Caravan Towing Comparison Between the Ford Ranger Wildtrak V6 & Isuzu D-Max X-Terrain

The biggest new vehicle release of 2022 is undoubtedly the new-generation Ford Ranger ute - and in this towing comparison test, we’re going to see how the new pick-up truck stacks up against one of its most impressive rivals.

We have the Ford Ranger Wildtrak V6 4x4 double-cab ute, which costs more but arguably offers more - and we’re putting it against the impressive, great value Isuzu D-Max X-Terrain 4x4 dual cab. 

Which way you decide to spend your seventy-odd thousand dollars will come down to what you get for your money, and what sort of tow truck you’re after for caravan towing. Is it all about the engine? We know they both have identical towing capacity, so we strapped on the towing mirrors to find out, of these two, which is the best ute for towing a caravan? 

Stick with me - there’s a bit to cover.

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Pricing and specs

The most affordable one here is the Isuzu D-Max X-Terrain, which has a list price of $67,500 (all prices listed are MSRP / before on-road costs).

The Ford Ranger Wildtrak V6 has a list price of $70,190. If you want to save some dosh, you can opt for it as a bi-turbo four-cylinder, but we wanted to test the V6. Because of course we did.

Okay, now it’s time to consider what each of these utes has as standard. Let’s look at the multimedia/infotainment situation for each ute, first. 

Inside the Ranger is a 12.0-inch portrait style touchscreen system. (Image: Matt Campbell)

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Inside the D-Max is a 9.0-inch media screen and part-digital dashboard. (Image credit: Glen Sullivan)

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Worth noting that neither model has a heated steering wheel or cooled/ventilated front seats … the sorts of things you find on plenty of SUVs for less than $70k! Pretty close otherwise, though.

Now, what about the outside? Here is a list of some of the visual differentiators.

The Ranger has 18-inch alloy wheels and Goodyear Wrangler Territory AT 255/65/18 tyres. (Image credit: Sam Rawlings)

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The D-Max has 18-inch alloy wheels and Bridgestone Dueler HT 265/60/18 tyres. (Image credit: Sam Rawlings)

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You have to spend a little more to get into the Ranger Wildtrak, but even if you opt for the cheaper four-cylinder model, you’re getting a better deal dollar-for-dollar than what the Isuzu offers you, all things considered.

The fact you score all-terrain tyres from the showroom floor, plus a surround view camera, electric cargo blind, and additional USB ports, all make the Ford stand out as a better buy for value based on current pricing. Remember, the D-Max X-Terrain was considerably cheaper when it initially went on sale, but that advantage is well and truly gone.

Dimensions and weights

This isn’t a ute towing capacity comparison, because both of these vehicles offer up the same maximum towing ratings - 750kg for an unbraked trailer and 3500kg for a braked trailer.

There’s more to it, though. You need to consider other information and specs, and we have a few tables below that will help you.

First up, consider the difference in physical dimensions between these two utes.

As you can see, the Ranger is bigger in every aspect, and most importantly, has a longer wheelbase and broader track that should, in theory, make it feel more surefooted on the road.

It also boasts a more commodious cargo area for fitting in all the stuff you might want to take with you on holidays. Here are the specs:

Again, the Ranger offers more of everything, and its broader space between the wheelhouses means you can fit a standard Aussie pallet in the tub (1165mm x 1165mm), while an IBC will also fit in either way (1200mm x 1000mm). So if you’re using your ute to haul work gear or as a delivery vehicle, that could be a big deal.

What about weights and capacities for these utes, then? All the details are below.

The Rangers tray is 1547mm long and 1584mm wide. (Image: Matt Campbell)

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Again, the Ranger offers bigger numbers in all aspects. To anyone who knows about towing, the heavier the vehicle is, the less it’ll be pushed around by the trailer.

But you need to also remember that with those payload figures, your human capacity is also included - it’s not just for the tub.

So, say you have a maximum 3500kg trailer on the back, and you’ve got yourself, your partner, two kids and a fortnight’s worth of equipment - that’s going to be damned close to the maximum combined mass you’re allowed to have. Always check your weights if you’re not sure, because there are severe legal ramifications beyond just towing problems.

