Ford Ranger VS Great Wall Steed
- Great steering
- Nice cabin
- Limited availability
- Soft suspension a bit bouncy with weight
- A bit of turbo lag
Great Wall Steed
- Low price
- One-tonne payload
- Standard equipment list
- Overall refinement
- Large turning circle
- Steering weight/gearing
The Ford Ranger Wildtrak has been a runaway success for the brand. Plenty of people have bought them, modified them, taken them off-road and put them to task in the PX generation of Ranger.
Now, to see out the 2019 model range, Ford has added a new version above the standard Wildtrak. It’s the Ford Ranger Wildtrak X, and the ‘X’ stands for ‘extra’, because you get a bit more gear for a touch more money.
We’ll get to all the detail soon, and for this test we didn’t head off the beaten track - our aim here was to see how the Wildtrak X copes in daily driving, as well as how it handles hard work.
|Engine Type||2.0L turbo|
Great Wall Steed
Great Wall has been China’s best-selling ute brand for nearly two decades, so it’s not surprising to see the company spreading its global footprint into Australia’s hotly contested dual-cab 4x4 ute market.
What its diesel-powered Steed may lack in performance and overall refinement compared to mainstream rivals, it balances with a huge saving in purchase price. And therein lies the choice of going Chinese - price vs quality.
|Engine Type||2.0L turbo|
The Ford Ranger Wildtrak X is up to the task when it comes to hard work, but it’s more comfortable showing off at the worksite than actually getting the job done. We all know someone like that.
And that’s no bad thing - if you’re after a competent and impressively specified (if a little expensive) dual-cab ute, you could do a lot worse than the Wildtrak X.
Thanks again to our mates at Crown Forklifts in Sydney for helping out with this load test.
Great Wall Steed6.5/10
On face value the Great Wall Steed 4x4 looks like a bargain, with its eye-poppingly low price, one-tonne payload rating and long list of standard features, particularly when compared to entry-level dual cabs offered by the segment leaders. However, those competitors more than make up for that lack of bling with superior all-round safety, performance, comfort, refinement and resale value. So for buyers more concerned about purchase price and creature comforts than any of its shortcomings – and there are quite a few - the Steed 4x4's value for money equation is about right. In other words, it needs to be this cheap to get buyers in.
Is the Great Wall Steed a bargain or is the low price just what it's really worth?
You might be considering the Wildtrak X purely on aesthetic appeal - and that’s understanding. It has a few new design highlights compared with the non-X model, and most of them add function as well.
It scores an array of blacked out components, such as new 18-inch wheels (still wrapped in the same Bridgestone Dueler H/T rubber), wheel-arch flares (allowing for a more aggressive wheel/tyre setup), plus there’s a black nudge bar with LED light bar, and there’s a genuine Ford snorkel, too.
Combined, it makes the Wildtrak X look like a lot of those non-X models you’ve seen, where owners have spent thousands on extras. The rest of the destine is unchanged for the 19.75 model year variant we had, but there are subtle updates coming for the 2020 model range.
Great Wall Steed6/10
The Steed is deceptively large. Compared to the Ford Ranger dual cab 4x4, it's 235mm longer, 50mm narrower, 40mm lower and its ladder-frame chassis rides on a 3200mm wheelbase, which is only 20mm shorter. Like the Ranger, it has double-wishbone front suspension and a leaf-spring live rear axle, but runs rear disc brakes where the Ford has drums.
Off-road credentials include 171mm of ground clearance, an approach angle of 25 degrees, departure angle of 21 degrees and ramp-over angle of 18 degrees, all figures which are far from class-leading. Plus there's a large 14.5-metre turning circle (compared to Ranger at 12.7m and Hilux at 11.8m).
It has a relatively slim body profile when viewed from the side, which translates to a relatively short floor-to-roof height, reminiscent of utes past. This means shallower foot wells and higher knee/upper thigh angles that concentrate more weight on the base of the spine, reducing comfort on longer journeys.
The rear outer seating positions are tight, particularly for tall adults, with limited head and leg room. For those sitting in the centre rear position, headroom is even less. And because the front doors are considerably longer than the rears (like the Amarok), the B pillar’s more rearward location impedes the ‘pathway’ to the rear seat, particularly for those with larger shoes.
