Ford Ranger VS GWM UTE
- Great steering
- Nice cabin
- Limited availability
- Soft suspension a bit bouncy with weight
- A bit of turbo lag
- Great standard equipment list
- So much better than any Great Wall that has come before it
- Engine hits harder than outputs suggest
- Still lacking a bit of low-speed refinement
- Steering reach adjust only on top spec
- No capped price servicing
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|
The Great Wall brand in Australia has a mixed reputation. But one thing has always stayed the same - it plays on value and affordability above all else.
This new 2021 GWM Ute - which may also be known as the 2021 Great Wall Cannon - might change that. Because not only is the new dual-cab 4x4 pick-up a value-focused offering, it’s also really quite good.
It takes the brand to a new level. In fact, it takes it to another world compared to the old models; the world of the big-name players.
That’s because you could easily consider this as a closely priced competitor to an LDV T60 and SsangYong Musso - but likewise you might see it as a real budget alternative to the Toyota HiLux, Ford Ranger, Nissan Navara, Isuzu D-Max and Mazda BT-50. It even has some attributes that are more likeable than most of those utes, too.
Read on, we’ll give you the lowdown on the new 2021 GWM Ute.
|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.
The all-new GWM Ute, or Great Wall Cannon, is a very big improvement over any Great Wall ute that has come before it.
It’s good enough to worry the LDV T60 and SsangYong Musso, and with a long warranty backing it up, could also cause some customers considering mainstream, big-name utes to take a look at the reborn and renamed Great Wall Cannon. Talk about bang for your buck! Geddit? Cannon? Bang?
Anyway. Depending on your intended use, you probably don’t ‘need’ anything more than the entry-level Cannon model, though if I was after that more loveable ute experience - not just a work truck - I’d be tempted by the Cannon X, the interior of which is a marked step up in terms of desirability.
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.
The all-new GWM Ute is a big unit. It has that truck-like stance thanks in part to its huge, high grille, and you have to love that all GWM Ute models come with LED headlights, LED daytime running lights and LED tail-lights, and the front lighting is automatic, too.
To my eye, it appears to have drawn some inspiration from the likes of the Toyota Tacoma and Tundra models and it’s even reminiscent of the current-look HiLux, with that front-end design offering a bold appeal. And if you are wondering what that big symbol on the grill stands for, it’s the Chinese model branding for this vehicle - in its home market the Ute goes by the model name “Poer”, while other markets name it “P Series”.
The profile view is dominated by the eye-catching 18-inch alloy wheels, which are clad in Cooper tyres - nice. And it’s a pretty attractive side-on view - not too curvy, not too busy, just a conventional pick-up truck look.
The rear has a neat and tidy look, though some might not be fans of the clear-look tail-light treatment.
My favourite features are at the back end, including the spray-in tub liner / tray lining, which is so much better than a rubber or plastic-shell lining - it offers better durability, protects the paint, and never looks shonkily fitted as some plastic liners do.
Plus the Cannon L and Cannon X models also get the excellent tailgate step, which pops out of the top of the strut-equipped tailgate and means you don’t have to do your yoga stretches before trying to get up in the tray.
Now, it is large, this new ute. It measures 5410mm long on a 3230mm wheelbase, and also spans 1934mm tall and 1886mm wide, meaning it’s about the same size as a Ford Ranger, if you’re wondering.
There is no off-road review as part of this early launch-loan test, but if you want to know the important angles, here they are: approach angle - 27 degrees; departure angle - 25 degrees; ramp / breakover angle - 21.1 degrees (unladen); ground clearance mm - 194mm (laden). Want to know how it goes off-road? Stay tuned, we’ll do an Adventure review soon.
The interior design has come leaps and bounds beyond what we’ve seen from the Great Wall models of the past. This is a contemporary cabin design, with a big 9.0-inch media screen dominating the design, and much better quality materials than before. The finishes aren’t as fetching in the low- and mid-grade models, but the top-spec Cannon X’s leather trim with quilting hits the nail on the head for those who want a bit of luxury for little money.
Read the next section to see how the interior stacks up from a practical standpoint, and check out our interior images below.
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.
