Ford Ranger XL single cab Hi-Rider 2018 review

The XL Hi-Rider 4x2 range is only available with the base level 2.2-litre turbo-diesel. There is a choice of three body styles, but transmissions are mostly determined by those body variations.

For example, XL Hi-Riders start with the single cab cab-chassis in manual ($30,890) or auto ($33,090). However, the super (extended) cab cab-chassis is only available with manual ($33,240), the dual cab cab-chassis is auto only ($37,590) and the dual cab ute offers both manual ($36,390) and auto ($38,590).

Our test vehicle was the XL single cab cab-chassis Hi-Rider with manual transmission ($30,890) which costs considerably more than Toyota’s Hilux Workmate 2.4-litre five-speed manual low rider ($24,990), but is competitive with Holden’s Colorado LS 2.8-litre six-speed manual low rider ($29,490) and Isuzu’s D-Max SX Hi-Rider 3.0-litre six-speed auto ($31,700). 

Ours had Ford's $1666 optional aluminium drop-side tray.

It also came equipped with Ford’s optional aluminium drop-side tray (an extra $1666 fitted). It’s an excellent tray, although we did experience a problem with rear tyre clearance under load due to incorrect installation, which potential buyers should be aware of before taking delivery (see Driving).

The vinyl floored XL Hi-Rider comes suitably equipped for work duties including 16-inch steel wheels wrapped in big P255/70R16 tyres with a full-size spare, 'SYNC' connectivity including Bluetooth, cruise control, single zone air conditioning, adjustable speed limiter, power windows and mirrors, auto on-off headlights, remote diff locker, remote key-less entry and more. 

However, cab-chassis variants miss out on the rear view camera, rear parking sensors and load box illumination which come standard with ute-bodied models.

The 2.2-litre TDCi four cylinder turbo-diesel offers impressive all-round performance with 118kW at 3200rpm and 385Nm of torque from 1600-2500rpm. This fat torque band is largely thanks to benchmark variable vane turbocharger technology, which ensures immediate throttle response and excellent pulling power that belies its relatively small capacity.

The 2.2-litre diesel provides 118kW/385Nm.

The six-speed manual gearbox has a light yet precise shift action, with overdrive on sixth gear to maximise highway fuel economy. The option of being able to lock the differential via a console button can be very handy at times when traction is compromised, from driving out of boggy work-sites to towing boat trailers off slimy launching ramps. 

Like all Rangers this variant feels well planted on the road, although you do get a thump in the back over bumps when running empty or with light loads. However, this is unavoidable in a cab-chassis vehicle with heavy duty leaf springs and tyres designed to carry almost 1.5 tonnes, because the sprung-to-unsprung weight ratio is all wrong when empty.

Even so, it’s civilised for a light commercial vehicle and easy to drive thanks to excellent variable ratio power steering, strong and consistent braking, light clutch pedal weight (with hill start assist) and the precise shifting action of the six-speed gearbox. 

The Hi-Rider suspension also provides a more commanding view of surrounding traffic and the extra ground clearance is appreciated in rough going.

The gearing is well matched to the torque characteristics of the 2.2-litre turbo-diesel, particularly in the daily grind of city and suburban driving at speeds up to 80km/h. The engine is always in or near its peak torque zone, providing instant throttle response and spirited acceleration right where you need it.

On the highway the over-driven sixth gear comes into play, minimising engine rpm to maximise fuel economy yet keep it singing along in the middle of its peak torque band, with only 2000rpm at 100km/h and 2200rpm at 110km/h.

At these speeds there is a noticeable increase in tyre and road noise through the rear of the cabin, also a common trait of single cab commercials. There is also considerable wind noise caused by the open tray and headboard, but it’s far from intolerable and again to be expected in this type of vehicle.

To test its load-carrying ability we dropped the sides and loaded 975kg onto the aluminium tray, which with the weight of the tray and driver equalled a payload of around 1225kg. That was still about 250kg short of its 1480kg payload rating.

The rear leaf springs compressed less than 50mm under this load, leaving more than 40mm of clearance between the chassis rails and rear axle bump stops. The nose dropped rather than climbed 5mm, displaying good front/rear weight distribution.

Once underway the extra 1.2 tonnes were immediately felt in city traffic, with subdued acceleration and a slight clunk in the rear of the drivetrain each time the clutch pedal was released following a gear change.

At highway speeds the 2.2-litre engine proved capable of maintaining the speed limit on cruise control and the suspension felt composed over the bumps. 

However, we had to cut our test short (and marked it down accordingly) because of an installation problem related to the aluminium tray. The galvanised front mudguards were positioned too close to the rear tyres and under this load rubbed against the treads over the slightest bumps. To continue was unsafe.

Warranty cover is three year/100,000km, plus five years for any bodywork perforation caused by corrosion. An extended warranty for an extra three years/200,000km is also available. Service intervals are 12 months/15,000km with capped pricing from $400 to $640 per service. Full 24/7 roadside assistance is also available for up to seven years/105,000km if the vehicle is serviced at participating Ford dealers. 

The aluminium tray carries a separate warranty provided by the manufacturer (Flexiglass) of three years/100,000km against faulty parts or workmanship. So who’s responsible for the rear mudguard fault in this case – Ford or Flexiglass?