Ford Ranger
Pick-up is proving its worth day to day and as a track-day support vehicle
TWO of the certainties when I’m running a long-term test car are that it will tow a trailer, and that it will become a test bed for the various products I put through their paces for Auto Express.
The Ranger is no exception, because its rear window has been used to create some baked-on debris in our bug-cleaner test and, more recently, I’ve been doing my best to turn the Sea Grey Wildtrak white. Not that I don’t like the metallic grey, but rather I was testing snow foam lances (see page 58).
So multiple coats of Autoglym Polar Blast were sprayed on, left to work to assess foam thickness, then pressure washed away. The large panels were ideal to monitor run-off and it also gave me a chance to test the hard-top’s leak prevention. While other tops I’ve tested let water in quite easily, none made it in to the big Ford’s load bay.
And I’ve been putting that load bed to regular use ferrying tools, tyres, and other kit to various track days and competitions. It’s where a pick-up comes in to its own, with driver and passengers kept separate from the smelly, dirty bits. It also means I can carry fuel in the tow car without filling the cabin or track car with the dubious whiff of super-unleaded.
As the days have got shorter those track visits have often started and finished in the dark, so I’ve come to appreciate the powerful bi-xenon headlights with their automatic dimming. Trouble is, they were a fair bit too good for oncoming drivers, who regularly thought I’d not dipped the headlights. At first I thought the trailer was causing the front of the Ford to rise and point the headlights high, but a test minus trailer revealed the problem was still there.
The minimalist handbook left me none the wiser, but careful inspection of the light switch revealed a small control that could be released with a push. Twist and there’s a choice of headlight positions.
The only other niggle is the 10-speed automatic transmission. It always seems
to find the correct gear, but the changes are not always seamless. I also need to wait a few seconds when first starting the car before I can engage Drive.
Still, the engine is a gem whether it’s towing a car on a trailer or trickling around town. Delivering 210bhp and, crucially, 500Nm of torque, it is more than able to tow my track cars, and you need to keep a keen eye on the speedo when accelerating on to a motorway to stay within the law.
There’s no getting away from the Ford’s size, however. There’s a rear-view camera and warning sensors, but reversing in to my driveway and alongside the house seems to set all of them off. I also keep getting caught out by the large turning circle.
Despite the size and spending a lot of the time towing, fuel consumption has been 28.6mpg. Not ideal, but better than I have seen in other pick-ups doing the same mix of driving. The onboard computer was fairly near the figure, too, which is useful.
The cabin is a pretty good place to be, with Apple CarPlay, DAB radio and effective heating and air-conditioning. Plus, the Ford’s heated seats have been very welcome indeed on cold, early morning starts.
So far, I’ve only made day trips in the Ranger, but an upcoming week’s break in Wales will reveal how it fares over a longer period. Based on the first three months with the Ranger, I’m looking forward to it.
“Unfortunately, I keep getting caught out by the Ranger’s large turning circle”