Ford Ranger vs Volkswagen Crafter

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.

This is not the vehicle for somebody looking for the odd weekend away. That’s mainly because it will take up a lot of real estate when you’re not using it (it may not even fit in a lot of car-ports or garages) and it’s far from a daily driver for the school run or shopping trips.

If you’re looking for a getaway machine that will also work at home for the other 48 weeks of the year, a conventional caravan and four-wheel-drive is likely to be a better bet, purely because the tow-vehicle can be your day-to-day transport

But if your plans include longer getaways and you have the storage space to keep the Kampervan stashed away safely, it starts to emerge as a functional alternative.

Talk to long-term travellers, and even the best camper trailer needs to be set up each night and folded away next morning, and as for tents, don’t even start us…

But like a full-sized caravan, the VW simply pulls up to where ever it is you want to stay for the night and is ready to feed, entertain and rest its occupants within seconds of stopping.

But unlike a big, heavy caravan, the Volkswagen imposes far fewer driving caveats (including fuel consumption) and is a vastly more enjoyable and simple thing to drive in pretty much any circumstance.

It's not for everybody, but for those whose lifestyle it matches, the VW Kampervan is an alternative to a caravan that deserves short-listing. Let’s face it, 50 million hippies can’t be wrong.

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

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.

Given that the design of the camper conversion was partly the work of Jayco, there’s every reason to suspect that the end result should work for recreational users. That is, of course, provided Jayco’s caravan-building experience translates to a campervan layout.

That’s because this is not as simple as plonking a wheel-less caravan onto a Crafter cab-chassis; integration in the key here.

The various zones – driving, entertaining, sleeping, bathroom and cooking – need to work with each other with as many components having more than one job.

The off-grid capability is also a highlight and, in the case of the All-Terrain model with its off-road tyres, bash plates and 30mm higher ground clearance, makes getting farther off the beaten track more of a reality.

A lot of people will wonder why VW didn’t simply import a batch of the campervan conversions it already builds in Europe.

The fact is, however, that the left-hand drive layout means the sliding side door would be on the wrong side for Australia, and the integrated gas system would not have met ADR standards. So was born the idea of a local conversions which is where Jayco came in.

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.

The Crafter’s phone mirroring system seems to work pretty well, although it’s menu-driven layout can be a bit frustrating (it’s hardly alone there) and Android phones sometimes didn’t want to connect as simply as they should have (potential user-error here, folks).

But the rest of the interior is typically Crafter-smart including lots and lots of cupholders, USB ports and cubby-holes dotted around the front seat area.

Doubtless, a few months on the road will show up design issues according to the individual, but for now, our main comment would be the proximity of the bathroom to the food preparation area (although, to be fair, most owners will cook outside the vehicle).

The mattress is a split queen unit (rather than a single mattress) and it occupies the full width of the rearmost part of the vehicle, so making the bed might be a bit more difficult.

The location and width of the bathroom (although it feels pretty tiny once you’re in there and operates as a wet-room) also means there’s just half the rear view that the vehicle might otherwise have.

The thick pillar between the two rear barn-doors also adds to that blind spot. At least the mirrors are good; nice and wide and very clear.

It’s when the Kampervan is not being used to survey this wide, brown land that its practicality starts to come into question. Unlike a conventional four-wheel drive and caravan rig, the accommodation section of the Crafter can’t simply be unhooked and parked in the driveway.

Which means it’s not really suburb or city-friendly. Underground car-parks will soon detach the air-conditioning unit in a pretty violent way, and the almost-seven-metre length will have you looking for adjacent empty parking spaces (or the car-and-trailer section at Bunnings).

Put simply, this is the touring solution for those who want to tackle the Big Trip in one go, staying on the road for weeks or perhaps even months. Obviously, that’s an observation rather than a criticism, but it remains something to think about.

Based on the top-shelf Crafter van, the Kampervan then goes on a mission to be both a car and a holiday house.

