Review: 2015 Ford Ranger

The dust from the world media launch in Thailand of the new Everest has barely settled, but now the latest incarnation of the LCV platform on which that SUV is based – the Ranger – has finally reached our shores.

Ford Australia's best-selling nameplate has undergone a mid-life revision, the new PX MKII Ranger completing a four-year development journey to hit local showrooms from September.

The update is far more than marketing spin, the model boasting a long list of improvements – a good thing for Ford, given recent evolution of the segment. The next-gen Mitsubishi Triton and Nissan Navara are already here, while the new Toyota HiLux is looming...

Ian Foston, the Ranger's Chief Program Engineer, says the new model is 'tougher, smarter and more efficient', its changes a direct response to market feedback.

"Don't mess with the things that work really well, just improve on the things customers are telling us they want," he said, explaining the Ranger's development mantra.

The end result is an extensive suit of updates. The restyled front end, with trapezoidal grille, new bonnet and repositioned headlights, lends the Ranger a tougher, more imposing look. While the rear remains unchanged the new cabin has been lifted appreciably – especially in the higher XLT and Wildtrak grades.

The chassis is a carryover but the suspension has retuned springs and dampers across all models, while rebound springs now feature on some variants.

The old hydraulic steering has moved aside for a new EPAS system (Electric Power-Assisted Steering), which Ford says enhances feel and response and improves fuel economy by up to four per cent by dispensing with a traditional engine-driven pump.

Both the 2.2-litre four-cylinder and the 3.2-litre five-cylinder turbo-diesels have come in for attention, with Ford claiming new turbos, refined injection and EPAS deliver substantial economy gains.

The changes have also boosted the 2.2-litre unit's output by 8kW and 10Nm to 118kW at 3200rpm and 385Nm from 1600 to 2500rpm. The 3.2-litre engine still produces 147kW at 3000rpm and 470Nm, but peak torque now kicks in 250rpm higher, from 1750rpm (instead of 1500rpm) to 2500rpm (as before).

Auto stop/start now makes an appearance on manual 4x4 and 4x2 HiRider models, while a speed limiter is available across the board.

The transmission choice continues – a six-speed manual backed by a six-speed auto (add $2200) – as do the five basic trim grades: XL (from $27,390), XL Plus ($46,480), XLS (from $45,490), XLT (from $52,390) and Wildtrak (from $57,890).

Single Cab, Super Cab and Double Cab variants are available, in cab/chassis or pick-up guise, and in either 4x2 or 4x4. In all, 37 models are on offer.

In a move targeting the lucrative 'lifestyle' end of the ute spectrum, the XLT and flagship Wildtrak receive tyre pressure monitoring and first-in-class safety systems, with the optional 'Tech Pack' comprising adaptive cruise control with Forward Collision Alert, Lane Departure Warning, Lane Keep Assist and a Driver Impairment Monitor.

This adds $1100 to the XLT, that price also including a reversing camera, and $600 to the Wildtrak, which has the camera as standard.

In these grades the reversing camera is displayed on Ford's next-gen SYNC2 system with 8.0-inch colour touch-screen instead of on the rear-view mirror. The latter arrangement continues with the optional camera on sub-XLT grades.

The SYNC2 system offers a wide array of voice commands and splits the screen into four quadrants – telephony, sat-nav, climate control and entertainment – and in XLT and Wildtrak is paired with new TFT instrumentation. Lower grades get by with SYNC 1 and a smaller 4.2-inch display plus more basic instrumentation.

Sound suppression is also said to be enhanced, with bigger gains the higher you climb through the grades.

Ford's Design Centre in Melbourne – the global epicentre of the Ranger's development – has certainly been busy. Click here for more information and individual model features.

The drive from Ford's Melbourne HQ to Daylesford and then south to Werribee saw media tackle a good mix of tar and dirt, before an off-road finale at the Melbourne 4x4 Training and Proving Ground.

While our time in a variety of Ranger models was relatively brief, it was sufficient to hammer home one truth: Ford's made a good thing better.

While the dimensions are essentially the same, the new cabin trim, instrumentation and multimedia systems reflect the divergent ends of today's ladder-frame ute spectrum. The lower grades are more utilitarian affairs that reflect their workhorse aspirations, while the XLT and especially the Wildtrak dial up the comfort, features, and visual appeal to a new level.

The ergonomics were already sorted, and though the steering wheel is only adjustable for tilt, not reach, it's easy to find a comfy position.