Overall panel fit is acceptable, but some areas of trim, like the crooked stitched seam across the dash-pad directly in front of the driver, affect perceptions of quality.
Like every dual-cab Ranger, the Wildtrak X is a good size inside. There’s enough space to fit three adults across the back and therefore five adults in the cabin. No rear air vents, though, which can result in a stuffy back seat on hot days.
You get cup holders up front and in the rear, and bottle holders in all four doors. You can raise the seat base for extra storage space, if there’s not enough room in the tub.
Up front there’s a good amount of space and storage, and the media system is simple to use. And while we haven’t raised this in the past, the number of warning gongs and danger dings might annoy you. Like, I know the door is open, I just opened it. Sheesh!
Now, the tub.
It’s 1549mm long, 1560mm wide and 1139mm between the wheel-arches, which means it’s too narrow for an Aussie pallet to fit (1165mm minimum). The depth of the tub is 511mm, but not in the the Wildtrak models, because the roller cover housing at the far end of the tub just about halves that, eating into usable space.
It’s great that you get the hard top roller cover, and that there’s a tub liner, too: however, the four tie-down hooks in the corners of the tub makes it difficult to strap down a load.
Great Wall Steed6/10
The Steed’s 1900kg kerb weight is relatively light for its size and with a 2920kg GVM it’s a genuine ‘one tonner’ with a maximum payload of 1020kg. It’s also rated to tow only 2000kg of braked trailer, but with a GCM of 4920kg it can carry its maximum payload while doing it, which is a practical compromise.
The fully lined cargo bed is 1545mm long, 1460mm wide and 480mm deep. Like most dual-cab utes there’s not enough width between the wheel arches to carry a standard Aussie pallet, but it has four sturdy and well-positioned anchorage points for securing loads.
Cabin-storage options include a bottle holder and upper/lower storage pockets in each front door, a single glovebox, centre console with open storage cubby at the front, two cup holders in the centre and a box with padded lid at the rear that doubles as an armrest. To the right of the driver’s head there’s also a roof-mounted sunglasses holder with a spring-loaded lid, but it’s too shallow to be able to close the lid with a pair of Oakleys inside.
Back-seat passengers get overlooked when it comes to storage, as there are only slim pockets on the rear of each front seat and no bottle holders or storage pockets in the doors. And there’s no fold-down centre armrest either, which would be a useful place to offer at least two cup holders when the rear seat only has two occupants.
Price and features
The Ford Ranger Wildtrak X starts at $65,290 plus on-road costs for the 3.2-litre turbo-diesel five-cylinder model we drove, while the more powerful and more refined 2.0-litre Bi-turbo four-cylinder engine is $1500 more ($66,790).
That makes it a $2000 jump over the standard Wildtrak, but according to Ford, you’re getting $6000 worth of extra value.
The Wildtrak X’s additional styling gear builds upon the already impressive list of included equipment on the regular Wildtrak.
Included on this grade are 18-inch alloy wheels, LED daytime running lights, HID headlights, an LED light bar as well as all the Wildtrak X body additions (see the Design section for more detail), an integrated tow bar and wiring harness, a tub liner, 12-volt outlet in the tub, roller hard top and the model-specific interior with part-leather trim and a dark headlining.
There’s also an 8.0-inch touchscreen media system with sat nav, DAB digital radio, Apple CarPlay and Android Auto, Bluetooth phone and audio streaming and a six-speaker sound system with a CD player. There are two USB ports, a 12-volt charger in the back seat and a 230-volt powerpoint, too.
The front seats are heated and the driver’s seat has electric adjustment, there are digital displays in front of the driver showing navigation and driving data (including a digital speedometer, which many utes still miss out on).
Great Wall Steed8/10
Available only as a dual-cab ute with five-speed or six-speed manual transmissions and a choice of petrol 4x2, diesel 4x2 and diesel 4x4 drivetrains. It’s also only available in one well-equipped model grade, so every Steed buyer gets a burger with the lot. Albeit a Chinese burger.
Our test vehicle was the diesel 4x4 six-speed manual, which, at only $30,990, presents a compelling value-for-money comparison for those wanting a brand new ute who don’t have big dollars to spend. For example, the cheapest Ford Ranger dual cab 4x4 is the XL with 2.2 litre diesel and six-speed manual at $45,090, and the cheapest Toyota Hilux equivalent is the hose-me-out Workmate 2.4 diesel with six-speed manual at $43,990.
