Ford Ranger XLT

CONTINUOUS IMPROVEMENTS MAKE THE ONLY TRULY AUSTRALIAN-CONCEIVED UTE WORLD CLASS

IN THIS post Australian-vehicle manufacturing world, the significance of the Ranger’s massive success – both critically and commercially – is more profound than ever, seeing as it is now the only new vehicle left in production anywhere on earth designed and engineered here. Think about that for a moment.

And therein lies the reason the Ford has performed so strongly and consistently in this Megatest. Bred, if not born, locally, the Thai-made Ranger feels and behaves like it’s made expressly for our tastes and environment on a number of fronts, starting with the rugged design that still conveys a broad, muscular aesthetic nearly eight years on – in much the way Holden’s VE Commodore did.

Completely overhauled three years ago, the XLT’S big, brawny interior is another highlight, with an appealing layout and focus on functionality that owners of, say, the late and lamented Territory (our only indigenous SUV) could relate to.

Points are allotted for an excellent voice-control system in SYNC3, attractive instrumentation, huge central screen, brilliant seats, an excellent driving position (despite a non-telescopic wheel), big storage solutions and intuitive, well-weighted controls up front, as well as an airy, wide and accommodating second row that offers up most of the amenities tradies or teenagers could wish for.

Sure, there’s a cheap sheen to some of the plastics, but the build quality and durability aren’t in question. While the absence of passenger-seat height adjustment and rear air vents are obvious oversights at the pointy end of this segment, massive air outlets up front provide effective cooling and ventilation throughout. Basically, Broadmeadows has nailed it.

Fire up the hoary old in-line five-cylinder and there are further plaudits in store, not least because Ford’s NVH engineers have ensured that there’s little to hear or feel other than a distant thrum, at idle at least.

Aussies have long preferred instant throttle responses, and the Ranger obliges thanks to an abundance of low-rev torque and intelligently calibrated gearing that results in strong acceleration and seamless, intuitive transmission action. The 3.2 pulls heartily and revs freely, though against the stopwatch and at the fuel pump the Ford isn’t so impressive, languishing in the bottom half of the field. There isn’t much between the Ranger and its rivals if you take the powerhouse Amarok V6 out of the picture … though you shouldn’t, as it turns out.

But we’re ahead of ourselves because while the Ranger’s numbers temporarily mire it in mediocrity, things pick up dramatically in its dynamics. Thanks to superbly linear steering that still sets the pace for feel and feedback, body control that seems as planted as the chassis feels alert, and appreciable suspension compliance, the Ford glides quietly over surfaces that agitate most others here. In these disciplines, on our roads, Ford’s Aussie-bred ute is peerless.

As a sweetener, since May, the Blue Oval has shown warranty innovation in this class by boosting coverage to five years/unlimited kilometres.

On the flipside, the Ranger has become a victim of its own success. Though just $110 shy of the Mercedes, the XLT is brow-raisingly expensive, yet lacks rear discs, keyless entry/start and AEB availability (though the latter two are set for the MY19 Series III revamp).

Ultimately, pricing, spec and performance/efficiency issues compared with the enterprising Amarok’s TDI V6 keep the outgoing Ranger from the top spot. That said, we expect the Ford to wreak its revenge on the Volkswagen in a rematch of the MY19S.

Still, given the sales figures, it’s heartening to see Australians still supporting a locally engineered product that’s so clearly right for our conditions. BM

Here’s the 4x4 Australia take

The Ranger finishes equal first with Amarok and Hilux for 4x4 ability thanks to long-travel suspension and well-tuned electronic traction tech. Additionally, the grunty XLT’S low-rev torque makes the Ford a top load-lugger and an ideal tow vehicle, further underlining the Aussie suitability honed through local engineering. Despite much the same hardware, Mazda’s BT-50 slips a rung because engaging its rear locker cancels the front traction control. Ford fixed this for MY16 but Mazda didn’t.

BRED, IF NOT BORN, LOCALLY, THE RANGER BEHAVES LIKE IT IS MADE EXPRESSLY FOR OZ