The new Ford Ranger has won plenty of admirers since its launch, but which model variant is best and how well does the dual-cab ute acquit itself over a longer-term test? Let’s find out…
- Is the new Ford Ranger as good as everyone says it is?
- How much does the Ford Ranger XLT cost?
- Is the Ford Ranger XLT a good family car?
- What is the Ford Ranger XLT like to drive?
Which 2023 Ford Ranger is right for you? We’re spending six months answering that very question, sampling the dual-cab ute range from top to bottom, examining it from every angle so we can recommend the right variant depending on your use case. Read on and check back regularly for further updates.
Is the new Ford Ranger as good as everyone says it is?
As Australia’s second-most-popular vehicle behind the Toyota HiLux, it was a no-brainer that we would add a Ford Ranger to the carsales long-term garage.
In fact, as local supplies improve, Ford’s new-generation Aussie-developed ute could threaten HiLux for the outright sales crown in 2023.
Traditionally, long-term reviews have been an opportunity to test the reliability and durability of a car, but modern vehicles are pretty good – things don’t tend to go drastically wrong or fall off (though we’ll certainly tell you about them if they do!).
As such, this long-term test will be a thorough investigation of the Ranger across multiple variants and powertrains and in all scenarios: long trips, short trips, laden, unladen, on-road and off.
Essentially, if you have a Ford Ranger-related question, over the course of the next six months you should be able to find the answer here – if not, send us a note and we’ll answer it!
To kick off we have a 2023 Ford Ranger XLT fitted with the optional ‘Lion’ V6 turbo-diesel. This will be followed by the lower-rung XLS, a Wildtrak 2.0 Bi-Turbo and finally the Raptor.
So, without further ado, let’s get into it…
How much does the Ford Ranger XLT cost?
The 2023 Ford Ranger XLT starts at $61,190 plus on-road costs, with another $3000 required for the 3.0-litre V6 diesel.
Add to this $500 for all-terrain tyres, $675 for prestige paint (aka any colour other than white), $400 for the spray-in bedliner and $900 for the Touring Pack (integrated trailer brake controller, 360-degree camera, puddle lap mirrors and zone lighting) and you have a total of $66,665 plus on-road costs. It quickly adds up.
But wait, there’s more. Vehicles built from March 2023 are dubbed ‘Model Year 2023.5’ so by the time you read this it’s almost certain if you order a Ranger it’ll be the updated version. If you find a car in stock, it may be a different story.
The bad news is you’ll be paying more. The Ford Ranger XLT now starts at $61,990 plus ORCs (+$800), the V6 diesel is $3200 (+$200), prestige paint is $700 (+$25), the tyres and spray-in bedliner remain $500 and $400 respectively, the integrated brake controller is now standard but the Touring Pack rises to $1295 but also includes six auxiliary switches and a cargo management system.
All up, an MY23.5 Ranger XLT to the same spec as our long-termer will cost $68,085 plus ORCs, which translates to $73,436 drive-away according to Ford’s website. Pop your own postcode in to source accurate pricing for your location.
The XLT is essentially the first rung on the ‘family friendly’ Ranger ladder, the XL and XLS variants below it intended to be more utilitarian workhorses.
It’s the first variant to have the option of the 3.0-litre V6 turbo-diesel and full-time four-wheel drive, though can also be had as a 2.0-litre twin-turbo four-cylinder diesel in two- or four-wheel drive. Rear disc brakes are also now standard.
Externally you score body-coloured mirrors and door handles, LED headlights and C-shape LED daytime running lights, a chrome central grille bar, 17-inch alloy wheels, a black sports bar and a 12V socket for the illuminated tray.
On the inside the seats are cloth and manually adjustable but the wheel and gear shifter are leather, there’s keyless entry and start, dual-zone climate control, auto wipers and sat-nav, digital radio and voice activation for the SYNC 4A infotainment system.
One area Ford deserves praise for with the new Ranger is the democratisation of technology. In the XLT (and indeed the base XL) you score a 10.1-inch portrait infotainment touch-screen with wireless smartphone mirroring, embedded modem and FordPass App connectivity as well as an 8.0-inch digital instrument display.
In terms of safety, all Rangers include nine airbags, adaptive cruise control, autonomous emergency braking (AEB), lane keep assist, lane departure warning with road edge detection, blind spot monitoring, rear cross traffic alert, a reversing camera and rear parking sensors.
Model grades from XLS up also include front parking sensors.
Is the Ford Ranger XLT a good family car?
Our relationship with the 2023 Ford Ranger XLT has gotten off to a rocky start. It arrived just prior to a family holiday so I thought “perfect, a great opportunity to test the Ranger’s family credentials” – an important consideration when so many are now used as daily transport.
First port of call was to fit a new baby seat. There’s plenty of space for the seat itself but installing it is a little trickier than in a passenger car/SUV due to the top tether point being located behind the seat.
Usually I would clip in the ISOFIX points then attach the top tether but this isn’t possible because accessing it requires you to fold down the backrest, which then doesn’t allow enough space for the baby seat to sit in situ. This isn’t a huge drama, but it’s now a process made much easier by having a second set of hands.
With the baby seat installed the real problem became apparent – there’s nowhere to put anything. That might sound like a ridiculous statement given the massive load space at the rear but when you’re talking luggage the matter becomes more complicated.
