Ford Ranger vs Renault Trafic

What's the difference?

I can definitely see the pitch for the Ranger Super Duty. For fleets, having a vehicle with more modern safety, comfort, and thoughtful technologies is compelling when the alternative is an old Toyota 70 Series or a hardly-suitable-for-Aussie-roads full-size American pick-up.

It is beefed up for whatever the trails can throw at it, and more than work-ready without the need for months of conversion work, but for private buyers, do you really need this? For some niche towing and off-road applications it’s an unbeatable factory offering, but I’d argue it’s expensive overkill for most.

Still, Ford’s customer-centric approach is commendable. It will be interesting to see if it can simply create a 4.5T GVM sub-segment for the dual-cab market in the same way Raptor did for performance variants.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

The Renault Trafic is a practical and capable workhorse, but then so are some other mid-sized van rivals which sell in greater numbers and come standard with five-star safety credentials. Therefore, a potential buyer must be prepared to accept the Trafic’s inferior standard safety menu (or pay extra to enhance it) to exploit its numerous strengths in a working role.

The Super Duty dwarfs a standard Ranger on the road. The track is as wide as a Raptor, while the height has increased significantly. It looks almost as though someone dropped a Ranger in Photoshop and told it to increase everything by 15 per cent.

The chunky grille, re-designed blocky fenders to accommodate the extra width, intentionally squared-off wheel arches, and beefed-up ride height with correspondingly larger wheels make the Super Duty imposing on the road.

Like its relatives overseas, the Super Duty logo is three-dimensionally imprinted on the bonnet, and the factory tray being available in a range of finishes (steel, matt black, or colour matching) either adds to the ruggedness or street appeal depending on what the buyer is after.

All of this is not just to make the car look tough, but also to accommodate the depth of changes underneath, because the Super Duty is so fundamentally different from a standard Ranger it’s almost an entirely new vehicle.

Even things as core as the chassis rails have been up-gauged significantly to handle this car’s additional capabilities. Ford has even delved into its Detroit parts catalogue to upgrade almost everything else underneath. It features a front differential from the Bronco Raptor, eight-stud wheel hubs from the F-250, and an upgraded version of the rear axle assembly from a Transit van, although with a unique and up-sized rear differential.

There is also a new transfer case, 130-litre fuel tank, and steel underbody protection which can pivot the entire weight of the vehicle.

Inside looks and feels like a regular Ranger. As mentioned, it comes with all the multimedia amenities and some of the luxuries like soft-touch finishes for anywhere your elbows are going to rest, although the abundance of hard plastics are notable.

Our LWB example rides on a sizeable 3498mm wheelbase with four-wheel disc brakes, rack and pinion steering and MacPherson strut front suspension.

The rear suspension uses torsion bar primary springing, supplemented by a pair of secondary coil springs for carrying heavy loads.

Its 1967mm height ensures access to height-limited areas like multi-storey car parks and underground loading zones, but its lengthy wheelbase and front wheel-drive configuration combine to produce a relatively large 13.8-metre turning circle.

The Pro’s no-frills work focus results in extensive use of unpainted dark grey plastic in external areas where bumps and scrapes usually occur in hard-working vans, including the door mirror shells, wheel hubcaps, front/rear bumpers (including the rear pillars from top to bottom) and along the sides.

As a result, the Trafic has a robust and purposeful appearance, combined with a neat and practical cabin design with seating for three on a tasteful blend of contrasting grey fabrics. Hard surfaces are enhanced with satin chrome highlights.

The minimalist dash design (thankfully) provides physical ‘piano key’ buttons for numerous functions, plus there’s a trio of large manual dials to control fan speed, air-flow and cabin temperature in preference to distracting touchscreen prompts.

Practicality is what the Super Duty is all about, and it starts with the capacities. As already mentioned, this means a 4500kg GVM, which allows a payload of up to 1982kg (for the lightest single-cab variant), and up to 4500kg of towing capacity, and a total GCM of up to 8000kg.

The factory Cab Chassis tray was also part of the design from the beginning, and has dimensions to make the most of the footprint, measuring in at 2580mm x 1950mm for the Single Cab, 2130mm x 1950mm for the Super Cab, and 1830mm x 1950mm for the double cab.

The off-road dimensions are also strong, with an approach angle of 36.3 degrees, a departure angle of 29.3 degrees, and a breakover angle of 26.9 degrees (for the most capable Single Cab variant). Even the ground clearance is increased to between 295 and 299mm - larger in every direction over the standard model.

