Ford Ranger vs Kgm Musso Xlv

What's the difference?

The Super Duty is the most formidable workhorse in the Ranger fleet. It projects a feeling of immense strength each time you drive it, reflecting payload and tow ratings well beyond traditional limits for vehicles of this size combined with formidable all-terrain capabilities. For tradies wanting the ultimate Ranger workhorse, the Super Duty is clearly in a class of its own - a class which it created.

The lack of an ANCAP rating and centre rear lap-sash seatbelt may be deal-breakers for some. However, the Musso offers a tantalising menu of luxurious standard features, in a refined, comfortable and capable package backed by a generous warranty. For $50K driveaway, it represents compelling value for money.

The Super Duty, originally based on Ford’s F-series full-size US pickup range, has been a mainstay on farms, building sites and in remote terrain since its inception as a standalone model in 1998, but this is the first time the nameplate has been applied to the Aussie designed and developed Ranger.

Ford claims the Ranger Super Duty resulted from extensive consultation with workers in industries that depend on their trucks in the harshest remote environments, from forestry crews and emergency service workers to land managers and fleet teams.

The challenge was to create a medium-sized truck with higher payload/tow ratings and greater all-terrain capability, as the only vehicles strong enough to carry their gear were too big and unwieldy to access critical locations.

In response, the Ranger Super Duty features a unique reinforced version of the Ranger’s chassis frame, incorporating readily accessible mounting points for a variety of aftermarket accessories and specialised equipment.

There’s also a new heavy-duty rear axle assembly with the largest and strongest differential ever fitted to a production Ranger for enhanced load-carrying capacity, paired with a unique uprated version of the US Bronco Raptor’s front diff.

The two-speed transfer case also has larger and stronger components than the regular Ranger and its low-speed gearset has been upgraded to match the F-series Super Duty.

Other chassis enhancements include uprated eight-stud wheel hubs with stronger bolts, improved cooling system to manage engine temps under heavy loads and during sustained off-road driving, a sealed engine snorkel and high-mounted breathers for the drivetrain/fuel system to enable its 850mm wading depth (50mm deeper than standard Ranger) and more. There was also a brutal and prolonged durability testing program to validate its Super Duty status.

Off-road credentials include steep 36.3 degrees approach, 26.9 degrees ramp breakover and 29.3 degrees departure angles, 299mm ground clearance and an expansive 13.6-metre turning circle which is the largest of all Ranger variants including the wide-tyred Raptor.

The XLV option adds 110mm to the wheelbase (3210mm) and 300mm to load tub length compared to the SWB Musso, so our test vehicle's external dimensions are about the same as a Ford Ranger dual-cab ute. Even so, its 12.2-metre turning circle is tighter than the Ford and only slightly larger than its shorter Musso sibling.

It exudes a high standard of finish and build quality throughout, including the latest lower-body-to-chassis mounts with enlarged volume and a redesigned profile which, according to SsangYong results in superior bump absorption. As a result, ride comfort has been improved.

The leather-accented interior has a refined look and feel consistent with its prestige positioning, with fine exposed stitching along seams and a tasteful mix of contrasting surfaces that include different shades of grey and splashes of piano black and satin chrome.

Proof of the increased solidity of the Ranger Super Duty single cab-chassis is its hefty 2518kg kerb weight, which in bare cab-chassis form (without tray) is 625kg more than a standard 2.0L Ranger XL single cab-chassis 4x4 equivalent.

The Super Duty’s 4500kg GVM results in a huge 1982kg payload limit. It’s also rated to tow up to 4500kg of braked trailer and with its towering 8000kg GCM (or how much it can legally carry and tow at the same time) it can tow its maximum 4.5 tonne trailer weight while hauling almost one tonne of payload.

These are big numbers when compared to our standard XL Ranger example, given that the Super Duty has a 645kg higher payload rating, 1000kg higher tow rating and 1650kg higher GCM rating.

The galvanised full steel tray is equipped with six internal load anchorages, each rated up to 1800kg, which lie flush with the checker-plate floor when not in use.

