2012 Ford Ranger Reviews

Released in 2011, the all-new PX Ranger was Ford’s entry into the new-age ute market and the range of models verged on bewildering.

Utes have always been popular with Aussies, but never more so than in recent years when there has been more to choose from than ever before. The humble ute is no longer a mere work wagon; it is now called upon to perform all sorts of duties, from traditional worker, to cool sportster, weekend escaper and family hack.

Slabs of square-edged sheet metal have earned the latest Ford Ranger a reputation as a tough-looking pickup. The launch of the range-topping Wildtrak has buffed that image with creature comforts more often found in high-end cars.The result is a good-looking, go-anywhere five-seater — just don't expect your significant other to be impressed if you take it bush and scratch it.The best things in life may be free; everything else costs. In the case of the Wildtrak, it costs more than most — but there's more to appreciate, from the leather-trimmed and heated seats to satnav, voice control of the sound system and airconditioning and a trick reversing camera that displays in the rear-view mirror. Prices start at $57,390 for the six-speed manual, so most buyers will be up for $59,390 plus on-road/dealer costs after ticking the box for the six-speed automatic. Its only competition is the $56,990 Nissan Navara ST-X and Volkswagen Amarok Ultimate at $58,490.The five-inch multi-function colour display isn't huge but the recessed position makes it glare-proof, the voice controls for the Bluetooth/sound system/airconditioning actually understood me and the guidelines superimposed over the reversing camera's view are dead accurate. Ford says there are 23 stowage spaces and it comfortably dealt with the debris a four-member family typically loads into a vehicle.It's hip to be square, based on the reaction to the Ranger line-up and the Wildtrak in particular. The design is Broadmeadows-based; Ford and Mazda shared the engineering duties but then went their own way in skinning the vehicle. Ford is winning that fight, based on sales figures against the BT-50.The interior is class-leading, too. Supportive seats front and rear means the side bolsters counter what little body roll the Wildtrak has and the controls are fairly intuitive — it took less than a minute to pair two phones, connect an iPod and map a destination on the satnav.The dual-cab Ranger/BT-50 are the best-crashing vehicles in this class, with an ANCAP assessment of 35.72 out of 37. Holden's Colorado is next at 35.09, followed by the VW Amarok at 32.99. The crash protection body notes the risk of serious chest injury was slight for the Wildtrak against marginal for the Amarok. The Navara only rates four stars. Standard safety kit on the Wildtrak runs from six airbags to ABS with stability control, emergency brake assist and rollover mitigation.Vehicles this large shouldn't handle as well as the Wildtrak does. The firm suspension cuts down the expected body roll. The trade-off is a slightly jittery ride over small road irregularities, like the metal strips that join overpass sections, but it was no worse than the mid-sized sedan sharing the Carsguide garage that week. And the physical size means it has a 12.7 metre turning circle, so it's not the easiest thing to park in a suburban shopping centre.The rear camera offsets this but the two guinea pigs Carsguide put behind the wheel (male and female) didn't enjoy trying to gauge the pivot point when reverse parking. That's the price you pay for a 5.35m vehicle that will carry five people, tow 3.35 tonnes (the towbar is standard) or haul a tonne of dirt in the rear tub. The flip-side is they liked the interior, were impressed with the acceleration and loved the attention the Wildtrak received on the r oad.

