ranger wildtrak 2.0 bi turbo

Ford Ranger Wildtrak 2.0 Biturbo 4x2 AT 2022. Ford Ranger Wildtrak 2.0 Biturbo 4x2 AT 2022 tại Thái Lan có gì? Tạp chí GTVT - Ford Ranger thế hệ mới đã được bán ra ở Thái Lan với nhiều phiên bản khác nhau, trước khi xe được bán ở Việt Nam. Ford Ranger 2.0 Bi-Turbo 213pk Wildtrak Reset Zoeken De FORD RANGER dubbele cabine 2.0 Bi-Turbo 213pk automaat. Normale prijs: € 50.360,- incl. BTW : € 12.880,- KORTING € 910,-5-jaar FORD Protect OTTOSTAD prijs € 38.390,- = 26% Minder!!! Buitenkleur: Sabre Orange Ranger 2.0 Bi-Turbo Wildtrak D/C A/T R499,950.00 Request More Info Description Body Style Double cab Transmission Automatic Mileage 160000 Fuel Type Diesel Year 2019 Engine 2.0T Make Ford Model Ranger 2.0 Bi-Turbo Wildtrak D/C A/T Manue 2017 Autom 201000 2016 Manue 228000 R199,950.00 2017 Manue 175000 R379,950.00 2015 Manue 201000 Ford Ranger - Nie Pierwszy właściciel (od nowości), Biały, Diesel, 213 KM, 1 995 cm3 Ford Ranger 2.0 EcoBlue Bi-Turbo 213 KM A10 4x4 Wildtrak Podwójna kabina Wyposażenie dodatkowe: • Hak holowniczy • Lakier zwykły FROZEN WHITE • Obręcze aluminiowe 18" w kolorze czarnym z oponami 265/60 R18 Used Ford Ranger Double Cab RANGER 2.0D BI TURBO WILDTRAK A/T P/U D/C (2019) R 467,900. Used Ford Ranger Double Cab for sale by WeBuyCars JHB South in Gauteng. This is a Low-Priced Item. Low priced refers to cars advertised at lower than average price. matriks x berordo 2x2 yang memenuhi persamaan. There’s a lot to be said for constant refinement. The current Ford Ranger was launched in 2011 alongside its platform partner, the Mazda BT-50, with much fanfare. The world has changed a lot in the intervening nine years. Barack Obama was President when the new Ranger was launched, Julia Gillard was Prime Minster, Sam Newman was still on television, and the Holden Commodore was still being built in Australia. But nine years, countless updates, and a global pandemic into its life – and at least three years from replacement – the ageless Ranger remains a standout in Australia’s crowded dual-cab ute market. It’s the only ute capable of giving the Toyota HiLux a run for its money on the sales charts, and accounts for the lion’s share of Ford sales in Australia. We hopped behind the wheel of the highly-specced dual-cab Wildtrak to explore how the Ranger has stayed relevant. How much does the Ford Ranger Wildtrak Bi-Turbo cost? Pricing for the range-topping Ford Ranger Wildtrak kicks off at $63,890 before on-road costs with a five-cylinder turbo-diesel engine, and stretches to $65,390 before on-roads for the more powerful bi-turbo diesel on test here. The same engine can be had for $60,540 before on-roads in the dual-cab Ranger XLT if Bi-Turbo power is your main priority. With a mid-$60,000 price, the Ford Ranger Wildtrak occupies rarefied air in the dual-cab ute space. It’s priced in line with the Nissan Navara N-Trek Warrior, and makes the Ranger around $3000 more expensive than the Toyota HiLux Rogue and Rugged X. Between $60,000 and $70,000 will get you a Volkswagen Amarok TDI580 Highline Black with V6 power, too. What do you get? Everything in the Ford kit bag, short of the Ford Ranger Raptor’s jump-ready suspension and other Raptor-specific equipment. The Wildtrak is fully loaded both inside and out. The driver and passenger sit in heated seats trimmed in leather and tough-looking cloth with Wildtrak emblems sewn into their backrests, and the driver grasps a leather-trimmed steering wheel. There’s dual-zone climate control, and an infotainment touchscreen running Ford’s Sync 3 infotainment software with Apple CarPlay and Android Auto. It also has factory satellite navigation, Bluetooth phone and audio streaming, as well as a reversing camera with parking sensors. The driver is faced with an analogue rev counter flanked by two supplementary displays capable of displaying speed and fuel information on the right-hand side, and infotainment details on the left. Ford led the charge with active safety in dual-cab utes. Autonomous emergency braking, auto high-beam, and lane-keeping assist are standard, along with adaptive cruise control and surprisingly effective hands-free parking. On the outside, it rides on 18-inch alloy wheels, and features glossy grey detailing on the grille, flanks, sports bar, and Wildtrak graphics. This is still one of the most handsome utes on the market, with an American-inspired front end. Down back, there’s a powered roll top cover for the tray, which sounds extravagant but is handy in practice. Not only is it more space-efficient than older Mountain Top covers, it can be remotely opened using the key. The tailgate is also counterweighted, which makes it light enough to open with a pinky. You’re unlikely to notice if you’re a big, burly he-man how most Ranger owners see themselves, but it’s nice to have if your cannons are more popgun than Popeye how most Ranger owners actually are. It’s one of many small improvements Ford has made to the Ranger over its life, helping keep it fresh in the face of stiff competition. Is the Ford Ranger Wildtrak Bi-Turbo safe? The Ford Ranger has a