Ford Ranger XLT dual-cab 2012 review

The market for dual-cab light-commercials is no longer just the realm of mining company fleets, the user-chooser tradie brigade is leading the charge to get something that tows the tools and the toys.

Finding a dual-cab that can do that without alienating the family is also a plus, something that Ford’s Ranger is aimed at doing. We’re in the XLT six-speed automatic 4WD, which is knocking on the door of $55,000 but has a broad breadth of ability

Value

The XLT with six-speed automatic (a $2000 impost) has plenty of standard gear, USB and Bluetooth equipped six-speaker sound system, as well as Bluetooth phone connection, cruise control, an auto-dimming centre rear vision mirror, power windows, an alarm, automatic headlights, rain-sensing wipers, tilt-only (where’s the reach?) steering wheel with cruise, audio and phone controls, 17in alloys, a cooled centre console, several 12-volt outlets (including one on the rear tray), rear parking sensors, side steps, dual-zone climate control and carpeted floors.

Technology

Explore the 2012 Ford Ranger range

• Ford Ranger XLT 2012 review
• Ford Ranger XLT crew-cab 2012 review
• Ford Ranger 2012 review
• Ford Ranger XLT dual-cab 2012 review
• Ford Ranger Wildtrak 2012 review

While not absolute cutting edge technology, the 3.2-litre five-cylinder turbodiesel engine pinched from the UK’s Transit van is reasonably civilized in developing 147kW and 470Nm.

The peak torque is on offer from 1500 through to 2750rpm - 90 per cent of that between 1700 and 3500 rpm so there’s no shortage of pulling power.

The six-speed auto in the Ranger has plenty of smarts and works well with all the torque on offer, removing some of the snatchiness found when swapping cogs with the manual. What will also be useful is the low sipping rate from the 80 litre fuel tank that Ford claims 9.2l/100km and 246g/km. We finished up with a trip computer that read 10.8 despite it being worked hard during our time in it.

Design

There’s no doubting this vehicle’s intentions, with a broad, squared off snout that says ‘I’m a truck and proud of it,’ and its no surprise it’s not being sold in the US, as it would take plenty of sales from the F-Series. The big front-end isn’t pretty but it has presence and purpose, the latter being carried through its 5.3m of overall length to the high-sided and lined rear tray, which has tie-down points.

The cabin is roomy enough for four adults, and the engineering teams efforts to keep it well-insulated and quiet paid dividends. While the seats are a little flat there is good storage in the doors, centre console and beneath the rear seats.

Safety

The Ranger boasts a five-star ANCAP rating and that’s no doubt due to the well-engineered structure and the inclusion of stability and traction control and six airbags.

Having access to selectable 4WD on the go, as well as a rear diff lock, is also useful, as is the trailer sway control function within the stability control system, which is a reassuring back-up when you have a 3350kg braked towing capacity, which is top-notch in this segment. There’s also hill descent and hill start control systems.

Driving

The big Ford was engineered for the globe by the boffins at Broadmeadows and it shows as soon as you go for a drive. It has a decent ride quality, good body control and steering that doesn’t leave you wondering anywhere near as much as its predecessor, or some of its competition.

Only severe bumps unsettle an unladen rump and send a judder through the frame, but it all feels tighter and stronger. Twisting country roads (sealed or unsealed) are not beyond it either, although the Mazda twin has been set up more for that.

A drive at the launch in both the six-speed manual and automatic transmissions showed the six-speed automatic is the preferred driveline - the poor cousin to the Falcons ZF six-speed has a manual shift option but it was rarely required as the Sports mode acquitted itself well, removing much of the snatch in the driveline that sometimes marred the manual.

For towing or off-roading (or even pulling trees down, which it did with ease) there’s masses of grunt, with the rear diff lock equipped 4WD system making short work of most terrain. With 237mm of ground clearance, it’s only the compromised tyres that let it down in on some slipperier surfaces. More purposeful rubber would be a good replacement for the Jack of All Trades tyres that come standard.

Ford's new Ranger will give the HiLux some genuine competition, with passenger car safety and connectivity, as well as genuine off-road ability and muscular towing capacities some tough decisions to make.