On The Road
It takes only a few moments behind the wheel to see how much of an improvement the new model is. Without doubt, the single aspect of the old Ranger that showed its age was the engine; it was unrefined, underpowered and with above-average appetites for fuel and servicing.
The new TDCi unit addresses all of these criticisms very clearly, being much smoother and very flexible. There’s some combustion noise under power when cold, but it soon gets quieter. At 70mph, the loudest noise is a little wind roar, with the motor only just audible in the background, and road noise is acceptable.
The performance improvement measured at the proving ground is a clear two seconds on the old model, but more impressive is its flexibility and sharper response. The engine red-lines at 4,500rpm, although there is little to be gained by using the highest 1,000rpm.
Although six-speed transmissions are becoming fashionable in the pickup sector, the Ranger manages quite well with five, making precise shifts. Unlike some competitors, Ford has stayed with the proven mechanical selection system instead of the electrically controlled alternative.
While not as sexily state-of-the-art as a push-button system, it is probably more reliable in the long term as there are no electronics to go wrong. A dash-mounted RFW switch needs to be pressed to release the freewheeling front hubs after using four-wheel drive.
The engine now features an anti-stall function, which aids low-speed manoeuvres off-road. As a test, the Ranger managed to start from the steep approach to CM’s car park in high first with no throttle input, although our off-roading exercise eventually found its limits. It failed only in an off-road situation where more momentum was needed, but it’s still an impressive feature.
Ford’s engineers have chosen to compromise the ride more towards firmness than some other recent arrivals have done. On well surfaced asphalt the handling benefits are appreciated, but on poorer surfaces it loses out to softer rivals.
At full weight, the ride stays much the same, although steering suffers slightly thanks to the nose-up attitude, but not to a dangerous level. One downside of the firm settings is that, in two-wheel drive, the extra torque makes traction even more of a challenge than before.
Even negotiating a tight roundabout with restraint is likely to produce a squeal from the tyres in dry conditions, while a heavy foot on a greasy road could easily result in the view rotating rapidly. We’d like to see traction control available, at least as an option.
Steering is precise, and there is little body roll, but the turning circle is slightly disappointing, with mini-roundabouts and multi-storey car parks still requiring a bit of forethought.
The brakes have been uprated with twin-piston callipers and slightly thicker discs; they work effectively with the well calibrated ABS. Shame about the retention of the dash-mounted umbrella-handle parking brake, though. While it does its job at a stretch, it’s the sole survivor from a bygone age.
Cab Comfort
The completely redesigned interior has lots of aluminium inserts and carbon fibre-look surfaces to give a contemporary feel, while black leather on the seats, door panels, gear knobs and four-spoke, air bag-equipped steering wheel adds class. Access to the front seat is very good, but getting in and out of the back is through a rather tight aperture. The Super extended cab with its rear-hinged doors and no B-pillar is probably easier. Once aboard, the back seats are comfortable enough for three, with sculpted outer chairs and a drop-down armrest.
The driving position could do with being lower for some, as the driver’s eye lines up with the top of the screen if he has a tall back. With the sun visor down, it is downright difficult to see out. Apart from that, visibility is very good with large, businesslike external mirrors. The newly raised bonnet line makes it easier to place the front, and reverse-parking sensors, standard on the Thunder, take care of the rear.
As befits its range-topping status, the Thunder is well equipped. Besides the trim already mentioned, there are two airbags, alloy wheels and lots of exterior chrome. The impressive radio incorporates a six-disc in-dash CD changer with the ability to play MP3 discs, but no iPod connection or Bluetooth telephone function is apparent. Beyond the height-adjustable steering column, instruments comprise a central 120mph speedo and dual-memory digital odometer, with 180o rev counter on the left, red-lined at 4,500rpm, plus fuel and temperature gauges to the right. They all have unusual bright green needles.
An ‘off-road information centre’ binnacle on top of the dash includes a compass, with interior and exterior temperature displays, which are moderately useful. But the longitudal and lateral displays are about as useful as a pair of blue neon washer jets.
Much of the switchgear is on the column stalks while a secondary bank of switches on the right includes headlamp levelling, panel light rheostat, RFW release switch and rear parking sensor override. Powered window and mirror adjuster controls sit in the driver’s door.
Rotary heater controls are mounted below the radio and, as with the rest of the switchgear, they feel smooth and high quality. Virtually hidden beneath the dash is the recirculation control lever. While we’re on the subject of the heater, it works well enough, but there doesn’t appear to be any way of preventing air flowing into the cabin with everything closed, apart from selection recirculation.
Plenty of storage space is provided, including a large lockable glovebox, dual-level centre armrest storage bin, large door pockets, a number of smaller bins and three cup holders incorporating a relocatable ashtray. Two power sockets are mounted on the dash in front of the gear lever, one incorporating a lighter.
Without a manual, finding the fuel tank release was arguably the biggest challenge, as it is not visible from the driving seat. It was eventually spotted beneath the dash, next to the bonnet release. Filling the tank accurately was a major chore, as it took at least 10 litres and 20 minutes to brim after the initial cut-off. Build quality throughout is high, with no creaks or rattles, everything fitting as it should.
