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Are you having problems with your 2009 Ford Ranger? Let our team of motoring experts keep you up to date with all of the latest 2009 Ford Ranger issues & faults. We have gathered all of the most frequently asked questions and problems relating to the 2009 Ford Ranger in one spot to help you decide if it's a smart buy.
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Once just a workhorse the humble ute is now called upon to perform all sorts of duties, from traditional worker, to cool sportster, weekend escaper and even family hack.
Where in the past Holden and Ford dominated the market with their locally designed and built Commodore and Falcon-based models, the needs of Australian ute buyers are now well served by a vast array of makes and models.
One of the more popular ones is the Thailand-built Ford Ranger, which has assumed the mantle once worn by the Falcon, itself a descendent of the original Aussie ute.
The PK Ranger was a face-lifted and updated remake of the previous PJ model. It boasted a new, more urbane look, the range of variants was expanded and included a new high-end 'Wildtrack' version, and there were more standard features.
It was available in XL, XLT and Wildtrack forms, with a range of cab-chassis and pick-ups, there was a choice of single-cab, super-cab and dual-cab body styles, all were diesel powered, and there was a choice of rear-wheel drive of four-wheel drive.
The XL was the entry model. It was available as a rear- or four-wheel drive cab-chassis with single, super or dual-cab bodies, or a pick-up, with the choice of rear or four-wheel drive, and single, super or dual-cab bodies.
All were turbo-diesel powered, by either a 2.5-litre or 3.0-litre engine, and depending on the variant a choice of manual gearbox or automatic transmission.
Standard features included dual front airbags, air conditioning, tilt adjustable steering column, MP3 connectivity, two-speaker sound, CD player, remote central locking, cupholders, power front windows and power mirrors, and cloth trim.
Optional extras included ABS braking, bucket front seats, and a tray.
Moving on up to the XLT saw the choices reduced. It was only available as a pick-up, which came as a rear-wheel drive with a dual-cab, or four-wheel drive with super- or dual-cab.
XLT buyers were treated to the additional features of 16-inch alloy wheels, ABS braking, EBD electronic brakeforce distribution, air conditioning, side front airbags, CD stacker, front fog lamps, leather steering wheel and gear knob, flares, and chrome grille, mirrors, and door handles.
Metallic paint was the only option offered.
New to the range in PK was the Wildtrack. It was only available as a dual-cab four-wheel drive pick-up with the 3.0-litre turbo-diesel engine and the choice of manual gearbox of automatic transmission.
Standard were 18-inch alloy wheels, six-speaker sound, CD stacker, air conditioning, fog lamps, illuminated side mirrors, leather steering wheel and gear knob, power front windows, power mirrors, roll bar, roof rails, side steps, sports dials, and suede-look trim. If that wasn’t enough you could also have metallic paint.
While the PK Ranger was well equipped for the day it didn’t have features like Bluetooth to sync an iPhone or Android device, there was no sat nav to find your way about, it didn’t have a touch screen, the air conditioning wasn’t climate control, and there was no sunroof on offer.
Likewise when parking or reversing you couldn’t call on the assistance of a reversing camera, parking sensors and a park assist system.
The spare tyre was a full-sized one.
The number of seats in the cabin was dependent on the body chosen.
If you chose the single-cab you got a bench that could accommodate three, but there was also the option of bucket seats, which would limit the seating to two.
The super-cab could accommodate four, two in the front buckets seats, and two in the rear seat.
With bucket front seats and a rear bench for three, it was possible to accommodate five in the dual-cab.
The cabin was neat and tidy, all controls were well within the driver’s reach, and the seats were comfortable and supportive.
There was a footrest for the driver, the steering column could be adjusted for tilt, and there were cupholders in the front.
The XL and XLT had cloth trim; the Wildtrack had suede lookalike inserts in the seats and the doors.
It was too early for ISOFIX baby car seat mounting points.
Like the previous model there were no petrol engines offered in the PK Ranger; both engines offered were four-cylinder common-rail turbo-diesels.
The base engine was a 2.5-litre double-overhead camshaft, fuel-injected unit that pumped out 105kW and 330Nm when operating at its twin peaks of horsepower and torque.
It was a willing worker, revving smoothly, and pulling readily from low speed.
