FORD RANGER 2.5TD 4x4
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'PRICE AS TESTED: £15,528 (ex-VAT). Includes £15,350 for the basic vehicle and .£178 for metallic paint. ENGINE: 2.5-litre turbo-diesel, 107hp (80kW). GVW: 2,825kg. PAYLOAD: 993kg. FUEL CONSUMPTION (LADEN): 25.4mpg (11.11it/100km).
With no existing model's sales to threaten, the Ranger's arrival has been the worstkept secret in Ford's history. As the first models hit the showroom, we ask: can it live up to the hype? Having driven the top-of-the-range 4x4 turbo-diesel version, we're certainly convinced that the opposition has cause for concern...
D hen it was first revealed
that Ford was planning to collaborate with its Mazda partner to sell a new range of pickups in the UK, it was easy to be cynical. Maybe they would just take a few Mazdas off the boat and stick a blue oval on each end? But that would be to under-estimate how seriously Ford has taken this project, how closely it's been involved in its development—and how aggressively it plans to market the result.
Ford reckons the Ranger's arrival will increase the UK pickup market by 1,500 units to io,000 per year, taking 3,000 sales for itself It doesn't take a mathematical genius to work out that if that does happen, someone will have to lose out.
PRODUCT PROFILE
Ford now has two entirely different Ranger models. The one sold in the US and the rest of the Americas is effectively a smaller version of the F-Series, and has nothing in common with the vehicle tested here but its name. As we reported recently (CM 13-19 May), our Ranger is built at a joint Ford/Mazda factory in Thailand, whence it will target every other market outside America. But, just to be really confusing, the Thai product will become the Ford Courier in some places—and, of course, what is essentially the same vehicle under the skin will be also sold as a Mazda (see page 17).
Supplying all these different markets means accommodating a huge number of local requirements. In fact, the AAT factory has an inventory of about 15o different build codes. Fortunately we only have to describe four because Ford of Britain has deliberately kept the range simple. It starts with a pair of two-door 4x2s, with the Regular and extended (by 525mm) Super cabs, then moves on to the 4x4 Super cab. These three are all powered by a 2.5-litre normally aspirated indirectinjection 12-valve engine producing 76hp (57kW) with 168Nm (124lbft) of torque.
Topping the range is the 4x4 Double cab, which, as well as having the four-door accommodation, is also the only variant allocated the charge-cooled turbo-diesel. Apart From the obvious benefit of more grunt (in this case io7hpf 266 Nm), the turbo gains a brace of balance shafts to smooth out the going. Emissions on both models are controlled by a catalytic converter, and the turbo also gets exhaust gas recirculation to hold down NOx levels.
The 4x2 models get a five-speed gearbox with synchromesh on all gears, including reverse, and a limited-slip differential as standard, while the 4x45 add a two-speed transfer box and automatic free-wheeling front hubs. At the end of off road sessions, the hubs are disengaged via a dash-mounted switch—the 4x4 models can be identified by their plastic arch protectors.
Down below, the Ranger complies with the current standard specification for "one-tonne" pickups. A separate ladder-frame chassis is suspended by an independent double wishbone and torsion bar front end, and a leafsprung live axle at the rear. One novelty inspired by Ford's American pickups is the use of staggered rear shock absorbers— mounted in front of the axle on the left and behind it on the right. The idea is to reduce axle tramp under hard acceleration. Brakes on all models are vented discs on the front and drums on the rear, although the components are larger on the 4x4s.
All models are built on the same chassis, but the wheelbase of the 4x4 models is i5mm longer, at 3,000mm. Three loadbed sizes are matched to the various cab styles to give identical overall lengths. There are no factory options apart from metallic paint and, with just a couple of exceptions, all models share identical equipment levels. Those exceptions are standard air conditioning on the Double Cab and centre console storage on the Double and Super cabs.