five-star ANCAP safety rating based on testing out in 2015. It scored out of a possible 37 points. You can read more about the crash test rating at the ANCAP website. There’s six airbags including full-length curtain airbags, something the Volkswagen Amarok can’t match. The Ranger has also since been updated with autonomous emergency braking and pedestrian detection, lane-keeping assist, and adaptive cruise control. What is the Ford Ranger Wildtrak Bi-Turbo like on the inside? The Ford Ranger might be getting long in the tooth, but the interior remains one of the most comfortable and functional in the business. The steering wheel doesn’t adjust for reach, but the driving position is excellent. The seats are supportive, and offer a commanding driving position over the Ranger’s power-bulged bonnet, along with heating for Melbourne’s frosty winter mornings. There’s plenty of storage and three USB ports up front, while rear seat space is on par when compared to the Ranger’s dual-cab ute rivals. That means you’ll fit average-sized people back there, but headroom is limited for taller passengers. It’s arguably a better place to be than the skinny Triton and slightly agricultural HiLux, thanks not only to the space on offer but touches such the foldaway grab handles, which won’t batter your head over rough roads. Unfortunately, there are no rear air vents. The power point and 12V socket are nice, but we’d argue the kids are more likely to appreciate cooling air on a hot summer’s day, or USB ports to charge their devices. Ford has a jump on its competitors on the technology front. The Sync 3 infotainment system packs satellite navigation, Apple CarPlay and Android Auto, and is streets ahead of the basic system in the Toyota HiLux. It’s also got the Mitsubishi Triton and Nissan Navara licked on the technology front. Ford’s native voice control is among the best in the business, and the addition of over-the-air software updates means your infotainment system can gain skills over its life. The instrument binnacle is a paragon of clarity, with an easy to read speedometer flanked by two displays. The left-hand side can show phone, entertainment, or navigation data, while the right shows trip data, including a digital speedo. Ford’s reversing camera is one of the clearest out there, too, and includes a zoom function for attaching a trailer. Although it’s a high-end model, the Wildtrak still possesses plenty of hard plastics. That wouldn’t be ideal in a passenger car, but it’s worth keeping in mind the people who still use their utes for work. Being able to bash around in steel-cap boots on dusty work sites is still high on the priority list, and the Ranger feels tightly screwed together. What’s under the bonnet? There’s no replacement for displacement, right? Wrong, in the case of the Ranger Wildtrak. Although it’s still offered with a five-cylinder turbo-diesel engine, the range-topper is a four-cylinder bi-turbo diesel making 157kW of power and 500Nm of torque – up 10kW and 30Nm on the five-pot. There’s no manual option. The Bi-Turbo Ford Ranger Wildtrak is instead exclusively offered with a 10-speed automatic co-developed with General Motors. That’s right, this is a burly ute with a milk bottle-sized motor and new-fangled transmission born of a partnership between bitter American rivals. We live in strange times. Braked towing capacity is 3500kg, and payload is 954kg, so it’s just as capable as the bigger engine if you’re into hauling things around. Ford claims on the combined cycle, we saw in a week heavily skewed to city driving. How does the Ford Ranger Wildtrak Bi-Turbo drive? The Ford Ranger Wildtrak is among the most car-like dual-cab utes on the market to drive. It starts with the engine, which is smoother, quieter, and punchier than the five-cylinder it has usurped atop the line-up. You’re always aware it’s a turbo-diesel engine, with a decent background clatter on a cold startup, but there’s far less of it than in the five-cylinder. Ford has clearly made an effort to make the Ranger feel grown up. The engine registers barely a murmur under light throttle, and noise from the tyres, mirrors, and motor is hard to spot at highway speeds compared to its rivals. Despite its small displacement, the Bi-Turbo engine doesn’t feel underdone compared to the larger engines offered elsewhere in dual-cab world. Its outputs should tell you as much, as should the payload and towing figures. Critical to the engine’s impressive behaviour is the smartly-tuned 10-speed automatic, which manages to keep you in the meat of the torque band essentially all the time without feeling fussy, or like it’s lost in the huge spread of ratios on offer. More often than not it’s hard to tell which gear you’re in, but it doesn’t matter because there’s always performance when you lean on the throttle, from standstill to highway speeds. Hands-on off-roaders can manually change gears using a rocker switch on the side of the gear selector, but it’s a poor substitute for paddles or a sequential-style shift. Best to leave the transmission to its own devices. Like its dual-cab