Ranger adds new tech, muscle
In its first major update since returning to the North American market some six years ago, the 2024 Ford Ranger re-enters the middleweight arena with more muscle, more agility, and plenty of new technology — all of which will be needed in the title bout against its archrival, the Toyota Tacoma.
Borrowing design cues from the good-looking redesign of Ford Super Duty HD trucks, the Ranger enters 2024 with signature Ford C-clamp LED headlights and taillights, large wheel arches, and a more sculpted look. The wheelbase is two inches longer, the track two inches wider, the approach angles better.
The interior is all-new, but the best news might be the answer to all those asking for more power: an optional 2.7-litre twin-turbo V6 will be available this summer. All Rangers in Canada are 4×4 only, with an electronic shifton-the-fly transfer case.
The 2.7L engine, the same one used successfully in the F-150 for years, brings 315 horsepower and 400 lb-ft of torque. Unfortunately, we didn’t get to drive any trucks with this engine at launch, instead chauffeuring only those with the base engine — the carryover 2.3-liter fourcylinder that delivers 270 horsepower and 310 lb-ft of torque.
While the 2.3 sounds small, it delivers big. Punch the throttle and there’s a surprising amount of forward thrust, so much so a huge swath of buyers will never need to spend more for the bigger 2.7. Ford would not say whether a hybrid or electric Ranger was in the works, nor would it say how much the 2.7L upgrade would cost.
Mated to a 10 speed automatic transmission, the direct-injection 2.3L was, however, always in the right gear at the right time. A forged-steel crankshaft and connecting rods, plus chaindriven dual overhead cams, make for a stout foundation. It feels smoother, with less turbo lag, and sounds quieter than the first-gen truck.
Fuel economy should be decent, in the 10 L/100 km-ish range for combined driving. It’s not surprising Ford kept this as the standard offering: it works really well in this truck, and it lacks the rougher characteristics usually found in a four-cylinder.
More satisfying — and possibly the best attribute of the new Ranger — is the incredibly comfortable ride it delivers. Great front seats help, but the suspension widening and fine-tuning return a more sophisticated level of chassis comfort than anyone would expect from a midsize truck — especially one still employing leaf springs.
In tight corners or rough asphalt, the Ranger remains well-balanced, pampering the driver with a high degree of composure and few harsh intrusions. Electronic steering offers average feedback, but it’s well weighted and comes with a heated-wheel option (although it wasn’t much more than tepid). Braking felt entirely natural.
Being available only as a Supercrew (four full doors) means some might have an issue with the only bed length available, a five-footer. But the bed has been widened between the wheel wells to just over 48 inches, so carrying plywood or drywall is now possible without janky supports. At 34.7 inches deep, the bed also deploys optional LED lighting (tucked away so as not to blind at night) as well as new zone lighting.
A new damped tailgate, stamped with Ranger on the back, is spring-loaded to lift with ease. Best of all, the new bed has large side steps to make getting in and out of it a breeze — a feature every truck on this planet should have. A 400-watt power inverter with an outlet is available, and payload is up a bit at 1,711 pounds. Maximum towing remains the same at 7,500 pounds (3,400 kilograms).
Trim levels are simplified.
Most exciting — and for the first time in North America — a Raptor version will be offered, bringing an entirely new level of off-road capability. While the Raptor starts at just under $78,000, it is followed by the Lariat, XLT, and XL. No 2WD Rangers will be offered in Canada, unlike in the U.S.
Pricing starts at CDN$41,870 for the XL; climbs to $46,120 for the XLT; and hits $54,320 for the Lariat. Add another $2,100 for freight and delivery. Those prices are less than a similarly equipped Tacoma, but the Raptor will be close to the hybrid Tacoma TRD Pro.
Assembled at the Michigan Assembly Plant in Wayne, Michigan, the new Ranger takes an equally big step forward inside. Much better materials and improved fit and finish join a standard 8-inch digital instrument cluster (or available full-screen 12.4-inch cluster). The graphics on the 12.4 are clear, colourful, and informative. The centre stack gets either a 10.1-inch or 12inch touchscreen with Ford’s Sync 4A system and standard 4G LTE modem.
Some of the icons on the 12-inch could be bigger for those over 40, but the vertical orientation contours well with the dash and is ideal for navigation. Thankfully, physical buttons for climate remain, plus there’s a volume-control knob! A new electronic shifter is simple enough, but feels a little small and awkward upon initial use. Drive modes are accessed via a rotary dial with a corresponding change in the instrument cluster. An available 360-degree camera will help with parking or off-roading. Parking brake is electronic, and updates to the head unit can be done over-the-air.
While there was some wind noise in the cabin over 120 km/h (75 mph) and during a very windy day on our drive in Utah, the Ranger’s cabin feels substantially refined, with zero squeaks, rattles, or clicks. At normal speeds, it’s truly quiet inside. An upper glove box and wireless charging are optional.
Storage space up front might be somewhat limited compared to the real estate offered in an F-150, despite a new shelf above the glove box, but the rear now offers that all-important fold-flat seat back for carrying the dog, gear, or anything that needs to sit flat. Under-seat storage cubbies remain as well. The rear glass now has a power sliding rear window, with a laser-cut-glass opening.
Ford has downloaded a ton of driver-assist features into the ’24 Ranger as well, from blind-spot warning (that works with a trailer) to active cruise to park assist and Pro Trailer Backup Assist, to seriously up its game in the midsize segment.
With its competitive pricing and optional 2.7L turbo V6 (a displacement the Tacoma no longer offers) it now has its best chance of taking home the middle-weight belt. Take a seat — this will be fun to watch.