So, pull up a comfy chair, because there’s a fair bit to discuss here. This isn’t just a tent on wheels, it’s a fully functional tiny home that just happens to be relocatable on a daily basis. As such, the vehicle needs to be able to manage energy, water, gas and waste.

VW’s aim was to elevate the quality standards of the caravan industry to that of the car-making world, as well as address its customers’ main agendas, including storage, the ability to go off-grid and the management of light and ventilation for sleeping.

That utility starts with the walk-through layout where the front seats swivel to form the other half of the dining table seating. From there, the layout runs to a full bathroom, a kitchen and then back again to a fixed queen-size bed.

The bathroom combines a shower and a lavatory with a cassette system for black-water storage and disposal.

The kitchen features a 90-litre fridge with a freezer drawer that is accessible form both inside and outside the vehicle. There’s a dual gas-hob and a 9.0kg gas bottle stored in the rear compartment (under the bed, but accessed from outside) that also includes a huge slide-out drawer for an extra fridge or whatever else needs to be carted around.

There’s also a sink with a mixer tap and the vehicle carries 120 litres of fresh water, not to mention gas-powered on-demand hot water.

A wind-out awning runs the full length of the van, extending the living space and forming a space for the VW-branded camping table and chairs.

The bedroom includes a pair of swivelling fans for cross-ventilation, USB and 240-volt ports, a swivelling TV and blinds and screens on all windows. The standard air-conditioning system will also run for about seven hours before the vehicle runs out of power.

Speaking of power, the electrical system is a force of nature. Aside from the standard Crafter battery (which remains the start battery and can’t be depleted by the equipment on board) the standard smart-alternator function has been disabled so the engine can help charge the batteries whenever possible.

That power storage array incorporates a 400Ah lithium-ion battery with a 3000-watt inverter to run the 240-volt system even when off-grid. There’s a 60A DC-to-DC charging system and, all up, VW reckons the vehicle can stay off grid for about three days straight based on normal power consumption. A multi-screen control panel tracks power usage and issues alerts when required.

So, what’s missing from the Kampervan? Climate-control air-conditioning for the cabin, mainly (the Crafter starts life as a commercial van, after all). Oh, and beds for the third and fourth passenger. Cue hippy-free-love jokes.

The Kampervan starts at $157,990 for the on-road biased Style model and $165,490 for the All-Terrain version.

As the more off-road capable variant, the All-Terrain gets 16-inch steel wheels with all-terrain tyres, bash plates, a higher ride height and a snorkel.

In either case, the accommodation fittings and fixtures are identical, that sounds pretty steep, but go out and price a full-sized four-wheel drive and a full-sized caravan with a bathroom and then see how it all stacks up.

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 Crafter is powered by VW’s now-familiar 2.0-litre turbo-diesel four-cylinder engine which produces 130kW of power and 410Nm of torque thanks to a pair of turbochargers.

Driving through an eight-speed automatic transmission, the torque is then sent to all four wheels via VW’s '4Motion' permanent all-wheel-drive system.

It’s worth mentioning the automatic transmission is a conventional torque-converter unit, rather that the dual-clutch layout VW has championed for years now.

The Crafter also uses ventilated disc brakes front and rear and the however you look at it, the modern driveline of the Kampervan makes an old air-cooled Kombi look even more antiquated (which is saying something).

And while the Crafter in commercial-vehicle trim has the option of an electronic locking rear differential, the Kampervan adds this as standard.

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.

Although the Crafter’s driveline boasts energy recuperation, it’s not a hybrid system. Instead, the vehicle’s alternator is able to generate electricity during braking and store that in the vehicle’s batteries for later use, rather than storing that power in a dedicated hybrid battery.

This also helps ensure the main battery is always fully charged to power the stop-start system that is also standard on the Crafter.

Because it’s a commercial vehicle, there’s no compulsion to offer an official fuel consumption figure and, indeed, Volkswagen doesn’t.