rivals, the Ranger Wildtrak can be a bit jiggly with no load in the tray. Although their equipment levels and prices extend well into family SUV territory, these utes are commercial vehicles at heart. Leaf springs designed to handle almost a tonne of load can only be so refined. With that said, the ride in the Ranger is very good for a dual-cab with nothing in the tray. Ford’s local tuning has clearly paid dividends, because it’s settled at highway speeds and doesn’t skip over small inner-city imperfections. The steering is light at city speeds, hiding the dual-cab Ranger’s heft and making it one of the easier utes to park. And if you aren’t a confident parker, there’s hands-free park assist capable of automatically steering you into a parallel spot provided you can control the pedals. Light and easy Electric power steering The Ford Ranger Wildtrak is easy to drive in the city, with light steering and a tall driving position It worked in our experience, and having chunky all-terrain tyres means the computer getting it wrong won’t result in scraped wheels. Who said dual-cab utes don’t make good city cars? With an 800mm wading depth and 237mm of ground clearance, switchable four-wheel drive with low-range, and a locking rear differential, there are the bones of a very capable off-roader in the Ranger. It comfortably dispatches fire trails, and will get you to the tricky camping spots without too much struggle. Four-wheel drive engages quickly and smoothly, and previous experience has shown Ford’s traction control is well tuned for gravel. How much does the Ford Ranger Wildtrak Bi-Turbo cost to run? Maintenance for the Ranger is required every 12 months or 15,000km – whichever comes first. In addition to its five-year, unlimited kilometre warranty, Ford offers capped-price servicing for the Ranger. The first four services will cost no more than $299 while the fifth service will cost $365. CarExpert’s take on the Ford Ranger Wildtrak Bi-Turbo There’s a reason the Ford Ranger is one of the best-selling cars in Australia. It’s excellent. The Wildtrak is one of the most expensive diesel dual-cab utes on the market, but it can justify the price with a comfortable interior, excellent road manners, and a modern, refined powertrain. It’s also capable off-road, although Toyota HiLux fans will no doubt argue their unbreakable’ trucks can go further when the going gets tough. Whether you opt for the engine or the will come down to preference. There’s nothing wrong with the older five-cylinder, and some will no doubt like the fact it’s a tried-and-tested option. But if it’s refinement you want, the Bi-Turbo is hard to beat. It’s where my money would be going. As for how it stacks up against its newer rivals? The new D-Max and BT-50 are unknown quantities at this point, so it’s tough to know. Likewise the updated Toyota HiLux, which promises to ride better and pack more technology than its predecessor. What we do know is they’ll have to be pretty damn good to topple the Ranger. The Ford Ranger has long been the lifestyle pickup truck of choice, but this Next-Generation model takes the cake. It appears that Ford has doubled down on its thrust with the Ranger. Pickup trucks have evolved into so much more than just pure workhorses, and the Ranger is evidence for that claim. We got to test out the Ranger in its 4x4 Wildtrak trim. The unit came to us fully loaded and ready to go so we did exactly that, took it out, and went. The more time we spent with the Ranger, the more its lifestyle orientation showed. This is not totally a workhorse of a truck since it feels a lot plusher, but that doesn’t stop it from being able to accomplish almost anything you throw at it, at least in our experience. Read on to find out more about what made our experience with the Ranger and what didn’t. 2023 Ford Ranger Bi-Turbo Wildtrak 4x4 Review Performance Engine Output HP, Acceleration, Transmission, Handling Design Exterior & Interior Design, Quality, Fit and Finish, Ergonomics Ride Comfort Cabin Comfort, Suspension, NVH Insulation Safety and Technology Convenience Technologies, Active and Passive Safety Features Value for Money Amount of the vehicle you get for the price, Fuel Efficiency What You Will Like One of the best-looking infotainment systems in its class Smoother engine performance compared to its predecessor Comprehensive tech and safety package What You Won't Like Cornering performance is not confidence inspiring Gear selector wasn't as premium as we'd hoped Gauge cluster is a little cartoonish How We Do Our Reviews Exterior There’s much to love about the Ranger’s new design. If you like the F-150, and we think that you do, then the Ranger’s design will be appealing to you. The big and burly look of the F-150 translates well on the midsize Ranger. The LED lights are gorgeous, and they also illuminate the road really well. The output is also matched by the level of innovation that Ford has put in because, on top of being some of the brightest beams in the business, the light fixtures also turn when you turn, allowing for unprecedented levels of visibility at