Now, our test didn’t involve any off road towing, but if you’re considering taking your ute away with something like an all-terrain ‘van or camper trailer, here are some of the important off road specs you’ll want to know - ground clearance mm, approach angle, departure angle, breakover/rampover angle - see below:

Pretty clear from the above that these two are closely matched and similarly hamstrung in particular ways that you’ll find out about when you head off the highway - and possibly to a greater degree than could be fixed with just a suspension upgrade. Check out our Adventure Guide for more.

Interior and practicality

These two offer very different looks and feels when it comes to the cabin presentation and finishes.

The cabin in the Ranger looks and feels very similar to the last Wildtrak in a few ways - the standouts being the embroidered seats, orange stitching all over the place and dark headlining - but aside from that, it’s a pretty different place to the last model. And very different to the Isuzu, too. 

The big difference is the way the dashboard is laid out. The huge 12.0-inch portrait display touchscreen dominates the space, with a wow factor to it that helps make the cabin of the Ranger instantly feel newer and more high-tech than the Isuzu.

There’s more to it than just the screen though - there’s some clever software that helps make the Ford a smarter ute overall. Things like the trailer hook-up helper - it’ll do a lights / blinkers test for you, which is excellent if you’re travelling alone. And the integrated brake controller position is good too - the lever sits up above your left knee if you’re in the driver’s seat. 

There’s also a fully-digital instrument cluster for the Ranger, which aids in the “tech-oriented” feel.

Thank goodness Ford has added knobs and dials below for fan and stereo controls, because if the touchscreen were the only way to interact with those elements, it would have been a real problem.

The screens take some getting used to, and so does the gear selector. I struggled with it. And I also found the door handles a bit dumb - they’re pull levers inside the armrest, rather than actual handles.

The Isuzu’s cabin feels dated, comparatively. It’s not just the smaller 9.0-inch media screen and part-digital dashboard - it’s the feel of the cabin, too.

There’s not as much wow-factor, despite some contrast stitching elements. It doesn’t feel as special inside as the exterior makes it feel like it should, where the Ford - especially when finished in the boring silver paint - delivers more inside than out.

That said, the controls are simple enough to get to grips with in the Isuzu, with the higher-up, landscape style screen actually offering better ease of use in some ways. But the Isuzu’s software is no match for the Ford, being a bit slower to load, less intuitive to jump between menus, and the screen’s actual clarity isn’t even close to the Ford.

Both have in-built sat nav, and both offer Apple CarPlay and Android Auto for smartphone mirroring tech. 

What if you couldn’t care less about screens, and prefer to know about usability of the space? 

The Isuzu’s software is no match for the Ford. (image credit: Glen Sullivan)

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The Isuzu’s cabin feels dated. (image credit: Glen Sullivan)

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Well, both have clever storage elements like pop-out cup holders at the ends of the dashboard, bottle spots in the doors, covered centre console bins, cup holders between the seats and more. But the Ranger has a better glovebox (dual layer).

The story of the back seats is very similar. There is enough space for someone my size (182cm/6’0” tall) to fit in behind my own driving position, with enough knee room and toe room, and just enough headroom and shoulder space, too. Three of me across the back would be a squeeze. 

If you’re a family looking to go touring, you should note that both have window-seat ISOFIX and top-tether points. Fitting a child-seat in these utes is notoriously painful, and you might be left feeling like you haven’t got enough tension on the top-tether strap, which can be unsettling.

Thankfully, both utes have rear seat directional air vents and rear USB ports to keep occupants charged up. The D-Max has a clever bag hook on the back of the passenger seat, too. 

Under the bonnet - drivetrain

You may have got the gist so far in this test that the Ranger has more of everything, really.

And that theme continues when it comes to the engine - more cylinders, more power, more torque, and even more gears to play with… Here are the specs and details of each of the drivetrains.

The Ranger has a 3.0-litre V6 turbo-diesel engine. (Image credit: Matt Campbell)

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With about 31 per cent more power and 33 per cent more torque, it’s no surprise the Ranger wins this section, too. 

But there’s more to it than that - the fact you can use Ford's so-called "permanent" four-wheel drive on the road when you’re towing or in slippery conditions thanks to the Ford’s transfer case system just adds a level of surety that you can’t get from the D-Max. In fact, the system will adjust power/torque between the front/rear axles as necessary.

The Ford even chooses 4A mode for you when you put it in Towing/Hauling mode. Smart.

Efficiency

What were we saying about “Ford” and “more” being tied to one another in this test?

