Ford Ranger 3.2 v Ford Ranger 2.0 Bi-Turbo 2019 Comparison
Rule of thumb says there is no replacement for displacement. The 2019 Ford Ranger wants to turn that thinking on its headThe old saying goes there is no replacement for displacement. That’s always been the case when it comes to pulling a load: traditionally, the bigger the engine, the better the tow tug. But is technology is starting to displace displacement? The performance of Ford’s new, high-tech 2.0 Bi-Turbo four-cylinder diesel engine, adapting twin-turbocharged technology to deliver 157kW/500Nm, surpasses Ranger’s carryover 3.2-litre five-cylinder workhorse by 10kW and 30Nm. But how well do those on-paper numbers from the clever little twin-turbo oil burner stack up against the larger, old-school single turbo version when it comes to towing?
Ranger range
The only way to answer that is to line up the pair with a big caravan behind each. We’ve assembled the 2019 Ford Ranger XLT Double Cab in both carryover 3.2-litre five-cylinder and all-new 2.0-litre forms to slug it out with a 2600kg tandem-axle caravan behind them.
Ford’s 2.0 Bi-Turbo Ranger was introduced to Australian customers earlier in 2018 via the halo model in the 2019 Ford Ranger commercial vehicle series, the Ranger Raptor, which uses the same engine and transmission, but uses beefed-up suspension to offer more off-road chops. The engine is now available elsewhere in the range, and is standard on the closely related seven-seat Ford Everest Titanium SUV (and optional on the Trend) and optional for the Ford Ranger XLT and Wildtrak.
No-frills versus high-tech
There’s nothing fancy about the single-turbo 3.2-litre five-cylinder engine that Ford introduced with its all-new Ranger in 2011. Its peak 470Nm spreads over a wider rev range than the smaller engine, from 1750 to 2500rpm (the Bi-Turbo’s 500Nm is on tap from 1750 to 2000rpm). The 3.2’s peak 147kW arrives early in the rev range, at 3000rpm, while the 2.0-litre spins out to 3750rpm before delivering its 157kW peak.
The 2.0-litre twin-turbo engine wouldn’t be as good as it is without the Ranger’s newly introduced 10-speed automatic transmission. Similar to the 3.2’s carryover six-speed auto, it’s a conventional single-clutch torque converter transmission – there’s no CVT or dual-clutch auto here. Seventh gear is a direct 1:1 ratio, with eighth, ninth and 10th gears all overdrives.
The transmissions also differ in the way they works. While the 10-speed ’box has a Sport mode for more aggressive gearshifts, it lacks the six-speed auto’s Tiptronic-style manual mode. Instead, the 10-speed auto has a rocker switch mounted on the side of the gear lever to hold the transmission in a gear – you can lock out from 10th gear back to second gear.
The 2.0 Bi-Turbo also gains features that the 3.2 does not, including an idle-stop function that saves fuel by switching off the engine while stopped at the lights or in traffic.
The final drive ratios are also different: they’re 3.31:1 in the Bi-Turbo versus 3.73:1 with the 3.2 auto. A lower final drive means less torque at the wheels, but a higher top speed.
The Ford Ranger XLT is well specified, with keyless entry and push-button start, SYNC 3 infotainment (with 8.0-inch colour touch-screen, Emergency Assistant, Android Auto, Apple CarPlay and a reversing camera), leather interior, HID headlights and LED daytime running lights all standard.
Also standard on the Ford Ranger XLT is Ford’s 3500kg-rated towbar with 12-pin wiring.
Optional extras
Options fitted to both vehicles were the Redarc Tow Pro electric brake controller (available as a Ford licensed accessory for $799, including fitting), and the $1700 optional XLT Tech Pack, which added adaptive cruise control with forward collision alert, pre-collision assist (automatic emergency braking that will also detect pedestrians), automatically dipping high-beam headlights, a driver fatigue monitor, a lane-keeping warning, a partially assisted parking system, and speed sign recognition.
As tested, the Ford Ranger XLT Double Cab 3.2 auto is priced at $59,890; the Bi-Turbo model is $61,090 (both prices include on-road costs).
Hooking-up time
Both versions of the Ranger took turns pulling a 2610kg Willow RV Conifer caravan with a 200kg towball weight. Each shared the load getting to and from the test location 30km out of Melbourne, and then driving for photography and video. They were driven over a 50km test loop that included 80km/h and 100km/h zones, hill climbs, descents and a mix of road surfaces.
The new engine option hasn’t taken away the Ford Ranger’s core towing strengths: the supple, almost SUV-like ride quality, light, direct steering and solid, planted feel on the road with almost any trailer behind it.
