Fans of the Blue Oval would be quick to point out that one of the most popular bakkies in the local market, the Ford Ranger, was missing from our recent extensive double-cab comparison test (October 2011). With the results of that review fresh in my mind, the launch of the all-new Ranger range was always going to be prove a particularly interesting one. As we found out after driving its main rivals, both on- and off-road, the new Ranger will face a tough challenge in competing both against the recently revised – and improved – establishment (Hilux), as well as an impressively refined and capable newcomer (Amarok). With this challenge in mind, planning for the new Ranger began with a clean sheet of paper.
Styled with the imposing North American Ford F-series “trucks” in mind, the new Ranger certainly aims to make its presence known on South African shores. A three-bar grille, the signature of the F-series, has been handed down to the new model, while flared wheelarches now form part of the overall structure (rather than the clip-on items used previously). Despite its large and imposing stance, the new Ranger has a relatively sleek profile. To this end, 4×2 models boast a fairly impressive drag coefficient of just 0,40. A lockable tailgate opens to reveal a load bay littered with six tie-down options (with a DIN of 500 kg each).
It’s interesting to note that a sliding rear glass window is optional throughout the range, but with this fitted, the Ranger loses its five-star NCAP crash rating.
Also worth noting is that double-cab versions have different (smaller) front doors than single- and super cab models in order to allow for a more convenient entry point for rear passengers. The special treatment for these passengers doesn’t end here though as the new Ranger easily offers class-leading levels of rear legroom and comfort. Handy-sized storage bins below these rear seats also go a long way towards alleviating the age-old problem of having nowhere to leave valuables, out-of-sight, in a bakkie.
Height adjustment on the comfortable driver’s seat is a handy feature, although the convenience of this is somewhat undone by only offering height adjustment on the steering column.
It’s a little disappointing to find as much hard plastic in the cabin of the newest challenger to the Hilux crown, but it all appears to have been put together well. Air-conditioning is standard throughout the double-cab range, as it a fairly comprehensive audio system (including aux-in). A multi-function steering wheel is offered on higher spec models, though it would have been nice to have this on all model’s as some of the audio controls on the smart-looking facia design can be a bit fiddly. Three specification levels, XL, XLS, and XLT, are available throughout the range.
Over 9 000 simulated crash tests have been carried out in the new Ranger and all but the entry-level models feature six airbags. ABS (with EBD and BA) is featured throughout the range, while XLT double-cab models offer DSC stability control.
I’ll reserve judgment on the ride quality of the new Ranger until I can sample the vehicles on familiar roads but it was a mixed bag of results on our launch route around the usually impressive roads around the Nelspruit area. I drove a 4×4 model first and found the ride surprisingly harsh on tarred surfaces and alarmingly bumpy on gravel, especially at the rear. I’m hoping this had something to do with the tyre pressures on this particular model, though, as both the 4×2 versions I drove next felt like different vehicles altogether and proved very comfortable on all surfaces.
Where the 4×4 models did impress was on the beautiful yet challenging Riverwild off-road course. Once again, we’ll reserve judgment until we test the Ranger on home soil, but, on first impressions, it shouldn’t disappoint. A handy turn-switch on the centre-console allows convenient switching between two- and four-wheel drive. The new Ranger boasts a class-leading 800 mm worth of wading capability, thanks, in part, to a 237 mm ground clearance, as well as hill-decent, hill-hold and trailer-sway control.
Three all-new engines are offered throughout the single-, super-, and double-cab range. Pick of the bunch will more than likely will be the 2,2-litre TDCi option, offering 110 kW and 375 N.m of power. Mated exclusively with a somewhat-sticky six-speed manual transmission, this model looks set to take the fight to the 120 kW/343 N.m Hilux 3,0 D-4D and 120 kW/400 N.m Volkswagen Amarok 2,0-litre BiTDI.
A 3,2 TDCi Ranger is offered with either manual or six-speed automatic transmission. This engine offers 147 kW of power at 3 000 r/min with 470 N.m of torque between 1 500 and 2 750 r/min. While Ford claims an average consumption of only 8,4 litres/100 km on the 4×2 model, I suspect this might prove difficult to replicate in real-world driving conditions.
A 122 kW/225 N.m 2,5-litre petrol engine is mated exclusively with a five-speed manual transmission and comes in 4×2 drive only.
A top-of-the-range “ultimate lifestyle Ranger” Wildtrak model gains 18-inch wheels, additional body cladding (including a rather large roll bar), rear parking sensors (including camera), rain sensors and auto headlights. This model is offered exclusively with the 3,2 TDCi engine, mated with the six-speed manual transmission and with 4×2 only.
Ford Ranger double-cab range:
Ranger 2,5 XL R259 400
Ranger 2,2 XL R272 300
Ranger 2,2 XLS R319 200
Ranger 2,2 XLS 4×4 R364 400
Ranger 3,2 XLT R380 400
Ranger 3,2 XLT AT R391 500
Ranger 3,2 XLT 4×4 R426 900
Ranger 3,2 XLT 4×4 AT R436 700
Ranger 3,2 Wildtrak R402 600
Prices include a four-year/120 000 km warranty and five-year/90 000 km service plan.