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What Is Ford Ranger Hi Rider?

What Is Ford Ranger Hi Rider
A lot of urban 4×4 ute owners rarely venture further off the bitumen than the dirt shoulder or their gravel driveway. So although they rarely – if ever – engage its 4×4 drivetrain, they pay a lot of extra money for the privilege of lugging it around. Four-wheel drive or 4×4 utes not only cost a lot more to buy than their two-wheel drive or 4×2 siblings but they are also heavier and therefore have higher running costs, which during a typical ownership spanning several years can add up to a big chunk of change.

That’s why several manufacturers are now offering high-riding versions of their 4×2 utes. The terms ‘High-Ride’ or ‘Hi-Rider’ simply mean that they share the same ride height and rugged off-road appearance of their 4×4 equivalents. They are almost identical – but without the added weight and complexity of a second drivetrain for the front wheels.

So you get the same commanding driving position and rugged all-round practicality of a 4×4 ute, with the benefits of a much lower upfront price, excellent rough road performance and good towing capacity, And less weight, resulting in a larger payload and better fuel economy,
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What is XLT Hirider?

The 2021 Ford Ranger XLT 2.0 HI-RIDER (4×2) is a rear-wheel drive double cab pickup that was released to the Australian market on 01/06/2021 classified as a PX MKIII MY21.75. The Ranger is regarded as a pick up or cab chassis 4×2 built in Thailand with prices from a dealer as a used car starting at $51,200,

The Ranger is a rear-wheel drive 4 door with 5 seats, powered by a 2.0L DIESEL TWIN TURBO 4 engine that has 157 kW of power (at 3750 rpm) and 500 Nm of torque (at 1750 rpm) via a Ten-speed Automatic. FORD claims the Ranger XLT 2.0 HI-RIDER (4×2) uses 6.7L/100km of Diesel in the combined city and highway cycle while putting out 155g of CO 2,

Ford Ranger 2020 review: XL 4×2 Hi-Rider pick-up 2.2L auto

It has a 80L fuel tank, meaning it should be able to travel 1194km per full tank. The Ranger measures 1815mm (71.5 inches) in height, 5359mm (211.0 inches) in length, 1850mm (72.8 inches) in width with a 3220mm (126.8 inches) wheelbase that brings about a total of 2197kg (4843.6 lbs) of unladen weight.

  1. The Ranger XLT 2.0 HI-RIDER (4×2) comes standard with 265/65 R17 front tyres and 265/65 R17 rear tyres.
  2. It requires a service every 12 months or 15,000 km, whichever comes first.
  3. The 2021 Ford Ranger XLT 2.0 HI-RIDER (4×2) has a 232mm ground clearance with a 3500kg braked and 750kg unbraked towing capacity.

The Ranger has received a 5 star rating from ANCAP. The VIN number can be found on the Centre Of Chassis Frame and the compliance plate is located on the Lower Driver Side B-Pillar. An example VIN number would be similar to [email protected]*#MF$%0&W123456.
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What is the difference between Ford Ranger XLS and Ford Ranger XLT?

• Categorized under Auto | Difference Between XLT and XLS XLT vs XLS The Ford XLT and XLS have been some of the best selling Sports Utility Vehicles. These two models of SUVs have different specs and features, like transmission, interior/exterior, and power train. First of all, we can look at the power and handling of the XLT and the XLS.

  • The Ford XLT is equipped with a 5.4L V8 engine, whereas the XLS has a 2.5L I4 engine.
  • When comparing their transmission, the XLT has a 6-speed transmission, and the XLS has a 5-speed manual transmission.
  • The Ford XLT has a higher horsepower engine than the Ford XLT.
  • The XLT has a horsepower of 310 at 5100 rpm, whereas the Ford XLS has a horsepower of 171 at 6000 rpm.

Where the XLT is equipped with 8 cylinders and 24 valves, the XLS has 4 cylinders and 16 valves. When looking at their interior and exterior, the XLT is a bit more upgraded than the XLS. The Ford XLS has a cloth-trimmed interior. On the other hand, the XLT have premium, cloth-trimmed interiors.

The XLS has a leather covered steering wheel, and the XLT’s steering wheel is covered by urethane. Now, to compare their fuel economy, the XLS is more economical than the XLT. Where the XLS fetches 22 mpg and 28 mpg in the city and on highways respectively, the XLT will fetch just 13 mpg and 19 mpg in the city and on highways respectively.