Big outside, spacious inside. That’s a good way to describe the GWM Ute.
In fact, if we start from the back seat, it’s fair to say the new Cannon range is among the roomiest in the class, with plenty of space for someone my size - 182cm or 6’0” - to have ample space. With the driver’s seat set for me, I had good toe, knee and head room in the back row, and there’s good width to the cabin as well - plus there’s no huge transmission tunnel intrusion, so three adults won’t be an issue.
If you’re going to use the ute for child transport, there are dual ISOFIX child seat anchors and two top-tether points as well. They’re not the fabric loop type, either - they’re a fixed steel anchor in the rear wall of the cabin. The Cannon X’s smart 60:40 rear-seat layout is something that could win some buyers over, especially those with kids.
Nice touches for rear-seaters include directional air vents, a USB charge port and 220-volt powerpoint to keep devices charged up, while there are map pockets and bottle holders in the doors, but no fold-down armrest in the lower two grades, and no rear cup holders in any grade.
Up front there is okay adjustment for the driver’s seat but, again, the lack of reach adjustment for the steering wheel on the Cannon and Cannon L models seems like crude cost-cutting, as it should be standard if you can get it.
I found myself not being able to get my ideal driving position because of the lack of reach adjust on the Cannon L, and there are a few other ergonomic quirks, too. Things like the buttons for the driver info display - the OK button on the wheel requires a three-second-press to show the menus - and the actual usability of it is a bit hit and miss, with it seemingly impossible to get the digital speed readout to stay on screen when you have lane keeping active.
You also have to go through the screen to adjust those settings, and the lane keep system will be on as default every time you start the car. Plus a digital display for the set air-con temperature - rather than through the screen - would be nice, and the seat heating is activated by a button on the console but you have to adjust the level through the screen. Not excellent.
That said, the screen is mostly excellent - quick to react, clear in its display, and pretty easy to get to grips with, but it is especially good if you plan to use it primarily as a mirror for your smartphone. I had no issues with the Apple CarPlay connectivity across multiple drives, and that’s more than I can say for some rival utes. The sound system is only okay, too.
There is reasonable storage, with a pair of cupholders between the seats, bottle holders and trenches in the doors, and a small storage section in front of the gear shifter and a covered centre console with an armrest cover. That armrest is annoying in the Cannon and Cannon L models, as it moves forward too easily, meaning the lightest lean can jolt it forward. In the Cannon X, there’s a better, more sturdy console design.
The glovebox is reasonable, there’s a sunglass holder for the driver, and overall it is fine for interior practicality but doesn’t set any new benchmarks.
The materials are where things feel a bit cut-price, especially in the Cannon and Cannon L. The fake leather seat trim isn’t very convincing, while the leather trim on the steering wheel (Cannon L up) isn’t terrific either. I do like the design of the wheel, though - it looks kind of like an old Jeep or even the PT Cruiser. Not sure if that was intentional or not.
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).
You used to be able to get a Great Wall ute for as little as twenty grand - drive-away! That’s not the case anymore, though… well, not with the GWM Ute, which has taken a big step up in price, but still remains one of the most affordable dual-cab 4WD utes on the market.
The three-tier GWM Ute range kicks off with the entry-level Cannon variant, which lists at $33,990 drive-away.
That price scores you 18-inch alloy wheels, body-coloured bumpers, LED headlights with LED DRLs and active fog lamps, side steps, powered mirrors, keyless entry, push-button start, and a shark-fin antenna.
Inside it comes with fake ‘Eco Leather' seats, manual air-conditioning, carpet flooring, and a polyurethane steering wheel with paddle shifters for the automatic gearbox. Even at this grade you get a 9.0-inch touchscreen media system with Apple CarPlay and Android Auto, and the stereo has four speakers as well as AM/FM radio. A second 3.5-inch screen lives in the driver's binnacle, and it includes a digital speedometer and trip computer.
The base model Cannon also has a USB power outlet for a dash camera, three USB ports and a 12-volt power outlet in the rear, and rear-seat directional air vents as well.
Step up to the Cannon L, which costs $37,990 drive-away, and you net a few desirable extras for your additional dough. The Cannon L is the vehicle you see in the video review.