There’s also external rope rails beneath the tray along each side and a sturdy front bulkhead with wire-mesh rear window protection.

As previously highlighted, this tray ensemble includes a driver-side lockable toolbox and passenger-side water tank (complete with handwash pump bottle) mounted behind their respective rear wheels.

Its work-focused interior is a comfortably familiar place for Ranger single cab-chassis workhorse owners, with fabric bucket seats, wipe-clean vinyl floor and large ‘Super Duty’ lettering embossed in the passenger side dash.

Cabin storage includes a bottle-holder and bin in each door, pop-out cupholders on each side of the dash, an overhead glasses holder, upper/lower glove boxes plus a well-equipped centre console with wireless phone charging, USB ports, two cupholders, 400W (230V) inverter and a storage box with internal 12V socket and padded lid that doubles as an elbow rest.

With its 2100kg kerb weight and 2980kg GVM, our test vehicle has an 880kg payload rating.

It’s also rated to tow up to 3500kg of braked trailer and with its big 6480kg GCM rating (or how much it can legally carry and tow at the same time), that means it can tow its maximum trailer weight while carrying its maximum payload.

The latter is an unusual capability for a dual-cab ute of this size, which offers great versatility for heavy load-hauling requirements in both work and recreational roles.

The longer XLV load tub has square internal dimensions of 1610mm in length and width, which combined with its 570mm depth results in 1262 litres (or more than 1.2 cubic metres) of load volume. Load-anchorage points are located at floor level in each corner.

The new assisted-tailgate operation, which SsangYong claims has a soft-opening and easy-close design, also needs some beefing-up as we found the level of assistance was not sufficient.

Cabin storage includes a single glovebox, plus small and large-bottle holders and a storage bin in each front door. The centre console has a small tray up front, two small-bottle/cup-holders in the centre and a storage box at the back with a padded lid that doubles as a comfortable driver’s elbow rest.

Rear seat passengers also get a small-bottle/cup-holder and storage bin in each door, plus two cup-holders in the fold-down centre armrest and storage pouches on each front seat backrest. The rear bench seat-base cannot be swung up and stored vertically to create more internal carrying space, like some rivals, but it does provide hidden storage underneath for soft items.

The Musso's rear doors are only 50mm shorter than the front, which ensures easy entry/exit and comfortable rear seating, even for people my height (186cm).

There are large assist handles on the A and B pillars and, when I'm seated in the second row behind the driver’s seat in my position, there’s still sufficient knee clearance and plenty of headroom.

This also applies to those seated in the slightly higher centre position, where they’ll also appreciate the minimal height of the transmission hump that allows both feet to sit together behind the centre console.

However, like all dual-cab utes short of a full-size US pick-up, shoulder room for three adults across the back seat is marginal and only tolerable for short trips.

Our only gripes are the lack of a lap-sash seatbelt for the centre rear passenger (there’s only a lap-belt), which remains a glaring safety omission that should have been addressed years ago.

Our test vehicle is the Musso XLV Ultimate Luxury Pack, which comes standard with the same 2.2-litre four-cylinder turbo-diesel and six-speed automatic transmission shared by other Musso models, for only $50,500 drive-away or $49,500 drive-away for ABN holders.

Our example also has the Indian Red metallic paint option, which adds another $595 to the price.

The list of standard Ultimate features (before you add the Luxury Pack) is impressive, starting with 18-inch black alloy wheels with 255/60R18 tyres and a full-size alloy spare. There's also HID headlights, LED daytime running lights and new vertical LED front fog lights, front and rear parking sensors, 360-degree ‘birds-eye’ and reversing cameras, heated door mirrors and assisted tailgate operation.

There's more luxury in touch-sensing front door locks and a walk-up welcome system that ensures the door mirrors unfold and puddle lamps illuminate as the driver approaches with the keys. Likewise, as the driver moves away from the vehicle, the doors and tailgate lock automatically.

The Luxury Pack adds a new dual-zone climate control hub with full touchscreen control, powered sunroof and premium leather seating, with powered front buckets that offer heating/cooling and adjustable lumbar support/base cushion rake. The outer rear seating positions are also heated.

