Ford Ranger review

• Overview
• What is it?
• Come on then, what’s new?
• What about under the bonnet?
• But what’s it like as a pickup?
• How much does it cost?
• What's the verdict?
• Isuzu D-Max
• Toyota Hilux
• Volkswagen Amarok
• Driving
• What is it like to drive?
• Done with the numbers yet?
• Dare we ask about fuel economy?
• Review: the greener, techier Ford Ranger pick-up
• Road Test: Ford Ranger 2.2 Duratorq TDCi (150ps (110kW)) 4×4 Limited Manual
• Interior
• What is it like on the inside?
• More family hauler, less workhorse, then?
• Any gimmicks of note?
• Buying
• What should I be paying?
• What are the kit choices?
• What’s the best spec?

Overview

What is it?

It’s the new Ford Ranger, the UK and Europe’s best-selling pickup truck, and the fourth overall best-selling commercial vehicle in the UK year to date, according to the SMMT.

Indeed, it’s the only pickup in the top 10 on these shores, though it’s relatively slim pickings when it comes to rivals these days, with the biggest competition coming from the Isuzu D-Max, the Toyota Hilux and the VW Amarok. Blame emissions regulations, though there’s a heap of electric pickups on the way.

Worth noting that the new Ford Ranger and VW Amarok are essentially the same underneath courtesy of a tie up between the two brands – more ore on that in a bit – while as ever the Ranger is available in single cab and double cab variants.

Come on then, what’s new?

We’ll start with the looks. At the front it gets a new grille and ‘C-clamp’ LED (for the first time) headlights, while wider wheel arches improve the stance. The rear is dominated by the embossed Ranger namestamp in place of the old sticker, while it also gets a new light signature. It’s a smart looking thing, no doubt.

But it’s had more than just a glow up, because beneath the new bodywork is an upgraded chassis now riding on a 50mm longer wheelbase and a 50mm wider track compared to the previous Ranger, meaning improved ride, handling and space.

Inside, meanwhile, the cabin is dominated by the new 10.1-inch or 12-inch portrait style centre touchscreen which gets Ford’s latest SYNC 4 infotainment system, while there’s been a general uplift in quality compared to its predecessor to better cater to both work and family duties. More on that over on the Interior tab.

What about under the bonnet?

The Ranger is available with the choice of two 2.0-litre turbodiesels outputting 168 or 202bhp (though the single cab variant is only available with the former) plus a new 3.0-litre twin-turbo V6 outputting 237bhp. Customers wanted a choice of more power and torque for towing heavy loads and extreme off-roading, says Ford. That and popping to the shops, presumably.

Meanwhile the entry 2.0-litre turbodiesel gets a six-speed manual gearbox, while the upper-powered variant and V6 get a 10-speed auto. As mentioned, all of that is identical to the Volkswagen Amarok.

Naturally, this being TopGear.com, it’s the V6 we’ve tried so far, and we found it hugely competent on road, if a little (OK, more than a little) thirsty. For any off-road escapades it also gets the usual selectable two- and four-wheel drive modes with low and high range options, along with a new ‘set-and-forget’ mode that auto switches between the two. Check out the Driving tab for more.

But what’s it like as a pickup?

Headline figures include the ability to tow up to 3,500kg and a payload of up to 1,200kg. Single cab variants get two seats and a loadspace length of 2,332mm, while double cab variants get five seats and a loadspace length of 1,564mm.

Meanwhile shifting the front wheels 50mm further forward has allowed for better approach and exit angles, while the wider track offers increased passenger space and a bed wide enough to fit a full-size pallet loaded sideways.

Additional easter eggs include extra tie-down points to secure loads, dividers to stop timber or toolboxes sliding around, a tailgate that doubles as a work bench and an app-controlled lighting system to help you see what you’re doing in the dark.

How much does it cost?

Prices in the UK start at £28,275 excluding VAT (as advertised by Ford because it’s aware most buyers will be commercial customers) for the single cab, and £29,800 excluding VAT for the double cab. That’s for the 2.0-litre four-pot in its weakest 168bhp tune, your sole available option for the single cab, remember.

