PICK OF THE PICK-UPS? (some text hidden) --NONE--

By Jonathan Crouch

Introductionword count: 151

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 from the 2019-2022 era, then Ford's Ranger for many buyers may be exactly that - the right tool. As well as being practical, spacious for cargo and good for towing, this much improved post-2019 version of the T6 generation MK3 Ford Ranger pick-up got a 2.0-litre EcoBlue diesel engine that was significantly more efficient. It was also smarter, safer and very media-savvy, plus it was very decent to drive for a vehicle of this kind and there was even an extreme Raptor version at the top of the range capable of rally-style off roading. Across the Ranger line-up, the idea was to tempt everyone from builders to surf-boarding, mountain-biking families with what turned out to be a very complete product indeed.

Modelsword count: 5

Pick-up - 2.0 TDCi diesel

Historyword count: 452

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 the tough, versatile Ranger model. The T6 generation MK3 design, first launched in 2012 and heavily updated in 2016, enjoyed a long production life, but its final updates received in mid-2019, were the most significant of all. That final 2019-2022-era version is the one we're going to look at here. Globally of course, Japanese brands still rule the pick-up sector but Ford has the longest heritage in this segment, with light truck sales that have run into their millions Stateside. Even the company's very first Model T back in the early 1900s could be bought in small truck form, with a closed cab and a flat deck at the back. In those times - and right up until the end of the last century - vehicles like these could happily be as rough as they were tough. No longer. These days, the lifestyle part of this market is more important than the section of it that appeals to farmers and construction site workers and the Ranger model line was created in direct response to that customer shift, launched in its rather crude original form back in 1999, when it replaced the previous rather half-hearted Cortina and Sierra-based P100 pick-up models. That first Ranger was facelifted in 2002 but the second generation model of 2006 was a much better effort, updated in 2009, but that contender still couldn't properly compete with the tough Japanese triumvirate that in the first two decades of the 21st century tended to rule this market segment this side of the Atlantic, Mitsubishi's L200, Toyota's Hilux and Nissan's Navara. Hence the need in 2012 for the third generation T6 Ranger design, the original version of the vehicle we're looking at in this Review. What we're looking at here is very different from the pick-up that first appeared in Ford dealers back in 2012 - and that's the case even if you don't opt for the rather extreme 'Raptor' 'Ford Performance'-engineered flagship version. All variants of the post-2019-era version of this pick-up got an all-new 2.0-litre EcoBlue diesel engine that could be mated to the advanced new 10-speed auto transmission we first saw in the Mustang sportscar. Ford also matched - and in many respects surpassed - the class standard in terms of drive dynamics, media connectivity and camera-driven safety kit. Plus, as before, mainstream versions of this truck could carry over 1.2-tonnes and tow over 3,500kgs. Sounds promising doesn't it, should you be looking for a pick-up from this period. This model was finally replaced in Autumn 2022 by an all-new design.

