Search articles
The updated Triton wears a brave new face as it squares off against an intriguing new Ranger model. We pit the Mitsubishi Triton 2,4 Di-D 4x4 AT against the Ford Ranger 2,0 SiT XLT 4x4 10AT...

Published as part of a 4x4 double-cab shootout in 2017, the last time we pitted a Ford Ranger against its dark-horse rival, the Mitsubishi Triton, it was the latter which placed one step higher on the podium (second to the Volkswagen Amarok). The top-of-the-range, fifth-generation Triton arrived ahead of that shootout complete with bolder exterior lines and reconsidered packaging. Despite its relatively compact profile alongside the six other contenders gathered on the day, it offered impressive levels of comfort and refinement, including one of the quietest cabins in its class.

The respect the Mitsubishi garnered in that shootout came as a surprise to our test team (including South African rally legend Hannes Grobler). Meanwhile, the quiet confidence with which our then-six-time Top 12 Best Buys leisure-bakkie winner (it’s since won two more titles) – the Ford Ranger – went about its business proved less of a revelation. Sharing its points tally with the fourth-placed Toyota Hilux, the XLT-badged Ranger impressed with its overall comfort, its Sync3 infotainment interface and its all-round ability no matter the terrain. However, it did draw criticism for lacklustre low-down performance and a corresponding fuel consumption penalty associated with its 3,2-litre five-cylinder turbodiesel engine.

Updates to both the Triton and Ranger line-ups have been introduced while both of the aforementioned derivatives are still on sale (the Mitsubishi while stocks last). The Japanese maker will be hoping the facelifted Triton range can use its more purposeful styling to gain sales traction. Meanwhile, Ford has used the minor cosmetic tweaks and the arrival of the highly anticipated new Raptor derivative to launch a new family of drivetrain options to its locally built Ranger, South Africa’s best-selling double cab. 


Nevertheless distinct, it’s difficult not to concede the arrival of the Triton nameplate in South Africa in 2006 – to replace the outgoing Colt range – brought an altogether softer, less utilitarian stance. Mitsubishi assumed it would find favour among an audience wanting a more sophisticated, less macho bakkie experience. Attempting to return a level of bravado to the package, the newest Triton boasts the brand’s Dynamic Shield front-end, complete with an imposing, chrome-finished slatted grille, trim headlamp clusters and prominent foglamp units; it’s a visage that wouldn’t look out of place on the set of a Transformers movie. Together with standard two-tone 18-inch alloy wheels, fitted runner boards and a healthy helping of chrome accents, the top-of-the-range Triton drew more attention in traffic than the outgoing model.

The refreshed Ranger line-up is distinguishable by its lower, wider bumper and grille, as well as a new 17-inch alloy wheel design that can be ordered with a black finish. Interestingly, XLT-spec (as tested here) is sold without a roll bar or fitted tonneau cover but this grade does include a tow hitch. Owners seeking to make their Ranger purchases look more like the top-spec Wildtrak or Raptor will need to spend R6 500 for a roll bar, R4 500 for a tonneau cover and R1 200 for metallic paint. On a practical note, it costs R4 750 to rubberise the load bay of a Ranger double cab. All of these items, excluding a R5 500 tow hitch, are included on the Triton.

The Ranger features a dedicated mounted spotlight for its load bed, as well as the brand’s impressive EZ lift system which makes light work of closing the tailgate. The Triton counters this by offering a hydraulically assisted lowering function on its tailgate. While the Ford’s flap locks along with the vehicle’s central-locking system, the Mitsubishi’s stern cannot be secured.

The Triton’s glove compartment, however, can lock (the Ford’s not). It forms part of an unchanged interior that, while starting to show its age, is still as accommodating as ever with comfortable leather upholstery. The driver’s pew offers a wide range of electrical adjustment – including height – and rake and reach adjustments on the steering column are a welcome and rare inclusion within this segment.

Lauded by the CAR team for its usability and impressive functions bouquet (including smartphone pairing and satellite navigation), we were disappointed to learn the top-of-the-range infotainment system in the Triton is a R10 000 option; the standard system looks a tad rudimentary against the likes of Ford’s modern Sync3 technology.

Equally comfortable, with a healthy lick of solid-feeling materials, the Ranger feels more upmarket than the Mitsubishi. Its manually operated leather-bound driver’s seat offers a decent range of adjustability which almost makes up for the absence of reach movement on the steering column. It does have a fussier arrangement of controls and functions – including a confusing collection of steering wheel-mounted buttons and relatively small climate-control settings – but it is complemented by auto headlamps and wipers, as well as the aforementioned standard touchscreen-based infotainment system.