Another difference that can be seen, is that the XLT has a cruising range of 420 miles, while the XLS has a cruising range of 396 miles. When on the roads, you can drive the XLT for more kilometres than the XLS, as the former has a larger fuel capacity than the latter.

  1. There is also a difference between their height and length.
  2. The XLT has a height of 77.2 inches and a length of 206.5 inches, whereas, the XLS has a height of 67.9 inches and a length of 103.1 inches.
  3. In regards to their wheelbase as well, the XLT has an edge over the XLS.
  4. Summary: 1.
  5. The Ford XLT is equipped with a 5.4L V8 engine, whereas the XLS has a 2.5L I4 engine.2.

The Ford XLT has a higher horsepower engine than the Ford XLT.3. When looking at their interior and exterior, the XLT is a bit more upgraded than the XLS.4. The XLS has a better fuel economy rating than the XLT.
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What’s the difference between XLT and Wildtrak?

Ford’s all-new Ranger line-up has arrived. We test the backbone of the range, the bi-turbo XLT and the fat cat Wildtrak, packing the new 3.0 V6. – Ranger has been a real success for Ford here, top of the pops in recent years, and the all-new version has been much anticipated by the faithful.

  • So much so that Ford NZ already had 5000 keen customers signed up prior to its release.
  • Given the pent-up demand, some models have a decent wait time; a new order for a V6 Wildtrak won’t be filled until February next year.
  • The Clean Car Discount fee hasn’t perturbed buyers either, with more than half of those orders being for the new V6 diesel variants.

Those waiting for their new Ranger should be suitably impressed when they finally get it. While the previous model was a good truck, this new one steps up in all the key areas. According to Ford, the thing existing owners wanted most from their new Ranger was more power, so cue the 3.0-litre V6 with 184kW and 600Nm, all on from 1750-2250rpm. This is much smoother than the gruff old five-pot, and although it lacks that unique sound of the 3.2, still emits a powerful tone. The V6 motivates the Sport and Wildtrak variants although the latter can also be had with the revised 2.0-litre bi-turbodiesel, which is standard for the XLT. The fleet-spec XL is only available with the 130kW/405Nm 2.0-litre single turbo engine and a six-speed auto. The bi-turbo has been revised primarily for refinement and economy, and it’s hardly lacking in pull with 500Nm from 1750-2000rpm to go with the 154kW. XLT buyers shouldn’t feel hard done by with this engine. General refinement levels benefit from the lack of diesel clatter, though the V6 is certainly quieter and more refined.

The bi-turbo also has an odd vibe about it when you’re travelling at 80km/h in top; it just isn’t in a happy place. But otherwise, it’s a likeable engine, with little in the way of lag away from a standstill. It’s a decent revver too, though much kudos needs to go to the 10-speed auto. This shifts impeccably for a truck trans, though it does like to skip through the gears to eke out economy.

It can therefore occasionally get caught out if you ask for extra speed when going for a gap. There’s a moment’s hesitation before it kick downs to sort the need. The V6, with its extra capacity and torque, rarely feels lacking for grunt, pulling taller gears more easily. It’s the big lazy donk for lovers of excess. There’s simply a heap of torque, delivered right down low. The V6 is not quite a second quicker over both the 0-100km/h sprint and the 80-120km/h overtake, so there’s not much to brag about there. But then it’s not much thirster either, pegged at 9.6L/100km (WLTP3 figure) to the bi-turbo’s 8.3L/100km. We registered just over 10L/100km in the XLT and 11.5 in the Wildtrak. The latter can be had with either engine, the bi-turbo an option for those conscious of the CO2 output. And a 2.0 Wildtrak is a bunch cheaper too. The Wildtrak V6 is a whopping $80,490, with buyers generously donating $3910 to the Government’s clean car scheme. The XLT is what we’d deem a shrewd buy; it’s $66,990, only a few hundred more than what they used to charge for the old one, but this new beastie has a standard fit-out far superior to what the previous Wildtrak used to offer. The Ranger’s interior has been spruced up, dominated by the large new centre screen. There’s still a lot of hard (wearing) plastics and the odd sharp edge but generally the cabin has more of an SUV feel to it than a utilitarian pick-up. There are even things like soft door tops in the XLT, better padding on the armrests and trick new interior door handles. The XLT is now smartly specified with items like a smart key, LED lights, all the safety gear and a self-setting electric park brake. The top Wildtrak gets even more soft touch bits and extras like a charge pad, ambient lighting and a 360-degree camera (with specific off-road views when 4x4ing) and a self-parking mode. The Wildtrak gets a slighter larger screen than the XLT, to no real advantage, that we could tell anyway. We preferred the regular gear shifter in the XLT to the new eShifter in the V6, which you can too easily slip into Park rather than the intended Reverse.