The 3.0-litre version, standard in the Wildtrack, offered more horsepower and torque, with 115kW at its power peak and 380Nm at maximum torque.
With more torque it was even more willing from low speed and was more flexible than the smaller engine.
The transmission options were a five-speed manual gearbox, or a five-speed automatic transmission, and final drive was either via the rear wheels or all four.
Utes were once unrefined and uncomfortable, the sort of vehicle a boss would have his workers drive, but wouldn’t drive one himself.
All that has changed, utes like the PK Ranger are much more refined and considerably more comfortable, while still able to get the job done when needed.
With independent front suspension the PK handled well and was quite comfortable to ride in, while the semi-elliptic leaf spring rear suspension carried or towed a workmanlike load.
On the road the performance was smooth and willing, and those inside were treated to a quiet and comfortable ride, with little wind or road noise to disturb the inner calm.
The PK Ranger was rated at three stars by ANCAP.
All models came with safety features including airbags for the driver and front seat passenger.
The XT and Wildtrack had the most safety features; they too had dual front airbags, but also had side airbags for those in the front seats.
ABS braking was optional on the XL, but standard across the rest of the range.
Reliability of the PK Ranger is good; there are few problems of note.
Owners of vehicles with the manual gearbox are sometimes surprised to find they have to replace the clutch at relatively low kilometres.
The cost of replacing the clutch can be higher than expected because the dual-mass flywheel is often replaced at the same time.
When checking a Ranger look for damage caused by unthinking and uncaring workers who couldn’t care less about the boss’s vehicle. Also check for signs of off-road abuse.
The Ranger’s warranty was three years/100,000km, but that’s long been expired.
Ford recommended the Ranger be serviced every 15,000km or 12 months, and capped price servicing didn’t apply.
The cost of service isn’t expensive and any experienced mechanic can do it.
A recall in 2010 alerted owners to the possibility of a fatigue crack developing around the bonnet striker when driven for extended periods in tough going. If it did crack the bonnet could come open while driving along.
PK models fitted with cruise control as a genuine Ford accessory were affected by a recall in 2011. Owners could have found problems setting or cancelling the cruise.
There was also a recall on 2012 relating to the potential of a crack developing around the towbar tongue.
MORE: If anything crops up, you’ll probably find it on our Ford Ranger problems page.
Len Batson: I’ve been to Cape York in my 2010 XL super-cab towing a 1.5-tonne camper. I can’t fault it; it’s comfortable, reliable and economical.
Ralph Morton: My 2010 XLT dual-cab is the best car I’ve ever owned. I bought it new and have never had to do anything but the regular servicing. It happily tows a 2.6-tonne caravan.
Travis French: I have a 2009 Wildtrack, which is a solid all-round ute. I’ve had one or two problems; I had to replace a rocker cover gasket, and had to replace a clutch at 90,000km. Other than those it’s been good.
Alan Bairstow: My 2009 XL double-cab has done 220,000km, and it has been a joy to own and drive. It’s towed a boat without any problem, it’s been reliable and economical, and is as comfortable as any sedan I’ve been in.
Toyota HiLux
Tough, unbreakable, the class leader is hard to beat.
Nissan Navara
Lost in the new-age pack, but it’s a worthy contender.
Mitsubishi Triton
Good all-rounder, but can struggle when worked at the extreme.
Reliable, comfortable and economical new-age worker that happily does double-duty at family time.
The humble utility has always been a sentimental favourite of Australians, but nobody could have guessed it would become the nation’s most popular car.
Along the way to market leadership the ute has gone from humble workhorse to fully-loaded all-purpose vehicle for townies as much as bushies.
Ford’s Ranger has been one of those models to ride the wave of popularity from its introduction in 2006.
Before that it was known as the Courier, the change of name a perfect illustration of the ute’s new position in the market.
The most telling thing about the changed position of the ute in the Australian market is the name change Ford made with its Thailand-built ute.
It was once called the Courier, an uninspiring badge that said everything about its role as a basic workhorse, a dull delivery vehicle, and that’s the way Ford thought about it.
The Ranger nametag that arrived with the PJ model in 2006 changed the whole persona of the model. It was now adventurous, tough, and rugged, something you could aspire to own. At least that’s what the marketing gurus would have us believe.
Designed and built in Thailand in tandem with the Mazda BT-50 Ford gave the Ranger a tougher look that fell more into line with the look of its popular American pick-ups.
