CO:Not Available
CO2:248
HC:Not Available
HC+NOx:Not Available
Noise Level dB(A):Not Available
NOx:Not Available
Particles:Not Available
Standard Euro Emissions:EURO 6
Automatic Transmission:Yes
Catalytic Convertor:Yes
CC:3196
Compression Ratio:18.0:1
Cooling System:WATER
Cylinder Layout:IN-LINE
Cylinders:5
Engine Layout:NORTH SOUTH
Engine Make:Not Available
Fuel Delivery:COMMON RAIL
Fuel Type:DIESEL
Gears:6 SPEED
Manual Transmission:No
Number of Valves:20
Valve gear:DOHC
EC:No
EC Combined:29.7
Badge Engine CC:3.2
Badge Power:200
Based On ID:Not Available
Battery AH:75
Battery Volts:12
Chassis Engine Number:Not Available
Clutch:SINGLE DRY PLATE
Coin Description:Not Available
Coin Gross Vehicle Weight Code:Not Available
Coin Power Output Code:Not Available
Coin Series:Not Available
Coin Wheelbase Description Code:Not Available
Coin Wheelbase Name Code:Not Available
Exhaust System:CATALYTIC CONVERTER
Front Brakes:DISCS
Front Suspension:DOUBLE SUSPENSION
Generation Mark:3
Ghost model for valuation purposes:No
Hand Brake:REAR WHEELS
Insurance Group 1:Not Available
Insurance Group 2:Not Available
NCAP Adult Occupant Protection %:Not Available
NCAP Child Occupant Protection %:Not Available
NCAP Overall Rating - Effective February 09:Not Available
NCAP Pedestrian Protection %:Not Available
NCAP Safety Assist %:Not Available
Rear Brakes:DRUM
Rear Suspension:LEAF SPRINGS
Relative Height:H1
Relative Length:L1
Running Cost League Headings:MEDIUM
Service Interval Frequency - Months:12
Service Interval Mileage:20000
Special Edition:No
Special Order:No
Steering:PAS
Vehicle Homologation Class:N1
Vin/Frame No.:Not Available
0 to 62 mph (secs):10.6
BHP:200
Engine Power KW:147
Engine Torque LBS.FT:347
Engine Torque MKG:47.9
Engine Torque NM:470
Top Speed:109
Emissions Test Cycle:NEDC Correlated
Alloys?:Yes
Automatic Clutch:Yes
Plated 3rd Axle:Not Available
Plated 4th Axle:Not Available
Space Saver?:No
Tyre Make:Not Available
Tyre Size Front:265/60 R18
Tyre Size Rear:265/60 R18
Tyre Size Spare:FULL SIZE
Wheel Style:Not Available
Wheel Type:18" ALLOY
Height:1815
Height (including roof rails):Not Available
Length:5362
Load Height:Not Available
Lower Rear Door Width:Not Available
Rear Door Height:Not Available
Side Load Door Height:Not Available
Side Load Door Width:Not Available
Turning Circle - Kerb to Kerb:12.7
Upper Rear Door Width:Not Available
Width (excluding mirrors):1860
Boot Capacity Saloons:Not Available
Gross Train Weight:6000
Gross Vehicle Weight:3270
Load Space Volume:Not Available
Luggage Capacity (Seats Down):Not Available
Luggage Capacity (Seats Up):Not Available
Luggage Capacity - 2nd Row Seats Removed:Not Available
Luggage Capacity - 2nd Row Seats Up:Not Available
Luggage Capacity - 3rd Row Seats Down:Not Available
Luggage Capacity - 3rd Row Seats Removed:Not Available
Luggage Capacity - 3rd Row Seats Up:Not Available
Max. Roof Load:Not Available
Max. Towing Weight - Braked:3500
Max. Towing Weight - Unbraked:750
Minimum Kerbweight:2236
No. of Seats:5
Payload:1034
Plated 2nd Axle:1850
Plated Front Axle:1480
Fed up with EVs? Ford offers an antidote with this gutsy fourth generation Ranger pick-up. Surf shack seekers should form an orderly queue, reckons Jonathan Crouch
Ford has re-invented its Ranger pick-up in this fourth generation form with extra attitude and an activity-orientated vibe that really suits it. It's more car-like where it counts - inside - but a proper pick-up in terms of cargo capacity, torque and traction. Want a truck? We think you'll want one of these.