The Steed’s single model specification also includes numerous features and creature comforts you won’t find on rival entry-level utes costing 30 per cent more. There are lots of chrome body highlights, including roof racks, stainless-steel sports bar and door scuff plates, side steps, cargo bed liner, 16-inch alloy wheels with 235/70R16 tyres and a full-size spare, leather-appointed trim including steering wheel and gear-knob, heated front seats with six-way adjustable powered driver’s seat, electric-folding door mirrors with demisters and indicators, tyre-pressure monitoring and six-speaker sound system with touchscreen, steering-wheel controls and multiple connectivity including Bluetooth, to name a few. A tow bar, tonneau cover and sat-nav with reversing camera are optional.
Engine & trans
Under the bonnet of the Wildtrak X we drove is a 3.2-litre five-cylinder turbo-diesel engine producing 147kW of power (at 3000rpm) and 470Nm of torque (from 1750-2000rpm). It has a six-speed automatic transmission in this spec, and there is no manual option for the Wildtrak X. It has selectable four-wheel drive with a low-range transfer case (2H, 4H and 4L gearing), and an electronic locking rear diff.
The other engine option for the Wildtrak X is the 2.0-litre Bi-turbo four-cylinder engine producing 157kW of power (at 3750rpm) and 500Nm of torque (1750-2000rpm). That’s class-leading levels of grunt from a four-cylinder engine. It runs a 10-speed automatic transmission and four-wheel drive.
The Ranger Wildtrak X has a towing capacity of 750kg for an un-braked trailer, and 3500kg for a braked trailer.
The kerb weight of the Ranger Wildtrak X 3.2L is 2287kg. It has a gross vehicle mass (GVM) of 3200kg, and a gross combination mass (GCM) of 6000kg.
Great Wall Steed6/10
The GW4D20B is a Euro 5-compliant 2.0-litre turbocharged common-rail four-cylinder diesel that delivers 110kW at 4000rpm and a relatively small 310Nm serving of torque between 1800-2800rpm.
There’s only a six-speed manual available, so an automatic option would broaden the Steed’s showroom appeal enormously. The 4x4 drivetrain uses a Borg Warner part-time dual-range transfer case with electronic dashboard control, and there’s no locking rear differential.
Fuel consumption for the Ranger Wildtrak X 3.2L model is claimed at 8.9 litres per 100 kilometres, and it has an 80-litre fuel tank capacity. There is no long range fuel tank.
Our test drive saw a real-world return of 11.1L/100km across a mix of driving including urban, highway and back-road, as well as laden and unladen.
Great Wall Steed8/10
Great Wall claims a combined figure of 9.0L/100km and at the end of our test the instrument read-out was showing 9.5. That was close to our own figures, based on ‘real world’ trip-meter and fuel-bowser readings, which came in at 10.34, or about average for this segment.
Based on those numbers, its 70-litre fuel tank should deliver a driving range of around 680km.
We like the Ford Ranger as a daily driver. It’s easy to see why so many people buy Ford Ranger dual-cab four-wheel drives, even if they don’t need the payload, or the towing capacity. It’s the utility that appeals with this utility.
Without weight in the back it rides smoothly enough, and around town you won’t complain about back pain or sore kidneys when you crunch over speed humps. It’s composed and refined, so much so that it’s a better ute to drive without a load than with weight in the back, and there aren’t many that can claim that accolade.
The steering makes it easy to park, and it’s nice to steer in all sorts of situations. If you happen to be on the tools all day, you’ll be happy not to have to wrestle the wheel on your way home.
Acceleration is good, if not blindingly quite, and the transmission does what it should.
Great Wall Steed6/10
There’s a pleasant whiff of leather when you open the door, but the driving position is compromised by the high floor height and relatively shallow foot-well. For taller drivers this positions the knees close to the steering wheel, even in its highest position, which can hamper turning, and comfort, at times. Ergonomically wonderful it is not.
The left footrest is well positioned but the vertical section of console right next to it has an uncomfortable sharp-radius edge where the upper shin and knee rest against it. And on the right-hand side, the window control panel at the front of the door-pull also has quite a hard edge where the right leg rests against it. Softer, larger radius edges on both sides would greatly increase driver comfort.