These utes were rough as guts a decade ago and few families could put up with them, but they have advanced to the point of being a realistic family car option.With the ability to work hard but also lug boats, caravans and trailers of up to 3500kg as well as cross rivers, conquer mountains and pick up the shopping, it's easy to see the appeal.A wave of new family friendly trucks has arrived in the last two years, lead by the Volkswagen Amarok, Ford Ranger, Mazda BT-50 and now the new Holden Colorado. CarsGuide assembled the challengers and the reigning sales champion, the Toyota Hilux, at the Melbourne 4x4 Training and Proving Ground in order to pick one winner.A recent facelift upped content and lowered prices Customers can choose from a thirsty 4.0-litre petrol V6 (175kW/376Nm) or a 3.0-litre four-cylinder diesel (126kW/343Nm), which lags behind its rivals when it comes to low down lugging (torque).While six gears are common these days, the Hilux makes do with a five-speed manual or optional four-speed automatic. Low range is selected with a lever, unlike the other models fitted with a simple dial.The tow rating is the lowest in the class, 1000kg below the maximum tow rating of the Colorado, which could be an issue for some.VERDICTThe interior is spacious and there are some smart storage areas, but the dashboard is old and plain despite a new colour centre screen.It managed the tough terrain with ease, but the Hilux goes to the back of the class due to its ordinary on-road dynamics and jumbled ride, which all points to an old body and chassis. Its engines and transmissions are also getting on.This might have been the benchmark seven years ago, but times have changed and the Hilux drives like an old-school ute.Toyota Hilux SR5Type: 4x4 crew cabPrice: $50,990Engine: 3.0-litre four-cylinder turbodieselPower: 126kW at 3600rpmTorque: 343Nm at 1400rpmTransmission: Five-speed manual, optional four-speed automatic ($2500)Towing: 2500kgPayload: 835kgFuel Economy: 13L/100kmSafety Gear: Electronic Stability Control, anti-skid brakes, driver and passenger front and side airbags, side curtain airbagsThe Amarok was new last year and bucked the trend with a small 2.0-litre diesel which it fits with one or two turbos depending on the model.Our test ute has the 120kW and 400Nm version which is especially economical (7.9L/100km). Right now a six-speed manual is the only option, but an automatic is coming this month along with more power and torque. The tow rating is a little low at 2800kg, but should increase too.It has all the safety gear but there is no airbag coverage for the rear seats.VERDICTThe Amarok is one of the best in class, with a spacious interior, good cargo area and relatively good handling. The engine is underwhelming in this category. It needs to be pressed hard and, as a result, can get intrusively loud.The Amarok is also too easy to stall at low speed. Its manual gearbox is crisp and shifts easily. An auto version of this should be good, but we'll have to wait and see.The interior is quite plain and drab compared to the Ranger, but it is all very practical. There is no Bluetooth, which is a glaring omission (we're told it is coming soon).Volkswagen Amarok Highline TDI 400Type: 4x4 crew cabPrice: $52,990Engine: 2.0-litre four-cylinder twin turbodieselPower: 120kW at 4000rpmTorque: 400Nm at 1500-2500rpmTransmission: Six-speed manual, no automatic optionTowing: 2800kg (braked trailer)Payload: 992kgFuel Economy: 7.9L/100kmSafety Gear: Electronic Stability Control, anti-skid brakes, driver and passenger front and side airbags (not curtain airbags).This is the newest truck on the block and has the highest towing rating of 3500kg. It's built off the same base as the Isuzu D-Max but is significantly different. The base Colorado gets a 2.5-litre four-cylinder diesel with 110kW and 350Nm.A strong 2.8-litre four-cylinder turbodiesel is standard on the higher spec models and provides 132kW and 440Nm. This jumps to 470Nm when customers order the optional six-speed automatic, though power remains the same.VERDICTIt isn't the sharpest tool in this shed, but the Colorado still has a lot going for it. The big Holden is comfortable around town, but its soft suspension means it moves around at higher speeds on bumpy roads. It doesn't like corners you need to turn the wheel a lot to get around tight ones.The 2.8-litre engine is the loudest, but the pitch is not irritating. It pulls as hard as the BT-50 and Ranger five-cylinder. We like the very roomy interior, but the dashboard of the high-end LT-Z looks cheap with ordinary plastics and a retro digital display.Holden Colorado LT-ZType: 4x4 crew cabPrice: $49,990 (plus $3230 hard