The Cannon L can be picked from the outside thanks to its "premium" 18-inch alloy wheels (which it shares with the model above it), while at the back you get a spray-in tub liner, a sports bar, and easy-down-up tailgate, a deployable cargo ladder and roof rails.
Inside, the front seats are heated, the driver's seat has power adjustment, there's a leather steering wheel, as well as climate control air conditioning (single zone), an auto-dimming rearview mirror, tinted rear glass, and the sound system jumps to a six-speaker unit.
The top-of-the-range GWM Ute Cannon X model overshoots the psychological barrier of forty grand, with a drive-away price of $40,990.
The top-spec model gets a pretty upmarket treatment, though, with quilted real leather seat trim, quilted leather door trims, power adjustment for both front seats, a wireless phone charger, voice recognition, and a 7.0-inch digital driver screen. The front also sees a redesigned centre console layout, which is cleverer than the lower grades.
Plus the back seat adds a 60:40 split fold setup, as well as a fold-down armrest. The cabin further gains reach adjustment for the steering (which really should be standard on all grades - instead, the lower specs had tilt adjust only), and the driver has selectable steering modes, too.
So, what about standard safety technology? It used to be that Great Wall models largely went without the sort of safety gear you found in mainstream utes. That’s no longer the case - see the safety section for the breakdown.
Colours available for the GWM Ute range include Pure White at no cost, while the Crystal Black (as seen in our video), Blue Saphire, Scarlet Red and Pittsburgh Silver add $595 to the price.
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.
Under the bonnet of the GWM Ute is a 2.0-litre four-cylinder turbo-diesel engine. We know, that sounds small, and the power outputs aren’t enormous either.
GWM says the diesel mill pumps out 120kW of power (at 3600rpm) and 400Nm of torque (from 1500-2500rpm). Those figures are below most rivals in the mainstream ute scene, but in practice the ute offers pretty strong response.
The GWM Ute is fitted only with an eight-speed automatic transmission, and all grades have paddle shifters. It has an on-demand four-wheel drive system (4WD or 4x4), with the drive mode selector essentially dictating proceedings. In Eco mode the ute will essentially run in 4x2 / RWD, while in Std/Normal mode and Sport mode it powers all four wheels. There is a low-range transfer case and a rear differential lock in all grades, too.
The gross vehicle mass (GVM) for the ute is 3150kg, and the gross combination mass (GCM) is 5555kg, according to the brand.
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.
The official combined cycle fuel consumption figure for the Great Wall Cannon model range is 9.4 litres per 100 kilometres, which is decent considering this is a two-tonne-plus truck.
In our testing, which comprised urban, highway, back road and country driving, we saw an at-the-pump real-world fuel economy figure of 9.9L/100km.
The GWM Ute has a 78-litre fuel tank capacity. There is no long-range fuel tank option and the engine doesn’t have fuel-saving start-stop technology as some of its rivals do.
The GWM Ute runs at Euro 5 emissions standards, with a diesel particulate filter (DPF) fitted. Its emissions are stated at 246g/km CO2.
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.
The engine is a huge highlight here. In the old Great Wall Steed, the engine and transmission were its biggest negative. Now, though, the GWM Ute’s powertrain is a really strong offering.
It isn’t the most refined engine in the world, but it is punchier than its outputs suggest it probably should be. There’s strong pulling power across a broad spectrum of the rev-range, and in rolling acceleration it has enough torque to push you back in your seat.
It’s just that when you take off from a standing start, there’s plenty of turbo lag to contend with. It’s hard to get away from a traffic light or stop sign without having to think ahead about the lag you’re going to encounter, so that’s something that could be better - most of the mainstream utes have less turbo lag from a standing start.
The engine teams well with the eight-speed automatic transmission, which is pretty smart in the way it behaves, and mostly does what you’d expect of it. There is some tendency to rely on the engine torque and labour gears, to the point that there’s excessive vibration noticeable (you can even see the rearview mirror shaking), but I’d prefer that than an overactive transmission that didn’t rely on the grunt available to keep things moving.
