FORD RANGER XLT

THE Ford Ranger XLT is definitely the sprinting star of our assembled group. Its engine may offer just two litres, but a pair of turbos help produce a healthy 157kw and 500Nm. It makes a reasonably sporty noise as far as diesels go and there’s an impressive spread of torque,and its backed by Ford’s 10-speed automatic which always keeps the engine on song.

Sadly, the Ranger blots its copybook with sub-standard braking. It wears similar all-terrain tyres to its rivals – in this case Dunlop Grandtreks – but takes more than 42m to come to a stop from 100km/h.

That figure blows out to almost 64m on a wet surface, a poor performance that prevents the Ranger XLT from being the clear performance leader.

DYNAMICS: 9/10

NOW in its final year, can the Aussieengineered T6 still hold its head up high? Optioned up with the 157kw-500nm 2.0litre four-cylinder twin-turbo diesel (with 10-speed auto) for a compelling $1500 over the 33kg-heavier old 147kw-470nm 3.2-litre five-pot and six-speed auto combo, the XLT proved to be the most carlike of our gathered throng.

Comparatively muted even under hard acceleration, it doesn’t feel all that powerful at first but with two turbos quickly kicking in, it’s soon punching along hard, offering instant and satisfying throttle flexibility.

Yet even with a seemingly primitive rear-end spec, the former’s sophistication is palpable, providing beautifully fluent handling, outstanding body control and a sumptuous and isolated ride backed up by an outstandingly subtle yet effective ESC calibration at speed over gravel.

INFOTAINMENT: 9/10

UNIFORM accross Ford Rangers is the SYNC3 infotainment system viewed through the 8-inch touchscreen. That means all the app integration goodness including Spotify and Accuweather, but also a swathe of Fordpass features that control items like remote airconditioning priming, remote unlock and a vehicle locator function.

This SYNC3 system functioned perfectly when inputting navigation instructions without any lag or stuttering. Slow-to-respond SYNC3 systems are a known problem, but it seems to be luck of the draw whether an individual car is affected. Users report that the problem is easily fixed by rebooting the system.

Also unique to the Ranger is a USB

port near the rear-view mirror that’s designed for dashcam connectivity.

RUNNING COSTS: 7.5/10

SERVICING for the Ranger XLT is capped at $299 for the first four services before getting more expensive for the remaining eight 15,000km intervals. In order to receive seven years of roadside assistance benefits, Rangers must be maintained at participating Ford service centres where each consecutive visit will award a further 12-month membership to the brand’s program.

The Ford Ranger XLT is covered by a five-year/unlimited-kilometre warranty. According to Glass’s Guide data, after three years a Ranger XLT will retain 56 per cent of its purchase price.

As PX Ranger nears the end of its life, Ford is offering a number of deals on Ranger models, the XLT Bi-turbo currently listed at $58,990 driveaway, a significant saving over its standard $60,940 RRP.

TOWING: 9/10

20-60km/h: 6.0 seconds

THE Ford Ranger takes out the number one spot in its category for towing duties. Firstly, it was the fastest accelerator on test, taking just 6.0 seconds to move from 20 to 60km/h. Performance was sprightly from the two-turbo motor, with power on tap. It’s a package deal too, with the gearbox able to shift rapidly and crisply when towing thanks to 10 speeds on offer.

Its suspension also deserves a solid mention, as it coped with a load being towed while remaining stable through corners and corrugations. You could tell this vehicle was tuned for Australian conditions and the task at hand.

OFF ROAD: 8/10

THE suspension is well-suited to undulations and is compliant when the going gets tough. Engaging 4x4 was quick and easy, however we did catch on the low factory side-steps a few times.

Steering is excellent, and gearing options available from the 10-speed transmission made it feel like there was a ratio for any situation. Our main gripe is that the traction control isn’t as good offroad as the Hilux; it’s good but not Hilux good. And that is being really critical.

INTERIOR & SAFETY: 6/10

THE Ranger XLT has a functional and ergonomically sound workstation, although the rear seats lack contouring and support on firm cushions.

Features-wise, the XLT makes do with manual seat adjustment but has cloth seats, carpet floor coverings, auto headlights and wipers, a leather steering wheel, dual-zone climate control and keyless entry.

The Ranger scored five stars in ANCAP testing back in 2015, but its equipment list in this area is not comprehensive, the XLT missing out on blind-spot monitoring, rear cross-traffic alert and adaptive cruise control. It features six airbags.

Practicality is improved for rear occupants by large cupholders in the doors. But the absence of USB ports or ventilation back there is redeemed by a 12-volt power supply, 230-volt inverter and a centre armrest with two small cupholders. For child seats are two sets of ISOFIX and upper anchorage points.

PAYLOAD: 8.5/10

COMPARED to our field, the tub dimensions are above average on most measurements. Meanwhile, the XLT’S goodies up back include four tie-down points, tailgate springs, spray-in liner and 12V power. Claimed payload is 1041kg.

We had reservations about how the XLT might fare with a load given it fails to push itself along at idle revs. But these worries are unfounded, the XLT offers blitzing laden acceleration, completing the 20 to 60km/h sprint in 3.6 seconds.

The Ranger stood out in ride and handling as one of the most composed. With 500kg in the tray, steering did lighten but was accurate and feel-some.