tonneau and snorkel)Engine: 2.8-litre four-cylinder turbodieselPower: 132kW at 3800rpmTorque: 440Nm at 2000rpm (auto 470Nm)Transmission: Five-speed manual, six-speed automaticTowing: 3500kgPayload: 1000kgFuel Economy: 9.1L/100kmSafety Gear: Electronic stability control, front driver and passenger airbags, side curtain airbagsLike its Mazda twin, the Ranger is new except for its revised engines. Entry level Rangers are sold with a four-cylinder petrol engine. Then is a choice of a 2.2-litre four-cylinder turbo diesel (110kW and 375Nm) and a 3.2-litre five-cylinder (147kW and 470Nm).Shared with Mazda, these are the strongest in the class. Transmission choices are a six-speed manual or six-speed automatic. The maximum towing capacity is a considerable 3350kg.VERDICTThe Ranger XLT comes with the most gear, but is also the most expensive. Its interior is spacious and practical and the dashboard and instrument cluster is stylish (in a masculine way) with a high quality colour information display and quality surfaces.The 3.2-litre engine sits at the top of the class in terms of performance, but (as is the case with the BT-50) makes a slightly annoying and inconsistent rattle (injectors apparently).The ride is better than the Mazda's but firmer than the others. The upside is brilliant handling and excellent suppression of big bumps, especially on country roads. We also like the sharp and direct steering and quiet cabin.Ford Ranger XLTType: 4x4 crew cabPrice: $53,390Engine: 3.2-litre five-cylinder turbodieselPower: 147kW at 3000rpmTorque: 470Nm at 1500-2750rpmTransmission: Six-speed manual, optional six-speed automatic ($2000 extra)Towing: 3350kgPayload: 1041kgFuel Economy: 9.2L/100kmSafety Gear: Electronic Stability Control, anti-skid brakes, driver and passenger front and side airbags, side curtain airbagsThe BT-50 is the same as the Ranger under the skin, but Mazda and Ford came up with their own interior and exterior designs. It is available with a 2.2-litre four-cylinder turbo diesel (110kw and 375Nm) or a 3.2-litre five-cylinder turbo diesel which pumps out a handy 147kW and 470Nm.You can have a six-speed manual or six-speed automatic. The maximum tow rating for the big Mazda is a respectable 3350kg. Mazda fitted the test BT with a bull bar and alloy wheels which cost $6540.VERDICTThe BT-50 has much the same strengths as its Ranger twin, including strong engines, but there are some differences. Firmer suspension tuned for sportiness, means a fidgety ride on imperfect roads. The interior is plain, but the quality is excellent.BT-50s are cheaper than rival Rangers (about $4000 in some cases) but usually have a little less gear. Then there is the appearance. It is ugly and looks like a Ssangyong. The bull bar covers up the worst elements, but costs more.Our BT-50 suffered a mechanical problem in the middle of a water crossing, which the other vehicles managed repeatedly without incident. It has been trucked back to Mazda for a diagnosis.Mazda BT-50 XT-RType: 4x4 crew cabPrice: $48,810 (plus $6540 bull-bar and wheels)Engine: 3.2-litre five-cylinder turbo dieselPower: 147kW at 3000rpmTorque: 470Nm at 1750-2500rpmTransmission: Six-speed manual, optional six-speed automatic ($2000 extra)Towing: 3350kgPayload: 1097kgFuel Economy: 9.2L/100kmSafety Gear: Electronic Stability Control, anti-skid brakes, driver and passenger front and side airbags, side curtain airbagsCONCLUSIONThe Hilux might top the sales charts, but the ageing warrior finishes a clear last in this company. We'd be happy to recommend the Volkswagen, Ford, Holden and Mazda, which all demonstrate how far crew cab utes have come.An underdone engine and lack of automatic transmission knocks the Amarok out of contention in this test, along with a plain interior and some missing gear, but upcoming changes could put it back in the hunt.The buff Colorado is a comfortable cruiser and its engine is a bit rough but it lugs along without fuss. Ordinary handling and a cheap interior prove the difference here but it is surprisingly easy to live with.That leaves the twins. The engines can be intrusive and automatic transmissions can hunt but they are clearly the best trucks here. The BT-50 is the best value for money, but has an uncompromising ride and plain cabin. Sadly, the awful styling will put off many buyers.The pricier Ranger does everything the Mazda does, but rides better, has a bit more equipment and looks great. Its superior interior seals the deal.Others:Nissan's Navara is old, but good. New pricing makes it worth looking at. The new D-Max is Isuzu's take on the Colorado and is a contender. Mitsubishi's Triton is in the same class as Hilux: its best days are behind it.

