Introduction
The world of automotive design is like a Ferris wheel from which old models step off only for their replacements to climb aboard. As far as pickups are concerned, though, it looks as if they’re all crammed into a few adjacent compartments. After a few years of no change in the sector, virtually the entire market place has been renewed within the space of barely 12 months. Ford’s ranger is just about the last model to join in, with only its close cousin from Mazda still outstanding for a few more weeks.
Since its launch in 2000, the Ranger has been a success for Ford. Regularly appearing in the upper reaches of the sales charts, it has returned the brand to a sector it abandoned after the demise of the Sierra-based P100.
However, if the Thai-built Ranger has had a problem, according to some industry pundits, it’s because it hasn’t been Japanese enough for a sector in which that seems to be a selling point. Even if its arch rival the Nissan Navara is actually built in Spain, and Toyota’s Hilux in South Africa.
Product Profile
Our test model was on the first shipment to arrive from Thailand. No sooner had the wheels rolled onto the Southampton quayside, than number plates were fitted and Ford employees were sent away with orders to come back in 48 hours with at least 800 miles on the clock. Ours was delivered a mere five days after landing in the UK. In fact, it beat the driver’s handbook, so if we criticise the Ranger for something covered in the guide, we apologise in advance.
The Ranger line-up is much as before, with Regular, extended Super and Double Cab versions, and standard, XLT and Thunder trim levels. All have the same driveline in 4x2 or 4x4 form. Mechanically, the biggest change to the engine which features a mew double overhead camshaft cylinder head with four valves per cylinder and electronic common-rail injection on its 2.5-litre block.
Power is up from 107 to 141hp and torque from 266 to 330Nm. Styling has been cleverly treated, with a bulging new bonnet creating a much bolder appearance, despite the actual wing height being much the same as before, suggesting limited changes to the structure. Inside, the fascia is brand new, giving a thoroughly contemporary appearance. Outs, as are all of the first batch, is a Thunder Double Cab 4x4 in metallic silver.
Productivity
Ford insiders claim unofficially that the new engine is up to 20% more efficient than its predecessor. While our test results of 28.7mpg laden and 31.2mpg unladen don’t show quite that kind of improvement, they are definitely a step in the right direction, bearing in mind the lack of miles on this particular example. And service intervals are now more acceptable, if not outstanding, at 12,500 miles or 12 months.
The spec sheet and the law say the Ranger double-cab carries more than a tonne, but unless your load consists of gold ingots secured to the front of the load bed, you aren’t going to get a tonne in the back and remain legal.
This criticism, a mathematical function of the fact that some 75% of the bed is behind the axle, is far from unique to Ford. If you really need to have a tonne in the box, you need the Regular single cab. But then, if you carry four burly workmen in the cabin, the remaining 600kg or so will go nicely in the back.
