New Ford Ranger: 3.0-litre V6 diesel arrives

The arrival of the Power Stroke 3.0-litre turbo-diesel V6 is the biggest news in the drivetrain overhaul coming with the new-generation 2022 Ford Ranger.

While local power and torque number are yet to be released, it should be somewhere near the 190kW and 597Nm that the 60-degree V6 produces in the Ford F-150 full-size pick-up truck.

That means it will undoubtedly deliver a new performance benchmark for the top-end Ford Ranger models it is expected to be available with, as well as the Raptor spin-off and Everest SUV that will follow it into production sometime beyond mid-2022.

It should also vie with the current Volkswagen Amarok (190kW/200kW on overboost and 580Nm) to set a new performance standard for the mid-size ute segment in Australia. VW’s incoming next-generation Amarok will also be based on the new Ranger, but it’s too early for confirmation of powertrain details…

Fitted with a single variable-geometry turbocharger, the Power Stroke 3.0 uses a compacted-graphite iron block, a forged-steel crankshaft, double overhead camshafts, common-rail fuel injectors and aluminium heads.

Intriguingly, while this engine is being added to Ranger it’s just been deleted from the F-150 line-up because of its expense and limited interest in diesel in the US.

By contrast, it’s bound to stir up lots of interest in Australia’s diesel-addicted ute market.

“We’re offering this engine specifically because some customers told us they want more power and torque when they’re towing heavy loads or doing extreme off-roading,” explained T6 program manager Pritika Maharaj.

“And the 3.0L V6 won’t disappoint!

“When you drive a Ranger with the V6 turbo-diesel, it will feel like a much bigger truck. It sounds different from the moment you press the start button. It feels refined and tough at the same time, with effortless acceleration, thanks to its endless power and torque.

“While we’re not releasing specs just yet, with the V6 diesel, Ranger will be pretty much in its own category in the mid-size pick-up segment in terms of power and torque.

“While the V6 is proven in the field, we treated it just like a brand-new engine for Ranger, so we did a lot of application, calibration and validation work to make sure it would meet the needs of Ranger customers.

“One example is we’ve redesigned the turbo lubrication system to improve the turbocharger for heavy duty off-road conditions, such as uneven terrain that tilts the truck at extreme angles.”

The Power Stroke elbows aside the Panther 2.0-litre Bi-Turbo diesel four-cylinder as the performance leader in the range.

That engine continues on, but how much – if any – boost it gets from its current 157kW/500Nm outputs is as yet unknown.

Ford says fuel injector issues with the Indian-sourced engine that forced a stop-sale in 2019 have been resolved.

“We had an issue way back with a supplier and there have been upgrades to the injector in parallel,” explained Maharaj. “There have been a number of changes we have made, so we are very confident.”

A single-turbo version of the Panther engine will join the 2022 Ford Ranger line-up and it has been confirmed will be available globally in two output levels. It makes 125kW and up to 405Nm in the Ford Transit Custom sold in Australia.

These three engines appear destined to form the Australian line-up, ending the run of the venerable 3.2-litre five-cylinder and entry-level 2.2-litre four-cylinder.

A 2.3-litre turbo-petrol EcoBoost four-cylinder is an ongoing part of the global line-up and is currently the only engine on offer in the US.

Bolting onto the back of the V6 and Bi-Turbo four-cylinder engines in the new Ranger will be the 10R80 10-speed automatic transmission. Calibration and other issues with this auto have been resolved, Ford insists.

“The 10R80 is stronger and lighter, and it features a new torque converter for a more refined and seamless driving experience,” explained Maharaj.

“So, customers will experience better responsiveness – when they press the accelerator, there is no lag or delay in the vehicle’s acceleration – the engine and vehicle just feel more connected.

“We’ve also made updates for optimum ratio progression and efficiency. There are smaller gaps between gear ratios, which gives customers better performance at reduced rpms when they’re towing heavy loads and climbing grades.

“And there’s now a tow-haul drive mode added for improved driving experience when towing or heavily loaded.

“The 10R80 also features real-time adaptive shift scheduling, adjusting the vehicle to whoever is driving the vehicle. This ensures the right gear at the right time.

“Say you’re one of those who put their foot on the pedal harder than others … this technology will acclimate to your driving style and adapt the shift schedule accordingly.”

A six-speed 6R80 auto will be paired with the single-turbo four-cylinder while a new MT88 modular five- and six-speed manual replaces the current MT82.

In addition to familiar 4x2 and part-time 4x4 systems, the 2022 Ford Ranger will also offer a select-and-forget full-time 4x4 Borg-Warner transfer case.

A new generation of the system employed by the Ford Everest and very similar to what is fitted to the F-150, it offers a 4x4 auto mode as well as the usual 2Hi, 4Hi and 4Lo modes.

It also means the Ranger will now come with the multi-mode Terrain Management System previously restricted to Raptor and Everest.

Modes include Eco, Normal, Tow/Haul, Slippery and Mud and Ruts. There is no on-road Sport mode.

Like the part-time 4x4 system, a rear diff lock continues, along with hill descent control.