The past 15 years have seen some major changes in the landscape of auto alliances, the demise of local manufacturers and the dramatic rise of dual 4×4 cabs.
They say ‘there’s only room at the top for one’ but the Ford Ranger has followed the Toyota HiLux so closely that it has taken the title of best-selling car from Toyota many times.
This bench was the catalyst for a huge commitment from the local Ford design and engineering teams as the Blue Oval sought to take away HiLux sales.
Whether it looks like Ford or Toyota are winning, the real winners are customers who have been consistently treated to the improvements, upgrades, and new features that keep the HiLux and Ranger competitive. So get behind the wheel of the latest Ford Ranger and see how it performs.
Along the city roads, Ranger moves easily and is easy to control. The soft suspension provides a comfortable ride, easy access to the controls, but the digital instrument cluster is a bit outdated and unattractive.
The interior matches the modern lines of the headlights but the overall result is a bit too sharp, making the cabin feel awkward and overdone. Of course it’s a very personal thing but compared to the Isuzu D-Max and Mazda BT-50 for example, the interior of the Ford Ranger is less appealing to these eyes.
Safety is something that Ranger certainly does much better than the competition. It is equipped with a wide range of electronic safety features but unlike the BT-50 and D-Max, the calibration, responsiveness and responsiveness of the electronics in the Ranger are more refined and easy to use. easier to adjust.
With that said, they still feel unnecessary depending on the situation. All said and done, and spending a little time sitting, with an understanding of what the safety features are trying to achieve and having the ability to tweak or disable features, the Ranger has generally done a great job. good in this area.
Continuing the safety theme, but leaning more towards the mechanical than the electronic theme, the brakes on the Ford Ranger are well established with a solid pedaling feel and a positive stopping experience. On off-road and off-road, they offer a confident feel, aggressive responsiveness and well-balanced application.
Like many of the things I’ve highlighted in these, it’s often not that the performance of a certain feature is so great, it’s that other manufacturers have implemented it so poorly.
I’m so excited to drive the latest Ford Ranger. It continues to make waves, gaining popularity and top sales alongside HiLux. But is it still a utilitarian packhorse and a decent off-road vehicle? Or, like many, has it succumbed to the threat of over-calibrated safety features, football parent mentality and sloppy street behavior driving local engines our pictures are more like cars, too beautiful to scratch, too safe to actually drive and too smart for the average Joe to understand?
Go ahead with our review, get out of the city, get out of the way and see for yourself.
topographic
At high speeds on dirt roads, the Ranger’s steering is heavy and hazy. Like many of these newer vehicles, it is the product of variable assistive electronic power steering. It’s manageable, but when combined with the folds, potholes and soft suspension, the car tends to bobble, wander and jump around to varying degrees as the track deteriorates.
Rear loading can improve this (there’s some weight in the back to reduce rear suspension responsiveness) but no load it’s annoying and requires a lot of attention, and anyway The front isn’t much better either.
Slowing down and off major dirt roads, the all-wheel drive system is easy to locate, navigate and activate. The dash lights clearly indicate the 4×4 mode selected, and the dual shifter offers a good balance between high and low gears.
The throttle is well set up compared to some other vehicles (the throttle response, acceleration curve and engine lag are electronically controlled via the ECU) and overall the car feels stable, controlled and capable of traversing uneven and difficult terrain. Share.
The addition of aftermarket accessories can significantly improve the off-road performance of an all-wheel drive vehicle.
Like all independent front suspension dual cabs on the market, the travel of the front suspension is greatly limited and the rear axle, although direct (often referred to as solid) is also limited engagement due to its configuration, meaning the Ranger quickly loses contact with the ground and loses traction.
As on many of these newer models, the factory-selectable locking rear differential is a game changer. With the push of a button, it locks the differential side gears, providing full drive for both axles, canceling any lost power due to tire rotation and ensuring the vehicle has a good chance. to maintain movement in the direction you selected.