While keyless entry (and ignition) is standard on both vehicles, the Triton relies solely on a reverse camera, whereas the Ranger features parking sensors front and rear.


Proven in terms of performance, reliability and relative efficiency, the updated Mitsubishi Triton range is offered exclusively with the brand’s 2,4-litre turbodiesel engine mated with either a six-speed manual or new six-speed automatic transmission. Boasting 133 kW and 430 N.m of torque, there’s a sense of familiarity to the Triton’s drivetrain setup and the additional ratio added to its self-shifting option offers an additional layer of cruising-speed refinement. Still one of the lightest vehicles in this segment (this new version recorded 2 025 kg), we were able to improve on the 8,40 L/100 km fuel route figure achieved by the 37 kg lighter model tested in 2017.

The biggest news on the updated Ford Ranger range (the arrival of the new Raptor aside) is the introduction of the brand’s 2,0-litre turbodiesel engine mated with a 10-speed automatic transmission. Using bi-turbo technology to achieve 157 kW and 500 N.m of torque in Wildtrak and Raptor applications, as fitted to XLT models, a single turbo provides 132 kW and 420 N.m from 1 750 r/min.

Co-developed with GM, Ford’s new 10R80 transmission is designed to offer smaller, less noticeable steps between each ratio, as well as the fuel-saving benefits associated with three overdrive ratios. In practice, though – and especially after swapping out the old-school Triton – you have to wonder whether the US brand hasn’t overcomplicated matters. While things settle down at cruising speeds when you reach eighth, ninth and 10th gears, in town it’s impossible not to notice the constant transmission adjustments as it seeks to keep the engine operating within an optimal rev range. Mercifully able to skip ratios where necessary, there’s a hint of a CVT-like slip on pull-away.

All but matching the performance figures achieved with the 3,2-litre XLT (with its six-speed automatic transmission), we were nevertheless able to improve on that vehicle’s fuel run figure, bringing it down from 9,40 L/100 km to just 7,90 in the newer offering.


With no significant changes to the Triton’s drivetrain, this vehicle’s standard Super Select all-wheel-drive system remains easy to use when tackling varying terrains. Able to switch from RWD to a variable all-wheel mode or locked 40:60-split, front to rear, the Triton makes the most of its small dimensions and a light-on-its-feet demeanour to deliver a plucky feel. The level of suspension compliance inherited from its fourth-generation predecessor makes the Triton one of the most comfy bakkies on the market.

Good news for Mitsubishi fans is the Triton’s homologated tow rating has been adjusted upwards to 3 100 kg. That said, while Ford quotes a braked tow rating of 3 500 kg for its new 2,0-litre single-turbo drivetrain, this feels somewhat optimistic.

At 54 kg lighter than the 3,2-litre unit, the Ranger 2,0 SiT 4x4 still feels substantial. Thousands of enthusiastic owners no doubt relish this but probably less so when negotiating the local shopping-centre parking lot. Ultimately firmer in most conditions, the Ranger’s suspension setup manages to find a pleasing balance between planted, on-road confidence and gravel-surface precision. Its well-weighted steering adds to an overall sense of go-anywhere purpose.
GEORGE – Do you know Ford SA sells more Ranger double cabs than Toyota SA does Hilux double cabs? Or that Ford Motor Company of Southern Africa contributes more than 1% to South Africa's overall GDP, a large percentage fed by local production of the Ranger? The big bakkie is nothing other than crucial to Ford's bottom line and the economy of South Africa. What will traditionally conservative bakkie buyers make of a small-displacement turbodiesel under the bonnet of the revised Ranger, then? 

Heralding the local introduction of Ford's new 2,0-litre turbodiesel (and 10-speed automatic which has already seen service in the F-150 and facelifted Mustang) in both single- and twin-turbo guises, the updated Ranger also introduces new safety technologies, subtly revised styling and a rethink of the local range.

So, what's new?

The main change is that engine. It's the biggest update of the eight-year-old Ranger since its introduction and will be exclusively coupled with the 10-speeder, mirroring the drivetrain in the upcoming Raptor (which launches in May 2019).

In the XLT reviewed here, the power unit develops 132 kW and 420 N.m, ballooning to 157 kW/500 N.m in the Wildtrak when the second turbo is added.