Also, given the old style lever is taller, it provides a better perch to steady your arm when poking away at the touchscreen. Speaking of, this is vibrant and logically ordered, if a little slow sometimes. The nav screen is easily manipulated to find your way around. Voice control can handle simple tasks, like setting the temperature and tuning the radio but nav instructions it struggles with.

Older folk will like the retention of actual buttons for the ventilation, but most other buttons have been axed. That gives more space for cup holders and other storage (there’s even a slot for your takeaway fries). While the Wildtrak has additional cup holders that pop out of the dash, in the XLT all you get are some odd holes, which they say provide storage but nothing you place there will stay put for long. Rear accommodation remains adequate, two adults fitting comfortably, with enough leg and head room. There are Isofix points and the seat base flips up if you need to store stuff in the cab. No USB chargers however, nor the 240V plug that used to be a feature. Underneath the new sheetmetal, most bits are new or fettled. There’s a fresh chassis allowing for a slight increase in wheelbase and track, while it has been engineered to be more robust in a crash. The rear axle now has outboard shockers (mounted outside the chassis rails) to help provide more control, and increase the width of the tray between the arches.

The wheel tracks have increased by 50mm, the wheelbase too, giving Ranger a slightly bigger footprint, bringing with it improved stability. Ford says it also let the engineers tune the suspension to soak up large bumps more effectively. But it does a good job on smaller ones too, the low speed ride being less busy.

There’s still a few bumps from the rear end, but it’s a pick-up after all. The steering is light weighted, though with 3.25 turns lock-to-lock, hardly car-like in its responses. But it makes manoeuvring a big rig with a large turning circle easier, especially if you’re eating pie while trying to reverse a trailer up a driveway. Buyers of the V6 benefit from the new active 4×4 system, with an electronically controlled centre diff dividing the torque between the axles. Along with a rear-drive setting, there is a 4 High (50/50 torque split), 4 Low and a 4 Auto, or on-demand mode.

In 4A, it runs primarily with 95 per cent of the drive to the rears and then shunts more torque forwards when needed. This works well on- and off-road, delivering an abundance of traction to handle the V6 torque. It is far more refined than the traditional switchable 4×4 set-up of the bi-turbo models; there’s no binding of the driveline when turning, for instance.

It should be a boon for those who tow too (all Rangers still have a 3.5 tonne rating). Helping the XLT, the new traction control system does a much better job of ensuring the rears don’t break loose when in 2H. And that’s despite the fact the tyres are now slightly narrower (less rolling resistance for better economy), and taller to give an increase in ground clearance. With shorter overhangs the approach and departure angles also improve. They say there’s more wheel articulation too. Ranger’s still a good thing to turn through the bends; it’s stable, the roll is well controlled and it rides the lumps to help reduce the bump steer. The light steering could do with a bit more resistance in the turns but it’s a decent communicator as far as truck helms are concerned.

We liked the better balanced bi-turbo, as it’s less inclined to push in the tighter turns. In its 4A setting, the V6 delivers better maximum traction, and while it does have a stronger thrust off the turn, it doesn’t hose all over the bi-turbo. The four pot revs quicker so it’s not outclassed. The auto however is too concerned with constant upshifting, rather than holding gears when you’re in a series of bends.