Wading depth is 850mm and a fully sealed Safari Snorkel comes standard on every body style. Plus, there are heavy-duty recovery hooks wherever you need them if you do end up getting stuck. The stock tyre is an all-terrain General Grabber, so most buyers won’t have to drive straight to a tyre shop either.

The choice of three body styles is excellent from the factory. One suited to every niche, while there are other commendable additions like the pre-drilled hard points in the dash for the fitment of equipment with a factory finish, as well as modern amenities like a full-size power outlet on the back of the centre console in every body style.

Plus, Ford has already reached out to the aftermarket so a range of accessories for both recreational buyers and its target fleet audience are already catered for at launch.

Perhaps the only detractor from what is otherwise a car that seems to cater to every need is the lack of a de-specified interior. With such tough intentions, I can see scenarios where the 12-inch touchscreen could be a liability, and cloth seats could easily get destroyed where a hard wearing vinyl trim isn’t an option.

With its relatively light 1816kg kerb weight and 3070kg GVM, our test vehicle has a substantial 1254kg payload rating which is almost 200kg higher than Toyota’s HiAce LWB (1055kg).

Its 1630kg braked tow rating is also higher than the HiAce’s 1500kg limit and with its 4700kg GCM (or how much it can legally carry and tow at the same time) the Trafic (like the HiAce) can haul its maximum payload while towing its maximum trailer weight.

Standard cargo bay access is through a single kerbside-sliding door or glazed swing-up tailgate, but a right-side sliding door and glazed symmetrical rear barn-doors with forklift-friendly 180-degree opening (the latter as fitted to our test vehicle) are available as options. The cargo bay walls and doors are lined to mid-height.

The load floor is 2937mm long and 1662mm wide, with 1268mm between the rear-wheel housings. So, it can carry up to two standard 1165mm-square Aussie pallets or up to three 1200 x 800mm Euro pallets, secured by a choice of eight load-anchorage points.

The cargo bay offers a competitive 6.55 cubic metres of load volume. Our example is fitted with a 12mm-ply non-slip floor kit and cube shelving kit provided by local industry supplier Autosafe. According to Renault, this tradie-focused set-up retails for $5254 including freight and installation.

The fixed two-passenger bench seat has a lap-sash belt for the central passenger and even someone my height (186cm) can get reasonably comfortable in the middle of a crew of three, albeit with knees competing for space with the prominent dash protrusion that houses the gearshift. By contrast, the outer passenger has ample knee and foot room.

The cabin is equally generous with headroom and displays optimum use of storage space. This includes a large bin in each door which can fit large bottles, with a smaller bin above.

There’s also small-bottle/cupholders on each side of the dash-pad plus a clamshell-lid compartment ahead of the driver, a large open tray in the centre (with two USB-C ports), small closable bins in the lower dash on either side of the driver and a single glove box.

If you choose the glazed bulkhead option, the centre-seat backrest folds forward to reveal an elaborate three-tier workstation, starting with a clipboard on top that can also be detached to use outside the vehicle or mounted vertically in the workstation to face the driver or passenger.

Beneath the clipboard is a hinged work desk, which when raised reveals a shallow felt-lined compartment that’s ideal for hidden storage of phones, tablets, lap-tops etc.

Folding the bench seat’s front-hinged base cushions forward also reveals a cavernous hidden storage compartment underneath.

Our Pro LWB (Long Wheelbase) L2H1 test vehicle, in 'Glacier White' and ‘Pro’ model grade, comes with a 2.0-litre, four-cylinder, turbo-diesel engine and optional six-speed dual-clutch automatic for a list price of $53,000.

In comparison to the major players, that's in the same ballpark as the Toyota HiAce, lower than Ford's Transit Custom and higher than Hyundai's Staria Load and LDV's G10+.

Our example has a couple of extra-cost options including a glazed cabin bulkhead ($400) and glazed rear barn-doors ($400). The cabin is also equipped with a set of carpet mats ($138) from Renault’s genuine accessories range.

Its work-focused standard equipment list includes no-frills 16-inch steel wheels with 205/65R16 tyres and a full-size spare, plus an eight-way-adjustable driver’s bucket seat, 4.2-inch colour driver’s display including digital speedo, two-passenger bench with under-seat storage, rear parking sensors, reversing camera, LED headlights and LED daytime running lights.

Multimedia is provided by an 8.0-inch central touchscreen with wireless Apple and Android smartphone mirroring and Bluetooth audio streaming.