The Ford Ranger’s interior is comfortable and spacious, even if it is starting to look dated. Some controls are starting to seem old-hat, too, such as the right instrument cluster quadrant that, for example, won’t show the tacho and trip computer info at the same time. Instead, drivers have to cycle through a cumbersome menu to see each display independently.
The engines’ outputs may seem very similar, but how they work on the road, especially when towing, could not be more different.
Super-smooth 2.0-litre
The Ford Ranger’s 2.0-litre engine is quiet and smooth for a diesel, although when towing it has a booming noise under load around 2600-3000rpm. It’s all relative; compared with the best passenger car or SUV diesel from Europe, it is not all that refined, but in this company it seems silken smooth. Left to its own devices under heavy throttle, the engine spins up quickly with no signs of turbo lag and upshifts occur about 3700rpm. Redline is at 4500rpm, and while the 2.0-litre will reach it easily when holding gears, there is no point in wringing it out to the limit.
The transmission shifts like a dual-clutch one; quickly and decisively. When not climbing hills or overtaking, the auto keeps the engine spinning in the 2000-2500rpm range, right where it needs to be to deliver its best. In lower gears, the rev drop between shifts is only 400-500rpm.
Five-cylinder shock
Jumping into the Ford Ranger’s 3.2 after the 2.0 is a bit of a shock. The characterful 3.2 delivers such great real-world torque that you forgive its rough edges, but after driving the 2.0 the bigger engine’s rough edges really stick out: it is harsh and noisy. From around 2500rpm you can feel the engine’s vibrations through the accelerator pedal, and from about 3000rpm the engine-driven cooling fan roars loudly. By 3800rpm (in manual mode; left in Drive the upshifts will occur around 3200rpm) the in-line five has just about run out of puff. Don’t take the 4750rpm redline seriously.
The five-cylinder engine in the Ford Ranger is much happier if kept in the 2000-3000rpm range, but even then torque is laid on so thickly that even with a heavy caravan on the back, in RWD mode you’ll get wheelspin from the rears in slippery conditions.
The engine drops about 800rpm during upshifts, but there are no obvious ratio gaps with the six-speed auto, perhaps because the 3.2 has such a nice, wide torque band.
On the test loop, the 2.0-litre climbed the hill holding 95km/h while the 3.2 achieved 90km/h.
Where the five-cylinder outperformed the four was in engine braking. With the 3.2-litre unit, we could peg speed at 80km/h heading down our test hill. In contrast, we had to feather the brakes on the 2.0-litre-engined version to stop the rig running away on us.
At 100km/h the 2.0 would sit in ninth gear with the engine spinning at 1600rpm, while the 3.2 hit sixth gear with the tacho showing 1900rpm. However, the 2.0 wouldn’t stay in ninth for very long, needing regular downshifts to maintain speed.
Fuel figures
Fuel use on test was slightly in the 2.0-litre Ford Ranger’s favour: 18.2L/100km versus 18.9L/100km for the 3.2.
Running costs
There is not much in it for Ford’s capped price servicing costs, with the 2.0-litre version of the Ford Ranger XLT costing $2300 over five years/75,000km versus the 3.2’s $2455 over the same period and distance (both have 15,000km/12 month service intervals) making the 2.0-litre version $155 cheaper in the long run.
Wrapping up
The on-paper differences are relatively small, but in real-world towing the Ford Ranger XLT 2.0 Bi-Turbo is marginally quicker and more efficient than the Ford Ranger XLT 3.2. What the figures don’t show is how much more relaxed the 2.0-litre is over the 3.2 – the smaller-engined version gets on with the job with less fuss. Put simply, while the 3.2 remains a great engine for towing, the Ford Ranger’s tech-laden 2.0-litre Bi-Turbo is better at it.
It seems there is a replacement for displacement after all.
How much is the 2019 Ford Ranger XLT 3.2?
Price: $59,890 (as tested, plus on-road costs)
Engine: 3.2-litre five-cylinder turbo diesel
Output: 147kW/470Nm
Transmission: Six-speed automatic
Fuel: 8.9L/100km (ADR combined)
CO2: 234g/km (ADR combined)
Safety Rating: Five-star ANCAP
How much is the 2019 Ford Ranger XLT 2.0 Bi-Turbo?
Price: $61,090 (as tested, plus on-road costs)
Engine: 2.0-litre four-cylinder twin-turbo diesel
Output: 157kW/500Nm
Transmission: 10-speed automatic
Fuel: 6.7L/100km (ADR combined)
CO2: 195g/km (ADR combined)
Safety Rating: Five-star ANCAP
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