Ford Ranger vs Volkswagen Transporter

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.

So has Volkswagen done enough with this new Transporter to win back buyers in what has become a highly-competitive van market?

Based on our initial test drive of the Transporter, it’s safe to say Volkswagen has a good chance of regaining some lost ground. But it won’t be easy because there isn’t any particular area where the Transporter really sets itself apart from the competition.

It’s a pleasant van to drive, with a roomy, modern cabin and a competitive cargo area, at least with the diesel engine. The electric Transporter provides an alternative choice for a small audience, but the huge price premium and limited range will mean it won’t suit the vast majority of buyers.

The real opportunity for VW will come when the PHEV arrives in 2026. That has the potential to help create some difference between itself and the likes of Toyota and Hyundai.

It’s noticeable that the brands dominating the commercial van market are the big name ones, rather than the cheaper Chinese competition, which suggests buyers are looking for a trusted name rather than the lowest price.

So from that perspective, Volkswagen has a decent chance of regaining lost ground given its heritage in the van segment.

Note: CarsGuide attended this event as a guest of the manufacturer with 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.

Commercial vans are typically not instruments of design, but rather a study in functionality. But credit to the Volkswagen designers because it clearly looks like a Volkswagen from the outside, despite its Ford lineage. While there are obviously some similarities between the Transporter and Transit Custom inside, the front-end design definitely has a visual connection to the previous generation models.

But, of course, functionality is important and by using the Transit Custom underpinnings, Volkswagen has been able to grow the Transporter. It is 150mm longer and the standard wheelbase has been stretched by 100mm, compared to the six-generation, which allows for even more cargo space.

The cabin is well laid out, with a new 12-inch digital instrument display and a 13-inch multimedia touchscreen taking prominence on the dashboard. The multimedia system includes built-in navigation plus wireless Apple CarPlay and Android Auto, as well as digital radio.

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.

This is the really important element for any good commercial van, both the practicality of the cabin (as drivers spend long hours behind the wheel) and the cargo capacity in the back (for the obvious reasons).

Up front there’s a wireless charging pad and seven USB ports spread around the cabin. There are plenty of small item storage spots, and some not so small items, with a large shelf on top of the dashboard and multiple in-door shelves.

Of course, it’s out the back that’s really important and, as mentioned earlier, there is more space thanks to the larger overall dimensions.

Both SWB and LWB vans come with a plastic floor cover as standard, plus there are load rated tied tie down points, a 12V charging port in the D-pillar and LED lights in the roof. 

Thanks to the extra length, the SWB has a 2.6m load length and 5.8 cubic metres of cargo space, while the LWB has 3.0m in length and 6.8 cubic metres. There’s also a steel fixed partition with window, window grille and load through hatch to stretch the usable space even more.

The total payload for the Transporter varies depending on the powertrain. The TDI 2WD can take up to 1062kg (SWB) and 1016kg (LWB), while TDI AWD can manage 963kg (SWB) and 917kg (LWB). The electric Transporter has a significantly lower payload, rated at 806kg (SWB) and 760kg (LWB).

Towing capacity also changes depending on the powertrain, the TDI 2WD can manage 2000kg, TDI AWD up to 2800kg and the electric 2300kg.

In addition to the multiple powertrains, there’s also a variety of body styles to choose from - van in both standard and long wheelbase, Crewvan in both lengths and the long wheelbase Dual Cab.

The Transporter TDI (diesel) SWB van begins the range at $58,590 (all prices exclude on-road costs), while the same size with electric power is priced from $83,590; so the cost of going electric is a big one.

The diesel van LWB is priced from $60,590, and the electric van LWB $85,590, so the extra room is a much cheaper upgrade.

Standard equipment on the Transporter van includes 16-inch steel wheels, LED headlights and tail-lights, keyless ignition, climate control, cloth-trimmed seats, heated front seats and a four-speaker sound system.

Customisation is a key part of the commercial vehicle market, so Volkswagen has done its best to ensure aftermarket suppliers can use the Transporter as a platform to shape it into whatever customers need - delivery van, camper, etc. 

