Ford Ranger XLS 2022 Review

As a refresher, the 2022 Ford Ranger is available in six grades: XL, XLS, XLT, Sport, Wildtrak and Raptor.

Generalising in a big way, let’s boil them down…

Raptor is for the party set keen on a trophy truck with some sports car DNA. The Wildtrak is for the well-heeled family that’s probably stepped out of a lesser ute or an SUV. The Sport is for those who can’t stretch to the Wildtrak but want some of that design-led trinketry. The XLT is for the value-driven family buyer who wants a well kitted-out adventure/tow machine. And the XL and XLS are for the tradies who just want a ute to do work and lift heavy things.

We’ve slotted behind the wheel of the better-equipped of that work duo, the 2022 Ford Ranger XLS dual-cab.

The XLS comes exclusively with the 2.0-litre biturbo engine (the XL comes with a single-turbo version of the same engine) and a 10-speed automatic transmission.

Pricing for the Ranger XLS dual-cab 4x4 pick-up (you can also get a cab-chassis version) starts at $54,330 plus on-road costs. If you want any colour other than white it’s another $675.

As with all Fords, the Ranger comes with a five-year/unlimited-kilometre warranty. Unlike some rivals, Ford doesn’t cap the kilometres if you’re using it for commercial purposes.

Servicing is capped for the first four services (each at 12 months or 15,000km) at $329.

The most obvious rival comes in the form of the Toyota HiLux and it’s the SR model that most closely aligns with the 2022 Ford Ranger XLS.

In auto form, the HiLux SR is slightly more affordable (starting at $52,795), but that’s set to change with an update due within months.

Other automatic transmission contenders include the Nissan Navara SL (from $49,100), Isuzu D-MAX SX (from $52,200) and Mazda BT-50 XT (from $53,560).

So, yes, the Ranger has a price premium, but it’s by no means outrageous – and once you factor in the RedBook forecast that used values will be the strongest of the utes currently on sale it should at least pay some back when it comes time to sell down the track.

The Ranger XLS is outdone on individual features by some models. The BT-50 gets alloy wheels, for example, versus the steel wheels more common at this level.

But looking at the bigger picture the XLS trounces its rivals on equipment, particularly with tech.

It gets a 10.1-inch touch-screen, for example, which is big by some luxury car standards and sizeable by ute standards. Plus, there’s wireless Apple CarPlay and Android Auto incorporated.

There’s also a digital instrument cluster and the FordPass connected app that allows smartphone-activated remote unlocking of the doors, as well as remote starting for cabin heating/cooling.

Safety is similarly class-leading, with auto braking in forward and reverse, blind spot warning, a driver drowsiness monitor and adaptive cruise control.

There are also nine airbags – dual front, front knee, front side, side curtain and a centre airbag between the driver and front passenger.

Like the XL, the emphasis is still on work over play, but there are some touches that smarten things up in the XLS.

Instead of steel wheels, for example, there are alloys, still in a 16-inch diameter. Plus the XLS gets carpet in lieu of vinyl floors and side steps to make launching inside that bit easier.

Rear parking sensors (and camera) are joined by front sensors, making sneaking into a tight spot a fraction easier.

Having the tailgate lock and unlock with the remote locking is also handy, especially if you’re planning on running a canopy or lockable tonneau cover.

The XLS also picks up tweeter speakers at the base of the A-pillars (the grilles are there for the XL, but there are no speakers behind them) and it makes a noticeable difference to the sound quality.

If you’re ready to divert away from the talkback and belt out some AC/DC or Taylor Swift then those extra two speakers (for six in total) make a difference.

As we’ve mentioned, the emphasis with the new 2022 Ford Ranger has been on the Wildtrak and Sport variants, each of which looks trick with snazzy LED headlights, big alloy wheels and stylised sports bars.

Best to temper expectations with the XLS, because it’s more about the basics.

