Understatement warning: There has been a ton of hype about the new Ford Ranger line-up – especially with the introduction of a turbo-diesel V6 engine option.
To see how well it stacks up against likely competition in a low-range, technical off-road-only test, we've pitted the top-spec Wildtrak with the V6, against the Isuzu D-Max X-Terrain and the Nissan Navara Pro-4X Warrior on a 4WD loop aimed at showing each vehicle's strengths while at the same time exposing weaknesses.
Note: I will be touching on pricing and specs, safety and ownership as part of this review but this is an off-road-only test, so if you want any other details about each ute's interior, on-road performance, practicality, and more, check out plenty of other Ranger, D-Max and Navara reviews we've already published.
Is the new V6 Ranger Wildtrak the best of this trio in a low-range 4WD face-off? Read on.
Do these represent good value for the price? What features do they come with?
The Wildtrak V6 has a manufacturer suggested retail price of $70,190, before on-road costs.
Our test vehicle has the $1500 Wildtrak Premium Pack, which includes a 10-speaker Bang & Olufsen stereo system, Matrix LED adaptive headlights and an overhead auxiliary switch panel.
You can go for a 3.0-litre turbo-diesel V6 engine or a 2.0-litre four-cylinder bi-turbo in the Wildtrak – ours was the V6. It has a 10-speed automatic transmission and selectable 4WD with a 4A (4WD Auto) mode.
Standard features include a 12.0-inch touchscreen (in portrait-style layout) with sat nav, Apple CarPlay (wireless or wired) and Android Auto, a wireless smartphone charger, dual zone climate control, heated and power-adjustable front seats, and leather-accented trim with Wildtrak branding.
The Wildtrak V6 has a manufacturer suggested retail price of $70,190, before on-road costs. (image: Sam Rawlings and Jarryd Sullivan)
It has 18-inch alloy wheels shod with Goodyear Wrangler Territory AT all-terrain tyres (255/65/18), LED headlights with auto high beam, LED daytime running lights, LED tail-lights, a hard electric roller cover on for the tray, and a plastic moulded tray liner.
It also has front and rear parking sensors, a 360-degree surround-view camera system, a semi-autonomous parking system, and, in a big plus for those who tow, it has a standard towbar with wiring and integrated electronic brake controller.
Exterior paint jobs include the no-cost Arctic White or Meteor Grey, Aluminium Silver, Luxe Yellow, Sedona Orange and Shadow Black – each costing $675 a pop.
The Wildtrak V6 has 18-inch alloy wheels shod with Goodyear Wrangler Territory AT all-terrain tyres. (image: Sam Rawlings and Jarryd Sullivan)
Standard features include a 9.0-inch multimedia display with sat-nav, Android Auto and wireless Apple CarPlay, an eight-speaker sound system, remote engine start, smart entry and start as well as roof rails, an under-rail tub liner, a hard roller cover on the tray, sports bar, front and rear underbody spoilers, and 18-inch dark grey metallic alloy wheels with 265/60R18 Bridgestone 684II HT tyres.
The Isuzu D-Max X-Terrain 4x4 auto is priced at $67,500 (excluding on-road costs). (image: Sam Rawlings and Jarryd Sullivan)
Recent updates to the variant include a 50kg GCM increase (increasing GCM from 5950kg to 6000kg); a factory-fitted tow bar receiver as standard; Lane Support switch on and off; and styling tweaks inside are leather-accented upholstery with red stitching and black interior touches; as well as auto-dimming mirror and heated front seats.
The standard range of exterior paint jobs include Basalt Black mica, Cobalt Blue mica, Mercury Silver metallic, and Mineral White. Premium exterior paint colours include Marble White Pearl, as well as Magnetic Red Mica, Obsidian Grey mica and Volcanic Amber metallic.
Premium exterior paint colours include Marble White Pearl, as well as Magnetic Red Mica, Obsidian Grey mica and Volcanic Amber metallic. (image: Sam Rawlings and Jarryd Sullivan)
It has a 2.3-litre four-cylinder twin-turbo-diesel engine and either a six-speed manual gearbox or a seven-speed automatic transmission. We tested the auto.
Standard features include 8.0-inch multimedia touch-screen with Apple CarPlay, Android Auto and satnav, dual-zone climate control, AEB, lane-keeping assist, around-view monitor, and a rear diff-lock.