The double cab starts from £34,550 for the 2.0-litre in upper 237bhp tune, or £43,850 for the 3.0-litre twin-turbo V6. Again, that’s without the tax added on.

The added caveat is that the two-door single cab is only available in entry-level XL trim, while the four-door double cab is available in XL, XLT, Tremor, Wildtrak and Wildtrak X trims (depending on which 2.0-litre you go for). Finally, Wildtrak and Platinum trims are your 3.0-litre V6 options. See the Buying tab for full details.

We’re told that Ford conducted more than 5,000 customer interviews and carried out dozens of workshops when developing the new Ranger, and on this evidence there’s going to be little for any future buyers to complain about.

It drives competently, the cabin is far posher than the previous generation, and there’s more room for passengers and payloads alike. Sure, pickups are generally seen as a workman’s tool rather than a family wagon, but spend some time in the new Ranger and it doesn’t take long to convince you it could easily do both.

Isuzu D-Max

Toyota Hilux

Volkswagen Amarok

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Driving

Driving

What is it like to drive?

A reminder, then: the Ford Ranger is available with the choice of two 2.0-litre turbodiesels, plus a 3.0-litre twin-turbo V6. The entry-model gets 168bhp and 299lb ft of torque and a six-speed manual gearbox, the upper-powered variant 202bhp and 369lb ft, and the twin-turbo V6 237bhp and 333lb ft, both mated to a 10-speed auto box.

Zero to 62mph pickup times matter little, but you’re looking at 11.6 seconds, 10.5s and 8.7s respectively as you move up the range. The V6 we tried felt perky enough when travelling light – and we doubt you’re going to be flooring it fully loaded.

Done with the numbers yet?

Yep. The first thing that strikes you when you get in is the hugely commanding driving position: you really do tower above everyone else in this thing. Prod the start/stop button and the instrument cluster cuts to a Ranger graphic together with the words ‘BUILT TOUGH’. In case you weren’t already aware.

Still, it handles any on-road stuff with aplomb. The steering is light but disguises the weight well, and while it’s best to be gentle with the throttle pedal to avoid any unnecessary jerking, it’s pleasingly tidy around town. It can be a little unnerving threading your way around narrower streets due to the wider body, and the reversing camera and sensors are a godsend when it comes to parking. But there are no such issues once out on fast flowing open roads, where it cruises along happily.

For heading off the beaten track, there’s two- and four-wheel drive modes with low and high range options, a new ‘set and forget’ mode that automatically switches between the two when required, and selectable off-road driving modes that optimise the set-up depending on the terrain you’re on. So you’ve really no more excuses for getting stuck in the mud.

Dare we ask about fuel economy?

Ah, yes. Ford claims (sorry, more numbers coming up) between 32.1 and 33.6mpg for the four-pots and 28mpg for the V6, but in our real-world experience we averaged a rather sorry 20.2 miles per gallon in the V6.

Admittedly, that included putting it to use ferrying passengers around on a photoshoot along with plenty of start-stop London traffic, but in between it got a good run out on London ring roads and the motorway. Regular longer distance runs might result in a slight improvement, but it ain’t going to be cheap to run.

Review: the greener, techier Ford Ranger pick-up

Road Test: Ford Ranger 2.2 Duratorq TDCi (150ps (110kW)) 4×4 Limited Manual

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Overview

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Interior

Interior

What is it like on the inside?

We’ll start with the obvious: that huge portrait central touchscreen, measuring 10.1-inch in lower spec models, and 12.1-inch in upper spec models. It runs off Ford’s SYNC 4 operating system, and take it from us, it’s an excellent bit of kit; easy on the eye, logical to operate, and smooth functioning. Though we’d be slightly worried about using our mucky paws on it after a hard day’s graft.

In front of the driver sits an 8.0-inch or 10.1-inch digital instrument cluster spec dependent, but you get the usual physical switchgear on the steering wheel, and while almost everything is now controlled through said screen (including drive modes where you can monitor the driveline, steering angle, vehicle pitch and roll angles and other controls), Ford has also used common sense and retained the aircon controls, which are situated directly beneath.