There was a range of models, including cab-chassis and pick-ups, with single-cab, extended super-cab, and dual-cab body styles. All were diesels, and you could have four-wheel drive or rear-wheel drive.
The cab-chassis was available in base XL form, with rear- or four-wheel drive, single-cab, super-cab, or dual-cab bodies, and either a 2.5-litre or 3.0-litre turbo-diesel engine.
As a pick-up it came as an XL or XLT, with rear- or four-wheel drive, the choice of single-, super- or dual-cab bodies, and either a 2.5-litre or 3.0-litre turbo-diesel engine.
The XL came equipped with dual front airbags, power steering, radio and CD player with two speakers, and seat belt pretensioners.
At the launch there was no air conditioning in the cab-chassis, but there was in the pick-up.
Things changed in November 2007 with the addition of a number of features, including power windows, power mirrors, remote central locking, an immobiliser, and air conditioning across the range.
The XLT boasted more features, including 16-inch alloy wheels, ABS anti-lock braking, side front airbags, emergency brake assistance, and an alarm.
There were none of the things expected of a current car.
With no Bluetooth it wasn’t possible to connect an iPhone or an Android device, there was no touch screen, and the air conditioning wasn’t climate control.
Parking features like a reversing camera, parking sensors, or park assistance weren’t available.
There was no sat-nav available either, and a sunroof wasn’t offered.
The spare tyre was a full-sized one.
The cab you chose determined the number of seats you could have.
If you went for the basic single-cab you got a bench seat that limited you to three, the super-cab with its short rear-hinged rear doors gave you four, while the dual-cab with its full length front-hinged rear doors stretched the capacity to five seats.
The driver sat quite high in all cabs, slightly higher in the four-wheel drive models, which ensured a good view of the road ahead.
Single-cab drivers had to endure the bench seat, which was comfortable enough, but not as comfy as the bucket seats in the super-cab or the dual-cab.
Rear passengers were somewhat cramped in the super-cab, which was suited more to short trips than longer ones, but those in the dual-cab had more reasonable head and legroom.
The layout of the cab was functional, but neat and tidy. All controls were well within reach of the driver, and there was the convenience of cupholders in the front.
Lap sash seat belts facilitated the use of a baby car seat, but there were no ISOFIX mounting points for easy installation.
Ford chose not to offer a petrol engine option in the Ranger, instead offering a choice of two four-cylinder common-rail turbo-diesel engines, one a 2.5-litre, the other a 3.0-litre.
Both engines were double-overhead camshaft and had fuel injection.
Being larger the 3.0-litre engine had more power and torque for better performance than the 2.5-litre.
At its power and torque peaks it put out 115kW (154 horsepower), and 380Nm, compared to the 105kW (140 horsepower) and 330Nm of the smaller engine.
That gave the bigger engine better performance, particularly for off-road work, but came at the expense of higher fuel consumption.
On average the 3.0-litre gave 9.2L/100km compared to 8.5L/10km from the 2.5-litre.
The transmission options were a five-speed manual gearbox or a five-speed automatic transmission.
Final drive was either rear-wheel drive or dual-range four-wheel drive with a limited slip centre diff.
Despite being a workhorse and having to carry a load the Ranger drove quite well; with its independent front suspension it was a decent handler and rode reasonably comfortably, even with the semi-elliptic leaf spring rear suspension.
The 3.0-litre was the better performer of the two, and the most desirable when it came to towing.
Inside it was relatively roomy, the seats were comfortable, and road noise wasn’t overly intrusive.
The PJ Range was rated at three (from a possible five) stars by ANCAP.
All models came with safety features including front airbags for the driver and front passenger.
The XLT was the best equipped; it had front airbags and side airbags for the front passengers.
It also had ABS anti-lock braking and electronic brakeforce distribution.
Reports from the field suggest the reliability of the PJ Ranger is good; few problems of note were reported.
One that can crop up is the clutch on those with the manual gearbox. Normal wear and tear can see the clutch worn out in less than 100,000km. When it does expect the dual-mass flywheel to need replacing at the same time, which makes it an expensive exercise.
When inspecting a Ranger prior to purchase look for damage caused by careless employees on the worksite; or on four-wheel drive models look for off-road abuse.