And the manual shifting function is more for towing (locking yourself in a gear, or selecting how many gears it will use) than for racing. It certainly doesn’t like any brake and throttle pedal overlap, so keep your left foot out of it. Or buy the Raptor if you can’t decide if you want a truck or a sportscar. Given the prevalence of workplace safety, Ranger is now loaded with mitigating managers. There are now nine airbags (including one between driver and passenger) and with better cameras and more computing power the active safety systems improve. All models get active cruise with stop and go (works well on grid-locked motorways), lane centring (annoying on country roads but easily defeated), evasive steering assist, reverse brake assist, and blind spot monitoring. While they’ve refined the Ranger, it’s still a workhouse, the tray now wider between the arches, and deeper. The tailgate is light enough to lift with one hand thanks to the helper spring, but there’s no damper to ease the opening, so it still falls with some force. The Wildtrak has a new retractable cover, now with better sealing between the slates and around the tailgate, though it still lets the odd drip in, especially if you open it when there’s standing water on the cover. That’s done electrically now, via the key fob or a button in the cab, meaning the old leash system has gone. There are just four tie-down points, but the Wildtrak also has Nissan Navara -like relocatable lashing points along the side of the tray. There’s better load lighting with lights in the wellside, and the Wildtrak has brighter puddle lamps to illuminate your surroundings at night. Servicing requirements are handled by the ‘Intelligent Oil Life Monitor’; it’ll tell you when it needs attention. This could be as frequent as every 8000km for those doing a lot of stop/start city driving or up to 15,000km/12 months for those doing more highway miles.

These new engines are said to meet the latest emissions standards but for NZ that only means Euro5. A cleaner Ranger won’t come until 2024 for NZ. And that will likely mean a further increase in price as Ford NZ grapples with the incoming Clean Car Standard, This may see a detuning of engines to reduce emissions and, in a worst-case scenario, Ford NZ might have to drop the V6.

There might be a hybrid version by then, who knows as they certainly aren’t telling us. But if you think the prices are steep now, they’ll become even more expensive in the coming years. Get in quick then, as the marketers would say.

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Model Ford Ranger Wildtrak V6
Price $80,490
Clean Car Discount Fee +$3910
Engine 2993cc, V6, T, DI
Power / Torque 184kW/600Nm
Drivetrain 10-speed auto, on-demand AWD
Fuel Use 9.3L/100km
C02 Output 254g/km
0-100km/h 8.31sec
80-120km/h 6.08sec (167m)
100-0km/h 38.91m
Stability systems ABS, ESP,
Safety AEB, ACC, BSM, LDW, RCTA, ALK, AHB
Fuel Capacity 80L
Tow rating 750kg (3500kg braked)
Service intervals Variable
Warranty 5 years/150,000km
ANCAP rating Not yet rated
Weight 2399kg (claimed)

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Model Ford Ranger XLT 4×4 Price $66,990 Clean Car Discount Fee +$1840 Engine 1996cc, IL4, T, DI Power / Torque 154kW/500Nm Drivetrain 10-speed auto, switchable AWD Fuel Use 8.1L/100km C02 Output 218g/km 0-100km/h 9.20sec 80-120km/h 7.01sec (199m) 100-0km/h 38.50m Stability systems ABS, ESP, Safety AEB, ACC, BSM, LDW, RCTA, ALK, AHB Fuel Capacity 80L Tow rating 750kg (3500kg braked) Service intervals Variable Warranty 5 years/150,000km ANCAP rating Not yet rated Weight 2271kg (claimed)

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How do I know if I have an XL or XLT?

Exterior – If you’re searching for a design difference between the 2020 Ford F-150 XL and XLT, then look no further! The following list covers the key aspects that differentiate the XL and XLT exteriors from each other.

Chrome front and rear bumpers are standard on the XLT and black front and rear bumpers can be found on the XL.A black two-bar style grille with black nostrils is included with the XL and a chrome two-bar grille with chrome nostrils, black surround, and black background mesh is standard on the XLT.The XL offers a key lock tailgate, while the XLT includes a power lock tailgate.

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Which Ford Ranger has park assist?

Standard on Wildtrak and Raptor, Active Park Assist 2.0 helps reduce the stress of parking by taking over the steering, shifting, braking and acceleration to navigate parallel or perpendicular parking spaces with ease.
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What does XLT mean on a Ford Ranger?

What Does XLT Mean On A Ford Truck? – The XLT is a trim level in the Ford truck line that means “Extra Luxurious Truck.” The term XLT was first used on the Ford Ranger in 1970 as the top-of-the-line package and used on other Ford models, including the Ford truck series, Bronco, and Explorer.