PRODUCTIVITY
The Ranger's laden fuel consumption of 25.4mpg is just about average for the sector, although well beaten by the lighter (and less productive) Toyota. One of the Ranger's great strengths is its payload capacity. GVWs range from the 2,650kg of the 4x2 Regular cab up to the 2,825kg of the 4x4 Double cab tested here. All the Ranger models can justify the description of "one-tonner", as even the heaviest, like our test vehicle, carry 993kg with our notional 75kg driver aboard. The best earner is the 4x2 Super cab, with a payload of 1,120kg plus driver, although with only 15kg of tolerance to play with it needs careful loading.
Both 4/4 Rangers have about 200kg of total axle-loading tolerance, but as nearly 75% of the Double cab's loadbox length is outside the wheelbase an evenly distributed maximum load made the Ranger look rather tail-heavy, even though the rear-axle loading was still well within its limits.
The double-skinned body has a full-length tie-down rail along the outside of the waistline and three rope hooks on each side. The sturdy integral ladder gantry comes complete with fold-away stops at the front. The tailgate, with its orte-handed opening, is retained by steel straps which can be detached quickly, allowing the tailgate to drop down fully onto rubber buffers.
ON THE ROAD
The Ranger's class-leading power figures mean its performance should be adequate for any foreseeable needs. Even at maximum weight the 70mph motorway limit is available any time you want it, with considerably more on tap for those autobahn trips; and acceleration, particularly strong in the mid-range, is certainly capable of keeping up with the traffic. There is a noticeable step in the power curve at around 1,500rpm, but not enough to present a problem.
The compromise between comfort and handling tends slightly towards the comfort end of the scale. For most of the time this is a good thing, but just occasionally, on poorly surfaced, high-speed surfaces, the ride can get a bit lively. For the most part the handling is quite neutral, turning into mild understeer if pushed hard enough, but drivers should remember that there is more than enough D
P torque available to make the unladen rear break traction on greasy surfaces. As mentioned earlier, a full load in the box caused a tail-heavy appearance, and the lightness of the front was just noticeable, though not enough to affect stability. The degree of power steering assistance is just about right. We did notice that our example had more turns lock-to-lock than claimed, but it also had a smaller turning circle.
Noise at 7omph amounts to a distant hum from the tyres and engine, with a small amount of wind noise but no discernible contribution from the 4x4 transmission. Unlike one example driven at the launch, the test vehicle produced no turbo whistle. The twinbalance-shaft engine gives excellent smoothness, without resort to super-soft engine mountings. Bearing in mind that the Ranger is built in a brand-new factory by a workforce with no automotive heritage, in the same way that the Hillman Imp and the Alfasud were, it would be understandable if there were a few rough edges; but the build quality is excellent. with not a single creak, groan or rattle.
Off-road, the Ranger is capable of coping easily with the demands of the great majority of operators, although its ground clearance is not as generous as some and its angle of departure is rather limited by the rear bumper. Controlled hill descents are helped by excellent engine braking,
CAB COMFORT
It doesn't seem that long ago that pickup trucks were strictly utilitarian, with unpleasant vinyl-trimmed bench seats and an equipment list which comprised the bare essentials—if you were lucky. How times have changed! Today's double or crew-cab pickups are equipped and trimmed to equal any respectable mid-range family saloon, and the Ford Ranger tops the goody count.
The Ranger's cab has a high-roofed design, which loses out a little in elegance but more than compensates in functionality. The seating position is more upright than that of its competitors, and there is excellent headroom. Leg space in the rear is also more generous than usual. The fully trimmed cab is predominantly grey, with the well-shaped seats and door inserts faced with a tough-looking fabric.
The dashboard has a typically Far Eastern appearance, although the plastic mouldings are actually much harder than they look. As well as the usual basics, the instrument panel includes a rev counter, digital odometer and dimmer switch. A Ford 2006R R DS radiocassette unit and an easy-to-read digital clock are fitted in the centre of the dash. The smoker's corner has the usual ashtray and lighter, together with a pre-formed hole for an extra DIN power socket. Other cabin equipment includes electric windows front and rear, tinted glass, electric mirrors, heated rear window, lights-on buzzer, remote headlamp levelling and tilt-adjustable steering column.
As the first RHO Rangers we drove in Thailand had the indicator stalk on the right, we were pleased to see that Ford has gone to the trouble of correcting this for the UK. The right stalk now controls the wipers (two speeds, plus intermittent and flick).