When we last tested a Ranger in May 2017, it formed part of a seven-bakkie comparative test. On our scales, that 3,2 TDCi test unit (incidentally, the 2,2- and 3,2-litre engines will stay – find more info on the range here) was comfortably the heaviest of the lot at 2 229 kg.

I mention the Ranger’s weight because it has a notable effect on the performance of the new 2,0 SiT engine. Despite delivering its maximum torque from as low as 1 750 r/min, the unit does labour somewhat under the Ranger’s bloat; at higher speeds, in-gear acceleration is decidedly leisurely.

That said, the transmission adroitly selects the right ratio to keep the engine on the boil and, while performance is measured rather than sparkling, there’s always enough punch in reserve to see the Ranger SiT accelerate steadily. I would, however, suggest that – if you’re interested in towing – you should consider the BiT option. A brief stint behind the wheel of a Wildtrak model showed the second turbo to make a substantial difference to performance.

Far more impressive is the 2,0-litre’s refinement. Quieter than other four-cylinder bakkie engines, it’s also impressively smooth. It’s comparatively light on fuel, too; we averaged less than 10,0 L/100 km in a variety of driving conditions, including some challenging off-road terrain.
Anything else I’ll spot?

Visually, the revitalised Ranger sports a lower, wider grille and bumper, and new 17-inch alloy wheel design (pictured here, and also available in a black finish). Wildtrak models add LED running lights and xenon headlamps, among other changes.

Most intriguingly, XLT and Wildtrak trim offers something called an "EZ lift" tailgate using a torsion rod to lessen the effort of closing the tailgate by as much as 70%. It works brilliantly and it’s therefore baffling why we haven’t seen this feature before.
And inside?

XLTs and Wildtraks boast keyless entry and start, plus Sync3 with satellite navigation, Apple CarPlay and Android Auto as standard. There’s an advanced new Thatcham security system to lessen the chance of the Ranger being stolen, plus acoustic laminated front glass to reduce noise intrusion to the cockpit.

Otherwise, it feels very familiar. The Sync3 system is one of the best in the market, seating comfort fore and aft is better than in most other leisure bakkies, and it’s still frustrating that the steering column doesn’t offer reach adjustment.
So, business as usual?

Precisely. Incrementally improved where needed, the facelifted Ranger should expand its reach into the segment thanks to the addition of that refined new 2,0-litre powertrain and rationalising of some models to appeal to more buyers. But don’t worry if the smaller engine has you raising a brow. It seems there’s no replacement for displacement as the 3,2 TDCi soldiers on…
UPINGTON, Northern Cape – Does the average South African bakkie-buyer really need the ability to blast along off-road terrain at breakneck speeds? Or string together drift after dirt-flinging drift? Or, indeed, jump the vehicle off a gravel-road crest at 120+ km/h without fear of the underpinnings positively disintegrating upon landing?

Almost certainly not. Although many probably want that ability. And now they can have it.

Yes, the locally built Ford Ranger Raptor has finally hit the market in South Africa (read our pricing story here and our international driving impression here), with the Blue Oval brand billing its beefed-up bakkie as downright peerless when it comes to high-speed off-roading talent. And, after spending many hours subjecting the aggressively styled newcomer to numerous tests over various unpaved surfaces – from the soft sand of the dunes to the brittle surfaces of a salt pan – it’s safe to say that’s more than mere marketing talk.

Thanks to an army of bespoke under-the-skin items (check out our in-depth technical article to see exactly what it took to design and build this vehicle), including a strengthened chassis frame, uprated brakes, high-performance Fox dampers and a new coil-over rear suspension set-up featuring an integrated Watt’s linkage (the latter noticeably reducing body lean through fast bends), the Raptor-badged model boasts a level of off-road talent that is simply streets ahead of any other straight-from-the-factory bakkie currently offered in our market.

Add a comprehensive “terrain management system” – which offers six driving modes in the form of normal and sport (for on-road use) plus grass/gravel/snow, mud/sand, rock and Baja (for off-road use) – that allows powertrain characteristics and the level of electronic assistance to be varied, and you have something not too far from a fully fledged off-road racer.

Of course, what’s not so racy is the oil-burning four-banger Ford opted to drop over the front axle. The 2,0-litre four-cylinder bi-turbodiesel unit (offering 157 kW and 500 N.m) has been at the centre of heated discussion since the reveal of the Ranger Raptor back in February 2018, with many enthusiasts suggesting a couple more cylinders would have been more fitting for a vehicle developed under the Ford Performance banner.