The Nissan Navara Pro-4X Warrior auto has a manufacturer suggested retail price of $70,590, excluding on-road costs. (image: Sam Rawlings and Jarryd Sullivan)
As part of the Premcar engineering upgrade the $9360 worth of extras in the Warrior over and above what's in the Pro-4X, include a winch-compatible bull bar with built-in light bar, a Warrior tow bar, a larger 3mm steel bash-plate, Cooper Discoverer All Terrain AT3 275/70R17 tyres (and a full-sized alloy spare), a 100kg GVM upgrade (now 3250kg), 260mm ground clearance (up 40mm, with springs and tyres making up 15mm and 25mm respectively), 30mm-wider tracks (to 1600mm), revised suspension with new spring rates and dampers (aimed at improving ride and handling), and a larger and taller jounce bumper for less impact harshness at full suspension stretch.
The Pro-4X Warrior has a Nissan Genuine towbar as standard.
Standard paint is black star; premium paint choices are white diamond and stealth grey (on our test vehicle) at a cost of $650.
Standard paint is black star; premium paint choices are white diamond and stealth grey (on our test vehicle) at a cost of $650. (image: Sam Rawlings and Jarryd Sullivan)
What are the key stats for the engine and transmission?
The big news – if you haven't already figured out, or if you've been living in a cave, or perhaps both – is that if you're keen for a new Ranger Wildtrak you can opt for a 3.0-litre turbo-diesel V6 engine rather than the 2.0-litre four-cylinder bi-turbo.
If you're after power and torque, pure and simple, then the choice is clear, on paper at least. The V6 produces 184kW at 3250rpm and 600Nm from the 1750rpm point through to 2250rpm – amounting to a 30kW and 100Nm advantage over the 2.0-litre bi-turbo.
And those figures put this Wildtrak well ahead of the X-Terrain (140kW at 3600rpm and 450Nm at 1600-2600rpm) and Warrior (140kW at 3750rpm and 450Nm at 1500-2500rpm), in terms of power and torque.
The Wildtrak carries over the 10-speed automatic transmission.
If you’re keen for a new Ranger Wildtrak you can opt for a 3.0-litre turbo-diesel V6 engine rather than the 2.0-litre four-cylinder bi-turbo. (image: Sam Rawlings and Jarryd Sullivan)
And, in other big news for this variant, the Wildtrak V6 has what Ford calls “full-time 4WD”, rather than part-time 4WD.
This is a set-up with selectable two-wheel drive (2H), four-wheel drive high-range (4H), four-wheel drive low-range (4L) and four-wheel drive automatic (4A = 4Auto) that sends drive to the front and rear axles as needed, and which can be used on high-traction surfaces.
It has a locking rear diff.
The Wildtrak also has a variety of selectable drive modes including Normal, Eco, Tow Haul, Slippery, and for off-roading: Mud/Ruts, and Sand.
While the D-Max’s engine is not the torquiest 4WD ute engine in the world, it delivers that torque in such a nice fashion that it more than makes up for it. (image: Sam Rawlings and Jarryd Sullivan)
The Isuzu D-Max X-Terrain has a gutsy 3.0-litre four-cylinder turbo diesel engine, and a six-speed auto transmission. This is a proven combination, mostly clever and unfussed.
While the D-Max's engine is not the torquiest 4WD ute engine in the world, it delivers that torque in such a nice fashion that it more than makes up for it, with ample torque available across a wide rev range.
The X-Terrain has a part-time 4WD system. It has a dual-range transfer case (with high-and low-range 4WD), and a rear diff-lock. The driver is able to shift from 2H (two-wheel drive, high range) to 4H (4WD high range) while on the move, and up to speeds of 100km/h, The diff-lock may only be engaged when the vehicle is in 4L (4WD low range).
The Nissan has a 2.3-litre twin-turbo-diesel engine that produces the same power and torque as the D-Max, even though it has a smaller engine capacity. That's matched to a seven-speed auto and this pairing is an effective one: unstressed and reliable in low-key but effective performance terms.
It has a part-time four-wheel drive system with high- and low-range 4WD, and a rear diff lock.
The Nissan has a 2.3-litre twin-turbo-diesel engine that produces the same power and torque as the D-Max. (image: Sam Rawlings and Jarryd Sullivan)
What are these vehicles like for touring?
The Ranger has always been a decent off-roader and, in Wildtrak guise, it's certainly been comfortably capable.
Now with a V6 engine, a new 4WD system (with a 4WD Auto mode) and even more driver-asst tech then ever before you'd be safe in assuming that it's even better. Well, it is – again, on paper, at least. But in the real world – on bush tracks – an off-road vehicle's weaknesses are often swiftly exposed. As they were here.