Only the Wildtrak and forthcoming Platinum receive a hard roller tonneau (though it’s now an option on Raptor as well), with lower models having no covering whatsoever.
This essentially limits luggage space to two-thirds of the back seat (the other third occupied by baby seat) which isn’t nearly enough for all the paraphernalia required for a family weekend away.
The easiest solution is a canopy, which provides the extra security and protection from the weather a soft tonneau cannot, but you’ll need to budget an extra $3500-$5000.
Of course, this isn’t a problem unique to the Ford Ranger but one that afflicts all dual-cabs, but don’t get editor-in-chief Mike Sinclair started on this topic…
So, how did we solve this holiday transport conundrum? We took my wife’s Skoda Karoq, which swallowed all our luggage and returned 5.9L/100km to boot.
What is the Ford Ranger XLT like to drive?
Imagine this scenario: you currently have a previous-generation Ford Ranger Raptor, and while you love it, it’s time to upgrade to something new.
Obviously, you’d love the new Ranger Raptor, but the entry price is now almost $10,000 more than you paid, you do a lot of kilometres and you’re wary of a twin-turbo petrol V6’s thirst. And then there’s the small issue of a 12-month wait list…
Could the XLT V6 prove an adequate – or even ideal – replacement?
We’ve selected this variant for a number of reasons. The first and most obvious is that the XLT V6 is our current long-termer and it was while driving it that the thought popped into my head.
Then there’s the fact that at a tick over $70,000 drive-away you could almost get out of a PXIII Raptor and straight into an XLT V6 with very little, if any, outlay.
Unlike the Raptor and V6 Wildtrak, which are currently subject to around a 12-month wait, the XLT V6 (and the Sport as well) can be had in around three-to-four months, though this is a fluid situation.
The final piece of the puzzle is that the XLT V6 is the quickest diesel Ranger you can buy. Granted, there isn’t much in it, but as the lightest Ranger available with the more powerful engine the XLT undercuts the Sport by 15kg and the Wildtrak by 68kg.
This gives the XLT a very slight power-to-weight advantage over the latter of 80.5kW/tonne versus 78.2kW/tonne. Anyone coming out of a previous Ranger Raptor won’t know what hit them, however, as that managed a mere 66.1kW/tonne.
In light-throttle driving the V6 doesn’t feel appreciably more powerful than the four-cylinder biturbo diesel, but floor the accelerator and the extra grunt is definitely there.
This creates its own hazards. With 600Nm of torque and all-terrain tyres, significant care is needed if you’re driving in two-wheel drive on wet roads.
Hard acceleration, like that applied during an overtake, for instance, can result in wheelspin at up to 100km/h. It makes the new four-wheel drive auto setting very useful, allowing the car to be driven more safely on slippery sealed surfaces.
So if you’re coming out of a prior Raptor you’re likely to be pretty pleased with the performance available with the new Ranger.
But the highlight of the old car was its suspension, which offered a beautifully smooth ride on-road and gave it incredible ability off-road.
The new Ranger can’t compete, its standard suspension no match for the expensive Fox shocks in the Raptor. Its unladen ride is good when compared to its rivals but there’s still plenty of jitteriness over poor surfaces.
On the plus side, the XLT is the more practical ute, with a 3500kg maximum towing capacity, 3350kg GVM (Gross Vehicle Mass) and 6400kg GCM (Gross Combined Mass). It far outstrips the previous Raptor’s figures of 2500kg, 3090kg and 5350kg respectively.
As one final test, it’s time for the sort of road trip that that previous Raptor would’ve excelled at, exploring some of Australia’s (in this instance Victoria’s) vast network of unsealed roads.
The chosen destination is the Ada Tree, for no other reason than it’s in the middle of the forest and I’ve driven past signs referring to it for years and wondered what’s out there.
What’s out there, as it turns out, is a dirty great tree, but in this instance we’re more interested in the journey than the destination.
The road there, winding through the hills between Warburton and Powelltown, is phenomenal; wide, in general well-surfaced, incredibly varied and with some great scenery in parts.
It’s here that a dual-cab makes perfect sense, its chunky rubber at no risk of punctures like a typical low-profile SUV tyre might be and the Ranger is sharp enough to drive that the endless corners aren’t a chore.
It’s also handy to note that the Ranger’s road edge detection still works more often than not on these forestry tracks, which could be quite handy in slippery conditions.
Put simply, if you have the previous Raptor and can’t or don’t want to stretch to the new one, a Ranger XLT or Sport V6 might well be worth a look.
You’ll sacrifice some ride comfort but gain greater performance, better towing and load-carrying capability and a ute that’s still very capable and enjoyable to drive should you venture into the great outdoors.
2023 Ford Ranger XLT Dual-Cab Pick-Up V6 at a glance:
Price: $61,990 (plus on-road costs)
Available: Now
Engine: 3.0-litre V6 turbo-diesel
Output: 184kW/600Nm
Transmission: 10-speed automatic
Fuel: 8.4L/100km (ADR Combined)
CO2: 222g/km (ADR Combined)
Safety rating: Five-star (ANCAP 2022)
Keyword: Ford Ranger 2023 Long-Term Review