What's the difference?
Ford has given its Ranger ute range a mild facelift. And mild is the word. If you look closely, you might notice some small visual changes, but the real news is under the bonnet where a new entry-level powerplant lives.
And however you look at it, this new engine that addresses the ownership issues experienced by some Ranger buyers since the bi-turbo diesel engine was released back in 2018, was probably overdue.
But the new powerplant comes at a cost; in terms of power and torque, even though the vital towing statistics remain for the Ranger.
The other changes that come with this facelift include some new tech, and the availability of the V6 turbo-diesel (which is unchanged) across the entire Ranger 4X4 dual-cab line-up.
For this review, we’ve concentrated on the new engine as being the major point of difference, and we’ve driven it the base-version XL trim specification. That means this is potentially the lightest variant, and heavier specifications might blunt the performance a little. But overall, this is representative of the new powertrain and represents the biggest point of difference in what is otherwise a very minor facelift.
Developing a new motor vehicle from scratch costs billions which is why manufacturers are increasingly sharing vehicle platforms and technology to spread these ever-increasing costs across two (or more) strategically aligned automotive brands.
This ‘badge engineering’ strategy is becoming popular in the light-commercial vehicle (LCV) segment as evidenced by partnerships between Ford and Volkswagen with their Ranger/Amarok and Transit Custom/Transporter pairings, Isuzu and Mazda with their D-Max/BT-50 duo and Chinese contenders MG and LDV with their U9/Terron 9 tie-up.
Mitsubishi and Nissan have recently established a similar relationship, with Mitsubishi’s Triton donating its underpinnings for the latest Nissan Navara. We recently spent a week with Nissan’s new entry-level model grade to assess its credentials from a tradie’s perspective.
Our time with the new Ranger was limited in terms of distance driven and the number of variants we could sample. We were also unable to test the vehicle with a trailer attached, so we’re unsure as to how well the new, lower-powered engine will cope with towing duties.
We do know the new engine is being welcomed by owners and fleets who held concerns over the technical layout of the previous 2.0-litre powerplant, but only time will tell if the reduced performance is seen as being balanced by the technical upgrades.
We can also tell you there’s nothing inherently wrong with the new 2.0L in the context of normal driving on normal roads and its refinement is still an improvement on a lot of its competitors’ offerings.
Note: CarsGuide attended this event as a guest of the manufacturer, with meals provided.
The D27 Nissan Navara represents badge engineering at its best or worst, depending on your point of view regarding platform sharing. However, when assessed purely on its merits as a standalone tool of trade, the entry-level SL is a competent and economical workhorse that’s worthy of at least cross-shopping with the major players.
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