Ford Ranger 2014 Review

It also took out the 2013 Carsales People’s Choice award in the Tradie category, where its weekday workhorse/weekend warrior status shone through.

motoring.com.au recently put the leisure aspect of the Ranger XLT Double Cab 4X4 to the test, leaving its working credential to one side to focus on the brute’s long-distance touring ability in that most testing of theatres – the family holiday.

Our test vehicle got to stretch its legs over the best part of 3500km, ferrying a family of four on a round journey from Melbourne to Port Macquarie, on NSW’s mid North Coast, sticking mainly to the bitumen but also taking in some fire trails for a little light off-road adventure.

There are 22 models within the Ranger family in 4X2 and 4X4 formats, spanning Single Cabs, Super Cabs and Double Cabs. The range can be broadly divided into four levels of spec, starting with the entry-level XL and continuing through the XLS and XLT models, culminating in the range-topping Wildtrak. Further Hi-Rider variants add extra ride height.

Our test vehicle features Ford’s TDCi Duratorq engine – a 3.2-litre, five-cylinder turbo-diesel that lays down 147kW and a hefty 470Nm, in this instance through a six-speed automatic transmission (six-speed manual also available) in a package with a 2159kg kerb weight. That compares with 126kW/343Nm and 1940kg for the equivalent HiLux, 140kW/450Nm and 1977kg for the equivalent Navara (although a more powerful V6 engine is also available), and 131kW/400Nm and 1926kg for the equivalent Triton.

The Ranger’s top-spec 3.2-litre turbo-diesel is backed up with a more frugal 2.2-litre turbo-diesel and a 2.5-litre ‘Duratec’ petrol engine.

Peak torque in the 3.2-litre donk is delivered from 1500 through to 2750rpm, and that 470Nm sees it lunge forwards with impressive urge. From a standstill there’s a small amount of lag as the turbo winds up, but it’s not excessive and we acclimatised soon enough.

Acceleration is impressive, the Ranger charging up to three-figure speeds in a manner that belies its bulk. From 110km/h onwards overtakes are more calculated affairs; the Ranger is more about heavy-hauling potential and sheer grunt rather than outright power and speed.

Given its brief and size, the Ranger delivered an average fuel economy figure of 9.8L/100km over the course of a couple of weeks. That’s pretty good going, bearing in mind the figure was achieved with a reasonable load on board. With a full tank of diesel the trip computer indicates a potential range approaching 900km.

Loading up for a family escape is a breeze. The rear tub swallows a stack of gear, in this instance protected by Ford’s factory accessory tonneau. The tonneau provides good weather protection, only letting in a few drops of water during a prolonged downpour as we push on up the Hume Highway. Tradies will appreciate the easy-to-clean plastic tub lining as well as the six tie-down hooks and the 12V power outlet (handy for fridges). The tailgate is a heavy, sturdy item but it needs to be locked manually – it’s separate from the cab’s central locking.

Installing two booster seats was relatively easy but while mounting points are provided, the physical anchor-point hardware isn’t. A minor point, but a little surprising in a $55k vehicle in which kids seats won’t be uncommon. Our Ranger’s rear seats hosted a three-year-old and a five-year-old, and while it’s a bit of a climb for littlies to hop in, the job is aided by the side step-rails, and once strapped in they have an excellent view of the passing countryside. The front passenger’s ascent is aided by a grab handle.

The interior in general is roomy and comfortable. Even the rear bench seat – a cramped affair in many dual-cabs – offers decent leg room. Our miniature back-seat test pilots certainly had no complaints, while even adults of an average height will find the aft accommodation entirely palatable.

The passenger and driver’s bucket seats are supportive and comfy over a long day’s drive, and the tasteful cloth fabrics give every hint of standing the test of time. All the usual manual adjustment is on offer.

The dash is finished in a mix of durable plastics and it’s thoroughly modern and classy. Niceties include effective dual-zone climate control, rain-sensing wipers, a powerful four-speaker audio system with Bluetooth connectivity and voice control, Bluetooth telephony and USB integration.