Renault also offers numerous individual options, plus option packs including the 'Comfort Pack', 'Peace of Mind Pack' and 'Trade Pack'.

Again, things don’t look too different from a regular Ranger under the bonnet, with the Super Duty maintaining the same 3.0-litre V6 turbo-diesel engine and 10-speed automatic transmission, but with some tweaks.

It has less power, producing 154kW (30kW less than the standard V6 Ranger), but maintaining the same 600Nm of torque, and it also has upgraded cooling to support load-lugging, with the front fan upgraded from 800W to 1000W.

The inverter is also 400W to support additional electrics, and mechanically there is a new transfer case, new front and rear differentials, upgraded CV shafts and main drive shaft, as well as an 18-inch brake package.

For emissions compliance, the Super Duty is equipped with both a DPF (diesel particulate filter) and AdBlue. But being conscious of the needs of many heavy-duty users, the brand has added a manual override for the DPF cycle so it doesn’t slow the vehicle down when full power is needed.

The same 4x4 auto system is employed, allowing automatic all-wheel drive to be applied in the standard driving mode. The differentials can be independently locked via the off-road menu in the touchscreen.

The tuning of this engine does make a tangible difference to the drive experience on the road, and while four cylinders are more prolific in the dual-cab space, the 3.0-litre V6 does what it can to bridge the gap between the more standard crop of turbo diesels and bigger V8s in American full-sizers.

The Euro 5-compliant 2.0-litre, four-cylinder, turbo-diesel produces 125kW at 3500rpm and peak torque of 380Nm at 1500rpm.

The six-speed dual-clutch automatic transmission offers the choice of sequential manual-shifting using the shift-lever (no steering wheel paddles) and offers three drive modes comprising 'Normal' (default setting), 'Eco' and 'Performance'.

As a vehicle that slips into the category above the standard crop of dual-cabs, the Super Duty doesn’t wear an official fuel consumption number.

The story won’t be great. Anecdotally, as we were hopping in and out of several vehicles on this launch test, the computers were all showing over 12L/100km.

To be fair, we spent hours off-roading, towing, and driving in mixed countryside conditions, so hardly merciful, but we were also mostly unladen for the majority of the driving.

With a 130L fuel tank though, the Super Duty should still have plenty of driving range.

Renault claims official combined (urban/extra-urban) average consumption of 6.5L/100km but the Trafic’s dash display was showing 7.9 when we stopped to refuel at the end of our 359km test, of which about one third of that distance was hauling a one-tonne-plus payload.

Our own figure, calculated from actual fuel bowser and tripmeter readings, was higher again at 8.9 which falls comfortably within the usual 2.0-3.0L/100km discrepancy between official and ‘real world’ consumption.

Fact is, any mid-sized van that can produce sub-10L economy in the real world gets a big thumbs-up from us. So, based on our numbers, you could expect an expansive driving range of around 900km from its 80-litre tank.

A lot of the experience of driving the Super Duty is familiar to the rest of the Ranger line-up. It feels comfortable and refined from behind the wheel, but certainly a size-up from its siblings.

For those who have driven any recent Ranger, this will be very good news. There’s not much about this vehicle that feels properly clattery like some light truck alternatives, and if you’ve driven a Raptor before, the pumped-up width and height will be familiar.

The brand has even managed to maintain an excellent steering tune which balances weight and feel, despite the differences to the hardware underneath. Even the ride quality, something Ranger is so well known for, has carried across to this model, despite significantly beefed-up components.

There is a degree of ladder-chassis jiggle to it, and if you throw some really rough terrain at it, the Super Duty will have the odd harsh moment, but on the whole it’s impressive what Ford has managed to do with such a significantly altered ute.

Over a long day of driving in harsh conditions, the seat quality proved to be comfortable, while ergonomics in the cabin are fairly robust, with a good driving position, physical dials for the climate unit, and easy manual adjustability.

The tweaked V6 engine is an interesting story. Unladen, off-the-road, and at commuter speeds it feels similar to the standard version, but things change when you throw different stress factors at it.

Stomping on the accelerator, for example, elicits a dulled response compared to the relatively athletic performance of the standard engine, with the 0-100km/h sprint (for all the good that will do the commercial audience) significantly impacted. We recorded a (not very scientific) 14.1 seconds.