Granted, on tarmac the Ranger Raptor doesn’t accelerate particularly quickly from standstill (in fact, Ford has made a point of not mentioning the Silverton-built Raptor’s claimed 0-100 km/h sprint time in its press material ... but it’s 10,5 seconds, if you were wondering), so those hoping it will keep up with the likes of the Volkswagen Amarok V6 and Mercedes-Benz X350d from light to light will be bitterly disappointed. And it’s also a little irksome this very engine can be ordered in the Ranger Wildtrak (and even the Everest), too.

But seldom during my time with the Ranger Raptor off-road did I find myself thinking more grunt would have been useful (and not once when rally ace Gareth Woolridge had me holding my breath and bracing for impact as he attacked obstacle after obstacle during a punishing hot lap across varied terrain). And that leaves me feeling the Struandale-assembled engine is at the very least sufficient for high-speed off-road action.

The 10-speed automatic transmission, too, does a fine job of selecting the appropriate cog for most driving situations (magnesium paddle-shifters ship standard, but seem superfluous here), with the final couple of ratios further settling what is already a pleasingly hushed diesel engine when on the long road.

The specially developed BF Goodrich all-terrain tyres (in 285/70 R17 size) under those menacingly flared arches, meanwhile, not only come to the party in the rough stuff, but also help deliver an almost plush ride quality on tarmac, despite an aggressive tread pattern. Ultimately, the generously specced Raptor is certainly usable as an everyday on-road vehicle, although its considerable width sees it spilling from the average parking bay.

While the bold exterior styling (only amplified by the lofty 283 mm ground clearance and 150 mm wider tracks) makes the Raptor easily distinguishable from lesser Ranger derivatives, inside the differences are not quite as marked. The most obvious upgrade to the cabin is the fitment of model-specific sports seats offering a handy mix of comfort and support, while more subtle changes include blue stitching, a freshened-up instrument cluster and a red top-centre marker on the leather-clad tiller. Frustrating, however, the steering column is still missing reach adjustment, which makes it difficult to lock in the perfect driving position.

The Ranger Raptor is a particularly interesting addition to a local off-road market that generally focuses on low-speed, technical jaunts off the beaten track. The newcomer, by contrast, offers high-speed thrills away from the asphalt, flattering drivers with even limited skill or experience. Still, I can’t help but feel the majority of Ranger Raptors sold in SA won’t ever see the sort of terrain for which this vehicle has been been expressly designed.

Indeed, it wouldn’t surprise me if a healthy chunk end up being bought on looks alone, with buyers perfectly content to sacrifice towing capacity (which drops to 2 500 kg) and payload (reduced to 607 kg) at the altar of a highly sophisticated suspension arrangment that will seldom see anything more rural than an immaculately graded gravel road.

Of course, there's an argument to be made that Ford could have simply slapped an aggressive body kit onto a standard Ranger (and perhaps thrown in a smidgen more under-bonnet oomph), with the result likely to sell in significant numbers while requiring far less-intensive development (and thus a mere fraction of the investment that went into the Raptor). But those who get the chance to experience this machine at maximum attack off the beaten track will be glad this isn’t the case.

So, back to that original question: does the typical bakkie-owner really need this level of off-road wherewithal? Well, does the average supercar driver need the ability to reach licence-losing speeds? The answer to both is “no”, but (in each case) that doesn’t mean they don’t want it...