Sure, there are fog lights, but the front light cluster is made up of older-school halogen globes. It means the daytime running lights are a yellow-ish square rather than the crisp white C-shape of upper Ranger variants.

At night, those lights do a better job than previous Rangers (not difficult) and there’s a more convincing beam throw when you activate the high beams, but there’s also a yellow glow rather than the brighter white of LEDs.

The black door handles are also a reminder you’ve gone to the budget end of the showroom. That can be addressed with the $750 Tech Pack, which colour-matches those exterior handles.

It also brings voice recognition, digital radio tuning, dual-zone ventilation (no arguments across the cabin!), rear air vents (no complaints from the rear!) and keyless entry.

Plus there’s embedded satellite navigation, although during our brief experience we reckon the maps you get from connecting your smartphone are a better bet.

Another option worth considering if you’re throwing gear in the back regularly is the spray-in bedliner ($900). We didn’t see a car with the standard metal load area, but experience with other utes suggests you don’t have to try hard to scuff it up.

The hardy black bedliner is a neat solution to make throwing things in the back that little less painless.

Piling things into the new 2022 Ford Ranger is a lot easier than before, in part because of the layout of the tub. And if you’re loading at night there are now two beautifully integrated LED lights to illuminate the tray.

Accessing the load space is also easier courtesy of the steps behind each rear wheel. It’s one of numerous thoughtful extras that are unlikely to sway a buying decision in isolation but add up to a truck that goes beyond the ute norm.

The Ranger can now take a pallet between its rear wheel-arches, making it easier to pack chunky items in. Even for a bike (powered or pedalled) it should be easier to coax it into what is a sizeable load area.

There are six tie-down points in the tray, including two on either side of the front. Longer items can lean against the steel over-hoop rail that protects the cabin. It also includes swing-up locators to stop ladders or lengths of wood from going on a sideways excursion.

In 4x4 guise the XLS has a payload of 958kg, which includes any people you’ve got in the cabin. That’s actually slightly less than the model it replaces (991kg as a 3.2-litre auto) but still solid by workhorse ute standards.

If you don’t need the 4x4 system then the 4x2 model ups that payload to 1067kg.

As for towing, the Ranger is still rated to take 3500kg. But it now has a gross combined mass of 6350kg (previously 6000kg), which makes it easier to tow heavy loads and still carry people and/or gear.

That means that with a 3.5-tonne load out back you can still carry 578kg. Even with 350kg pushing down on the tow ball the Ranger stays within its gross vehicle mass limit of 3230kg.

That’s handy, because it means caravanners or boaties will be able to take a sizeable rig and the family as well.

As before, the tailgate still crashes open with a thud, unless you lower it down. And the XLS misses out on the spring loading to make closing the tailgate easier. We can’t imagine too many muscly tradies will be complaining…

The caffeine addicted will also appreciate the cup locators built into the tailgate once it’s flopped open. Better still, the lengthened top of the tailgate once it’s shut is perfectly suited to a well-balanced cuppa.

It may be towards the lower end of the new 2022 Ford Ranger line-up, but the XLS has enough screen real estate to make it feel a tad special.

The digital instrument cluster can be customised to allow you to thumb through the displays you reference most often.

And the centre screen is crisp and clear, with easy adjustability. The upper and lower sections are dedicated to vehicle functions and settings while the centre is taken out by the smartphone connectivity, be it Android Auto or Apple CarPlay.

Within that smartphone section you can choose between a regular or expanded layout, the latter crunching some of the other controls.

Our only gripe is that when using Google Maps the triangular pointer showing where you are falls off the bottom of the section of the screen devoted to smartphone connectivity.

We’re also glad Ford maintained the physical dials and buttons to control basic ventilation and audio functions. They’re simple and they work.

Elsewhere, though, there are whiffs of cheapness. The plastic steering wheel feels as tempting as it sounds and the cloth trim looks durable but doesn’t have the more modern design aesthetic of other grades such as the XLT.