  • The XLT trim package usually comes second to the base trim package in the Ford truck line.
  • The XLT trim package was first introduced on the Ford Ranger in 1970.
  • The Ranger was a compact pickup truck available in two-wheel and four-wheel drive.
  • The XLT trim package was the top trim level for the Ranger and included features such as chrome bumpers, hubcaps, and side mirrors.

The XLT package also came with bucket seats, a center console, and carpeting. Since the creation of the XLT, there have been other truck trim packages introduced, such as the FX4 and Lariat. The FX4 trim package is for off-road enthusiasts and includes skid plates, Rancho shocks, and a locking rear differential. The Lariat trim package is the most luxurious package available on Ford trucks and includes leather seats, a power sunroof, and dual climate control. In addition, Ford made the Platinum, Limited, and King Ranch trim levels available on the F-150. These trim levels are similar to the Lariat trim level but have different features that set them apart.
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What’s the difference between XL and XLT package?

Between the 2021 Ford F-150 XL vs. XLT, you’ll find two different price points. The XL is the more budget-friendly option, while the XLT has extra features that add up to a higher price point.
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What’s better Hilux or ranger?

Toyota Hilux vs Ford Ranger: Which Pick-Up Truck is Right for You? Date Posted:1 February 2022 Toyota Hilux is one of the most popular pick-ups in the world. It has been around since 1968 and it has had its fair share of success. The new Hilux is a lot more modern than the previous generations.

  1. It is more comfortable, easier to drive and it has improved safety features.
  2. Ford Ranger is a bit smaller than the Hilux, but it offers better fuel economy and an improved design which makes it easier to drive.
  3. The engine isn’t as powerful as in the Toyota Hilux, but it is still powerful enough for most people’s needs.

In this article, we will compare the Toyota Hilux and Ford Ranger pick-up trucks. We will look at the engines, fuel economy, design, and features of these cars to find out which is the best pick-up truck for you.
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Does Wildtrak have leather seats?

In Summary – The Ford Ranger has been one of the most popular vehicles on Australian roads for a number of years and it is clear that this will not be changing anytime soon. With the eye-catching new design, impressive technology and practical storage options, the Next Generation Ford Ranger is built bigger, tougher & smarter the competition has a long way to catch up.

Interested in a test drive? Motorama Ford are one of Qld’s leading Ford dealers who specialise in Ford Ranger & Raptor’s. Come and see the Award Winning Motorama Ford team in Moorooka today!, Visit dealership Did you know we don’t only sell, but also buy cars? Get an instant offer in under 2 minutes & experience how easy it is to sell your car to Motorama.

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Are all Ford Ranger Wildtrak 4×4?

What is the difference between Ford Ranger and Ford Ranger Wildtrak – Buying a Car We compare the various trim levels afforded the Ford Ranger lineup to see what differentiates a WIldtrak version from the rest. Find out about the trimmings and features that make it more desirable. Published: 25 February 2022, 15:13 1/5 Photos Photo Grid As it currently stands, you can choose from one of 47 different variants when shopping for a Ford Ranger. You’ll have to choose between three, key body styles ranging from single cab to double cab, select a drivetrain, either 4×4 or 4×2. You will have to choose which engine you want; a 2.2-litre, 3.2-litre, 2.0-litre single turbo or 2.0-litre BiTurbo.
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Is Ford Ranger Wildtrak fuel efficient?

This next-generation Ford Ranger has big shoes to fill. It’s hard to believe, but the previous Ranger was first launched in 2012 meaning it served a whole decade in the market. Despite that, it never felt long in the tooth—a testament to its then designers and engineers who set out to do a future-proof truck that went beyond what focused groups simply wanted.

  • Who would have thought that buyers wanted a truck that offered advanced driver aids (including the ability to park itself) or a Baja racing derivative (the Ranger Raptor)? Fast forward to 2022, and now, Ford’s turned their approach completely on its head.
  • Instead of being the ones to dictate where the Ranger’s going in the next few years (or even decade), they’ve gone all in on FGDs and market studies.

They’re proud to say that they’ve conducted more than 5,000 interviews and made more than 1,800 pages of field notes —all for the sake of getting into the minds of their customers. The result is what you see here: a pickup truck that’s made for the here and now. Starting with a carryover platform (yes, it still uses the Ranger T6’s basic frame), engineers lengthened the wheelbase and stretched the tracks both by 50 mm while keeping close to the outgoing model’s overall proportions. The biggest visual difference here though is how the front-end’s been lengthened, and frankly that’s the most transformative part.