What You Getword count: 1066

The kind of Ranger you've chosen will be instantly evident from a glance at its nose, revised on this post-2019 model. The standard range variants now have smarter front grilles with a central horizontal bar split along its length in two slim sections. This styling feature is grey-finished on the utility-orientated XL models, gains silver embellishments on the plusher XLT and Limited variants and is titanium-trimmed on the Wildtrack lifestyle derivative that 64% of Ranger customers choose. The top Raptor Ford Performance model of course, needs a tad more street presence and gains it with a unique grille that features FORD lettering rather than the usual Blue Oval badge. All post-2019-era Rangers got an improved bumper design with new separated front fog lamp housings and a larger lower skid plate. At the rear, the size of the cargo bed is dependent on which of the three body styles you select. There are three: a two-seater 'Regular Cab', a so-called 'Super Cab' with occasional rear seats and the four-door Double Cab that most end up buying. The owner of an ordinary Ranger might notice that the top Raptor model is 168mm wider, thanks to its redesigned suspension and a track width that's 150mm greater. At the wheel, you climb up high to perch behind the wheel of any pick-up and this Ranger is no exception. There are plusher, more sophisticated cabins from pick-up in this segment from this era, but this one does at least seem well put together and features some plush touches on top variants. On all Rangers, the centre part of the dash is dominated by a SYNC infotainment display, the 8-inch SYNC 3 touchscreen featuring on higher-end variants and on these post-2019 models including the useful 'FordPass Connect' WiFi Modem. Plus there's Apple CarPlay' and 'Android Auto' smartphone-mirroring and of course navigation will feature on plusher-spec variants. The instrument binnacle display features a central screen with selectable informational sections and there's plenty of storage space, including a deep 8.5-litre centre console box between the seats and door bins that can hold 1.5-litre bottles. And in the back of the Double Cab model? Well though this vehicle is actually narrower than an ordinary Ford Mondeo (and up to 100mm narrower than some of its rivals), it is possible to get three adults across the back seat without too much discomfort: two six-footers can certainly sit one behind the other with reasonable ease. If there are only two of you in the back, you'll be able to use the provided central armrest with its built-in dual cup holders. There's also the bonus of being able to flip up the seat base to access two hidden storage compartments and create an extra area for transporting smaller items you don't want to consign to the cargo bay. Potential business owners may well be approaching this Ranger thinking that sleeker looks, a smarter more sophisticated cabin and decent driving dynamics are all very well, but that they'd trade all of them for the practicality out back that this vehicle will need to earn its keep. They don't have to. On paper at least, it looks as if this Ford's load-lugging stats are as good, if not better, as you'll find with any other pick-up in this segment from this era. The tailgate is strong enough to deposit weights of up to 200kgs onto it as part of the loading process. When the time comes to lift it again, if you've a higher-end Ranger variant, you'll be glad of the 'easy-lift' functionality that Ford added to this improved model. That sees the tailgate fitted with a torsion bar that significantly reduces the effort needed to pull it up back into its raised position. As for what's inside, well the Regular Cab and Super Cab models offer some of the very largest cargo bays in the class from this period, with load boxes that respectively measure in at 1.82 (for the Regular Cab) and 1.45 cubic metres (for the Super Cab). The Double Cab version is also more than competitive, with a 1.21 cubic metre load box. If your notebook is at the ready, we'll get into a few more specifics on the load dimensions and payload capacities you'll want to consider in choosing the correct Ranger variant for your needs. The load box length is 2,317mm for the two-seater 'Regular Cab' model and 1,847mm for the 'Super Cab'. With the Double Cab variant, it varies according to trim - 1,613mm for XL, XLT and Limited versions and 1,575mm for Wildtrack and Raptor models. All Rangers have a load box width of 1,560mm, narrowing to 1,139mm between the wheel arches. Which is easily enough to accommodate the kind of Europallet you shouldn't have too much difficulty in lifting up to floor level thanks to a reasonable loading height that on a base-trim Double Cab version starts from 835mm; in the Raptor derivative though, it's up at 906mm. The load box depth on most Rangers is 511mm, rising to 541mm on Wildtrack and Raptor models. Payload capacities aren't quite as impressive, but you'll still be able to carry a gross figure comfortably over 1.1-tonnes if you choose the right version of the Double Cab model, the base XL variant managing a 1,140kg payload. Bear in mind though, that this capacity will fall to only a fraction over the one tonne mark if, like many Ranger buyers, you choose a Wildtrack model, that variant capable of carrying no more than 1,024kgs. Yes, that's still above the one-tonne threshold for claiming back VAT, but it means that careful calculations will need to be carried out by Ranger Wildtrack purchasers before fitting optional extras like tonneau covers and roller shutters. That is though, at least much better than what's achieved by the top Raptor variant, which doesn't get near that VAT threshold figure, its 620kg payload weight effectively classifying it as a car. Go for the alternative 'Super Cab' and 'Regular Cab' body styles and of course payload capacity is much less of an issue. On a 'Regular Cab' variant, the gross payload figure can be as much as 1,252kgs, while with a 'Super Cab' model, as much as 1,197kg is possible. As for the weight you can tow, well choose the right variant and you'll be able to lug along up to 3,500kgs, a figure that's un-bettered in this class from this period.

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