Test bench – Ford Ranger | A long walk to the summits

(Salt Lake City, Utah) Apparently, the mid-size pickup truck market is booming. The big names in the category (Tacoma, Colorado and Canyon) have all had a facelift in recent months. Now it's Ford's turn. The American brand is counting on the fifth generation of the Ranger to leave the bottom of the rankings, in Canada and in Quebec.

Save time and not have to start from a blank page. This is basically what led Ford to offer us, five years ago, the Australian version of the Ranger. This van, not fallen from the last rain, has been adapted to the requirements of the North American market. Not all buyers were convinced. The Ranger does not find its place among the leaders in the category. The Americanized Ranger comes up against limits that we soon realize. This model hardly hid its age. It lacked comfort and soundproofing. In short, it hardly aroused envy. No more than its interior presentation. Dated, too.

We get back to work

Ford management says it has listened attentively to suggestions made by customers. We know the tune and the song. This fifth generation is intended to be an evolution of the previous one, with the difference that this time the American design team participated more actively in its development. By connecting the beams of its ladder chassis at their ends, the Ranger gains rigidity. The widening of the tracks and the wheelbase contributes, for its part, to improving stability (and interior space, to which we will return). And comfort too, since the suspension anchor points are now located outside the side members.

Ford is renewing its confidence in the 2.3L supercharged four-cylinder engine, an engine that has so far proven to be reliable and efficient. A little noisy too (when accelerating). The 10-speed automatic transmission remains the sole accomplice of this engine which is still among the most economical in the category (see the “Test bench – The competition” screen). Despite an appreciable reduction in its mass, the new Ranger, more massive it is true, consumes almost as much as its predecessor.

To better measure themselves against the competition, the buyer will have the option of opting for a larger engine capacity from the fall. Indeed, a 2.7L turbocharged V6 will enrich the catalog of options. This one, absent during this media launch, could prove to be a more robust choice in the long term than the 2.3 L for anyone who regularly intends to tow the maximum authorized weight (7,500 lb). This mechanism is also associated with the 10-speed automatic transmission and, once unloaded, consumes half a liter more every 100 km than the 2.3L.

That said, the 2.3 L is more than sufficient for the tasks for which its target customers generally intend it. This four-cylinder engine demonstrates flexibility and quickly pulls the Ranger out of its static position. The noise level is now more acceptable (when accelerating) and the transmission management appears finer at low speed and during acceleration. And less abrupt in the downshift phases.

The efficiency and performance of the powertrain cause no surprises. On the other hand, we are surprised that the Ranger has become so pleasant to live with. No more racket hits from the rear axle on barely crumpled roads.

No more fluttering in turns. Gone is the steering that invites us to guess where the front wheels are pointing. Driving this van provides even more confidence than before. More balanced, less oversteer, this Ford progresses in all areas except braking. This is easy to modulate, of course, but its effectiveness can still be improved, especially when hot.

Increased versatility

In Canada, the Ranger has four doors, a cargo bed and four-wheel drive. Nothing compares with large-format vans, real torture for the hesitant. Like many of its ilk, no one scratches their head when it comes to ordering a Ranger. On the other hand, there are options, but among them – as long as you are towing a load – is Pro Trailer Assistance. A must-have for anyone who pimples when it comes time to park with something taped to their vehicle. Using the wheel recessed in the center console, you no longer have to wonder whether you should turn the steering wheel in the opposite direction or not. The device takes care of this for you. You need to tighten to the left, so you turn the “tap” that way. Intuitive and easy. Child's play, I tell you.

Compared to its predecessor, the new Ranger makes a real effort to promote its customers. The interior is decorated with materials that are more pleasant to the eye and to the touch. The most expensive versions naturally impress with larger screens. Which, fortunately, do not include all the orders, unlike some competitors. Nothing complicated aboard the cabin, but we would still have liked an increased number of storage spaces and a hint of additional creativity.

After all, the Ranger is bigger than ever. This results in more welcoming rear seats (head clearance remains the same as before) with more leg and knee room. We are happy to lift the seats, fold the backrests flat or even take advantage of the opening in the rear window for transporting long objects. As for the bed, wider than before, it is more accessible following the integration of steps on either side of the bumper. In addition, the leaf has a more sophisticated mechanism to make it easier to handle.

Without a doubt, the sum of all these improvements will allow the Ranger to perform better against its opponents. On the other hand, this Ford will have difficulty justifying its price and its services compared to large-format pickup trucks (the F-150, for example). These are not much more expensive nor much more delicious.

Visit the Ford Canada website

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The Press will soon publish the test of the following vehicles: BMW X1/X2, Chevrolet Blazer EV, Range Rover Sport, Subaru Forester and Toyota Camry. If you own one of these vehicles or are awaiting delivery, we would love to hear from you.

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