All doors have large-bottle holders and bins. (image: Mark Oastler)
Rear seat passengers must share one storage pocket on the front passenger seat’s backrest and there’s no fold-down centre armrest or cupholders. (image: Mark Oastler)
Evolution, not Revolution
The latest Ford Ranger, identified as either Next Gen or T6.2, has won plenty of friends since its launch in 2022. Latest year-to-date sales figures for 2023 show that the Ranger, which is proudly designed and developed in Australia, holds a healthy lead over Toyota’s venerable HiLux in the 4×4 ute category.
Admittedly, the usually dominant HiLux is nearing the end of its current generational cycle, but that takes nothing away from the broad appeal of its long-time arch rival from Ford; the latest of which is a thorough refinement of its T6 predecessor rather than a radical new design.
These changes include 50mm increases in wheelbase and track width and more outboard placement of the rear shock absorbers, all designed to enhance ride quality and create a more sure-footed and well-planted stance on the road for improved handling.
The T6.2’s styling is clearly inspired by its larger F-Series US cousin. This also contributes to a more spacious interior for improved driver and passenger comfort, along with practical new features in the load tub to improve versatility in both work and play applications.
The Ranger’s eight 4×4 model grades ascend from the work-focused XL through XLS, XLT, Sport, Wildtrak, Wildtrak X, Platinum and the Raptor flagship.
Given the bias towards luxuriously equipped variants in this line-up, we thought it would be interesting to see how one of the more work-focused models can serve in the dual roles of weekday workhorse and weekend fun machine, which dual cab utes are often required to perform.
In that context, Ford kindly supplied the keys to a new XLS for a three-month loan period, during which time my family of four comprising dad, mum, adult son and teenage daughter (five if you include our pet boxer) will find out if Ford has hit a ‘sweet spot’ in meeting these dual lifestyle demands.
Does S stand for Special?
The XLS is a better equipped and more upmarket version of the base model XL with a list price of $54,730 plus on-road costs.
It comes standard with the venerable 2.0-litre ‘Bi-Turbo’ four-cylinder turbo-diesel, which produces 154kW at 3750rpm and 500Nm of torque between 1750-2000rpm.
That’s backed by Ford’s 10-speed torque converter automatic offering the choice of sequential manual shifting and four drive modes, including the new Tow/Haul mode to optimise performance under heavy loads. The part-time, dual-range 4×4 transmission includes a switchable rear diff lock.
The XLS price is $1050 more than an XL equivalent and for that extra spend the XLS buyer gets 16-inch alloy wheels with 255/70R16 tyres and a full-size steel spare, silver accents in a black grille, halogen fog lamps, side-steps, front/rear parking sensors, power tailgate lock, carpet flooring and six-speaker sound.
This is in addition to the XL’s 10.1-inch portrait-style touchscreen which controls infotainment and climate control functions. The XLS also has two 12-volt accessory plugs and three USB ports.
Our example is fitted with the optional XLS ‘Tech Pack’ which brings Ford’s ‘SYNC 4A’ connectivity, digital radio, dual-zone climate control, air-vents for rear seat passengers, keyless entry with push-button start and premium body-coloured door handles.
These look great in our test vehicle’s eye-catching ‘Sedona Orange metallic’, which is one of several optional prestige paint colours.
And finally, our test vehicle is also equipped with a tough spray-in tub-liner to protect it from dents and scratches, and a 3.5-tonne towing kit with electronic brake controller, so you’d need to spend a few grand more to enhance an XLS to this level.
Driving the XLS
The XLS has proven to be comfortable and economical daily driver during our first month on the road, from the weekly grind of grocery shopping to attending weekend sporting events.
Given my wife and I share these driving tasks, it’s not hard for either of us to find comfortable and commanding driving positions despite the fact she’s a petite 166cm and I’m more than 20cm taller.
That’s because there’s good all-round vision and plenty of adjustment in the driver’s seat including variable lumbar support, combined with a height/reach adjustable steering wheel and big left footrest.
This comfort would be enhanced if there was also rake adjustment for the base cushion.
My better half also appreciates the combination of the XLS’s side-steps and big handles on the A pillars to assist climbing aboard.
Despite its slightly larger dimensions, she says the Ranger doesn’t feel noticeably larger than its predecessor when behind the wheel.
She negotiates busy shopping centre car parks with ease, reassured by a suite of useful driver aids including parking sensors, blind-spot monitoring, rear cross-traffic alert and a reversing camera.
