Ford Ranger Wildtrak 2012 Review

Price Guide (recommended price before statutory & delivery charges): $57,390
Options fitted to test car (not included in above price): Metallic paint $225; Automatic transmission $2000
Crash rating: Five-star (ANCAP)
Fuel: Diesel
Claimed fuel economy (L/100km): 9.6
CO2 emissions (g/km): 256
Also consider: Mazda BT-50 (from $25,570); Nissan Navara (from $30,600); Toyota HiLux (from $18,990); Volkswagen Amarok (from $24,490)

As the flagship model of Ford’s 21-strong Ranger line-up, Wildtrak commands a pretty penny for its extra kit and caboodle.

Most of the features found in Wildtrak are shared with the mid-spec Ranger XLT. The premium model does, however, add a reversing camera, satellite navigation, 5.0-inch colour screen (versus 4.2-inch for Ranger XLT), dual-zone climate control (which interfaces with Ford's voice actuation system in this case), eight-way powered leather-faced heated seats, roof rails, tray bed liner with 12-volt power outlet, an aerodynamic sports bar, 18-inch wheels, a locking rear differential and unique ‘Wildtrak’ graphics both inside and out.

Arguably, the features are worth the $4000 premium in their own right, but we were also thankful for the small touches like seat heaters and reversing camera during our week-long test.

It looks the business, too, and Ranger Wildtrak still outranks some of its competitors on a kit-for-coin basis. At $57,390, plus $2000 for the automatic transmission, it is cheaper than top-shelf offerings from Volkswagen Amarok ($61,490) and Nissan Navara ($62,990), however, twin-under-the-skin Mazda BT-50 and Toyota HiLux range-toppers are cheaper. The Mazda tops out at $53,140 and the Toyota is $53,490 – pricetags comparable to Ranger XLT ($53,390).

You could argue that private buyers and those looking to use the Ranger recreationally will value the extra creature comforts on offer, too. More and more families are opting for the flexibility dual-cab utilities offer. And with safety now closer to passenger cars, vehicles like the Ranger are less of a compromise.

Like all Ranger models (excluding the base model 4x2 single-cab), Wildtrak scores a five-star ANCAP safety rating. It offers as standard stability control, traction control, anti-lock brakes with emergency brake assist, hill start assist, trailer sway control, roll-over mitigation, emergency brake light function, front seatbelt reminders, three-point seat belts in all five seating positions, child seat anchor points and six airbags.

Then there’s that engine. Ranger Wildtrak is powered exclusively by the high-grade 3.2-litre TDCi Duratorq turbo-diesel outputting 147kW and 470Nm. Capable of hauling up to one tonne on its back, or 3350kg (braked) in tow, the gutsy five-cylinder offers impressive flexibility. Turbo lag is negligible and performance strong from 1500rpm through to just shy of 3000rpm.

Sampling Ranger Wildtrak with 250kg of payload and two passengers we returned an average of 8.6L/100km on test, a full litre better than the ADR 81/01 combined cycle figure. We put this achievement down to a highway-driving bias, though note that even a stint offroad and through tough stop-start traffic failed to nudge the average north of 9.0L/100km.

The six-speed automatic transmission optioned on our test vehicle ($2000) proved effective for the most part, but was too eager to upshift in most scenarios, leaving Drive-Sport as a better option in stop-start traffic. The transmission also felt reluctant to shift when cold, requiring the Ranger to be at operating temperature before smoothing out.

Otherwise the driveline is well sorted and surprisingly quiet. The bulky light commercial is no louder inside than a family SUV, effectively attenuating road and wind noise, and this despite its all-terrain tyres and squared-off design.

The Ranger handles with the comfort and confidence of an SUV and is no harder to drive than a family sedan, in spite of its obviously larger proportions. The steering is well assisted and offers enough feedback to accurately maintain lane position.

Offroad, the steering feels equally positive and works to telegraph accurately the angle of the front wheels to the driver.

Indeed, on or offroad Ranger Wildtrak handles itself with confidence, and is not upset by corrugations or potholes on loose surfaces such as gravel. There’s a little body roll when you’re back on the black top, but when compared to the BT-50 sampled a week later, the Ranger feels better for its pliable ride, and is less prone to ‘skate’ over unsealed surfaces.

The offroad geometry is very good, though the tow bar did appreciably limit departure angle. The Ranger’s impressive 800mm wading depth come in handy offroad, as did the super-quick shift-on-the-fly 4x4 selector.

If we had to note any quibbles it’s that Ranger Wildtrak’s roller cover limits the length of the tray (say, when you’ve got your dirt bike in the back). Also our tester seemed to have electrical gremlins -- even in the ‘off’ position there was at least one occasion when the wipers refused to switch off. We had to turn the car off and on again to remedy the problem – très inconvenient when you’re on the side of the freeway in peak hour.

The 60-something in-laws also said that climbing into the high-riding Ranger was an issue, though did compliment the voluminous interior and comfortable ride once seated. A grab handle on the A- and B-pillars would probably come in handy in this scenario, and might also prove a worthy addition for littlies, especially if the side step is wet or muddy.

Minor foibles aside, the Ranger Wildtrak is a sound performer that ticks all the boxes. Tradie, farm or family buyers would struggle to match the level of performance and capability anywhere in the current crop of dual-cab light commercials, even if the XLT makes better economic sense.

Little wonder Ranger has made its way into motoring.com.au's Recommended Cars list for 2012 in not one but two categories – Offroad 4x4 and Tradie.