First up, this Wildtrak's strengths: The V6 engine offers plenty of torque across a decent rev range and is a welcome addition to this ute. This is a torquey engine that's rarely stressed and doesn't have to work hard to get the required results.
The Ranger has always been a decent off-roader and, in Wildtrak guise, it’s certainly been comfortably capable. (image: Sam Rawlings and Jarryd Sullivan)
Low-range gearing is adequate and the Ranger has an electronic rear diff lock for more dirt-gripping control.
The off-road driving modes include Mud/Ruts and Sand and, while these are mostly novelties in contemporary 4WDs and are no substitute for track-worthy 4WD mechanicals, these modes do effectively adjust the characteristics of engine throttle, transmission, braking, traction and stability controls to suit the driving conditions.
Hill descent control is quite effective, holding our test vehicle to a controlled 3-4km/h while we headed to the turn-around point on our set-piece hill.
Low-range gearing is adequate and the Ranger has an electronic rear diff lock for more dirt-gripping control. (image: Sam Rawlings and Jarryd Sullivan)
Now, for the not-so-good: The Ranger is hamstrung by its sheer physical dimensions – as is the case with some of its contemporary rivals. The driver has to always be mindful of those and drive with a carefully measured approach not required in some other dual-cab utes, namely something like the Pro-4X Warrior. The Ranger's extended wheelbase especially impacts its ability to traverse sharply-angled rock steps without experiencing bumps to the undercarriage or scuffs to the side-steps.
Its wheelbase is longer than before – up 50mm from the previous-gen Ranger to 3270mm – great for a settled, controlled on-road or on-track feeling but less so for traversing challenging terrain. Because that stretch has impacted ramp breakover angle which is now 21 degrees, whereas the previous-gen Ranger offered 25 degrees.
Approach angle is 30 degrees – one degree more than before – and departure angle is 23 degrees – two degrees more than before – but the standard fitment of a towbar on the Wildtrak does affect potential departure angle at the rear.
The off-road driving modes include Mud/Ruts and Sand. (image: Sam Rawlings and Jarryd Sullivan)
Compromised off-road angles are not always a big deal – and those can be negated somewhat with slow, considered driving – but, if you want to avoid belly-scraping and sidestep run-ins with rock, tree stumps or fallen tree branches, then it's something to keep in mind.
The Wildtrak's tyres – Goodyear Wrangler Territory AT all-terrains – are not as aggressive as you might like, especially for anything beyond light-duty 4WDing. (As always, with most standard 4WDs, these kinds of problems – compromised off-road angles and less-than-ideal off-road tyres – can be addressed with a mild (two inch or so) aftermarket suspension lift and a good set of aggressive LT-construction all-terrain tyres.)
The driver-assist tech wth off-road applications – the track-view/360-degree camera and vehicle-info read-out (displaying driveline/diff lock indicators, and steering, pitch and roll angles) – are fun additions, but more novelty than necessity. The front camera, aimed at offering the driver more ground-level visibility than you're afforded over the huge bonnet, offers a warped fish-eye view of the track (or maybe that's the fault of my old codger eyes), is affected by the mix of bright sunlight and deep shadows of thick bushland – and I still don't know how accurate the wheel track indicators actually are.
Hill descent control is quite effective, holding our test vehicle to a controlled 3-4km/h while we headed to the turn-around point on our set-piece hill. (image: Sam Rawlings and Jarryd Sullivan)
Another thing: The brake pedal tends to be a bit spongy – taking a long time between initial foot pressure to actually 'biting', and then the brakes – discs all round – come into play quite abruptly.
And another thing: the auto transmission shifter, which is like a kind of toggle but on steroids, takes some getting used to – and I never got used to it.
Otherwise, I like the new Ranger – it's nice to drive, comfortable and packed full of tech – but I reckon it's better suited to towing and open-road/track recreational duties than being used as a hard-core 4WD.
Its wheelbase is longer than before – up 50mm from the previous-gen Ranger to 3270mm. (image: Sam Rawlings and Jarryd Sullivan)
There have been no mechanical or off-road driver-assist tech changes made to this updated D-Max, which is fine because, as is, it's a rock-solid 4WD in stock-standard form.
The X-Terrain has a claimed 240mm of ground clearance, a wading depth of 800mm and approach, departure and ramp-over angles of 30.5 degrees, 19.0 degrees, and 23.8 degrees, respectively. That's all pretty standard for an unmodified dual-cab ute of this kind.