The heating system includes a four-speed fan with a recirculatory capability, and air conditioning is standard on this model. The heating system is marred only by the fact that the fascia air vents are controlled by the distribution knob: either all-on or all-off, which could create discord between the occupants of the front seat.
The handbrake is of' the umbrella type, mounted a long reach away under the dash. We accept that some of our readers like this (they have phoned to tell us so), but we don't, so we must agree to differ. It does, however, make space for a centre console with a large, lidded bin-cum-armrest and numerous other bins, including a pair of cup recesses. Other storage is provided by pockets in each front door, sun visors with document holders and a large, lockable glovebox. Wheel-changing tools are stored behind the rear seat, which drops down to create extra load-carrying space.
Safety is given a high priority, with dual air bags, anti-submarining front seats, seat-belt pre-tensioners and side-impact beams. Everyone except the centre rear passenger gets three-point belts and adjustable head restraints. Security features include shielded locks, a passive immobiliser and alarm as standard. Central locking is fitted, but it can be operated only from the driver's door.
SUMMARY
A year ago, we reported that the pickup market was about to undergo a period of change. The launch of the Ford and Mazda products marks the end of that period, with all the major Japanese players having completed their current round of facelifts and renewals. We now face the intriguing prospect of waiting for the dust to settle to see who emerges victorious in the sales charts, and how far the market can grow. If the expected VAT rule changes are confirmed and the tax can be reclaimed more easily on crew-cab pickups, demand is bound to be stimulated.
As for the Ranger, there really is very little of substance to criticise. In almost every respect it is at least the equal of the opposition; and in some, notably equipment levels and payloadcarrying ability, it raises the game significantly. With its aggressive pricing and the obvious attraction of the Ford brand to conservative fleet buyers, it's difficult to see how— short of suffering total loss of control in the Mall and running over the Queen's corgis—it can fail to make a favourable impression.
Whether it can repeat the Ptoo's achievement of doubling the market in its first year is another matter entirely.
si by Colin Barnett
MODEL Ford Ranger 2.511) 4x4 Double cab. Design OVW: 2,825kg.
Importer: Ford Motor Company, Brentwood, Essex.
ENGINE WL-T indirect-injection charge-cooled turbo-diesel. SOHC, three valves per cylinder. Euro-2 emissions with exhaust gas recirculation and particulate catalyst. Cylinders: Four, in-line. Bore/stroke: 93x92mm. Capacity: 2,499cc.
Compression ratio: 128:1. Maximum net power: 107hp (80kW) at 3,500rpm.
Iiltudmum net torque: 266Nm (1961bft) at 2,000rpm.
TRANSMISSION R15MX-D Frye-speed, afi-synchromesh gearbox. Two-speed transfer box with selectable four-wheel drive, automatic free-wheeling front hubs and limited-slip rear differential. Ratios: 4.250, 2.356,1.428,1.000 and 0.827:1: reverse, 3,6561.
Transfer ratio: 2.211.
Heal drive: 4.441.
Cut& 250mm-diameter single dry plate.
BRAKING SYSTEM Dual-circuit hydraulic system with ventilated front discs and rear drums. Vacuum servo-assistance and load-sensing proportioning valve. rake funensions: Front, 274mm diameter; rear, 295mm diameter.
STEERING Power-assisted recirculating ball and nut.
CHASSIS Steel ladder frame with independent cab and load-box structures. Suspension: Front, independent double wishbone with torsion bar springs, anti-roll bar and telescopic shock absorbers; rear, rigid axle with leaf springs and staggered telescopic shock absorbers.
Axle design weights: Front, 1;i70kg; rear,1,840kg.
Design CTW: 5,0254; maximum braked trailer weight, 2,21:10kg. Wheels and tyres: 6.5Jx15in steel wheels with 235/751315 tyres. Fuel tank: 70 litres.
ELECTRICAL SYSTEM Battery :12V, 75Ah. Generator: 75A.
TERMS OF WARRANTY Twelve months/60,000 miles with optional second-year extension.
DEALERS AND SERVICE POINTS The Ranger will be sold through the Transit specialist network of about 150 dealers.