The otherwise handy storage tray above the glove box does without the rubber matting of other variants, so any cornering fervour could have keys, phones, coins, etc rushing to the floor.

While the XLS gets the old-style gear selector and a manual handbrake, it all works fine. Dual cup holders look after odds and ends and there’s a useful storage tray at the base of the centre console.

Gadget power is provided via a single USB-A or smaller USB-C port, catering for all the latest tech. And those wanting to connect a dash-cam can utilise another USB-A port integrated into the rear-vision mirror housing.

Humans are well catered for by ute standards, too. The front seats support in all the right places and make light work of longer trips. Visibility is good, too, and the Ranger gets fore-aft steering wheel adjustment and decent driver’s seat adjustability to cater to all shapes.

Burly blokes in the rear may find their knees digging into the front seatbacks if their size is replicated up front. But, again, by ute standards there’s decent rear seat space – and the latest Ranger liberates more luggage space if three people are crammed across the rear.

Lift those back seats and there’s a small storage binnacle on the driver’s side, although it misses out on the plastic lining of upper grades. A pair of hooks in the rear roof can also work well for hanging clothes or bags.

There’s also generous door pockets and a reasonable covered centre console. Only one seatback pocket in the rear, though; for a second you have to spend more on your Ranger.

It doesn’t take long behind the wheel to realise the 2022 Ford Ranger XLS benefits from all the engineering goodness that’s gone into other Ranger variants.

Sure, it may miss out on some of the fizz and fruit, but it lacks none of the core that underpins the range.

It starts with the basic layout. Dimensionally, the Ranger is similar to before, but the front wheels have been shifted forward 50mm (in turn stretching the wheelbase by the same amount) and the left and right wheels space 50mm further apart.

So it has a larger footprint, albeit within roughly the same overall body size.

The body feels tight and solid and in each of the XLS variants we drove there’s a sense of surety.

Suspension tuning and development was done on local roads and it pays off. The Ranger has excellent body control that minimises leaning in bends.

It also disposes of bumps assertively. Whether it’s a single bit hit or multiple ripples, the Ranger is predictable and reassuring.

Sure, you feel the bumps, especially when unladen. It is workhorse ute, after all, and there are rear leaf springs better suited to heavy loads than pampering.

But it’s never harsh or unwieldy.

The Ranger’s steering adds to its predictable dynamic nature. There’s enough weight to provide feedback from the bitumen but enough power assistance to make for easy manoeuvring or touring. It’s also not too direct, working with the bulk of a ute body.

Some of our XLS driving was done on the optional 17-inch all-terrain Bridgestone Dueler tyres, which remained quiet and calm. They’re not the sharpest when pitching into a roundabout, but then again neither are the standard 16-inch hoops (also Bridgestones) that look like they’ll dispose of a kerb strike nicely.

What the tyres lack in sizzle they look as though they’ll make up for in durability, which is as expected at this end of the ute market.

In XLS guise the Ranger continues with drum brakes at the rear (XLT, Sport and Wildtrak pick up discs) and the front brakes are also a smaller diameter.

The biggest benefit will be during extended downhill runs or when carrying heavy loads, something we didn’t get to properly evaluate on this test.

As well as work duties, the 2022 Ford Ranger XLS dual-cab 4x4 also promises to tackle some harsh terrain, be that a tricky work site or an off-road adventure.

The XLS continues with a part-time four-wheel drive system that runs as a rear-wheel drive on the road.

The 4H mode – for four-wheel drive, high range – can be selected on the run, making it easy to dial up additional traction as required. But to select 4L – low range – you’re coming to a stop. Selections are done via a rotary dial in the console.

There’s also a rear diff lock, which we found handy once in slushy mud. The traction control will eventually catch up and apply brakes to spinning wheels, but it needs some right-foot encouragement to get to that point.

Best to pre-empt that slipperiness and dial up the additional traction in the really sloppy stuff by activating that rear locker.

