First drive review: Ford Ranger

• FORD RANGER
• Price range: $46,990 to $80,490 (Estimated Clean Car fee $1840 to $5175)
• Powertrains: single turbo 2.0-litre diesel, biturbo 2.0-litre diesel, single turbo 3.0 V6 diesel, biturbo 3.0-litre V6 petrol, economy range 7.6L/100km (XL rear-drive single cab) to 11.5L/100km (Raptor), six-speed and 10-speed automatic, 2WD and AWD.
• Body style: Single cab, extra cab and double cab utes.
• On sale: Now.

After a year of sneak previews the new Ford Ranger has arrived. The climate for utes is hostile, yet it’s hard to see anything keeping this model line maintaining status as a Kiwi favourite.

Make me an instant expert: what do I need to know?

It’s the new generation of Ford New Zealand’s most important model for the past decade. The previous Ranger has accounted for up to 75 percent of the company’s total sales.

READ MORE:
* Ford debuts Ranger in New Zealand at Boat Show
* New Ford Ranger prices revealed
* Ford reveals new Ranger’s big numbers
* Volkswagen reveals all-new Amarok ute

Will the new do as well? In the age of legislation designed to hobble ute addiction, some might argue it really shouldn’t. Every Ranger (though, to be fair, every diesel ute) cops a Clean Car penalty, but the line’s average CO2 has risen through inclusion of V6s.

That might sound like an own-goal, yet is more like a winning score – Ranger buyers wanted a bigger engine and pre-orders are astounding with 5055 sales sign-ups so far. That’s basically 50 percent of last year’s market-dominating sales total and the V6s are the hottest choices, local boss Simon Rutherford says.

Most are going diesel and the factory is stretched. Anyone ordering a Wildtrak with that powerplant now and won’t see it before February. There are also 691 orders for the yet-to-launch (so not on this event) Raptor, whose twin-turbo petrol V6 is a bad boy both ways, being not only the most powerful engine used by Ranger but also the thirstiest, highest-CO2 emitter.

The new generation Ranger spawns from the first, even if only the basic chassis is common and there’s reinforcement it’s tailored with Australasian conditions and requirements foremost in mind.

Change starts with a fresh face. Customers also said they wanted a tough new look; Ford wanted it to adopt the same styling as its US sales giant, the F-150 truck; hence the widened stance and C-Clamp daytime running lights. Setting the standard for car-like comforts and ambience got previous Ranger off to a great start; the new plays even more strongly to that theme, with more premium interior and another lift in tech, including safety assists.

Like the last one, the Ranger is auto only in New Zealand. Base models retain six-speeds, but the 10-speed is now the dominant choice. Most with that go to a shift-by-wire used by Blue Oval passenger cars, though the small rotary twister you’ll find in a Focus or Puma is expunged for a stubby hand shifter. Ford’s research showed Ranger customers expected something more robust than a dainty dial.

The line again spans single cab, extra cab and double cab and has utilitarian XL and XLT models, but expect those farm and worksite-fit options to take a back seat to the family-flavoured, recreation-themed Sport and Wildtrak, whose grunty diesel V6 (as an option to the biturbo 2.0-litre) and lift from on-the-fly to full-time four-wheel drive are clear attention-magnets.

Where did you drive it?

We got to test the line’s mud-churning and rock-clambering credentials at ‘Outfoxed’, a bespoke off-roading venue at Te Awanga near Havelock North, and also drove it over a mix of sealed and gravel roads in the immediate vicinity, including dips in the Tukituki River and a stream to test the 900mm wading depth.

The off-roading was shortened due to the area being dumped with a month’s load of rain over the past week, but the vehicle coped fine with the plotted challenges. Both the part-time and full-time all-wheel drive systems were tried and neither had any trouble.

Ford New Zealand supplied me with a last generation Wildtrak X to drive to the launch event. Hopping from that into the new-gen equivalent was massively revealing; the old jigger can hold its head high, but the new raises the bar again.

With Sport and Wildtrak in biturbo and V6 the driving experience feels much more refined and well-sorted. You note, in particular, how much sharper, more linear and better-weighted the steering is. Everything driven was unladen, yet the ride is more composed than previously in that state. The Wildtrak is closest to an SUV; the Sport and lower grades have more jiggle, but none are uncomfortable.

What’s the pick of the range?

Wildtrak or Sport … it’s a hard one. The second is a dark horse at it offers with diesel V6 for the same money, $75,490, as is asked for a biturbo version of the Wildtrak, which has the six-cylinder for an additional $5000, but skimps on some spec, though nothing you can’t live without.

If you’re one for comforts, the Wildtrak remains the best deal, regardless of which of the two engine choices is box-ticked. Making that powerplant determination is the big call.

The biturbo was the previous line’s premium engine (it debuted in the Raptor before becoming an option on others) and it keeps impressing for hefty punch. If ever an engine undermines the whole ‘there’s no replacement for displacement’ ideal, it’s still the biturbo.

And yet, if ever there’s an engine to prove that hoary old saying actually DOES contain a kernel of truth … it’s the V6.

As impressive as the twin turbo four is in isolation, it’s simply not a match for the six-cylinder in any stand-off. On paper, the latter ‘only’ has a 29kW/100Nm advantage; in all driving conditions, it simply consistently felt far more muscled and relaxed.

All it does is accomplished with less effort; it purrs in challenges that make the 2.0-litre roar. On the road, it’s also simply stronger and quieter. Yes, it’s thirstier, but according to official testing, overall consumption is just 0.8 litres per 100km greater.

Why would I buy it?

Best in class. Outgoing Ranger remained a sector barometer all its life. The new builds on that quality.

Ford says its goal was to make this ute feel more premium and polished. They’ve aced that and more. The impressively composed ride and dynamic feel, plus the fresh cabin treatments make the Ranger special. The diesel V6 and a huge technology imprint, which thanks to over-the-air update ability will keep enhancing, is just as compelling.

Why wouldn’t I buy it?

The front is a bit too bullish and there are some minor interior design irks. The back bench is more comfortable and deeper sculpting of the front seat backs allow more knee room, yet rear seat space remains a bit tight. Small item storage space around the cabin is weirdly limited. How come Wildtrak alone has a neat dual glovebox design (and the best cupholders)?

Aside from that, you’re nervous about ute tax fees rising and drawing the ire of extreme environmental crusaders.