The warranty when new was for three years/100,000km.
Servicing was recommended every 15,000km or 12 months, and capped price servicing didn’t apply.
The engines have a timing chain, so there’s no service required.
It is a straight forward vehicle to service and shouldn’t cost an arm and a leg for a local mechanic do it.
A recall in 2010 alerted owners to the possibility of a fatigue crack developing around the bonnet striker when driven for extended periods in tough going. If it did crack the bonnet could come open while driving.
PJ models that were fitted with cruise control as a genuine Ford accessory were affected by a recall in 2011. Owners could have found problems setting or cancelling the cruise.
There was also a recall in 2012 relating to the potential of a crack developing around the tow bar tongue.
MORE: If anything crops up, you’ll probably find it on our Ford Ranger problems page.
Tim Foster: My XL single-cab is smooth to drive, the interior is well appointed, and has been reliable, but the fuel consumption isn’t great and the ride is a bit bumpy.
Frank Robinson: I bought my XL double-cab new in 2006, and it’s been great to date.
Stephen Coote: I’ve owned my XL super-cab for eight years. I find the cabin roomy, the ride comfortable compared to other utes of its type, the turning circle is better than most, and the engine pulls our tandem caravan easily. I replaced the clutch at 75,000km.
Peter Wilson: I have no regrets buying my 2.5-litre XLT dual-cab. It’s been great, the reliability impeccable, but I would like more legroom.
Trevor Ryan: I bought my Ranger second hand with 97,000km on the clock. I have had it eight years and it does everything I want, it tows well, is economical, and has been reliable.
Toyota HiLux
The class leader has a reputation for toughness and reliability that makes it hard to beat.
Nissan Navara
Big comfortable ute a worthy contender with a wide choice of models.
Mitsubishi Triton
A decent all rounder, suspension can sag under heavy workload.
A good all-round workhorse/getaway vehicle that is reliable and performs well.
You could drive it on the beach, but it depends on the condition of the sand. If it’s hard packed you shouldn’t have any trouble, but if it’s soft you’re almost certain to get bogged. Best talk to the locals and get their opinion.
Without knowing how many kays you have done in it I would guess the clutch is on the way out. Clutches in the one-tonners that have become so popular are typically marginal and some require replacement at quite mileage. Check the clutch, and if worn to the point of needing replacement look at installing a heavy-duty clutch.
It would seem something has gone wrong, perhaps at the service, as you seem to suggest. It's most likely a fuel supply problem, so I would suggest you have a diesel engine specialist check it.
We have had reports of clutch troubles with the Ranger and the clutch in yours I would suggest has probably warped. They overheat quite quickly if you slip the clutch even just a little, like when you take off while the vehicles is loaded or towing a trailer, and once that happens the clutch warps and will forever shudder until it's replaced. I think Ford is clutching at straws on that one.
My information is that the 4x2 Rangers have a 63-litre tank and the 4x4 models have a 70-litre tank. It would seem odd, even unbelievable, that Ford would have the same part number for both tanks. If you read the small print contained in the brochures Ford, and other companies, issue you will find they include a disclaimer that says the company retains the right to discontinue or change the features, designs, colours, materials and other specifications of its products at its discretion. What that means is that the buyer should check the specifications before buying a vehicle. At least you now know the distance you can travel before needing to refill with fuel.
When the Toyota HiLux first appeared on the monthly top-10 sales list a while back it was dismissed as an aberration rather than a meaningful shift in the market. A year or two on the Toyota ute is not only still there it's well entrenched in the top three or four selling models.
The stunning success of the HiLux has caused other manufacturers of similar utes, like Ford, to take another look at their own models with a view to cashing in on this new popularity. When they did look they found the reason for this new success didn't lie in the traditional working class segment, but in the growth in the use of these vehicles for recreation.
For its part Ford, and its Mazda partner, went back to the drawing board and came up with a new and expanded range of utes to cover all bases in the changed market.
MODEL WATCH
In a reflection of the changing demand from ute buyers Ford changed the name of its offering, from the rather working class Courier to the rather more adventurous Ranger. It's the demand from people who want to use them for more than their work needs, for their recreational, or lifestyle, purposes as well that is driving the development of today's one-tonne utes. The Ranger is in reality a Mazda BT-50 with a different set of sheetmetal clothes.