All instruments and controls are easy to see, reach and operate, although the substantial amount of information displayed on the big portrait-style touchscreen can be a bit overwhelming at first.
However, of great assistance during that familiarisation period is Ford’s provision of good old rotary dials for audio and climate adjustment, because scrolling through unfamiliar touchscreen menus can be distracting when driving.
The more spacious cabin contributes to more comfortable rear seating, too, particularly for tall adults and teenagers like ours where there’s ample knee and headroom.
However, they did notice that although all doors have large-bottle holders and bins, rear seat passengers must share one storage pocket on the front passenger seat’s backrest and there’s no fold-down centre armrest or cupholders.
There’s also no rear USB port for charging their devices, so rear seat occupants miss out on some creature comforts in more work-focused models like this.
Even so, it’s a refined vehicle to travel in, feeling even more car-like than its predecessor with the longer wheelbase and wider track producing ride quality and handling that’s even smoother and more planted on the road.
Engine, tyre and wind noise are pleasantly low, in what sounds like an even quieter cabin than the previous generation.
It displays minimal body roll when cornering and the unladen ride quality is supple yet disciplined over bumps.
All doors have large-bottle holders and bins. (image: Mark Oastler)
Rear seat passengers must share one storage pocket on the front passenger seat’s backrest and there’s no fold-down centre armrest or cupholders. (image: Mark Oastler)
The electric power-assisted steering remains arguably the best in class, being very light at parking speeds and increasingly firm and responsive as road speeds rise.
Braking is also reassuringly strong, particularly under heavy loads.
With 500Nm of torque it never feels sluggish in city and suburban driving. It’s also an effortless highway cruiser, thanks largely to overdrive on the tallest three of its 10 automatic ratios requiring only 1600rpm to maintain 100km/h and barely 1800rpm at 110km/h.
Overall, as a daily driver the XLS is easy to live with, if you accept the limited cabin amenities which are to be expected at this model grade.
Load testing to the max
We usually load our long-term utes to their payload limits to test performance at maximum GVM. However, given that we have previously load-tested an XLS in identical specification to this one (even the same colour) we can use those results here.
We forklifted 890kg into the load tub, which with driver equalled a 990kg payload that was less than 20kg under its 1014kg limit.
The rear leaf springs compressed 60mm under that loading, but there was no chance of bottoming-out because of the reconfigured rear suspension.
The conventional hard bump-stop rubbers fitted to the previous generation have been replaced by longer cone-shaped jounce rubbers, which engage with the springs much earlier in their compression.
This design eliminates hard thumps at full suspension travel and provide what is effectively a second stage of load support. The result is a smooth ride under maximum loads, regardless of road conditions.
With 500Nm of torque on tap, we also were not surprised to see the XLS make light work of our 13 per cent gradient, 2.0km set climb at 60km/h.
With nearly one tonne of payload on its back, the XLS quickly self-shifted down to sixth gear and 2000rpm (where torque is at its strongest) to complete what felt like an easy climb to the summit.
Overall, it proved to be an excellent load-hauler and it’s also rated to tow up to the category-benchmark 3500kg of braked trailer.
Fuel consumption
The XLS’s odometer was showing 1607km when we collected it from Ford and during March we added 541km on one tank of diesel, comprising mostly city and suburban driving with a bit of highway and sealed/unsealed backroads thrown in.
When we stopped to refuel, the dash display was claiming average combined consumption of 10.2L/100km, which was higher than Ford’s official figure of only 7.6 but very close to our own figure of 10.0 calculated from fuel bowser and tripmeter readings.
So, that’s knocking on the door of single-figure consumption and we expect it to head further in that direction as the new drivetrain loosens up.
Interestingly, the XLS’s distance-to-empty gauge was estimating we had about 230km remaining from the 80-litre tank. Given that we needed to add 54 litres to fill it up, that means there was roughly 26 litres of diesel in the tank beforehand.
And that shows that the estimated driving range before refuelling was pretty accurate, which is comforting to know if you’re relying on it to get you to the next fuel stop when you’re miles from anywhere.
The road ahead
We’ve got several activities planned for our long-term test of the XLS, so keep an eye out for updates over the coming months.
Acquired: March 2023
Distance travelled this month: 541km
Odometer: 2148km
Average fuel consumption (at pump): 10.0L/100km
Keyword: Ford Ranger 2023 review: XLS Bi-Turbo long-term | Part 1