The engine and transmission work really well on-road and are really good off-road when it's time for low-speed, low-range 4WDing as well.
There have been no mechanical or off-road driver-assist tech changes made to this updated D-Max. (image: Sam Rawlings and Jarryd Sullivan)
There's a lot to like about this engine: it never feels stressed, you can keep revs nice and low – and there's never any need to rev the hell out of it because it ticks along nicely, getting the job done.
There is plenty of torque accessible across a wide rev range, and that means a lot when you're 4WDing.
Low-range gearing is good, throttle response is sound – with a pedal that's not too sensitive to bouncing and bumping when you're rocking-and-rolling through 4WD territory – and traction control is effective. The Isuzu ute's traction control doesn't quite feel as dialled-in as the systems in some of its rivals. It is good, it is effective, but it just lacks that tiny bit of quiet finesse that some other systems exhibit.
The X-Terrain has a claimed 240mm of ground clearance. (image: Sam Rawlings and Jarryd Sullivan)
The D-Max's rear diff lock can be engaged at speeds up to 8km/h and only when you're in four-wheel drive low-range (4L). It will disengage when you hit 30km/h or more. Note: when you engage the diff lock, off-road traction control is disengaged.It's a great addition and one that'll help to keep you moving along off-road on traction-compromised terrain and ultimately give you more peace of mind on the tracks.
Hill descent control is impressive, holding our test vehicle to a controlled 3-4km/h while driving down several steep hills.
And while the X-Terrain is generally an impressive off-roader in stock-standard guise, there are a few trade-offs. As mentioned, it has a listed 240mm ground clearance, but it feels vulnerable to scrubbing dirt with its undercarriage and side steps.
There is plenty of torque accessible across a wide rev range, and that means a lot when you're 4WDing. (image: Sam Rawlings and Jarryd Sullivan)
The new D-Max does have a longer wheelbase and shorter body than before and the fact it has pronounced side steps doesn't help either, but this low-riding sensation can be negated with slower, more considered driving, but can be more effectively resolved with an aftermarket suspension / lift if you plan to use your D-Max as an off-road tourer for destinations beyond the beaten tracks.
The other trade-off is its tyres. Vehicle manufacturers put road-biased rubber on their lifestyle vehicles because those tyres yield a quiet, comfortable ride on-road, but they're not suited to 4WDing so, to make your X-Terrain even more effective off-road, buy a set of decent all-terrain tyres to replace the road rubber.
Premcar's work on the Pro-4X Warrior has focussed on the wheels and tyres and the suspension – new springs and shocks, adding a 40mm total suspension lift – is Warrior-specific and aimed at yielding a more controlled, more compliant ride and more comfortable ride. The benefit of that package is really only obvious when you hit dirt tracks or gravel roads that are minefields of deep ruts and severe muddy potholes.
The Warrior's suspension package really does take the edge off a lot of harsher lumps and bumps. It's not in the realm of something like a Ford Ranger Raptor, but it's doing okay.
The Warrior has a nice, settled feel to it on the dirt. In fact, it rides very smoothly – for a ute – through ordinary terrain.
The Warrior has a nice, settled feel to it on the dirt. In fact, it rides very smoothly – for a ute – through ordinary terrain. (image: Sam Rawlings and Jarryd Sullivan)
The Warrior is wider and taller than the Pro-4X, so as well as having more ground clearance and better, more off-road-friendly angles – approach (36 degrees), departure (19 degrees), and ramp-over (26.2 degrees) – the vehicle has a more natural, planted stance on tracks, giving a little bit more control through trickier routes.
Steering retains a nice lightness to it, so for a reasonably big ute, it gets around quite nicely. Put it this way, it never feels too cumbersome to steer along bush tracks.
Low-range gearing is good (2.717:1) and there's plenty of torque across a nice spread of revs, so you can tap into that pretty much whenever you need to when you're low-speed, low-range, four-wheel driving.
Premcar’s work on the Pro-4X Warrior has focussed on the wheels and tyres and the suspension. (image: Sam Rawlings and Jarryd Sullivan)
Don't forget the rear diff lock, always a crucial part of any 4WD's track-tackling toolkit. As well, hill descent control is effective, holding you to a sustained low speed when you are going down a hill and need controlled momentum.
