Ford Ranger XLT 4x4 Super Cab 3.0 TDCi 2007 Review

The Ford Ranger is the Ford's version of the Mazda BT50 -- apart from some trim detail differences, the two are identical, made in the same factory in Thailand. The new ute adopts more of the American F-Series look with a commanding stature and significantly increased dimensions and capability.

On test was the 'cab-and-a-half' Ranger -- the 4x4 XLT Super Cab 3.0 TDCi, to give it its full name.

The very occasional flip-up rear seats are accessed via tilt-and-slide front seats, or via the cunningly-disguised rear-hinged 'suicide' doors. With door-handles inside the jamb, it's not immediately apparent that the Ranger has four doors. In fact, the whole side of the cab opens up, with no B-pillar -- so it's not only the tray out back that can take big cargo.

In theory, the Ranger will carry four humans; however, the back-row accommodation is so Spartan that it's more a method of retribution than a means of transport. With under 25cm between floor and backside, finite legroom, tiny pads instead of seats, a sheet of rear-window glass instead of head restraints and minimalist swing-out side-windows, it's no limo. Under the left rear seat is a slab of raw, splintery cheap plywood that covers the jack.

This is in total contrast to the front part of the cabin, where broad, firm and supportive seats make the working-class hero a pleasure to steer.

The driver and front passenger get a fair degree of comfort and convenience -- a two-level centre arm-rest bin, good-sized door pockets (which will hold a street-directory –and include bottle-holders) and both a 12v socket and a coffin-nail lighter. There's an efficient heating and air-conditioning system too -- although the chilled air on our car always had a musty smell to it. There's no cruise-control and the useful foglamps do not automatically cancel when the lights are turned off.

If the Ranger's mirrors were any bigger, they'd be ears but they're great for backing the hefty ute. It's big enough to need care when parking or moving slowly -- and it's worth noting that the turning circle is more like that of an ocean-going supertanker. Don't be expecting to do any nifty three-point turns in narrow laneways – it's quicker to drive around the block.

Under the bonnet is the new, bigger high-pressure common-rail 16-valve four-cylinder turbodiesel engine. It delivers 115kW of power at 3200rpm and 380Nm of torque at 1800rpm. It was coupled with a five-speed auto (with overdrive function) on our tester – the taller top gear is worth a saving of about 600rpm at cruising speeds.

The engine is unmistakably a diesel -- at the idle it clatters, under power it roars and when cruising it drones. Our test Ranger was fumey too – in terms of diesel exhaust and fuel from the filler cap just behind the cab.

Ford claims fuel economy of 9.2lt/100km, but during our 655.2km relationship, fuel use was closer to 12.5lt/l100km. Given that this is almost 25 per cent more than claimed and was returned with almost zero load and only occasional use of the switchable four-wheel-drive system (and the fumes), we're inclined to wonder if the vehicle was properly tuned.

Although there's inevitably a fuel-economy price to pay, the prudent Ranger driver will engage four-wheel drive as soon as the vehicle ventures off the asphalt -- with no traction control, no ESP and no load onboard, on loose stuff the ute turns into a tail-happy drift king. Although thanks to the low-down urge of the diesel hanging the tail out is predictable and fun; if you don't like plotting your course through the side winds, click the console-mounted knob into 4H and travel in a straight line.

Both the steering and the ABS-enabled brakes were nicely progressive, despite the truckish tyres fitted to the Ranger.

Getting in or out of the Ranger after a spell on unmade roads will probably mean dirty legs -- the sidesteps are proficient at transferring mud and dust if you brush against them. The generously deep tray is fitted with a one-piece rigid plastic liner that fits where it touches. There are four cast tie-down points on the 'walls' of the tray, as opposed to the floor. There's also a weather-protected 12v power socket at the back.

The rear bumper-bar has a step and a socket for one of those removable tow-bars; the tailgate when open to the horizontal, is retained by a pair of cables, but can be dropped down to almost vertical (though it would probably foul the towbar when fitted).

The sturdy-looking alloy rollover bar is actually little more than an ornament -- its lower ends sit in plastic cups in the tray-liner's top edge.

The Ranger is intended to work, not parade. If you can ignore the back seats and think of it more as a two-seater station wagon with an open tray, it makes a power of sense. But for our example's excessive fuel consumption.

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