But our real world drive including some winding roads and a bit of freeway thrown in, gave us an average figure of between nine and 10 litres per 100km. This is likely to be a bit lower on a purely highway run, but is a good indicator of general use consumption.

The 75 litre fuel tank should, then, give an easy 700km of range, but don’t forget the Crafter’s engine uses AdBlue, so that extra cost needs to be factored into running costs.

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.

You can see the appeal of a high driving position the moment you step into (or climb into, really) the Kampervan. The view out is fabulous and even though the vehicle is just shy of seven metres long, you soon develop a bit of a sixth sense for where the back wheels are, based on what the front wheels have just done.

The glass area is huge with the exception of the view to the rear thanks to that bathroom placement.

The front seats are big and comfy, although the two rear seats are pretty flat and place the occupants quite close together. There’s enough adjustability in the seat and steering column to make anybody feel at home and the exterior mirrors are big and clear.

There’s enough performance, to be sure, but the sheer mass of the Kampervan and the fact that it’s moving a lot of air means you’ll be giving the rather long-travel accelerator a decent workout.

Taking off into traffic is the only time the VW will feel a bit sluggish, but once the engine has a few revs on board it all gets going fairly smartly.

Unlike a lot of modern cars that can feel as though they're travelling a lot slower than they really are, the Kampervan is the opposite. Not that it’s spooky to drive, but there will be times you’ll be in a 100km/h zone, look down and discover you’re doing 90.

In the context of a leisure vehicle, this shouldn’t bother anybody apart from a highway patrol officer down on his or her monthly quota.

The engine is smooth and the transmission is refined and possesses enough smarts to make a better job of shifting itself than the driver ever will.

It’s not exactly silent inside, though, with a smattering of clicks and clatters from some of the less-automotive furniture, but it’s a fair bet even a brand-new house would likewise rattle a bit if you hurled it down a bumpy road at 100km/h.

The biggest source of noise pollution, though, is in the All-Terrain model and consists of a chorus of sucking, sobbing, choking and burping noises from the snorkel which is placed right near the driver’s right ear. Obviously, it’s worse with the window open.

Ride quality is very good. Clearly, having a bit of weight on board doesn’t hurt, but even so, the Kampervan refuses to pitch or wallow despite that ride compliance. In fact, it’s very composed for such a big unit that was originally designed to carry parcels and pallets.

The Crafter, on which the Kampervan is based, is typical of the emerging breed of commercial vehicles that try not to give anything away to passenger cars in safety terms.

Well, in the front seats anyway, because the two seats in the rear are formed by a bench seat that doubles as a kitchen-table seat, so lacks the contouring of most car seats.

More importantly, the rear seats miss out on side-curtain airbags. This is understandable given the vehicle’s origins. Both rear seats do, however, feature top-tethers for child restraints.

Up front, meantime, the two front passengers get both front and side-curtain airbags with a full array of driver aids to help with safety.

They start with stability control, anti-lock brakes, brake-assist, traction-control, multi-collision braking and hill-holding function.

There’s also autonomous emergency braking that works at speeds up to 60km/h, driver-fatigue detection, a rear view camera, adaptive cruise-control, rear cross-traffic alert, blind-spot monitoring and lane-keeping assistance.

What’s missing? Apart from the side airbags for all passengers, we’d like to see tyre-pressure monitoring on such a large, heavy vehicle and AEB that works beyond 60km/h.

The Kampervan has not been ANCAP tested.

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.

The Kampervan carries Volkswagen Australia’s full five-year/unlimited-kilometre warranty. That extends to not just the base vehicle, but the whole conversion including all of Jayco’s additions and other aftermarket fittings.

VW offers a version of capped price servicing called its 'Service Care Plan' that covers scheduled maintenance for the first five years and can be purchased at the time the vehicle is ordered.

No price for this was available as we went to press, but for reference, the same five-year service plan for the Amarok dual-cab ute costs $1900.

Standard service intervals are every 12 months or 20,000km, whichever comes first.