SMALL OR JUST RIGHT?
Not all truck buyers want to say ‘super-size me,’ and this model will suit them nicely
Finally, smaller is coming back in style. Some pickup trucks have taken “full-size” to a whole new level of ridiculous proportions, to the point that it’s tough to get in and out of them, or even squeeze them into parking spots. Smaller trucks are now fairly close to what full-size trucks used to be. That should make them appealing to a lot of buyers who don’t need the extra capability — or the bulk — of a half-ton, but still want something with cargo capacity that isn’t an SUV. The Japanese never left this segment, but the North American automakers are coming back in, with Ford’s new Ranger the latest addition. Naturally, it’s larger than the old Ranger, which ended its run over here after the 2012 model year. Ford’s small truck remained in production in global markets, and our new one is a version of Australia’s Ranger, but with different suspension tuning, a fully-boxed frame, and different engine and transmission.
That power plant, the only one now available, is a 2.3-litre turbocharged four-cylinder, borrowed from the Mustang EcoBoost and making 270 horsepower and 310 pound-feet of torque. It’s mated to a 10-speed automatic transmission lifted from the F-150.
It starts as the SuperCab, with six-foot box, four seats, and small, rear-hinged back doors that require you to first open the front ones. The SuperCrew has a five-foot box, five seats, and four conventionally opening doors. American buyers can opt for two-wheel drive, but all Rangers in Canada are 4x4. Both come in two trim levels: the SuperCab XL at $30,969 and XLT at $35,539; the SuperCrew starts in XLT trim at $37,399 and my tester was the top-line Lariat at $42,289. Mine also had numerous options, such as a $3,000 technology package that included a luscious Bang & Olufsen stereo system that brought it to $49,409 before freight and taxes. That’s often a sticking point in these smaller trucks: tick off a few option boxes and you can overlap a full-size truck. The F-150, in 4x2 Regular Cab, starts at just $830 over the base Ranger. In essence, you’re paying proportionately more for a smaller truck. Think of it as spending to get the size that’s best for you, rather than shelling out more for a smaller mass of metal (which isn’t entirely aluminum as the F-150’s body is; the Ranger’s hood, tailgate, and front fenders are, but the rest is steel). Payload tops out at 1,650 lbs. for the SuperCab, and 1,560 for the SuperCrew. All Ranger models have a maximum towing capacity of 7,500 lbs., which Ford says is best in class. And it is — for a mid-size gas-engine truck — but the Chevy Colorado/GMC Canyon can pull up to 7,700 lbs. when the pricey 2.8-L diesel engine option is slipped under the hood.
Beyond its more manoeuvrable size, the Ranger is a comfortable driver. The steering is light and responsive, with an impressively tight turning circle, and while the ride can be a bit bouncy over bumps, that’s to be expected in an unloaded pickup.
The 4x4 system is part-time and meant for loose surfaces only; using it in four-wheel drive on dry roads can potentially cause tire and driveline wear. My truck was optioned with an FX4 Off-Road Package, priced at $1,400, which adds an electronic locking rear differential, all-terrain tires, and skid plates. The Ranger’s cabin design is handsome and uncluttered. It’s not the lap of luxury as you’d get in, say, an F-150 King Ranch, and in the mid-level that’s fine, although it’s a bit harder to reconcile so much hard plastic with my tester’s near50-grand sticker.
There are big dials for stereo volume and tuning, but the controls for my truck’s automatic dual-zone climate control are small buttons, set low in the centre stack, with toggles to adjust the temperature. The Lariat includes such niceties as heated leather seats, auto-dimming mirror, satellite radio, lane-keep assist, and a blind-spot monitoring system that takes into account the length of a trailer for easier lane changes in traffic. However, a heated steering wheel isn’t available, even as an option. The front seats are supportive and comfortable, and have eightway power adjustment with lumbar support on the Lariat. The SuperCrew is naturally roomier for second-row passengers than the SuperClub, and the rear cushion lifts up to uncover some hidden storage space below it.
Last year, Canadians bought just over 38,000 mid-size trucks, while Ford alone moved more than 145,000 full-size ones. But it’s a segment that’s poised for growth, and I think the Ranger is going to do well for itself here. Sometimes, less really is more.