This is in addition to a height/reach-adjustable and heated leather-rimmed steering wheel with multi-function controls, 12.3-inch digital LCD driver’s instrument cluster and 12.3-inch touchscreen for the six-speaker multimedia system with Apple CarPlay/Android Auto connectivity, two USB-C ports and two 12-volt sockets. And there’s more, so you could say it’s fully loaded even before you put something in the tub.

All Ranger Super Duty models are powered by the same 3.0-litre V6 turbo-diesel, which meets tough Euro 6.2 emission standards using AdBlue. It produces 154kW of power at 3250rpm and a towering 600Nm of torque at 1750rpm.

This is paired with a 10-speed torque converter automatic with the choice of sequential manual-shifting using a toggle switch on the shift knob. It also offers seven drive modes to optimise performance in different terrain applications.

The full-time 4WD transfer case allows drivers to switch between high and low ranges and access other technologies when tackling difficult terrain including 'Trail Control' (low-speed off-road cruise control), 'Trail Turn Assist' (applies braking to the inside rear wheel to tighten turning radius), front and rear diff locks and more.

The quiet and refined 2.2-litre inline four-cylinder turbo-diesel produces 133kW at 4000rpm and (for the XLV) 420Nm of torque between 1600-2600rpm.

The smooth-shifting Aisin six-speed torque converter automatic provides the option of sequential manual shifting, plus three drive modes comprising Eco, Power and Winter. It also has overdrive on the fifth and sixth gears for fuel-efficient highway driving.

The part-time, dual-range 4x4 drivetrain has an auto-locking rear differential that automatically locks and unlocks in response to changing traction requirements.

Vehicles in this GVM class do not come with official fuel consumption figures. Even so, we clocked up 385km during our tradie-focused test which included our usual mix of suburban, city, highway and unsealed road driving, of which about one quarter was hauling its near maximum payload.

When we stopped to refuel at the end of our test, the dash display was showing average combined cycle (urban/extra-urban) consumption of 13.4L/100km which was lower than our own figure of 15.5 calculated from fuel bowser and tripmeter readings.

That’s still decent economy for a heavy-duty off-roader driven in the daily grind of metro traffic, during which it hauled more than one tonne of payload for a day.

Therefore, based on our own test figures, you could expect a real-world driving range of more than 800km from its big 130-litre diesel tank.

KGM SsangYong claims a combined average consumption of 9.0 litres per 100 kilometres and the dash readout was showing 10.1 at the end of our 317km test, which comprised the usual mix of suburban, city and highway driving.

Our own figure, calculated from fuel bowser and tripmeter readings, was higher again at 11.0 which, while not the thriftiest we've tested, is still not bad for a ute weighing more than two tonnes in mostly urban driving, of which about one third of our test distance was hauling a near-maximum payload.

So, based on our figures, you could expect a ‘real world’ driving range of around 680km from its 75-litre tank.

It has a comfortable driving position with huge door mirrors providing commanding views. There’s also plenty of headroom for blokes my size (186cm) plus manual adjustment of the steering wheel and seat (including lumbar support) and a big left footrest for additional support.

The steering feels great like all Rangers, backed by sure-footed handling and strong braking response. The unladen ride quality is surprisingly supple for such a heavy lifter, given the combined effect of its baggy tyre sidewalls and the vehicle's substantial sprung weight helping to iron out the bumps.

Given its hefty kerb mass, acceleration feels slightly subdued compared to a standard V6 Ranger, as you’d expect. However, it still provides a satisfying surge of response in urban use thanks to 600Nm of torque and gearing that keeps the engine operating at or near its peak torque output at around 1800rpm.

It’s a relaxed highway cruiser with low engine and tyre noise. The most noticeable ingress at these speeds is mild wind buffeting around bulky fixtures like the engine snorkel, door mirrors and tray bulkhead, but it’s not overly intrusive with conversation not requiring raised voices.

To test its payload rating we firstly put our test vehicle on a public weighbridge. Unladen and with a full tank of fuel, it tipped the scales at 3130kg which after deducting the 2518kg base kerb weight revealed a sizeable combined accessory weight of 612kg.