You bet the V6 engine uses more fuel. Whether you’re towing or not, the six-cylinder Ford is thirstier than the four-cylinder D-Max. That’s on paper, and based on our at-the-fuel-pump measurements taken on this test. Note, though, it also has more fuel tank capacity, with an extra five per cent tank size.

The D-Max has a fuel tank size of 76L. (Image credit: Sam Rawlings)

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The Ranger has a fuel tank size of 80L. (Image credit: Sam Rawlings)

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We topped these utes up when we hooked up the caravan, ran our test loop, and the other ute was used as the video / photo car unladen (two adults and camera equipped). That means both did similar stopping and starting on both loops, and you might be surprised how close it was between the two.

Here’s a rundown of the official numbers, and our real-world towing fuel consumption and real-world unladen driving consumption.

The Ranger is the only one of these two utes to boast fuel-saving (in theory) engine start-stop tech, though it didn’t operate when towing. Neither has AdBlue after treatment for emissions nasties.

Based on the real-world advantage in fuel use, the D-Max wins this section.

Driving - towing

This test was about towing, and while we did a road loop without a load in tow, we are focusing purely on the drive experience while hauling our loaned 2.8-tonne-plus Avida Topaz caravan. If you’re wondering, the rear suspension of the Ranger dipped by 45mm under load, while the D-Max dropped slightly more, at 50mm.

Here goes.

Ford Ranger Wildtrak V6 

The Ranger makes for easy towing with its V6 engine. (Image credit: Sam Rawlings)

Big engine means big smiles. The Ranger Wildtrak V6 makes for easy towing with this much mass behind, and that’s not just because of the power and torque on offer.

It’s also due to the fact the Ranger is so much quieter and more serene to drive. It can coast along the highway or freeway, maintain pace with traffic, and occupants will barely even hear the big V6 engine. 

Its throaty note is noticeable under acceleration, as is the transmission shuffling through the gears as it gathers pace (because there are so many gears!), but once at speed, it’s smooth and quiet.

That could seem like a minor consideration for you, but if you’re looking at a ute like this to do the great Aussie trip, you might be surprised just how annoying a clattery diesel engine can get after hours behind the wheel.

In 10th gear at 110km/h, the engine was motoring along at just on 1500rpm. (Image credit: Sam Rawlings)

Having said that, the transmission is quite busy, though it was smart at picking what gear it needed at any given time.

Our test route included a steep hill climb with a 90km/h speed limit that decreases to 70km/h as you ascend, and the Ranger was doing it easy the whole way up the hill.

In fact, I was only applying about half-throttle up the hill, with the drivetrain having elected sixth gear as the best for that scenario, and it easily maintained 80km/h where the D-Max struggled to (more below).

The other thing that was super impressive was the way the Ranger would cruise at highway speed without hassle. In 10th gear at 110km/h, the engine was motoring along at just on 1500rpm. In the 100km/h zone, it chose ninth gear and sat at about 1750rpm. 

When it came to manoeuvring, the Ford’s steering was pretty good. (Image credit: Sam Rawlings)

Now, if you’re the sort of person who thinks they can outsmart the transmission, you’ll likely be outsmarted by this thing’s shifter. It’s a little toggle on the gear selector, and it’s really annoying. I had a few instances of confusion and trying to figure out how to get it back into regular auto mode. 

But I liked the fact that I could set it up so I could play with a certain number of gears, rather than all 10. Ford calls it Progressive Range Selection, which calibrates the transmission to lock out gears - essentially, you can make it an eight–speeder or a six-speeder, if you need to.  

Going was no problem, but stopping could have been better. I found the brake action to be too soft at the top of the pedal, meaning it didn’t feel as reassuring under braking as the D-Max did. And that’s even considering the electronic braking system that’s built in to the Ranger.

I did like the digital display for the brake gain as you set up the brake controller reaction, though, and the fact there’s a dedicated towing mode that adapts the engine, transmission and even the safety systems (more on that soon) was good.

The suspension could be a little too soft for some people’s tastes. (Image credit: Sam Rawlings)

But, like the soft pedal, the suspension could be a little too soft for some people’s tastes. I found over the country road part of our loop that the suspension was a bit too wobbly and not nearly as firm as the D-Max. Now, neither is perfect when it comes to ride, but I actually preferred the jostling hardness of the D-Max over the spongy wobble of the Ford on our rough road section.

When it came to manoeuvring, the Ford’s steering was pretty good. It had a little bit of feel to it (not as much as D-Max), and a light but predictable action.  

