Ford Ranger

Today’s Ford Ranger is instantly distinguishable from its predecessor. The large rectangular grille is trisected by two thick horizontal bars and framed on each side by big rectangular headlamps. Below, the chunky bumper juts out from the bodywork with a wide central air intake and deeply recessed fog lights. Mitsubishi’s L200 has been credited with adding curves to the UK pick-up design language but the Ranger remains all straight lines and angles. Only the bulging wheelarches deviate from this setsquare theme and the high window line adds to what is a highly purposeful look.

Power is supplied by a 2.5-litre common-rail injection engine that we can reasonably expect to be streets ahead of the 2.5-litre direct injection unit from the old Ranger. It’s up on power for a start, producing 142bhp as opposed to 108bhp and doing so at a usefully low 2,000rpm. Many operators will be more enamoured with the 22% improvement in fuel economy, however. Torque of 330Nm at 1,800rpm puts the Range’s powerplant amongst the best in the class and promises muscular performance for towing duties and offroad work. The engine features a Dual Mass Flywheel which sharpens responses while also reducing vibration and a variable geometry turbocharger is employed to cut turbo lag and extend the torque band.

The common-rail architecture of the Ranger’s engine has intrinsic benefits when it comes to the pick-up truck’s old adversaries, noise, vibration and harshness (NVH) but Ford have also taken additional preventative measures. This Ranger is stiffer all round with revised engine and body mounts to control vibrations being transmitted through the vehicle. The chassis frame is stronger too with door seals and upgraded insulation also acting to muffle road noise.

The Ranger’s driving experience has never been of a standard that was in-keeping with the Blue Oval’s passenger cars. Where the Focus and Mondeo lead their respective classes on grounds of steering sharpness and chassis balance, Ford’s pick-up was always a bit of a blancmange by comparison. Larger suspension control arms, shock absorbers and spring bushes combine with bigger wheels to enhance the ride quality in the latest version. The spring and damper settings have been specially tuned to give optimum handling whether the vehicle is laden or unladen and a revised rear stabiliser has been introduced along with an improved hydraulic braking system with ABS on all four wheels. For offroad jaunts, ramp and departure angles have been maximised and the 4x4 system can be electronically engaged while on the move.

The Ranger’s interior reflects the growing popularity of pick-up trucks as business vehicles that can also double as family transport on weekends. The workmanlike decor in the old Ranger and other previous generation pick-ups can no longer cut it. Angular styling themes are carried over from the exterior with chrome detailing very much in evidence. Much thought has been given to the provision of storage space, there are no fewer than five cup holders, a pull-out tray in the instrument panel and two deep storage bins in the centre console to keep your odds and ends in check.

Ford are set to continue the popular Thunder high-spec derivatives for buyers who really want to push the ‘lifestyle’ boat out. These feature a tubular sports bar to beef-up the front end, chrome side sills, leather seats, a six CD stereo and air-conditioning, amongst other things. All Ranger models get twin front airbags and seatbelt pretensioners with further safety equipment available from the options list.