50's long cargo bed and a hefty price advantage mean it's a close decision.

The Mitsubishi Triton delivers best-in-class cabin space but an odd-shaped and much smaller load bed. The Holden Rodeo offers a cabin marginally roomier than Ranger but chops the cargo bed to achieve it. Several Ssangyong Musso and coming Actyon models based on the company's four wheel drive wagons provide extra comfort and room for the rear passengers with a shortened cargo bed.

For the most powerful petrol dual-cabs, the Ranger and BT50 offer no alternative especially the 198kW Navara, 175kW Hilux and 157kW Rodeo -- if petrol prices take off again, that might not be a big issue.

ON THE ROAD
With identical drivetrains and suspension tune to the Mazda BT50, the drive impressions are basically the same. The Ford launch included more stop-start traffic, steep mountain roads and typical rural dirt roads without the intense offroad work of the BT50 program.

As mentioned earlier, the Ranger test vehicles were empty when Mazda's BT50 examples were ballasted. It provided a contrast when the unladen Ford models highlighted just how much extra grunt these new diesel engines provide.

While the Ranger suspension in its unladen state absorbs smaller and sharper road surface changes far better than any Courier, it soon becomes clear that the big increases in payload and towing capacity have dictated heavier spring rates. This creates the impression that the suspension is reaching the end of its travel when it's not and can generate some suspension sharpness over choppy surfaces.

Although the BT50 launch revealed that the suspension always retains a heavy-duty light truck feel when loaded, a full cabin or load bed will make the ride transition into the heavy-duty section of the springs more progressive.

This is an important transformation that drivers will need to watch. The old diesel struggled to break traction even when unladen but these torquey new diesels will break rear tyre grip with little provocation especially over broken surfaces. Even the base single cab with 2.5-litre is a little powerhouse for this type of vehicle.

The Ranger launch provided the first chance to drive the new auto and it is a gem and retains some of the engine braking of the manual. The five reasonably close ratios keep the diesel on the boil and it cruises surprisingly quietly.

As the sun came out, all the cupholders and air-conditioning were in constant use including those in the doors -- a welcome addition. However, this meant that mobiles and other stuff left in the dash top tray jumped out at the first major bump. Only the bi-level centre console bins in the upper levels stop this from creating further problems.

Otherwise, it's a worthy and stylish update of the old Courier, transformed from being just a facelift by the new name and brilliant new engines.

The Ranger doesn't pretend that it has family comfort as a high priority when it has been re-engineered to work harder than ever before.

For most buyers who need to work a Ranger long and hard while towing or offroading, this is exactly what is needed. For those buyers who entertain the romantic notion of replacing something like a Honda CR-V or RAV4, you need to come to terms with driving one on a day-to-day basis especially if you are not carrying a load.

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