When a lot is asked of it, either for overtaking scenarios or when laden, the engine creates a fair bit of noise and doesn’t seem to be in much of a hurry to go anywhere (even chugging up a hill at 60km/h with six tonnes combined across tray and trailer). But it’s the consistency and the throughput of the torque that's been focused on for this re-tune, which Ford says should keep the engine capable of doing these sorts of tasks all day.

The transmission isn't too busy or annoying, smoothly shifting through gears.

The Super Duty made light work of the off-road component of our test drive, making the real-world conditions feel easy, and the way it handled the more theoretically challenging staged tests was impressive, too. I’m not sure I’ve ever seen such articulation ability from a leaf-sprung rear suspension set-up, while the clearance angles also remained impressive.

Levels of grip on offer are also impressive from the stock tyre, which importantly also offers a hefty amount of sidewall for the more hairy stuff, and the traction systems doesn't seem to miss a beat.

Safety systems are tame on the country roads we took it on, barely skipping a beat, and are thankfully not at all annoying.

It is big though, so I can imagine parking in a city might not be easy (it’s already hard enough in a Raptor), so again, it’s worth asking if you need this kind of capability before you pull the trigger as a private buyer.

The driver’s seat offers good comfort with its firm bolstering, fold-down inboard arm-rest and adjustable lumbar support. The only thing missing is a left footrest, just like the one residing in the outer passenger footwell which is of course the driver’s footwell in LHD models.

The synthetic leather-rimmed steering wheel feels nice in your hands and has a premium look. Eyelines to all mirrors are good and the large window in the optional cabin bulkhead allows a clear view through the rear barn-doors, but only if you remove the centre seat’s headrest when the middle seat is unoccupied.

Engine response is at its most energetic from 1500rpm where maximum torque is tapped and it continues to pull strongly all the way to maximum power at 3500rpm.

The decisive shifts of the dual-clutch automatic in Normal (default) drive mode feel well calibrated in terms of optimising the engine’s performance in all driving conditions, which is confirmed by only small differences in response when using the Eco and Performance modes.

Its gearing also ensures the Trafic is well-suited to highway work, requiring only 2000rpm to  maintain 110km/h. It’s even better with the optional bulkhead/cargo barrier as fitted to our test vehicle given it insulates the driver from most cargo bay noise, which can become intolerable in vans at these speeds without this item fitted.

To test its payload rating we forklifted 975kg into the cargo bay. Combined with the weight of the Autosafe fit-out and driver, it equalled a total payload of 1150kg which was only about 100kg less than its legal limit.

The rear suspension compressed about 50mm under this loading, yet still had ample travel to ensure there was no bottoming-out during our test drive. It hauled this one-tonne-plus payload with commendable ease in city, suburban and highway driving, with negligible effects on handling and braking.

It also impressed on our 13 per cent gradient, 2.0km set-climb at 60km/h, quickly downshifting to third gear to easily haul this load to the top.

Engine-braking on the way down, in a manually-selected second gear, wasn’t as robust, but in our experience typical of small displacement (sub-3.0L) turbo-diesels trying to restrain one-tonne-plus payloads on steep descents. Even so, the four-wheel disc brakes comfortably kept speeds under control without a hint of fade.

There’s no ANCAP star rating and the current range (September 2022 onwards) only earned a silver medal in ANCAP’s Commercial Van Safety Comparison, with its score of 45 per cent reflecting the absence of AEB for pedestrians/cyclists and lane-keeping assist.

Even so, its standard safety menu includes front and lateral-curtain airbags for driver and passengers plus driver’s thorax airbag, car-to-car AEB, lane departure warning, rear parking sensors, a reversing camera and more.

However, with a huge blind-spot over the driver’s left shoulder created by the solid cargo bay walls, a Trafic buyer should not have to pay extra to get essentials like blind-spot monitoring and rear cross-traffic alert, given these active safety features are standard on the segment-leading Toyota HiAce.

Ford offers the same five-year and unlimited kilometre warranty as the rest of its range, and servicing, which is required once every 12 months or 15,000km, is capped price.

It costs $469 per visit for the first five years, which is more expensive than the standard Ranger ($379 per visit for four years, then $430 for the fifth), but it’s still not outrageously expensive (and not priced much differently from a HiLux when you consider that model's six-monthly service visits).

The Trafic comes with a five year/200,000km warranty, which includes five years 24/7 roadside assist. Scheduled servicing is 12 months/30,000km whichever occurs first. Capped-pricing applies to the first five scheduled services up to five years/150,000km which totals $3555, or an annual average of $711.