night and on twisty roads. These are some of the best lights that we’ve tested so far, and Ford did well to put them on the Wildtrak. Other than that, it’s a standard pickup truck. Apart from the front, the rear is rather similar to what we’re used to there’s only so much that you can do with the rear bed of a truck. The assisted tailgate got us, and the fact that the model comes with a bed liner is just icing on the cake. Overall, the Ranger is in the best shape that it has ever been, and we love what Ford has done, especially for this top-of-the-line trim. Even in a monotone color, the Ranger looks serious and ready to get down to business. There’s also a certain sense of authority that the pickup projects, more so than the Ranger’s Japanese rivals. Interior Looks can be subjective, but if you’re not quite sold on the exterior design, perhaps the interior will change your mind. The design of the dashboard is very utilitarian and well-laid out. The F-150 inspiration continues through, with the dashboard appearing mostly flat and angular. There are no swoopy lines here, just hard corners that look right on a pickup truck. However, there are a few nitpicks that we have, which are with regard to the plastic quality and the placement of some elements on the dashboard. Prior to the Ranger, Ford put emphasis on the push-start system by making sure that it gets its own spot on the dashboard, however, the current placement of the switch in the cabin looks like a little bit of an afterthought. Unfortunately, the push-start is located by the steering wheel, the usual place where you’d find a key barrel, which makes it feel slightly less special. For that one low light, however, the rest is mostly highlights. We can note that the interior plastics and panels have a very Ford quality about them. They’re not absolutely solid like that of a premium vehicle, but they hold up well and most of the touchpoints are backed by some very plush upholstery that comes with ample padding. We also like the placement of the door latches since it will only take one motion to get the door to open on you. However, the shifter still retains the plasticky feel that its predecessors had, which is to say, not so great. We wish that Ford would revise this part in keeping with the premium feel of the rest of the interior. Even the gear selector button feels unintuitive to use, but we barely touched it anyway. Other than that, passenger space is adequate, but slightly above average for the midsize pickup segment. The Ranger is bigger than most pickup trucks, while its cabin space can accommodate taller passengers with ease. The rear seats are sat quite upright, but what can you expect given that it has a bed at the back? Aside from that, the power-adjustable driver seat and the tilting and telescoping steering wheel are also appreciable items, as are the cushy yet supportive seats. The buttons are also decent to press with soft, but not too soft, feedback which adds yet another premium touch to the cabin. Comfort Whether you’re sitting or driving, the Ranger is surprisingly comfy for a pickup truck. We’d pin it as one of the most comfortable trucks out there, but the plushness has a few drawbacks, though more on that later in the driving section of this review. No matter how you cut it, the Ranger is one of the best pickups in terms of comfort. Whether you’re going on the highway and up against a lot of wind and road noise, the Ranger performs admirably. If you’re going over bumps the Ranger will do well, but please do not expect crossover-like comfort, if you closed your eyes while rolling on a smooth road, it’s possible you wouldn’t be able to tell the difference, probably. Technology Until now, the technology package in the Ford Ranger remains one of the highlights of the model. One of the very best tech packs in pickups gets a whole lot better now thanks to some choice inclusions and a few other ones that really make this model a joy to use on the daily or on vacation, whatever you prefer. I see that most of the features are useful for pretty much everyone, and Ford hasn’t packed in too much that would overwhelm most consumers, and we feel that the implementation of each is intuitive enough for most people to grasp. Things like the 360-degree monitor that was a huge help while we tried to get this pickup truck to fit in a parking slot. The addition of a huge infotainment screen was also a big bonus since we no longer had to squint at the screen to get a clearer view of the camera footage. The portrait orientation of the screen was also a game-changer in terms of usability, and we get why Ford chose this orientation for the model moving forward. Meanwhile, Wireless CarPlay and Wireless Android Auto were great features that we simply could not-not use. To add to that, you can wirelessly charge your phone, so you don’t have to worry about any cables or wires to bring on your journey. While we don’t like having the air conditioning controls on the infotainment screen, we don’t mind it here as it’s always displayed and it doesn’t get in the way of the infotainment