Which would normally get a big thumbs up from us, except oddly the same climate controls are also permanently displayed at the bottom of the central touchscreen, which seems rather a waste of space. Better than not being there at all, we s’pose.

More family hauler, less workhorse, then?

Sure, the cabin itself feels a general step up in quality over the previous generation, with premium materials and soft touch plastic throughout, but the answer to that question really depends on the spec you go for.

Base-spec models are more rugged by nature and don’t pack quite the same creature comforts as upper models, with the range getting ever posher as you work your way up. More on that on the Buying tab, but the Wildtrack that we tested certainly felt as though it could be used for family duties with few complaints.

You sit high, with a commanding view over the road, while the seats are hugely comfortable and plenty supportive. Rear visibility isn’t great, but rear sensors and camera are thankfully standard fit. There’s more space in the rear compared to the previous generation thanks to the longer wheelbase and wider track too.

Any gimmicks of note?

Well, the bed is now plastic-moulded to protect owners’ knees (and against scratches), and it’s now wide enough to fit a full-size pallet loaded sideways. There’s also extra tie-down points to secure loads, dividers to stop timber or toolboxes sliding around, a tailgate that doubles as a work bench and a lighting system – touchscreen or app controlled – to help you see what you’re doing in the dark.

Browsing the spec list also revealed a ‘Power to the Box’ feature on top-spec models, which allows you to use tools, recharge batteries, or run appliances such as a kettle – because you can never have too much coffee – directly from the load bay. Handy.

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Driving

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Buying

Buying

What should I be paying?

Prices in the UK start at £28,275 excluding VAT (add 20 per cent if you’re not able to take advantage of any tax relief) for the single cab, and £29,800 for the double cab in its weakest 168bhp guise.

The double cab begins at £34,550 if it’s the 237bhp 2.0-litre you’re after, or £43,850 for the 3.0-litre twin-turbo V6. Again, minus the donation to HMRC.

To put that into context, an Isuzu D-Max starts from £23,930 for the single cab and £27,680 for the double cab, a Toyota Hilux from £27,185/£29,090 respectively, and a VW Amarok from £40,791, which only comes in double cab form. Let’s not forget the Amarok is positioned as the posh pickup of the lot, though.

What are the kit choices?

There are seven trims to choose from: XL, XLT, Tremor, Wildtrak, Wildtrak X, and Platinum, but not all trims are available with all engines. Listen carefully…

The two-door single cab is only available in entry-level XL trim and lesser powered 168bhp 2.0-litre turbodiesel. The four-door double cab is available in XL and XLT trims when paired with the same engine, and Tremor, Wildtrak and Wildtrak X trims with the upper powered 202bhp four-pot. Finally, you’ve the choice of Wildtrak and Platinum trims with the top-spec 237bhp 3.0-litre twin-motor V6. Got it?

We’ve not enough space to run through everything here, but entry level models come equipped an 8.0in digital instrument cluster, 10.1in central touchscreen, a rear-view camera and rear parking sensors, while one up XLT models add slightly more style courtesy of 16in alloys and body-coloured bumpers, mirrors and doors handles.

Tremor models are more off-roady courtesy of 17in alloy wheels, an increased ride height and wider track, Bilstein dampers, all-terrain tyres and wheel arch mouldings, while Wildtrak models max out the creature comforts courtesy of 18in alloy wheels, auto folding door mirrors, a 12in central touchscreen, heated steering wheel and seats, interior ambient lighting, part leather trim, privacy glass and keyless start.

Top of the range Platinum models get luxuries such as 18in alloy wheels, a 12.4in instrument cluster, LED headlights, adaptive cruise control B&O sound system, leather heated and ventilated seats, and wireless phone charging.

What’s the best spec?

We’re yet to try the 2.0-litre four pots, but we’d wager peak Ranger is the 3.0-litre V6 in Wildtrak trim, which offers maximum power for whatever your commercial (and off-road) needs require and a standard equipment list longer than our arm. In such guise, you’re looking at £48,850 excluding VAT.

Alternatively, there’s always the less work, more play-focused Ford Ranger Raptor… you can read our separate review on that by clicking this here hyperlink.

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Interior

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Specs & Prices

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