ALTHOUGH it’s not a super-size pick-up like the Ford F-250, the new Ford Ranger still looks as though it’s been sent from the land of the stars and stripes to show us Africans what a real bakkie – sorry, truck – should look like. The current line-up mixes four engine sizes, three types of cab, and three drivetrains to cover as much of the market as possible.
The model tested is the most powerful double-cab 4×4 in the range. Its 4,0-litre V6 petrol engine, which also does duty in the Ford Explorer, drives through a four-speed plus overdrive automatic transmission. The power-unit has a single overhead camshaft per bank, and features a variablelength intake manifold that enhances output. Maximum power is 154 kW at 5 250 r/min, and the peak torque of 323 N.m occurs at 3 000 r/min.
The Ranger’s looks really do reflect the underbonnet brawn. Big and boxy, the front end may look a touch dated, but it works oh-so-well in announcing the vehicle’s presence on the road. Large rectangular headlights glare forward from either side of the imposing grille. And the standard chrome bull-bar houses two spot lamps for added effect.
The profile of our dark blue double-cab 4×4 XLE test vehicle was just as imposing. High, chromed running boards look great, and their raised positioning mean they do not impinge on ground clearance when adventuring off-road. The trade-off is that they do slightly hinder access to the high cabin. If any mud has gathered on the running boards after an excursion, it is more than likely going to be transferred to the back of occupants’ pants as they clamber out.
Wheels and tyres are suitably large too, though they could probably have been bigger still. One can only imagine what Gerry the lumberjack back in the States would choose as replacements for the standard 245/75 15-inch Firestones.
The high tailgate opens via slightly old-fashioned levers on either side. The load bed on our test vehicle featured a thick rubber mat to provide grip for transported objects, as well as offering protection from scratching. The tonneau cover is fastened by a length of rope with adjustable plastic catches at each end, a system that should be user friendly provided the plastic bits don’t suffer from the elements later on in life.
More chrome on the roll hoop and tubular rear bumpers round off what is a very imposing and substantial exterior look. One that Chuck Norris would surely be proud to be seen driving to the grocery shop…
The “bigger the better” theme is continued on the inside. First thing you notice upon climbing aboard is the huge gear lever and housing. The automatic transmission features a huge T-shaped lever that falls nicely to hand, with no squinting of the eyes required to see the clearly marked drive positions. Fifth gear (overdrive) is selected by a button.
A separate tumbler switch offers the driver a choice between 2H, 4H and 4L. In the latter two modes, the front hubs lock automatically. A diff-lock is standard, and is engaged by a switch to the left of the steering wheel.
Instruments are large and easy to read, and the radio and climate control functions on the hangdown section of the facia are also simple to understand and use.
Drawing on experience with the country that invented the drinkholder craze, there are no fewer than twelve dedicated places to store your ginger ale. Two are positioned ahead of the centre console, with two more behind for rear occupants. Pulling the rear armrest down reveals another two for especially thirsty rear occupants. But wait, there’s more. Below a flap on the centre console is storage for six more cans of… ale. And they can be kept cool by a vent that directs air-conditioning flow into the space.
Cabin space is by no means generous. In fact, rear seat legroom is minimal, to the point where even a medium-height person would fail the sit-behind-self test. And the front seats don’t offer enough adjustment. Underthigh support also came in for criticism from our testers, and some felt that the seat was simply too small.
The boss of the height-adjustable steering wheel accommodates an airbag, and a front passenger airbag is located in a raised housing above the facia. The handbrake is of the pull-handle type, positioned to the left of the driver’s footwell.
Out on the test strip, the 4,0- litre V6 powered the Ranger to a top speed of 172 km/h, with the needle off the dial at 195 and the rev counter registering just under 4 000 r/min. This means that at practically any speed in overdrive, the engine is not working hard. The zero to 100 km/h time of 11,28 seconds is slower than we expected because, in normal use, the vehicle feels very lively. Fuel consumption averaged 17,62 litres/100km (CAR index), but this should be bettered by driving sedately.
ABS brakes are fitted only to the Ranger V6 double-cabs. In our 10- stop 100-to-zero emergency braking test, they stopped the vehicle in an average time of 3,25 seconds, a good half-second less than the time most similar vehicles without the anti-lock system would achieve.
This amount of power in a double-cab encourages spirited driving, and the smooth autobox is a pleasure to use. But a choppy ride typical of 4×4 LCVs can cool the desire to press on. Front suspension is by double wishbones, torsion bar and stabiliser bar, and the rear wheels are suspended by semi-elliptic leaf springs. Both sets of shock absorbers are gaspressurised.
The powered ball-and-nut steering requires 3,9 turns lock to lock, which is slower than the steering on most passenger cars, and it is also fairly devoid of feel. But, on the open road, the Ranger is a very relaxing vehicle to drive. There is no intrusive mechanical sound from the engine or transmission, and wind noise is relatively subdued.
Off-road, the Ranger proved very capable, taking a series of tough obstacles in its stride. The raised ride height and high-placed running boards are a great help in extreme situations. Driving on loose sand, our test vehicle coped without requiring any tyre deflation.
TEST SUMMARY
The Ranger is more powerful than most other double-cabs, with a very smooth engine and drivetrain, but it lacks space and falls short on comfort. It stops well, steers less well, and looks the part.
The engine has been used in other Ford applications, and should be reliable and long lasting. The addition of an automatic transmission will please many buyers, not only because it improves ease of driving, but also because it is an engine saver – you cannot over-rev or lug a vehicle with such a transmission.