So, given accessories are included in kerb weight, the Super Duty’s 'naked' 1982kg payload rating drops by the same amount to 1370kg, which is still a mighty capacity for a vehicle of this size.

We strapped 975kg on the tray, which combined with our crew of two equalled a total payload of 1150kg (still more than 200kg under its limit) which the onboard scales vaguely confirmed. The robust rear leaf springs compressed a mere 30mm in response, leaving ample bump-stop clearance that ensured no bottoming out on our test route.

The Super Duty carried this payload with arrogant ease, maintaining its surefooted handling and scoffing at our 13 per cent gradient, 2.0km set climb. It also displayed strong engine braking on the way down, in a convincing demonstration of its heavy load hauling ability.

Drivers of most heights and widths can find a comfortable driving position, thanks to a combination of multiple powered seat adjustments, a height/reach adjustable steering wheel, nicely-positioned elbow rests on either side and a large left footrest ideal for big Aussie boots.

The turbo-diesel’s 1000rpm-wide peak torque band between 1600-2600rpm, combined with well-matched ratios in the six-speed auto, ensure good response in the 40-80km/h speed range often encountered during city and suburban driving. However, we could not detect a noticeable change in response when switching between the Eco and Power drive modes.

The unladen ride quality is commendable, given its supple four-coil suspension and longer XLV wheelbase. Combined with nicely-weighted speed-sensitive steering (light at parking speeds, firmer at highway speeds) and responsive braking, it’s enjoyable to drive in urban environments.

It also has impressively low engine, tyre and wind noise, particularly at highway speeds where the refined drivetrain only needs 1700rpm to maintain 110km/h. These attributes create a pleasant cabin environment and low-stressed cruising.

We forklifted 650kg into the load tub, which with our crew of two equalled an 830kg payload that was only 50kg less than its 880kg legal limit. The rear coil springs compressed 70mm, which allowed the rear axle to engage with large cone-shaped jounce rubbers mounted on the chassis rails above it.

These rubbers not only provide a second stage of support when hauling heavy payloads, but also eliminate the jarring thuds of traditional hard-nosed rubber bump-stops when the suspension uses up all its travel.

The Musso made light work of hauling this payload up our 13 per cent gradient, 2.0km set climb at 60km/h, self-shifting back to third gear and 2500rpm to easily reach the summit.

Engine braking on the way down, in a manually selected second gear, wasn’t as strong as the auto transmission over rode our manual selection when the engine reached 3700rpm on overrun (4500rpm redline) and shifted up to third gear.

These engine-protecting measures are increasingly common in utes and vans, which can spring a surprise when you’re leaning on the engine to assist with braking on a steep descent and the auto suddenly shifts up a gear and the vehicle starts running away from you.

Even so, the Musso’s quartet of disc brakes were more than capable of keeping speeds in check for the remainder of the descent.

No ANCAP rating but the active safety menu includes auto emergency braking (AEB), front collision and lane-departure warnings, trailer sway control, blind-spot monitoring, rear cross-traffic alert, front/rear parking sensors plus 360-degree/reversing cameras and more. There’s also driver and front passenger front and side (thorax) airbags plus curtain airbag protection for both rows of seating, along with three top-tethers and two ISOFIX child seat-anchorage points for the rear seat.

The Ranger Super Duty comes with the same five years/unlimited km warranty shared by all Ranger models, with up to seven years of conditional roadside assist available if serviced at Ford dealerships.

Scheduled servicing is every 12 months/15,000km whichever occurs first.

Ford offers a pre-paid service plan that provides capped price servicing for the first five scheduled services up to five years/75,000km, which totals $2100 or a reasonable average of $420 per service.

Ford has a long-established network of around 180 dealers spanning all states and territories including key rural and regional areas.

It comes with a seven-year/unlimited kilometre warranty, which includes commercial use (which SsangYong claims is a unique offering in this segment) and seven years roadside assist.

Scheduled service intervals are 12 months/15,000km. Capped price for the first seven scheduled services up to seven years/105,000km totals $3238, or a reasonable average of $463 per year.