Not a gimmick or a traction aid that lets you rip off rails, the high-quality locking differential lock is a useful product that will provide greater traction through a locked, bronze shaft. while protecting the driveline and the environment by minimizing the force and speed required for successful obstacle clearance.
And as we’ve seen on all of these newer models equipped with one, the difference it makes to the vehicle’s off-road ability, along with precise control in extreme situations. difficult situation, is amazing.
Next up, it’s a similar story and a good analogy to highlight the dual-speed case and the positive difference in controllability and off-road drivability as you shift from high band (H4) to low band (L4).
You get such an improvement from applying torque at a lower gear ratio, the results are just as profound as when using a differential lock. Being able to choose and use both is a phenomenal improvement in terms of traction and off-road ability. To be clear, the Ranger isn’t better than many of the other cars we’ve tested, but it’s capable and certainly not worse.
However, it’s worth mentioning that one of the things my pets hate and another area where Rangers have rights; Switching from rear-wheel drive to all-wheel drive and from high to low (and vice versa) is simple and easy. It simply is, but some other manufacturers (after decades) still can’t get it right.
What’s under the bonnet?
The model we tested is equipped with a 2.0-liter Bi-Turbo engine. There’s a lot of chatter and excitement surrounding the 3.0-litre V6 turbocharged diesel engine and no surprise given its quoted 600Nm tire torque!
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Sports Bi-Turbo
But that’ll be another review another day, and we’re lucky to get the (not really) lower-spec twin-turbo engine; exclaimed because Bi-Turbo is not only rich and offers smooth power shifting and usable torque on well-established drive gears, in a variety of situations and terrains.
As mentioned earlier, driving is smooth and effortless, gliding on country roads and coming to life when the right foot demands it.
With 154kW and 500Nm, it’s not the most powerful car in the stable Ford, but it’s paired nicely with a 10-speed automatic transmission.
mod ability
Like most vehicles in this class, there are no restrictions on accessories, upgrades, bolts, and ramps for the Ford Ranger. However, it’s worth noting that the two themes are almost unique when it comes to Ranger modifications and retrofits.
The first is a very special relationship that has been carefully selected and forged between Ford Motor Company and the hugely successful and industry-leading ARB 4×4 Accessories, leading to the development of accessories. factory-approved ARB brand for the Ford Ranger.
It doesn’t stop there, with a number of unique and specialized bull bar design changes being developed for the Ranger that now spill over into the wider range of bars that ARB makes for a variety of vehicles.
Interestingly, the next generation ARB bars are actually the result of an intensive development team developing a unique design for the Ford Ranger.
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Sports V6
The second point of interest, and it will make much more sense to 4×4 enthusiasts than regular car drivers, is ground clearance and largely solid construction.
Specifically with the ground clearance, Rangers is famous and loved for being able to lift the chassis quite lightly, easily fit 33-inch tires and even squeeze in 35 seconds.
While LDVs can’t get past a tire diameter of about 31 inches, Colorados that allow you to remove and cut parts to achieve a 32 inch diameter, the Ford Ranger has tire diameters up to 35 inches with ease. When it comes to ‘size’, big tires matter a lot.
Not only do they look sturdier, but they also provide better ground clearance for the entire vehicle and make off-roading a lot easier. Of course, there are some downsides to fitting larger tires (the legal limit is one), but I’m too excited to bother with those for now and we’ll stick with the big Ranger. Big tough eat the track.
CarExpert’s Take
While the interior is a bit of a letdown for me, the Ford Ranger has so much to offer that it shouldn’t be at the top of anyone’s list when looking for a dual cab.
They are durable, easy to modify, good looking, comfortable and well equipped for everyday driving on the road and off-road. It’s no surprise that the Ranger has once again usurped the sales lead from the seemingly ‘unbreakable’ Toyota Hilux.
There’s really only one last thing to add. If I were asked what’s the best thing about the Ford Ranger, I’d say you can get it in a trailer version of Everest, so you and your partner can both own one.
Click on an image to see the entire gallery.
THAN: Everything Ford Ranger