A 4.2in colour multi-function display brings up the info but sadly there’s no integrated sat-nav – that only comes standard on the flagship Wildtrak. There’s also no reversing camera (also standard on the Wildtrak) but rear parking sensors are provided. When parking in tight car parks, where the Ranger’s appreciable turning circle must also be taken into account, they’re very much appreciated.

The interior features continue with a chilled and sizeable ‘cool box’ in the centre console, overhead sunglasses storage, twin centre-console cup holders, deep storage pockets in the doors and three auxiliary power outlets (two front, one rear).

The infotainment system is easy to navigate and we particularly liked the controls for the stereo/phone and cruise control conveniently mounted in the face of the steering wheel. Accessing the trip computer, however, was a little tricky – only reaching around the steering wheel gives access to the stalk protruding from the tacho, which on a central digital display brings up features including range to empty, fuel consumption, trip meters and ambient temperature.

On the road the Ranger impressed, its coil-over-strut wishbone front suspension and leaf rear suspension delivering a nicely compliant ride. The ride is noticeably softer than some competitors -- like Volkswagen’s Amarok or even Mazda’s BT-50 -- even though the latter is essentially the same machine beneath different styling. The ride also improves with weight, though is still good when unladen. The softer ride was welcomed over several 700km days, yet the Ranger still corners fairly flat on a winding road, its body roll controlled nicely for a vehicle of these dimensions.

The Ranger is also impressive for what you don’t notice, namely interior NVH (noise/vibration/harshness). On the highway it’s actually remarkably quiet in the cabin, with little to hear beyond the pleasing, soft growl of the turbo-diesel.

The six-speed auto operates smoothly and sweetly, and when the hills swing into view it’s time to flick the shifter to the right to engage sports mode. This essentially allows the engine to carry a few more revs before shifting up, while pushing the shifter forward or back from this position selects manual sports mode, giving the driver full control of gear selection.

The anti-lock disc/drum brakes are powerful and offer plenty of feedback. There’s little initial bite, just smooth, progressive power.

Visibility is decent, but not great, due mostly to its height. The expansive mirrors provide an excellent, distortion-free view to the rear but the blind spot is appreciable thanks to a fairly wide B pillar. Also, parents should note that any booster seats further encroach on visibility through the back window.

The pleasing ride continues on the dirt, where the Ranger – shod with 17-inch alloys with conservative Dunlop Grandtrek tyres – was surefooted in the dry, loose and dusty conditions. Travelling solo and with little kids in tow we never strayed off the fire trails, but the Ranger has a comprehensive raft of features for those willing to push its limits.

Switching from two-wheel drive to four-wheel drive (high range) can be done on the fly, while selecting low range must be done at a standstill. The Electronic Locking Differential can be engaged at the push of a button, offering greater offroad traction when required. Conversely, the traction control can be switched off, too. A Hill Descent Control lends further assistance on particularly gnarly off-piste slopes.

In fact, the Ranger boasts of a comprehensive array of safety features, which have helped it on its way to achieving its five-star ANCAP safety rating. Safety used to be the Achilles heel for this class of vehicle, but no longer (well, for most). Our Ranger XLT Double Cab 4X4 comes standard with driver and front passenger airbags, front seat side airbag and side curtain airbags, stability control, anti-lock brakes, emergency brake assist and trailer sway control.

We didn’t give the Ranger any tow tug duties but with a 3500kg braked towing capacity and a 350kg maximum towball limit, rest assured it’s a heavy duty toy hauler. From boats to trailers, campers to caravans, a rig like this means business (or pleasure). Incidentally, that towing capacity is 500kg more than the top-spec Nissan Navara and 1000kg more than the Toyota HiLux.

At $55,390 (plus on-roads) the Ranger XLT can’t be had for loose change, but it sure packs in plenty of ability, technology, and refinement for the money. The quality of build is hard to fault both inside and out, and we think our test vehicle looks particularly striking in Aurora Blue.

Since the latest generation’s introduction in late 2011 the Ranger has built itself an enviable reputation, and for tradies with toys, or kids – or both – it’s a formidable and eminently flexible platform.

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