For business operators Volkswagen Australia has done a deal with a company called Sortimo. The so-called Sortimo ‘1-Click’ is a new system, exclusive to Volkswagen, that allows owners to add interval shelving options to any VW commercial van direct from the dealer. This can be added at the time of purchase so it can be included in the financing for the car.

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.

As mentioned earlier, Volkswagen has been able to diversify the Transporter for now and into the future, which means the choice of diesel, electric and plug-in hybrid.

Despite the electrified additions, the most popular choice for buyers is overwhelmingly going to be the turbo diesel. The 2.0-litre four-cylinder unit makes 125kW of power and 390Nm of torque and is paired to an eight-speed automatic. It’s available either with front-wheel drive or Volkswagen’s '4Motion' all-wheel drive set-up.

The eTransporter is rear-wheel drive only, and has a single-speed gearbox attached to its 210kW/415Nm electric motor.

The PHEV isn’t here yet, but when it does arrive, Volkswagen has confirmed it will be producing 171kW/205Nm.

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.

Fuel economy for the diesel is rated at 7.9L/100km for the two-wheel drive variant and rises to 8.4L/100km for the 4Motion AWD. 

Our test drive was limited, so we couldn’t get a fair real-world fuel figure, but if you can hit those claims, with its 70-litre fuel tank it has a theoretical driving range of 886km for the 2WD and 833km for the 4Motion - which should be enough to get even the more active delivery drivers through a few days.

As for the eTransporter, VW claims a driving range of 330km, with 125kW DC charging able to replenish the battery from 10-80 per cent in just 38 minutes. Volkswagen is confident that this should be enough to appeal to back-to-base-style operators looking to cut fuel costs and emissions.

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.

Volkswagen is a company that prides itself on its driving dynamics, even when it comes to vans. Even with the Ford influence, the new Transporter unmistakably feels like a Volkswagen in the way it drives.

It's worth noting we drove the Transporter unladen, so it may respond differently when filled with cargo, but the fundamental behaviour should remain the same.

There’s no mistaking you’re behind the wheel of a big van, but the Transporter reacts well to your inputs, so it feels responsive and surprisingly agile for such a sizable vehicle.

The same is true for the turbo-diesel engine, which feels strong enough to pull the big van along with a minimum of fuss (although, again, that was without a full cargo load in the back). What the engine does well is perform quietly. The cabin is well-insulated from the outside world, so it makes for a more relaxed environment, which will be a welcome factor for anyone looking to spend their working day inside the Transporter.

We sampled the electric Transporter and it also performed well. Dynamically it felt very similar, despite being rear-wheel drive, but obviously the bigger difference is under the bonnet. The electric motor does a fine job, but it feels solid rather than being particularly punchy. The TDI feels like it does the work easier, even under acceleration which should be the electric motor’s strength.

This is an area previously overlooked, not just by carmakers but even the safety authorities. Given vans like the Transporter are on the road more than your average family car, it’s important to keep everyone safe.

There is no ANCAP score for the new Transporter yet, and the safety authority hasn’t crash tested the latest Ford Transit Custom, either. So there is clearly still some work to do before commercial vans get the same level of attention as passenger cars.

In terms of equipment, the Transporter comes with a range of active safety items including 'Front Assist' (with cross traffic alert and adaptive cruise control) and a rear view camera. There are also front and curtain airbags to protect the occupants.

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.

Volkswagen says the Transporter and eTransporter require servicing annually or every 30,000km - whichever comes first.

The diesel is significantly more expensive to service, with even the cheapest visit costing $670 and the most expensive $892. Over the first five years the Transporter will cost $3880 to maintain.

By contrast, the eTransporter costs $410 for every visit, except the 90,000km major check-up which is $496. So over five years it will cost $2136 to service.

While VW has an expansive national network of dealers for servicing, and a history with commercial vehicles, that’s not a big advantage over its key rivals in this market - Toyota, Ford and Hyundai - which all boast the same.