Isuzu D-Max X-Terrain

The D-Max's engine has to work a lot harder compared to the Ranger's. (Image credit: Sam Rawlings)

If you prefer to really feel engaged with the vehicle when you’re towing, the Isuzu will appeal to you more.

That is to say, you’re not nearly as removed from the situation in the D-Max. It’s a considerably more visceral experience.

As such, it will not surprise you to learn the suspension in the D-Max X-Terrain is notably more bumpy and jittery - you feel a lot more of the road surface being pushed into the cabin, especially over typical pockmarked, less-than-perfect surfaces that abound across the nation.

That is a trait the D-Max has whether you’re towing or not, with the overall comfort not nearly as good when it comes to ride compliance - though still, not that bad for a dual-cab ute with nothing in the tub. It is more susceptible to wind buffeting and bump rebound upsetting the body control, which could be unnerving for inexperienced tow drivers.

On the freeway the D-Max felt far from comfortable at speeds beyond 100km/h. (Image credit: Sam Rawlings)

The steering is reassuring - there’s a bit more bite to it than in the Ranger, and so you have slightly better confidence on country bends.

The engine has to work a lot harder than the Ranger’s which is no revelation in itself - a V6 vs four-cylinder, big power and torque disadvantages to the D-Max mean it makes perfect sense that you’re asking more of the engine in the Isuzu.

But what was surprising was just how much noisier the Isuzu was under load. It is considerably more audible in terms of diesel clatter, and you really do hear what’s going on under the bonnet and from the transmission as well.

The transmission holds gears and makes the engine earn its keep, and it was surprisingly busy between gears considering there are only six at its disposal. 

The D-Max is considerably more audible in terms of diesel clatter. (Image credit: Sam Rawlings)

Up our set-piece hill climb where the Ranger powered on without any hassle, the D-Max struggled to maintain momentum with traffic, dropping to 80km/h with my foot flat to the floor in third gear. Suffice to say, no braking was required to drop the pace to 70km/h at the sign post.

On the freeway the D-Max felt far from comfortable at speeds beyond 100km/h. At that pace it was sitting in sixth gear at 1850rpm, though I found it was more eager to cruise at 90km/h or less, which might be fine for you, but it was not nearly as suitable as the Ranger for real-world driving scenarios.

Neither was perfect in this test, but the Ranger was more comfortable and capable than the D-Max in broad terms.

The transmission holds gears and makes the engine earn its keep. (Image credit: Sam Rawlings)

Safety

You mightn’t have picked utes to be a battle ground for new safety technologies, but they’ve increasingly become family cars as well as work vehicles.

As such, if you’re after a safe ute for your crew, then you won’t be disappointed by the advanced technology on offer in either of these trucks. Here’s a rundown of the inclusions:

The Ranger is yet to be tested for an ANCAP safety rating.

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The D-Max has a five star ANCAP safety rating. (Image credit: Sam Rawlings)

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Running your eyes down that list will highlight that the Ranger has a few crucial inclusions you might appreciate - rear AEB, a surround view camera and an extra airbag, for instance.

Both utes have been tested by ANCAP, with the Ranger having just achieved a maximum five-star score under the strict 2022 criteria. The D-Max scored five stars in 2020.

Ranger does have additional safety tech for towing that the D-Max can’t match - the blind-spot system can be adapted to include the length of the trailer in tow, for instance, and it has the integrated trailer brake controller and the additional drive modes that allow you to set the vehicle up for towing, or set it for off-road driving and see more of the track thanks the front camera system.

All told, it’s the Ranger that takes this section.

Oh, and if you’re wondering “where is the Isuzu D-Max made?”, the answer is Thailand. The answer is the same if you ask “where is the new Ford Ranger made?”.

Ownership

Both of these utes offer decent ownership potential on paper. Here’s a rundown on the important aspects of each:

It’s clear the Isuzu has a few advantages - a longer warranty and longer capped-price servicing plan, for example, could well be enough to get you across the line.

It does have higher service costs, at least on average over the first three years/45,000km, but for some buyers it might be worth a little extra money to get the extra peace of mind that comes with more extensive warranty and servicing cover.

Reliability is anyone’s guess - but if you are concerned about issues with either of these utes, you can read out Isuzu D-Max problems and Ford Ranger problems pages for more information.

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Verdict