Beyond any of its other mechanical or driver-assist tech attributes, what really sets the Warrior apart is its pure physicality that makes it suited to four-wheel driving: raised suspension, better ground clearance (260mm), and a wider wheel track, among other things, give it a stability, give it the ability to get up and over hard-core rocks steps and anything else you could likely point it at.
It has a listed wading depth of 600mm and, while we didn't test it through any creek crossings, we did go through a few mud holes which would have been tickling that measure in terms of depth.
The Warrior is shod with Cooper Discoverer AT3s, a light truck tyre, very decent all-terrain rubber and pretty well matched to any situation you can drive yourself into. (image: Sam Rawlings and Jarryd Sullivan)
The Warrior is shod with Cooper Discoverer AT3s, a light truck tyre, very decent all-terrain rubber and pretty well matched to any situation you can drive yourself into. These tyres offer plenty of bite, aren't too noisy on the blacktop and don't seem to affect ride and handling in any pronounced negative way.
Flaws? The steering is not reach-adjustable, which means I couldn't quite get my driving position precisely dialled-in; and the 2.3-litre engine becomes a bit noisy when pushed hard.
As always, each vehicle was loaded in exactly the same way (with the same two people onboard) and driven over the same low-range off-road loop in the same manner in the same conditions on appropriate tyre pressures.
Official fuel consumption for the Wildtrak V6 is 8.4L/100km on a combined cycle, which is surprisingly close to the other two utes on this test, given its significant power and torque advantage and extra two cylinders under the bonnet. Aside from being the newest model of the three, you can thank advances like stop/start and its heavily revised 10-speed transmission for the low official number.
Its real-world fuel figure under arduous low-range test conditions, from pump to pump, was a surprising 32.8L/100km, or signifcantly more than the other two utes. It's worth noting that our test route descended a long zig-zagging route from the top of a mountain ridge, before climbing back up the same trail back to the start. Therefore each ute was generally idling for most of the descent, and we feel its extra two cylinders didn't help here.
The Wildtrak has a 80-litre tank, so, going by the above figures, you will have a low-range distance of about 213km (that's taking out a 30km safe-distance buffer).
Official fuel consumption for the X-Terrain is 8.0L/100km on a combined cycle.
The Warrior’s fuel consumption is listed as 8.1L/100km on a combined cycle. (image: Sam Rawlings and Jarryd Sullivan)
On this test we recorded actual fuel consumption of 16.9L/100km.
The D-Max has a 76-litre fuel tank, so, going by those fuel-consumption figures, I'd expect an effective low-range touring distance of about 420km, factoring in a 30km safe-distance buffer.
The Warrior's fuel consumption is listed as 8.1L/100km on a combined cycle.
Fuel consumption on this test was 22.6L/100km.
The Warrior has an 80-litre fuel tank, so, going by those fuel-consumption figures, I'd expect an effective touring range of about 323km on this kind of a tough trip, but remember that figure includes a 30km safe-distance buffer.
What safety equipment is fitted? What safety rating?
It has nine airbags (dual front, front side, driver and passenger knee airbags, curtain airbags for both rows and a centre front airbag to prevent head collisions) and a full suite of driver-assist tech including front AEB (autonomous emergency braking), adaptive cruise control with speed sign recognition and speed adaptation, lane departure alert and lane keep assist, and blind spot monitoring and rear cross-traffic alert.
The AEB in Ranger operates up to 130km/h, with pedestrian and cyclist detection operating up to 80km/h, according to Ford.
It also has reverse brake assist (i.e. rear AEB), a tyre pressure monitoring system, a 360-degree surround-view camera, front and rear parking sensors, and auto parking system.
The D-Max range has a five-star ANCAP rating from testing in 2020.
The AEB in Ranger operates up to 130km/h, with pedestrian and cyclist detection operating up to 80km/h, according to Ford. (image: Sam Rawlings and Jarryd Sullivan)
It has eight airbags (including a knee and centre airbag) and every D-MAX has Isuzu's Intelligent Driver Assistance System (IDAS), which includes such driver-assist tech as AEB, adaptive cruise control, Lane Keep Assist, Lane Departure Prevention, Traffic Sign Recognition, and a reversing camera with rear cross traffic alert.
The rear seat has two child-seat anchorage points and one ISOFIX point each on the left and right seats.
The D-Max's AEB “operates at a vehicle speed of approximately 8km/h or less or approximately 160km/h or more", according to the factory/Owner's Manual.
The system with Turn Assist detects vehicles (cars and motorbikes), pedestrians and cyclists.