Elsewhere, our 4WD running was limited. It was enough to learn that the Ranger will tackle the moderate stuff without fuss, but for a proper evaluation we’ll have to go further afield, something we’ll be doing soon.

Those planning to go off-road in a Ranger XLS should do some planning, though. There’s no rear tow hook, for example. The easiest way around that is fitting a tow bar (which most will want in a ute anyway) and adding a recovery hitch.

And while the Ranger is rated to wade through up to 800mm of water, you need to be careful not to splash a wave over the bonnet because the air intake is nestled between the bonnet and headlight.

If you’re in any doubt, opt for the optional snorkel, one of dozens of accessories available for the new Ranger.

You don’t have to do any thinking or decision-making when it comes to what’s beneath the bonnet of the 2022 Ford Ranger XLS. It only comes with a 2.0-litre four-cylinder twin-turbo diesel engine and it’s only connected to a 10-speed automatic. Simple, then.

The biturbo engine was once the highlight of the Ranger line-up but is now the meat-and-potatoes. In XLS guise it steps in for the now-discontinued 3.2-litre five-cylinder, bringing more muscle (an extra 7kW and 30Nm) as well as an additional four gear ratios.

In a former life – well before semi-conductors were in short supply – the 2.0 biturbo was available with a stop-start system that helped reduce fuel use around town.

Nowadays it does without, although it still promises a reduction in average fuel use, from 8.3 litres per 100km in the old 3.2 to 7.6L/100km now. It’s not just the engine doing the fuel-saving work; Ford has also put effort in elsewhere, including with more advanced aerodynamics.

Besides, we’re guessing most tradies won’t miss the engine shutting down temporarily when stationary, even if it could leave an extra few millilitres in the tank.

Either way, despite the biturbo dropping 3kW compared to the previous unit (used in other variants of the previous Ranger), the latest four-cylinder is a nicer unit. There’s added refinement that smooths what was already an impressively hushed ute donk. And we’d challenge anyone to spot the AWOL 3kW…

It’s also got pull in the right places, coming on strongly below 2000rpm and maintaining that beyond 3000rpm. The four-pot revs cleanly, too, making for easy progress.

During full-throttle acceleration from a standstill there’s also added enthusiasm from the 10-speed auto, which slices through ratios as it keeps the engine in its sweet spot.

During country cruising the auto is busier shuffling between gears, especially if you’re changing pace regularly or dealing with hills. But it’s mostly decisive in its shifts.

The XLS also comes with a new Tow/Haul mode as part of the drive mode selector that also incorporates Eco and Slippery modes. It’s designed to reduce shifting once you’ve got a load on board, something we didn’t get to test during our drive.

And, of course, you can select ratios manually, although it’s done through buttons that are still (curiously and frustratingly) on the side of the main gear selector.

What the 2022 Ford Ranger XLS lacks in new-Ranger fanfare (take it away Wildtrak) it makes up in honest ute ability.

The Isuzu D-MAX and Mazda BT-50 twins raised the bar at the workhorse end of the ute market. Ford has kicked it higher.

It’s a ute with solid foundations – benefiting from the effort put in to make the Wildtrak and Raptor better – that translates to above-average liveability and driving manners.

Of course, you pay for the privilege. The Ranger is more expensive than rivals, but only just. And it pays back in superior driving manners, better tech, better safety and better comfort.

While the lack of some basic kit may leave family buyers or off-road adventurers cool, it should smash the expectations of tradies looking for a ute to get the job done.

How much does the 2022 Ford Ranger XLS Double Cab Pick-Up 2.0L BiT 4x4 cost?
Price: $54,330 (plus on-road costs)
Available: Now
Powertrain: 2.0-litre four-cylinder twin-turbo diesel
Output: 154kW/500Nm
Transmission: 10-speed automatic
Fuel: 7.6L/100km
CO2: 201g/km
Safety rating: Not tested