The power steering is too lightly weighted and remains vaguely linear in feel regardless of road speed. The gearing is also too low and requires excessive wheel-twirling relative to steering response, which is required often given its large turning circle and the number of multi-point turns needed as a result.
The 2.0-litre turbo-diesel’s lack of low-down torque is really noticeable below 1500rpm, as it falls off a cliff with what feels like zero turbo boost. The gearshift feel is also a bit notchy and the gear-stick itself has an annoying vibration in fifth and sixth gears.
The ride quality when empty is acceptable if a bit harsh in the rear over bumps, which is not uncommon with leaf-spring live rear axles designed to carry more than a tonne. We loaded 830kg into the cargo bed, which, with a 100kg driver equalled a payload of 930kg, or about 90kg short of its 1020kg maximum rating.
The rear springs compressed 51mm and the nose rose 17mm under this load, leaving adequate springing capacity. The ride quality also improved noticeably, with minimal decline in steering control and braking response. By keeping the revs up (and therefore turbo boost) it coped reasonably well with stop-start traffic.
The Steed definitely felt more at home at highway speeds, however. In top gear with the cruise control engaged, it rumbled comfortably within the engine’s peak torque band, showing just 2000rpm at 100km/h and 2100rpm at 110km/h. Engine, wind and tyre noise were unexpectedly low, allowing conversations to take place at normal levels.
The tyre-pressure monitor displayed in the driver’s information scroll works well (mandatory in the USA and EU) and adds considerable peace of mind, but the info menu should also include a digital speed read-out. A permanent display of the cruise control’s speed setting would be handy, too.
Given its small torque figure and the fact it had close to a tonne on its back, the Steed coped pretty well with our set climb (albeit with the right foot flat to the floor) powering up the 13 per cent 2.0-kilometre gradient at 60km/h in third gear at 2400rpm.
The Ford Ranger Wildtrak - as with the rest of the Ranger line-up - is in the mix for the best in the business for ute safety specs.
Standard gear on all Ranger models is auto emergency braking (AEB) with pedestrian detection as well as lane keeping assist, driver attention alert, traffic sign recognition and automated high-beam lights. The AEB system works at city and highway speeds, and adaptive cruise control is included, too. There is no blind-spot monitoring or rear cross-traffic alert, however.
The Ranger retains its five-star ANCAP crash test rating from 2015, when the standards were considerably more lax. It does, however, have six airbags (dual front, front side and full-length curtain), a reversing camera, front and rear parking sensors and a semi-autonomous parking system.
It comes with dual ISOFIX child seat anchor points and two top-tether restraints for baby seats.
Great Wall Steed6/10
There is no ANCAP rating for this Great Wall so far but the 4x2 variant tested in 2016 achieved only two stars out of five, which is terrible. Still, this one is equipped with dual front airbags, front-side and full-length side-curtain airbags, a three-point seatbelt for the centre rear passenger (but no head rest), ISOFIX child seat anchorage points on the two outer rear seating positions and a top tether for the centre seat position.
Active-safety features include Bosch electronic stability control with traction control, brake assist and hill start assist, but no AEB. There are also rear parking sensors, but rear view camera is optional (and should be standard).
Ford backs all of its models with a five-year/unlimited kilometre warranty plan, which is on par with the rest of the mainstream ute market but behind the likes of the Triton (promotional seven-year warranty), SsangYong Musso (permanent seven-year/unlimited kilometre warranty), and Isuzu D-Max (six-year/150,000km).
Capped price servicing intervals are set every 12 months/15,000km. The duration of the service plan is for the life of the vehicle, too, which is good for peace of mind if you plan to hang on to your car for a long time.
Ford is currently running a promotion whereby the first four years/60,000km of maintenance is capped at $299 per visit. That’s competitive, but costs rise as you get beyond the promo period.
Concerned about Ford Ranger problems? Check out our Ford Ranger problems page for issues, complaints, recalls or anything else regarding reliability. We had an issue of our own, with the car convinced it was towing a trailer the whole time we had it, which disabled the self-parking system and the rear parking sensors, too.
Great Wall Steed6/10
Three-year/100,000km warranty and three-year roadside assistance. Service intervals and recommended (not capped price) servicing costs start at six months/5,000km ($395) then 12 months/15,000km ($563), 24 months/30,000km ($731) and 36 months/45,000km ($765).