Think of a pick-up and Ford is a name you just can't ignore, the company represented in this growing segment since the turn of the century by this tough, versatile Ranger model. This fourth generation design targets the growing lifestyle part of the pick-up market more directly than ever before, while still keeping the tough capability that will appeal to business operators. It's shares its design with the second generation Volkswagen Amarok, though Ford has led the engineering of this latest model; this is, after all, a key model for the Blue Oval brand - the Ranger accounts for nearly 40% of the European pick-up market. But it's very much a global product, designed and engineered in Australia, built in South Africa and Thailand and featuring a new 3.0-litre turbo diesel assembled in Dagenham, part of a design versatile enough for export to over 180 countries. Perfect in principle not only for core pick-up customers like farmers, plumbers and jobbing builders but also for the self-employed private people increasingly wanting a vehicle like this as a lifestyle accessory. Let's take a closer look.
The range kicks off for lower-order models with a 170PS 2.0-litre diesel paired with 6-speed manual transmission. From mid-range upwards, all variants get a 10-speed auto gearbox. Power for mainstream Rangers comes from much the same 205PS 2.0-litre EcoBlue diesel that was found in the previous generation model, though a few modifications for cooling have been made. Above that, there's a new 240PS 3.0-litre EcoBlue diesel V6. Later in production, we'll see a petrol Plug-in hybrid derivative too. At the top of the range is a new 3.0-litre EcoBoost petrol V6, offered with 292PS in the performance Raptor variant. If you can't stretch to the prodigious running costs associated with that unit but still want a Raptor, you can also order that top variant with the 2.0-litre Bi-Turbo 210PS diesel unit that featured on the previous model. The petrol Raptor features an anti-lag system similar to that found on the Focus ST hot hatch, which keeps the turbo spinning three seconds after lift-off, allowing the driver to get back on the power sooner after exiting a corner. Plus the chassis has been substantially revised to improve durability and off road prowess, with reinforcements and fresh mounts, plus extended-travel suspension and special Fox dampers. The Raptor also features an electronically controlled 2-speed transfer case, as well as locking differentials both at the front and rear - and a total of seven different driving modes, three of them for the road and four for rough trail work. Even ordinary Ranger models now get six driving modes. Depending on the engine you choose, your transmission choices range between a 6-speed manual, a 6-speed automatic or, as in the case of the Raptor, a 10-speed automatic. If you're a typical Ranger owner, you'll want to be putting its all-terrain capability to the test on a pretty regular basis. There's a choice of a couple of different four-wheel-drive systems - switchable and permanent - and Ford claims this MK4 model will be better off road. To that end, there have been design changes to the ladder frame chassis, which include moving the front wheels 50mm further forwards, which extends the wheelbase and has improved the approach angle. Placing the rear dampers outboard of the frame rails has increased articulation too.
This fourth generation Ranger gets a bluff American vibe that customers will like, styling cues borrowed from the brand's US market Bronco SUV and F-150 large pick-up. And bulk quite intimidating enough to frighten away fast lane dawdlers. The broader stance helps too - it's 50mm wider. And there's a bigger radiator grille with a horizontal bar emblazoned with the Ford badge and extending into the eye-catching 'C-clamp' daytime running lamps. LED lights are available at both ends for the first time, the profile features more pronounced wheel arches and the tailgate design has the Ranger name embossed into the metal. As before, the line-up primarily built around a double cab body style. The Raptor version gets a bespoke grille and specially flared wheel arches housing 17-inch alloy wheels shod with chunky all-terrain tyres. Inside across the Ranger line-up, as you'd expect, it's much more car-like, with more up-market soft touch materials and a fully digital 12.4-inch instrument cluster that adapts its display around the six available driving modes. The centre infotainment monitor is bigger too - 10 or 12-inches, depending on spec. This display has a dedicated screen view for off-roading, providing information on steering angle, vehicle pitch, driveline and roll angles. The gearstick's been changed for a short-throw 'e-shifter': and there's now an electronic parking brake too. The Raptor model features 'jet fighter-inspired' seats, orange trim accents and stitching and paddle shifters fashioned from magnesium.