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 abilityThe 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.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.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.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.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.

Give-me-room looks and a turbodiesel engine that's the equal of anything in its class makes the Ford Ranger XLT worth a drive for potential four-wheel drive utility owners. In double cab form the Ranger isn't just smart, it's a genuine alternative to SUVs for those willing to sacrifice a bit of load area for the

There’s an old saying in the bush the bigger the vehicle, the smaller the obstacle. It's an adage that could well have been written for Ford's second-generation Ranger.In size, muscle, on and off-road ability, equipment, towing ability, handling, comfort and convenience, the Ranger raises the bar for both work and play. And it's ahead of the game in safety.The XLT crew cab four-wheel drive on test came with stability control, six airbags, anti-skid brakes, roll-over mitigation, hill-start assist, traction control and trailer sway control.New from the ground up and longer, wider and taller than its predecessor, it is big, but not bulky, and tough, but not tiring, with a smart but sensible interior. Inside, the cabin is long and wide with generous head, leg and hip room, quality trim and a host of storage bins. The dash is clear, logical and intuitive and the main dials are easy to read.Large rear doors on the crew cab open wide and give easy access to the well-padded seats, which have a decent rake on the backrest, class-leading leg room and storage bins underneath. Attention to detail includes Bluetooth with voice control, aero-designed mirrors to cut wind noise, a subtle lip on the tailgate to reduce drag and side airbags with pressure sensors in the doors that ``hear'' a potential crash before panels start to deform.On the practical side, the exterior is easy to clean with no stuck-on bits -- the wheel arches are built in like a HiLux, not added on like a Navara or Amarok. The tub is equal in volume to the Amarok, but is deeper and narrower. It has six tie-down points, each rated to 750kg, and a recessed 12v socket and drink holders in the tailgate.On paper, the $53,990 XLT crew cab diesel manual is $2400 more than the comparable SR5 HiLux and doesn't come with the SR5's standard satellite navigation. However, the extra equipment in the Ford more than compensates.The biggest problem for the Ranger is getting here. Supply problems in Thailand continue to frustrate Ford. The first shipments were all dual cabs. And though some single cabs have since arrived, the bulk of the single and super cabs won't arrive until April-May. When the rollout is finally complete, there will be 20 models -- two petrol and eight diesel in 2WD, and 10 4WD all diesel.The XLT comes with the most powerful engine in the range. The 3.2-litre, five-cylinder turbo-diesel produces an impressive 147kW and 470Nm of torque, or 21kW and 127Nm more than the market-leading HiLux. When working, the engine emits a gruff but subdued growl, and it cruises quietly on the open road, pulling 1900rpm at 100km/h in sixth.Fuel use on test was 8.8l/100km overall and 7.4l/100km when touring. The six-speed manual (on test) has widely spaced ratios offering more than one gear for any occasion. Unloaded, it would pull away in second and could be split-shifted (1-3-5 or 2-4-6 or any combination) without protest. First gear is a low 19.3:1 to give strong step-off under load in high range and the ability to creep along in first gear and idle off without stalling in second.It is easy to drive, comfortable and confident, has a long list of useful features inside and out and will tow a class-leading 3.35 tonnes. Off road, the Ranger has the grunt, clearance and wheel travel to clamber over and through most obstacles, even with the basic-looking towbar attached.Again, the gear ratios provide a wide choice. Four-low is a stump puller and able to crawl along at a little above idle