First driving test: Ford Ranger

• FORD RANGER
• Price range: $46,990 to $80,490 (estimated clean car cost $1840 to $5175)
• Powertrains: single turbo 2.0 liter diesel, biturbo 2.0 liter diesel, single turbo 3.0 V6 diesel, biturbo 3.0 liter V6 petrol, fuel efficient range 7.6 l/100 km (XL rear-wheel drive single cab) up to 11.5 l/100 km (Raptor), six-speed and 10-speed automatic, 2WD and AWD.
• Body Style: Single cab, auxiliary cab and double cab.
• For sale: Utilities.

After a year of sneak previews the new Ford Ranger has arrived. The climate for utes is hostile, but it’s hard to see this fashion line maintaining Kiwi-favorite status.

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

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

READ MORE:
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* New Ford Ranger prices revealed
* Ford unveils big numbers for new Ranger
* Volkswagen unveils all-new Amarok ute

Will the new one do it too? At the age of legislation designed to combat addiction, some might argue that it really shouldn’t. Every Ranger (although, to be fair, any diesel engine) gets a Clean Car penalty, but the line’s average CO2 emissions have increased with the addition of V6s.

That may sound like an own goal but is more of a winning score – Ranger buyers wanted a bigger bike and pre-orders are staggering with 5055 sales signups so far. That’s basically 50 percent of last year’s market-dominant sales total and the V6s are the most popular choices, says local boss Simon Rutherford.

Most go on diesel and the factory is stretched. Anyone who orders a Wildtrak with that power source now and doesn’t see it before February. There are also 691 orders placed for the yet-to-be-launched Raptor (so not at this event), whose twin-turbo petrol V6 is a bad boy in both directions, not only the most powerful engine used by Ranger, but also the thirstiest, tallest -CO2 emitter.

The new generation Ranger comes from the former, even if only the base chassis is common and there is reinforcement, it is tuned to Australian conditions and requirements in the first place in mind.

Change starts with a fresh face. Customers also said they wanted a bold new look; Ford wanted it to adopt the same styling as its US sales giant, the F-150 truck; hence the widened position and C-Clamp daytime running lights. Setting the standard for car-like comfort and atmosphere, the previous Ranger got off to a great start; the new one responds even more strongly to that theme, with a more premium interior and another technical improvement, including safety aids.

Like the latter, the Ranger is New Zealand’s only car. Base models retain six speeds, but the 10-speed is now the dominant choice. Most of these go to a shift-by-wire used by Blue Oval passenger cars, although the small rotary twister you’ll find in a Focus or Puma has been replaced by a stubby hand-switch. Ford’s research showed that Ranger customers expected something more robust than a dainty dial.

The line again includes single cab, extra cab and double cab and has utilitarian XL and XLT models, but expect those farm and job site options to take a back seat to the family-flavored, recreation-themed Sport and Wildtrak, which grunty diesel v6 (optional on the 2.0-litre biturbo) and lift from on-the-fly to full-time four-wheel drive are obvious magnets for attention.

Where did you drive it?

We got to test the line’s mud-churning and rock-climbing credentials at ‘Outfoxed’, a custom off-road site in Te Awanga near Havelock North, as well as driving a mix of paved and unpaved roads in the immediate area, including dives into the Tukituki River and a stream to test the fording depth of 900mm.

The off-road ride was cut short due to the area being dumped with a month of rain in the past week, but the vehicle coped with the planned challenges just fine. Both the part-time and full-time four-wheel drive were tried and neither had any problems.

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

With Sport and Wildtrak in biturbo and V6, the driving experience feels much more refined and clearer. You notice in particular how much sharper, more linear and weighted the control is. Everything ridden was unloaded, yet the ride is more composed than before in that state. The Wildtrak is closest to an SUV; the Sport and lower ranks have more shaking, but none are uncomfortable.

What is the choice of the range?

Wildtrak or Sport…it’s a tough one. The second is a dark horse he offers with diesel V6 for the same money, $75,490, as asked for a biturbo version of the Wildtrak, which has the straight-six for an extra $5,000, but skimps on some specs, though nothing you can think of. can not live without.

If you’re into comfort, the Wildtrak remains the best deal regardless of which of the two engine choices is checked. Making that powerhouse determination is the big question.

The biturbo was the top-of-the-line engine of the previous line (it debuted in the Raptor before becoming an option for others) and it continues to impress with its hefty punch. If ever an engine undermines the whole ‘there is no displacement for displacement’ ideal, it’s still the biturbo.

And yet, if there’s ever an engine to prove that gray old saying really has some truth to it… it’s the V6.

As impressive as the twin-turbo four is, it’s just no match for the six-cylinder in a deadlock. On paper, the latter ‘only’ has an advantage of 29kW/100Nm; in all riding conditions it just consistently felt much more muscular and relaxed.

All it does is accomplished with less effort; it spins in challenges that make the 2.0 liter roar. On the road it is also just stronger and quieter. Yes, it is thirstier, but according to official tests, the total consumption is only 0.8 liters per 100 km higher.

Why should I buy it?

Best in class. The outgoing Ranger remained a sector barometer throughout his life. The new building builds on that quality.

Ford says his goal was to make this ute feel premium and polished. They have endured 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 technological imprint, which will continue to improve thanks to the possibility of over-the-air updating, is just as convincing.

Why shouldn’t I buy it?

The front is a bit too optimistic and there are some minor interior issues. The rear seats are more comfortable, and the deeper shaping of the front seat backs gives more knee room, but the space in the rear seats remains a little tight. The storage space for small items around the cab is oddly limited. How come Wildtrak only has a nice double glove compartment (and the best cup holders)?

Aside from that, you’re nervous about rising tax rates and arousing the ire of extreme environmental crusaders.