Trim levels start with 'XL', then 'XLT', 'Tremor', 'Wildtrack', 'Wildtrack X' and 'Platinum', with the high performance 'Raptor' model at the top of the line-up. Prices start from around £28,000 excluding VAT. Most will want one of the two doublecab 'Wildtrack' variants, one with the 205PS 2.0-litre EcoBlue diesel costing just over £40,000 ex VAT; and another doubecab 'Wildtrack' model with the new 3.0-litre V6 EcoBlue 240PS unit, costing around £45,000 (ex VAT). There's also a plush 'Platinum' version with a 240PS 3.0-litre V6 turbodiesel, costing from around £46,000 (ex VAT). Of course the top 'Raptor' variant is vastly more expensive; Ford has priced the twin turbo 3.0 V6 EcoBoost petrol version at around £60,000 (or around £56,000 in EcoBlue 210PS diesel form). Across the Ranger line-up, higher tech features are standard or can be added in. Ranger customers can now specify Matrix LED headlights and the included Wi-Fi allows for over-the-air updates. Lesser variants can also add in an optional digital dial pack for the instrument binnacle. Over hundred and 50 accessories are available stop. The top 'Raptor' features a 'Splash Decal Pack' and an exterior 'Raptor Pack', which includes a cab roll-over bar and power roll-top tonneau cover. You can also have your 'Raptor' with bright 'New Code Orange' premium paint. Customers can create their Ranger using the brand's online configurator, choosing from a wide range of colours; on the Raptor, these include 'Arctic White', 'Blue Lightning' and 'Code Orange'. Plus there's a Raptor Exterior Dress-Up pack and a 'Splash Decal' package. All Rangers can be specified with functional load bars and roller shutters.
Existing Ranger owners should find this version more practical than its predecessor. Thanks to the 50mm increase in track, the cargo area will now take a full-sized pallet and you can load in a ply sheet flat. There are slots moulded into the bed liner which allow you to make your own load dividers. And Ford continues to offer its 'Cargo Management' system. Removable protective capping prevents excess damage to the tailgate when lifting bikes in and out. There are some clever touches too. Dual-battery capability allows owners to add a leisure battery under the bonnet for camping trips - and for power tools, which can be connected via a 400w inverter with an AC outlet in the load bed. And there's a neat Zone Lighting System that allows you to turn on individual exterior lights for night activities. The tailgate can be converted into a workbench which has a built in ruler and onto which there's a facility for clamping planks of wood. There's no sign of efficiency gains through any sort of electrification, which is a little disappointing, but a Plug-in Hybrid's promised and the turbo diesel units are class-competitive in their running costs. The 2.0-litre 205PS EcoBlue diesel manages up to 38.2mpg on the combined cycle and 230g/km of CO2; for the 3.0-litre V6 240PS EcoBlue unit, it's 32.5mpg and 264g/km. For the 3.0-litre EcoBoost petrol 288PS Ranger Raptor, combined economy is 20.5mpg and CO2 emissions are up at 315g/km.
You can't deny that this fourth generation Ranger is a thoroughly engineered product. But is it the first Ford pick-up to truly approach market leadership? We think it might be. It's safe, spacious, clever, able to carry large loads and has engines that get the job done. Whether the need is for active family weekends, or simply to carry workmates with their kit and tools, this rugged do-almost-anything automotive swiss army knife seems to have it covered. From the back streets of Bangkok to the logging trails of Liberia, you'll find Rangers earning their keep, but the step forward here isn't really a rugged one: this Ford was always tough to break. It's in packaging, design and aesthetics. True, maybe the cabin isn't as car-like as the Blue Oval would like us to think, but it's a big step forward for a vehicle of this kind, aided by technology that'll see Japanese competitors having to play catch-up. When it all comes down to it, the right tool can make child's play of men's work. And if you're looking for the best all-round contender in the pick-up sector right now, then this is the right tool. Job done.
Pick Up Double Cab Wildtrak 3.2 EcoBlue 200 Auto