We did note, however, there was no HVAC venting for rear passengers, although the rear 230-volt socket, which will power 240-volt gadgets in Super Cab and Double Cab models, will come in handy.

In XLT and Wildtrak we welcome the introduction of SYNC2 and the 8.0-inch touch screen, which also delivers a detailed camera display with predictive guides. It's a pity the camera is only standard in the Wildtrak, which also scores front and rear sensors (rear sensors only for the XLT).

On tarmac and dirt the Ranger's suspension and handling are real highlights; it remains composed over a wide variety of surfaces, displaying minimal body roll, while the brakes are powerful and effective.

The EPAS system is another step forward, requiring only a light touch at slower speeds yet still delivering pleasing feedback. At higher speeds it offers additional weight and precision, and it integrates with high-spec safety features like Lane Keep Assist.

Electric steering has been around for years in the passenger-car world but Ford claims it's a first for LCV utes and it certainly appears to have its merits. The steering is 3.5 turns lock to lock, too, reasonably short for this class, but there's still a hefty turning circle – 12.7m for the Wildtrak.

Performance is spirited in LCV terms, with more than enough stomp for brisk highway overtakes. Engine noise is noticeable under acceleration but it's otherwise subdued – particularly in the Wildtrak, which was impressively quiet save for some wind noise.

Even the smaller 2.2-litre-engined models give a good account, although the 3.2-litre is of course the grunt-master for heavy-duty applications.

The XLT and Wildtrak's optional safety features take Ford's five-star-ANCAP-rated Ranger into new territory. Ford says the adaptive cruise control operates down to around 15km/h – not to a standstill like some systems – but it's certainly effective.

The forward collision alert flashes a red warning light on top of the dash when there's risk of frontal collision while Lane Keep Assist, in conjunction with EPAS and a radar/camera set-up, gently guides the Ranger back into its lane should it start to wander.

The Driver Impairment Monitor, meanwhile, keeps tabs on a variety of criteria to inform the driver of dangerous levels of fatigue.

There's a lot to the new safety tech, but suffice to say it's all positive stuff in a segment that has historically lagged behind passenger cars for safety.

On the workhorse front the Ranger's 3500kg towing limit continues while payloads vary – the 3.2-litre XL Single Cab can handle a claimed 1307kg while the Wildtrak, a pick-up, is pegged at 925kg.

The Ranger's off-road attributes were scrutinised at the Melbourne 4x4 Training and Proving Ground. There in the Werribee River the Ranger's class-leading 800mm wading depth gave extra assurance, while its healthy 230mm ground clearance and 28-degree approach angle further underlined its dirt credentials.

The low-down torque of the 3.2-litre Ranger saw it walk up and over inclines and obstacles without breaking a sweat.

The dual-stage transfer case can be switched from two-wheel drive to high-range four-wheel drive on the fly, with low-range four-wheel drive, a locking rear differential and hill descent control all there for tricky terrain.

Fitted with highway tyres at road pressures, the Ranger put on an impressive display.

Judged in isolation, this new Ranger is a very worthy evolutionary step. This update adds fresh appeal and clever features to an already proven platform, especially in the upper boughs of the family tree, but with plentiful new rivals there's no easy road to sales success.

Will the new Ranger have what it takes to vanquish its hungry new challengers? We'll soon be pitting all the major players head to head to find out...

2015 Ford Ranger pricing and specifications:
Price: $27,390 to $60,090 (plus on-road costs)
Engine: 2.2-litre four-cylinder turbo-diesel/3.2-litre five-cylinder turbo-diesel
Output: 118kW/385Nm (2.2); 147kW/470Nm (3.2)
Transmission: Six-speed manual or six-speed automatic
Fuel: 6.6-9.2L/100km (ADR Combined)
CO2: 172-246g/km (ADR Combined)
Safety Rating: Five-star ANCAP

What we liked:
>> Class-leading safety tech (in upper grades)
>> Refined cabin
>> Sheer ability

Not so much:
>> No reach adjustment for steering wheel
>> Reversing camera only standard on Wildtrak
>> No rear HVAC venting

Also consider:
>> Volkswagen Amarok (from $31,490 to $65,290 plus ORCs)
>> Nissan Navara (from $26,490 to $54,490 plus ORCs)
>> Mitsubishi Triton (from $24,490 to $47,490 plus ORCs)