Ford followed its "trough truck" theme when it restyled front of the Mazda to create the good-looking Ranger with a clear link to his F150 big brother. The restyle brought a new grille and blue oval badge to the Mazda's muscular lines, which gave it a bold, purposeful look, but the rest was all Mazda BT-50.
Ford's model line-up included three body styles, with the single cab, extended Supercab, and the Crewcab. Each was available as a cab-chassis and a ute with a box bed, and in 4x2, 4x2 Hi-rider and 4x4 models.
Two equipment levels were offered; XL on 4x2 models, and XL and XLT on 4x4 models, with the XLT 4x4 being the hero model aimed at those using their Ranger for a bit of weekend fun.
Inside, the Ranger was the same as the Mazda, apart from the steering wheel. It had the same neat car-like dash, a standard MP3-compatible CD player, a decent array of dials, dual airbags, and most models had standard air-conditioning.
Underneath, the Ranger had a beefed-up ladder chassis, torsion bar front suspension and longer rear leaf springs with heftier shocks to improve the ride without sacrificing its load carrying capacity. The steering was also retuned to be more responsive.
Braking was by front ventilated discs and rear drums, with ABS antilock and EBD electronic brakeforce distribution systems standard on the XLT, but optional on the rest of the range.
Like Mazda Ford dropped the petrol engine option in the Ranger and only offered diesel engines. There were two of them, both with common-rail injection and variable geometry turbocharging for smooth and steady power delivery across a broad rev range.
The 4x2 models had a 2.5-litre version that produced 105 kW at 3500 revs and 330 Nm at 1800 revs, while the 4x2 Hi-rider and all 4x4 models had the extra zip of a 3.0-litre version that produced 115 kW at 3200 revs and 380 Nm at 1800 revs.
There were two transmissions on offer, a five-speed manual, which was standard across the range, and a five-speed auto, which was optional with the larger engine.
Manual four-wheel drive models had a dual-range transfer case with remote locking front hubs and a limited-slip rear diff; the autos had an electronic shift-on-the-fly mechanism for easier 4x4 operation. All models had a full one-tonne payload, while the 3.0-litre manual would tow three tones.
IN THE SHOP
The Ranger is generally a tough and reliable ute, whether working or touring the land on a journey of discovery. There have been some issues with the cruise control where fitted and Ford is in the process of changing to a new supplier to fix the problems. If you are looking to buy a model with a factory-fitted cruise check the operation to make sure it is working correctly.
There have also been one or two reports of auto transmission troubles, specifically reports of gears slipping, so check the auto transmission carefully. Look for the telltale signs of hard work, either on the work site or in the bush; in particular look for battered bodywork and underbody.
IN A CRASH
Utes have generally trailed passenger cars in the level of safety they have offered, but the latest models are closer than ever to their sedan cousins.
With ABS antilock brakes and EBD brakeforce distribution the Ranger has a reasonable level of active safety, while dual front airbags give it the basic level of passive safety. ANCAP rated the Ranger 4x4 at three stars out of a possible five.
AT THE PUMP
With a diesel only option the Ranger manages to dodge the fuel consumption bullet that hits most of its rivals offering a petrol engine option. The base model with the 2.5-litre engine boasts a claimed consumption of 8.3 L/100 km, while those models with the 3.0-litre engine are claimed to deliver 9.2 L/100 km.
OWNER SAYS
David Trevaskis has had his 2007 Ford Ranger diesel auto for 18 months now and is really happy with it. It's tough, good on wet or dry forest tracks as well as ordinary roads, rides comfortably, has good fuel efficiency, and an excellent towing capacity.
LOOK FOR
. Tough Ford looks
. Diesel economy
. Good build quality
. Comfortable ride
. Three-tonne towing ability
. One-tonne payload
THE BOTTOM LINE
Well built ute that drives smoothly and delivers diesel economy.
The Mazda dealer is having a lend of you. The differences are mostly cosmetic and the engines are the same. Both come from Thailand, both were designed by Mazda. As for the dealer I would normally say avoid the Ford dealer because Ford's treatment of its customers, at dealer level and at company level, is appalling, but to say that would be unfair to those Ford dealers who do try to look after customers, and there are some out there. Clearly the Ford dealer is a better option for you so I would check with people who have dealt with that dealer and make your decision based on what they tell you.