The D-Max range has a five-star ANCAP rating from testing in 2020. (image: Sam Rawlings and Jarryd Sullivan)
The Navara line-up has a five-star ANCAP safety rating from testing in 2015.
Safety gear includes seven airbags (dual front, front-side, curtain and driver's knee SRS items), AEB, forward collision warning, lane departure warning, intelligent lane intervention, blind spot warning, a surround-view monitor (with moving object detection), rear cross traffic alert, and more.
The Navara's AEB "will not function when the vehicle is driven at speeds over approximately 80km/h" and does not include pedestrian or cyclist detection, according to the driver's manual.
The rear seat has two child-seat anchorage points and an ISOFIX point on each outboard seat.
The Navara is missing adaptive cruise control, and is not quite as comprehensively equipped with driver-assist tech as some of its rivals. (image: Sam Rawlings and Jarryd Sullivan)
Off-road driver-assist tech includes off-road monitor, tyre pressure monitoring system, hill start assist, trailer sway control, hill descent control and an electronic locking rear differential.
It's missing adaptive cruise control, and is not quite as comprehensively equipped with driver-assist tech as some of its rivals.
What does it cost to own? What warranty is offered?
The Wildtrak V6 is covered by a five-year/unlimited kilometre warranty.
Ford offers a five-year roadside assistance, and a capped-price service plan.
Service intervals are scheduled for every 12 months or 15,000km and the maintenance cost for the first 48 months/60,000km is capped at $329 a pop.
The D-Max has a six-year/150,000km warranty and seven years of roadside assistance. That warranty is okay in terms of years, but unlimited kms would be a welcome sweetener.
Service intervals are scheduled for every 12 months or 15,000km, whichever occurs soonest.
These three vehicles are all impressive four-wheel drive utes in their own right.
Capped Price Servicing covers the first seven scheduled services. The cost per service is $409 at 15,000km, $429 at 30,000km, $629 at 45,000km, $529 at 60,000km, $319 at 75,000km, $769 at 90,000km, and $429 at 105,000km – for a total cost of $3513, according to Isuzu.
Servicing costs are getting steep and, in an increasingly competitive dual-cab ute market, potential buyers scrutinise those.
The Navara range is covered by a five-year/unlimited kilometre warranty, and capped price servicing. That's adequate in terms of years, not the best, but the unlimited kms factor is in its favour.
Bonus: Nissan's five-year warranty covers all of the Premcar conversion work and the accessories.
Service intervals are set for 12 months or 20,000km. Capped price servicing is available for up to six years. Prices range from $502 to $783 per service.
Rivals, such as the Mitsubishi Triton, offer servicing costs at a fraction of the Nissan's, which comparatively seems a bit pricey in the dual-cab ute ownership stakes.
Servicing costs are getting steep and, in an increasingly competitive dual-cab ute market, potential buyers scrutinise those.
This was an off-road-only test and all the utes here did an impressive job.
The new V6-powered Wildtrak is comfortable and capable and benefits from a stack of tech that pushes it right to the forefront of the ute realm.
The X-Terrain continues to impress off-road, but it's hampered in the rough stuff by its underbody vulnerability and its road-biased tyres.
The Pro-4X Warrior is built for this sort of driving and eats it up.
These three vehicles are all very good four-wheel drive utes in their own right. And if this was a test about outright smarts and maybe which one is the best all-rounder here, then the Wildtrak is probably a shoe-in, but this test was all about pure low-range, low-speed, four-wheel driving and suitability for that purpose. See the Raptor as the ultimate Ranger in this regard.
And, for that reason, the Pro-4X Warrior, which has almost $10,000 worth of aftermarket-style equipment built into it, just pips the Wildtrak and X-Terrain as the best bet here for low-range 4WD touring.
Disclaimer: The pricing information shown in the editorial content (Review Prices) is to be used as a guide only and is based on information provided to Carsguide Autotrader Media Solutions Pty Ltd (Carsguide) both by third party sources and the car manufacturer at the time of publication. The Review Prices were correct at the time of publication. Carsguide does not warrant or represent that the information is accurate, reliable, complete, current or suitable for any particular purpose. You should not use or rely upon this information without conducting an independent assessment and valuation of the vehicle.
Ford Ranger
Ford Transit
Holden Colorado
Isuzu D-Max
Iveco Daily
Mazda BT-50
Mercedes-Benz Sprinter
Nissan Navara
Toyota HiLux
Toyota Landcruiser
Volkswagen Amarok