Ford Ranger 2018 review

The Ranger offers a choice of two drivetrains – 4x2 or 4x4 – and five model grades comprising XL, XL Plus, XLS, XLT and Wildtrak (for detailed model descriptions see Snapshots).

We’ll start with the 4x2 buyer who is typically a commercial user, so most of the model grades and body/engine/transmission/suspension combinations are aimed at delivering the hardest working capability at the lowest cost.

The 4x2 range starts with the XL which is available as a single cab cab-chassis ($27,390) or single cab ute ($28,390) with the 2.2-litre TDCi four cylinder turbo-diesel and six-speed manual gearbox. These are the lowest priced Rangers in the fleet and the closest to the ground, as they are the only variants that use conventional height suspension, or ‘low rider’ as Ford calls it.

The next step-up, literally, in the 4x2 range is the XL 'Hi-Rider'. This offers the same high-riding suspension as the 4x4 model, resulting in extra clearance for those needing access to rugged work sites or just wanting the tougher-looking 4x4 stance.

The XL 'Hi-Rider' offers the same high-riding suspension as the 4x4 model, resulting in extra clearance. (XL Hi-Rider model shown)

The XL Hi-Rider comes in a choice of single cab cab-chassis ($30,890 man/$33,090 auto), super (extended) cab cab-chassis ($33,240 man only), dual cab cab-chassis ($37,590 auto only) and dual cab ute ($36,390 man/$38,590 auto) body styles. Again the only engine available is the 2.2-litre.

Top rung on the 4x2 ladder is the XLT Hi-Rider, which brings added luxury features, lots of chrome and the larger 3.2-litre TDCi five cylinder turbo-diesel. Body choice is restricted to super cab ute ($46,690 auto only) and dual cab ute ($46,490 man/$48,690 auto). 

The 4x4 range starts with the base level XL in either single cab cab-chassis ($38,790 man only), dual cab-chassis ($43,290 man/$45,490 auto) or dual cab ute ($44,290 man/$45,890 auto). Like the 4x2 XL models, the only engine available at this grade is the trusty 2.2-litre.

Next up is the XL 4x4 with the larger 3.2-litre TDCi five cylinder turbo-diesel, available in single cab cab-chassis ($41,290 man/$43,790 auto), super cab cab-chassis ($43,790 man/$46.265 auto), super cab ute ($44,790 man only), dual cab cab-chassis ($45,790 man/$47,990 auto) and dual cab ute ($46,790 man/$48,990 auto). 

The XL Plus has been designed and equipped specifically for mining companies, government agencies and other rugged industry roles, with its expanded wiring harness, dual batteries, canvas seat covers etc. It’s available only as a 3.2-litre auto but offers a choice of three body styles – single cab cab-chassis ($46,180), dual cab cab-chassis ($52,960) and dual cab ute ($51,960).

Next rung is the XLS, which is designed to bridge the gap between XL and XLT with some practical and appealing additions. Available only as a dual cab ute with either the 2.2-litre ($45,590 man/$47,790 auto) or 3.2-litre engine ($48,090 man/$55,590 auto).

The XLT gets 17-inch alloy wheels. (XLT model shown)

Nearing the top is the well-appointed XLT with 3.2-litre engine in a choice of super cab ute ($52,390 man/$54,390 auto) and dual cab ute ($54,390 man/$55,590). The FX4 Special Edition, which is basically a dress-up pack for the XLT, is only available as a dual cab ute ($58,915 man/$61,115 auto).

Top rung of the Ranger ladder is the Wildtrak, offering a unique blend of interior and exterior appointments to justify its premium pricing. Only available as a dual cab ute with 3.2-litre engine, but in a choice of manual ($59,590) or automatic ($61,790).

There are only two engines to choose from and logically the smallest, the 2.2-litre TDCi four cylinder turbo-diesel, is only available in the base model XL range. Even so it’s an excellent engine for this work-focused application, with 118kW at 3200rpm and 385Nm of torque from 1600-2500rpm providing ample get-up-and-go and pulling power that belies its relatively small capacity.

The larger engine, a 3.2-litre TDCi five cylinder turbo-diesel, brings an extra cylinder, a 1.0-litre increase in cubic capacity and bigger numbers, with 147kW at 3000rpm and 470Nm of torque which peaks between 1750-2500rpm. This loping, low-stressed unit has proven to be a hit with those that need to regularly carry or tow big loads.

The 3.2-litre TDCi five cylinder turbo-diesel produces 147kW/470Nm. (XLT model shown)

There’s also a six-speed manual gearbox and automatic transmission, with the auto available as an option in most model grades and in some cases (like the XL Plus) no manual is available. 

The manual features overdrive on sixth gear to improve highway fuel economy. The auto has overdrive on fifth and sixth gears for the same benefit, plus a manual sequential shift mode which can be most handy when hauling big loads, particularly in hilly terrain.

All 4x2 Hi-Rider models are also equipped with an electronic locking rear differential which can be most handy when traction is compromised, particularly when towing (off a slimy boat ramp for example).

All 4x4 models also get the locking rear diff in the part-time, dual-range transmission which features 2.717:1 low range reduction and shift-on-the-fly engagement. For extreme off-road conditions, automatic models have a 42.3:1 crawler gear, while those with manual transmissions have an even lower 52.5:1 crawl ratio.

We’ve driven a lot of Ranger variants and the core values remain consistent across the fleet. These vehicles may be manufactured in Thailand because it’s cheaper to build them there, but the design and engineering is proudly Australian.  

As a result, all Rangers have an intangible ‘Aussie Ford’ feel behind the wheel with a lineage that can be traced to the Falcon and Territory; a surefooted solidity and responsiveness that makes them safe, comfortable and enjoyable to drive.

It’s hard to find fault in the overall driving experience aboard a Ranger. They all share the same  electrically power-assisted, variable ratio steering (although reach adjustment on the steering wheel like the HiLux would be nice) which can be turned by a fingertip at parking speeds but becomes increasingly firm and responsive as road speeds increase. 

The front disc/rear drum combo provides reassuringly strong and consistent braking, regardless of payload.

All Rangers have an intangible ‘Aussie Ford’ feel behind the wheel with a lineage that can be traced to the Falcon and Territory.

And the ride quality is commendable, given the heavy-duty leaf-spring rear end. Sure, it will give you a kick in the back over bumps when empty or lightly loaded (particularly the cab-chassis variants when fitted with an aluminium tray) but that is unavoidable given the sprung-to-unsprung weight ratio designed to carry heavy loads. 

Put a decent payload over the rear axle, though, and the ride quality improves dramatically. And the closer you get to peak GVM, the smoother and more compliant the ride becomes, just as it’s designed to do.

Both engines – the 2.2-litre four cylinder and 3.2-litre five cylinder – are excellent turbo-diesels, that are matched with manual or automatic transmissions and final drive ratios tailored to get the best out of these engines, either when running empty or loaded to the gunwales. 

We’ve completed several extended road tests at or near GVM with both engines and transmissions and never found any wanting for performance or efficiency, when performing the duties they are primarily designed to perform. 

There’s a three year/100,000km warranty plus a five year warranty specifically covering any bodywork perforation caused by corrosion. There’s also the extra cost option of an extended warranty for an extra three years/200,000km. 

Service intervals are 12 months/15,000km whichever occurs first, with capped price servicing costs currently ranging from $400 to $640. 

If the vehicle is serviced at participating Ford dealers 24/7 roadside assistance is available for up to seven years/105,000km.