and reel in momentum on steep descents almost down to stall speed. Hill-descent control is speed adjustable using the cruise control buttons. It will operate with the transmission in neutral, though it takes a bit of bravado to try it on steep descents.Shifting from 2H to 4H to 4L and back again was trouble free, but the gear-shift lever on the test car remained sticky even with 8000km on the clock. A shift indicator encourages the driver to shift into a higher gear for optimum economy, though in practice it soon becomes second nature. The suspension compromise is as good as you'll find in this class, with acompliant ride and disciplined handling.weeklytimesnow

Seldom do Australian engineers and designers get the chance to build a new vehicle for the world market, but that's what happened with Ford's all-new Ranger.Though classified as a compact pickup, the vehicle, which goes on sale from October 1, is a big bugger by local standards, 9/10ths the size of an F150. It's the culmination of four years work by nearly 500 engineers in Australia and around the Ford (and Mazda) world.Prices start from $19,740 for the petrol 2.5-litre single cab/chassis 4x2 manual and peak at $59,390 for the double cab Wildtrak 3.2 diesel auto. A revelation in the ute world, the Ranger is almost certain to give Ford its long-awaited lift out of the doldrums. The Ranger, destined for more than 180 countries on five continents, will come in three cab styles: double, super and single and in cab chassis and pickup bodies.Then there are 4x2 and 4x4 drivetrains, two ride heights, two transmissions and three engine choices: a new 110kW/375Nm 2.2-litre Duratorq turbodiesel four, a 3.2-litre Duratorq turbodiesel five cylinder with 147kW and 470Nm and a 2.5-litre Duratec petrol four with 122kW and 225Nm. The engines are designed to run on a variety of locally blended fuels with different octane ratings in the various markets.It's choc-full of technology, with some models boasting innovations like trailer sway control, adaptive load control, a rear-view camera that's built into the blue oval badge on the back and rear park assist.Another clever move is that the battery is charged on deceleration, freeing the engine of a fuel-robbing generator. There's also hill descent control, hill launch control and, for really rough patches, a diff' lock.Official fuel consumption  figures for the 3.2-litre are 8.4 litres/100km for the 4x2 variant and 9.6 litres/100km on the 4x4. Safety gear includes stability control that includes four-wheel traction control, yaw control and roll-over mitigation.They will be built in Thailand, South Africa and Argentina. The 3.2 will be the first model released in Australia, with the rest of the 20-model range arriving later in the year.The hi-tech Ranger is longer, taller and wider than the earlier version, has a frame twice as stiff and the 3.2 model has a class-leading towing capacity of 3350kg and a payload of 1500kg. It also has the deepest cargo box, lined and able to hold 1.21 cubic metres.Interior storage includes up to 20 pockets and nooks. There are bottle-shaped pockets in all four doors can easily fit water bottles and a deep centre console with cooling feature. Also, the glovebox can hold a laptop computer. There's also a hidden storage area for electronic items and small packages under the back seats.Bluetooth, USB and iPod2 integration and voice control over the radio, CD, iPod, USB, and mobile phone are standard on all models, likewise cruise control.Dual-zone climate control is fitted to all XLT and Wildtrak models and the range-leading Wildtrak 4x4 will come with a five-inch colour screen with satellite navigation and rear parking camera.We drove an XLT with six-speed auto shift on some of South Australia's toughest tracks in the Flinders Range region and enjoyed the cab comforts, space and great visibility.The large glass-surrounded cab easily copes with five 2.0m tall adults and the quietness inside rivals that of a upspec' sedan. The easy-driving five has loads of grunt and switching between 2WD and 4WDH and L is via a rotary switch, and can be done on the fly.