Latest Resutls for Ford Ranger

Manufacturer Specifications

Standard - standard Optional - optional
  • Leather upholstery: Standard
  • Seats quantity: 5
  • Air conditioning: Standard
  • Climate control automatic air conditioning: Standard
  • Cup bottle holders: front + rear
  • Lumbar support adjustment: driver
  • Front armrests: Standard
  • Antilock braking system (ABS): Standard
  • Electronic brake distribution (EBD): Standard
  • Traction control: Standard
  • Stability control: Standard
  • Hill descent control downhill brake control: Standard
  • Driver airbag: Standard
  • Front passenger airbag: Standard
  • Driver knee airbag: Standard
  • Front side airbags: Standard
  • Curtain airbags: Standard
  • Airbag quantity: 7
  • Automatic drive away locking: Standard
  • ISOFIX child seat mountings: outer rear
  • Start stop button: Standard
  • Hillstart assist hillholder: Standard
  • Alloy wheelsrims: Standard
  • Power steering: Standard
  • Multifunction steering wheel controls: Standard
  • Navigation: Standard
  • Cruise control: Standard
  • Bluetooth connectivity: Standard
  • Voice control: Standard
  • CD player: Standard
  • Aux in auxiliary input: Standard
  • USB port: Standard
  • Powersocket 12V: front + rear
  • Central locking: keyless
  • Remote central locking: Standard
  • Key less access start hands free key: Standard
  • Electric windows: front + rear
  • Rain sensor auto wipers: Standard
  • Auto dim interior mirror: Standard
  • Electric adjust mirrors: Standard
  • Daytime driving running lights: Standard
  • Light sensor auto on off lights: Standard
  • Frontfog lamps lights: Standard
  • Highlevel 3rd brakelight: Standard
  • Rear fog lamps lights: Standard
  • Camera for park distance control: rear
  • Towbar trailer hitch: Standard
  • Metallic pearl escent paint: Optional
  • Fuel Type: diesel
  • Fuel range average: 1067 km
  • Driven wheels: all
  • Driven wheels quantity: 4
  • All wheel drive: part-time
  • Gearratios quantity: 10
  • Gearshift: automatic
  • Transmission type: automatic
  • Diff lock: rear
  • Front tyres: 265/65 R17
  • Reartyres: 265/65 R17
  • Spare wheel size full: Standard
  • Length: 5354 mm
  • Width excl mirrors incl mirrors: 1860-2163 mm
  • Height: 1851 mm
  • Wheel base: 3220 mm
  • Ground clearance minimum maximum: 237 mm
  • Turning circle wheels body: 12.7 m
  • Approach angle: 25.5
  • Break over ramp angle: 18.5
  • Departure angle: 21.8
  • Wading/fording (water crossing) depth: 800
  • Gross weight (GVM): 3200 kg
  • Towing capacity - unbraked: 750
  • Towing capacity - braked: 3500
  • Fuel tank capacity (incl reserve): 80l
  • Fuel consumption average: 7.5 l/100km
  • CO2 emissions average: 199g/km
  • Power maximum: 132 kW
  • Power maximum total: 132 kW
  • Power peak revs: 3500 r/min
  • Torque maximum: 420 Nm
  • Torque peak revs: 1750-2500 r/min
  • Torque maximum total: 420 Nm
  • Engine position/ location: front
  • Engine capacity: 1996 cc
  • Engine size: 2.0l
  • enginedetailshort: 2.0TD
  • Engine + detail: 2.0 turbo diesel
  • Cylinder layout: inline
  • Cylinders: 4
  • Cylinder layout + quantity: i4
  • Cam: dohc
  • Valves per cylinder: 4
  • Valves quantity: 16
  • Turbocharger: Standard
  • Warranty time (years): 4
  • Warranty distance (km): 120000 km
  • Service plan: Standard
  • Service plan time (years): 6
  • Service plan time (distance): 90000 km
  • Roadside assistance time: 3
  • Service interval (distance): 15000 km
  • Service interval (time): 1
  • Brand: Ford
  • Status: c
  • Segment: LCV
  • MMcode: 22032578
  • MMVariant: RANGER 2.0D 4X4 A/T P/U D/C
  • MMintrodat: 2019-03-18
  • Introdate: 2019-04-08
  • DuoportarecordID: FordRang3Fd79

All information, pictures, colours, specifications or any other data contained within the website are presented only as a general guide to products and accessories offered by motor manufactures. Although every effort has been made to ensure that all such information is correct and up to date, no guarantee is provided that all such information is reliable, complete, accurate or without error. In some cases pictures of various foreign models may be shown as a guide. All information should be verified by an official dealership. does not accept any liability for damages of any kind resulting from the access or use of this site and its contents.

If you do not wish to be bound by these Terms you may not access, copy or download any content on this Website as per the CARmag Terms of Use available at

Ford Ranger Double Cab Ranger 20L Turbo Double Cab XLT 10AT 4x4 2.0Turbo double cab 4x4 XLT auto for sale in Queenstown from one of's apporoved car dealerships
Used Ranger Double Cab Ranger 20L Turbo Double Cab XLT 10AT 4x4 2.0Turbo double cab 4x4 XLT auto availbale from the following auto dealer:
Queenstown Ford Main used car dealership located in: Queenstown, Eastern Cape, South Africa
0 vehicles to be emailed:
To !
From !
To !