There are paddleshifters if you want to take matters into your own hands, though I wish the actual gear selector had a manual mode, which would make it easier to manipulate the ratios when cornering, as the turning action is pretty laborious and you can get caught mid-bend wanting to change up or down a gear.
Note - our drive loop for this launch test was primarily on paved roads, and we didn’t do a load test as part of this early preview drive. Stay tuned to see how the GWM Ute copes with a Tradie test where we push it to its GVM limits, and how it handles itself in the rough stuff when we do an Adventure review.
I did, however, drive on some unsealed gravel roads, and was largely impressed by the handling, control and comfort on offer, aside from an overactive stability and traction control system that tends to chew away at your power when you’re accelerating out of a slippery corner, causing it to feel a tad bogged down at times.
But in other ways, the GWM Ute was great to drive on-road, with a comfortable and mostly composed ride, especially at higher speeds. It can still feel like a ladder-frame chassis ute with leaf-spring suspension and oversized wheels when you’re encountering lumps and bumps at low speeds, but it certainly felt better to drive and more comfy in that situation than a HiLux without weight on board.
The steering is hefty and fine to operate, with nice light weighting at lower speeds and, when the lane keeping assist system is disabled, there’s decent feel and heft at higher speeds. But that lane-keep system can otherwise be overly assertive, and I found myself wanting to disable the system every time I drove the vehicle (which you have to do by pressing a button, then finding the correct section on the menu on the media screen, then toggling the ‘switch’). I hope GWM can find a way to make this simpler and smarter.
Indeed, that was another criticism - the lane assist system seemingly overrules the ability to have a digital speed readout on the 3.5-inch cluster. I know I prefer to watch my speed as a matter of priority.
All in all the drive experience is a good one, considering the price of the ute. Sure, a five-year old Ranger or Amarok is still going to feel more refined, but you won’t be getting that ‘new car’ feeling, and you might be buying someone else’s problems… for almost the same money as you can buy a brand-new Great Wall Cannon model.
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.
Safety has long been a key consideration for those in the market for budget-focused utes. It used to be that if you bought a cheap ute, you were deciding to forego advanced safety technology.
That’s not the case nowadays, though, with the new GWM Ute offering an extensive range of safety tech that is at the benchmark level for established ute brands.
The range comes as standard with autonomous emergency braking (AEB) that works between 10km/h and 130km/h for vehicle detection, while it can also detect and brake for pedestrians and cyclists from 5km/h to 80km/h.
The ute also features Lane Departure Warning and Lane Keep Assist, the latter of which operates between 60km/h and 140 km/h, and can help keep you in your lane by actively steering.
There’s also blind-spot monitoring and rear cross-traffic alert, as well as speed sign recognition, and the usual array of braking and stability assistance systems. Also of note is the standard-fit four-wheel disc brakes (as opposed to rear drums, like most utes still have) and an electronic park braking with auto-hold system. There is also hill descent control and hill-hold assist.
The GWM Ute Cannon model has a reversing camera and rear parking sensors, as well as front kerbside cameras to help you see ahead. The Cannon L and Cannon X models have a surround view camera system - which is one of the best this tester has used - plus those grades add front parking sensors as well.
The GWM Ute range has seven airbags, with dual front, front side, full-length curtain and front centre airbag protection, the latter of which is designed to prevent head clashes in side-impact crashes.
That said, it hasn’t yet been awarded an ANCAP crash test rating. We’ll have to see if it can max out like the D-Max and BT-50, which this ute almost mirrors for safety tech.
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.
The Great Wall brand - now GWM - has pumped up its warranty cover to be seven years/unlimited kilometres, which makes it one of the best in the ute class for warranty. Better than a Ford, Nissan, Mazda or Isuzu, equal to the SsangYong, but not quite as good as the Triton (10 years).
The brand also offers five years of roadside assistance for free, which should put some potential customers’ minds at ease over potential reliability concerns.
There is, however, no capped price servicing plan. The first service visit is due at six months, before a regular maintenance schedule with intervals set every 12 months/10,000km, which could be a tad annoying for those who do a lot of mileage.
Got questions about Great Wall reliability, quality, issues, problems, faults or recalls? Head to your Great Wall problems page.