The longer “dash-to-axle” ratio was done to accommodate the diesel V6. Although the Philippines doesn’t get this engine, it does give designers a larger canvas to work with. The resulting design is one that properly integrates Ford’s global truck DNA down to the C-clamp headlamps and large upright grille.

Even better is how they’ve been able to spruce up an often-neglected part of a pickup truck—the rear-end. The stamped lip spoiler and Ranger lettering, taillight graphics, and integrated bed step make this the most well-thought-of designed truck in the market.

Since it uses the same core ladder frame, in terms of ride and handling, the Ranger feels very familiar. Regardless, engineers did work to make it ride over corrugations with minimal fuss; it feels especially well-behaved even when going through cracked pavement. It’s also far quieter at speed despite the letter-sized side view mirrors and somewhat aggressive Goodyear tires.

The electric power steering is single-finger-friendly but at least they’ve managed to dial in a bit more directness and consistency this time. This Ranger Wildtrak, like the outgoing Ranger Raptor, also benefits from rear disc brakes. Sadly, this hasn’t improved the stopping feel as it tends to feel underbraked at times. Pop the hood, and it’s noticeable how the 2.0-liter bi-turbo 4-cylinder takes so little space in there. Pushed against the firewall (remember, it’s meant to accommodate a V6), it’s basically a carryover powertrain with some changes done to its plumbing and electricals.

Outputs—210 horsepower and 500 Nm of torque—stick close to the outgoing Ranger, and by extension, so does its on-road behavior. Thanks to its small displacement and reliance on boost for grunt, it’s pretty quiet. There’s still some telltale diesel clatter close to idle, but this quickly disappears as the revs go up.

Power comes in at a linear fashion too, and makes small work of its rather portly 2,341-kilogram curb weight. For the Ranger Wildtrak 4×4, Ford is sticking to their 10-speed automatic guns. In the previous Ranger, people, myself included, felt it was great on paper, but not in reality; it had far too many gears for a stop-and-go traffic environment such as Manila.

This time, they did manage to smoothen out the gearbox’s rough edges, but it still re-appears every now and then. The gearbox is more confident now during upshifts—it engages a gear and sticks to it. The confusion comes out during downshifts, where it still has a tendency to hunt for the appropriate gear.

The same is true with abrupt throttle inputs; the transmission is momentarily confused as to which gear to select before delivering the power. Fueled with Petron Turbo Diesel—Petron’s technologically advanced diesel fuel with excellent detergency that keeps the engine and fuel injectors clean for improved cold start performance, fuel economy, and performance, the Ranger Wildtrak 4×4 does 8.54 km/L—fuel economy figures which are slightly better than the outgoing model’s 7.35 km/L.

Carryover the platform and powertrain maybe, but Ford has given the Ranger a truly next-generation makeover inside. True enough, anyone who’s managed to sit in one will applaud what the carmaker’s done. The all-digital gauges and 12-inch infotainment screen will immediately catch your eye. The SYNC 4A’s learning curve is gentle, and you’ll be mastering it in no time.

Having said that, while every single function is no more than two menus away, be prepared to do a lot of scrolling to get around. The gauge cluster is also underutilized with no changeable modes or displays. Plus, there’s also a bit of give-and-take here too. On the flipside, this new lifestyle-oriented positioning for the Ranger does have other benefits. Chief among them is a cabin with much better materials than before. The upper dash, with its leather-like topper and soft-padded plastics truly make it look and feel classy.

More importantly, it distracts from the plain, scratchy plastics with misaligned panels that dominate the lower half. Mind you, these are parts that people don’t regularly notice, but once you see them, it can’t be unseen. Space-wise, the Ranger’s about the same as the outgoing model but new rear AC vents, a 12-volt socket, and USB ports make it a more hospitable place to be in.

The seats fold as a single piece, but at least everyone gets their own headrests. There’s even a center arm rest too. Upfront, the large screen means far fewer cubby holes. There’s a second higher-mounted glovebox and retractable cup holders on the dash, but that’s about it. The driving environment itself is solid with the steering wheel and seats offering ample adjustments. The latter also offers excellent support as well, and is adjustable in eight ways electronically. It’s odd though why the seat belts lost their height adjustment.

Controls are better positioned now compared to the previous Ranger, except for the headlights which require a good stretch to operate. However, it can be left in a purely automatic mode for a truly set-and-forget mindset. Exterior visibility is alright in all directions save for the front three-quarters.

The thick A-pillar can sometimes mask in-coming cyclists and even pedestrians. It’s great, therefore, that pre-collision braking comes standard, although it must be said that even at its lowest sensitivity, it’s pessimistic about distances. Also, parking this 5.3-meter-long truck can be challenging, especially now that they’ve axed Active Park Assist.

At least, it now gains a 360-degree camera. The previous Ranger truly pushed the envelope of what a pickup truck could be, so it’s no surprise that this new one does the same. Although it’s not as “next-generation” as Ford would like you to think, it’s impressive by any margin. Ford didn’t need to think out of the box for this one, and frankly, they didn’t need to.

They just had to listen to their customers to come up with a truck that retains a degree of familiarity, particularly with its mechanicals, but add just enough sparkle and tons of tech to keep it ahead of the increasingly competitive goal post. Through careful evolution, Ford’s come up with the current class leader, and now, all eyes are on everyone else on how they’ll respond.

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2023 Ford Ranger Wildtrak 2.0 4×4
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Ownership 2023 Ford Ranger Wildtrak 2.0 Bi-Turbo 4×4
Year Introduced 2022
Vehicle Classification Pick-up Truck
Warranty 5 years / 150,000 kilometers
The Basics
Body Type 5-door Pick-up Truck
Seating 5
Engine / Drive F/4WD, Low, Locking, Terrain Management System
Under the Hood
Displacement (liters) 2.0
Aspiration Twin Turbocharged
Fuel Delivery Common Rail
Layout / # of Cylinders I4
BHP @ rpm 210 @ 3,750
Nm @ rpm 500 @ 1,750-2,000
Fuel / Min. Octane Diesel
Transmission 10AT
Cruise Control Yes, Adaptive
Fuel Economy @ Ave. Speed 8.54 km/L @ 17 km/h (fueled with Petron Turbo Diesel)
Dimensions and Weights
Length (mm) 5,370
Width (mm) 1,918
Height (mm) 1,884
Wheelbase (mm) 3,270
Curb Weight (kg) 2,341
Suspension and Tires
Front Suspension Independent, Double Wishbone
Rear Suspension Leaf Spring
Front Brakes Vented Disc
Rear Brakes Disc
Parking Brake Electric, w/ Auto Hold
Tires Goodyear Wrangler Territory HT 255/65 R 18 H (f & r)
Wheels Alloy
Safety Features
Airbags 7
Anti-Lock Brakes (ABS) Yes, with EBD
Traction / Stability Control Yes
Parking Sensors Yes, Front & Rear
Parking Camera Yes, 360-degree
Front Seatbelts 3-pt ELR w/ pre-tensioners x 2
Rear Seatbelts 3-pt ELR x 3
ISOFIX Child Seat Anchor Yes
Other Safety Features Hill Start Assist Hill Descent Control Autonomous Emergency Braking Forward Collision Warning Lane Departure Warning Lane Keeping System Evasive Steer Assist Blind Spot Indicators Rear Cross Traffic Alert
Exterior Features
Headlights LED
Fog Lamps Yes, Front (LED)
Auto Lights Yes
Rain-sensing Wipers Yes
Tailgate Manual
Interior Features
Steering Wheel Adjust Tilt/Telescopic
Steering Wheel Material Leather
Seating Adjustment (driver) Electric, 8-way
Seating Adjustment (front passenger) Manual, 4-way
Seating Surface Leather/Leatherette
Folding Rear Seat Yes
Sunroof No
Trip Computer Yes
Convenience Features
Power Steering Yes
Power Door Locks Yes
Power Windows Yes
Power Mirrors Yes, w/ Fold
Rear View Mirror Auto-dimming
Proximity Key Yes
Climate Control Yes, Dual, w/ Rear Vents
Audio System Stereo Bluetooth USB Type A USB Type C
Smartphone Connectivity Apple CarPlay, Wireless Android Auto, Wireless
# of Speakers 6
Steering Controls Yes

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