section of the head unit. This is hands-down, one of the best infotainment experiences we’ve had so far, but it’s not without its cons. There were times when the infotainment system would crash, and we think that this is due to the fact that the system is relatively new for Ford. Down the line, we’re sure that Ford will update SYNC4, and give it more stability while in use. Safety On the safety front, the Ford Ranger is one of the safest trucks out there in preventing accidents and keeping occupants safe while maintaining a level of convenience in the way of its adaptive cruise control functions and its forward collision warning system, and automatic emergency braking. Ford’s Advanced Driver Assist Technology includes all of the stuff mentioned prior with stop-and-go, lane-centering, pedestrian detection, auto high beam, lane departure warning, lane keep assist, blind spot information system with cross-traffic alert and braking, reverse brake assist, and an evasive steering assist. On top of that, you also get the full suite of airbags plus a knee airbag totaling seven, ABS with EBD, ISOFIX child seat anchor points, hill launch assist, roll-over mitigation, an electronic stability program, a traction control system, parking sensors, an electronic parking brake, and an electric brake booster. Overall, it’s everything that you need and more. What more can you ask for? Giving context, we feel that Ford has one of the better executions when it comes to its safety kit. The sensitivity of these systems is dialed in just right, and they don’t get in the way of your driving. Driving Speaking of driving, the Ranger Wildtrak 4x4 gets what appears to be the same Bi-Turbo motor mated to a 10-speed automatic transmission, but it feels as if Ford has done some refinement work to the powertrain, resulting in a drive that is much smoother than we had anticipated. Putting your foot down in the Ranger feels a lot less clunky than before, and the engine has a very smooth pull from idle to redline. The Ranger feels a lot less truck-like when it comes to its engine. Then we get to the suspension, which is actually something that is a double-edged sword when driving spiritedly. Under normal driving, the suspension is pliant, the steering is light but not too light because the rack returns more feel than before which is hypothetically good in terms of handling. While the model rides comfortably and close to that of a crossover, it doesn’t handle too well, even as a pickup truck. The brakes are good, and they’re good enough to activate the ABS system consistently on the car even under slightly heavier braking conditions. The stock tires are to blame here, at least in our opinion. Ford could have gone with a better tire model, but perhaps the comfort of the Ranger might take a hit if you decide to change to a grippier tire. All-in-all, the Ranger is a very easy-going pickup truck that’s great to push in a straight line, but not all out on mountain roads. One has to remember that this truck is a safe and plush pickup. Handling is usually a give and take, and skewing heavily into comfort might have taken away a bit of handling sharpness. However, that’s not to say that the Ranger is a bad-handling automobile, not at all. In fact, for most people, it will be one of the best, if not the best, riding and driving midsize pickup trucks they’ve ever tried, and there is nothing wrong with that, in fact, it’s in keeping with the Ranger’s positioning in the market as a lifestyle pickup truck, but nothing too hardcore by the feel of it. Fuel economy For fuel economy, we were able to get a real-world figure of about 9 km/L in mixed city conditions which means light and heavy traffic. Meanwhile, the highway figure that we managed to get was around the km/L mark, accelerating and decelerating with some slowdowns. Overall, it’s a decent fuel economy score for the Ranger. Nothing too great, and nothing too appalling. We have no complaints here, but you do get the most powerful pickup in its class with 210 hp and 500 Nm of torque, so that’s something to consider as well. Verdict Quite frankly, we were a bit perplexed about the Ranger and its somewhat unsure handling. We know that there are different lifestyles to choose from, but apparently, the Ranger would like you to take things easy more or less. It can still go with a passion when you tell it to, after all, it is the most powerful pickup currently in the market, and now with a smoother engine, it’s one heck of a drive on the highway and off the line. The model is worth a long and hard look. “Long” because there are a ton of features that’ll take a lot of time to unpack, and “hard” because there is no going around the fact that the price of P1,910,000 is a bit steep. Given that it is, however, and comparing it to its rivals, it’s a relative steal, being a rather middle-priced option in the market in the realm of high-end pickups. In short, it’s a great truck to get and something that breaks away from the normal Japanese fare. Judging from the number of sales that the model has been enjoying lately, it appears that Ford has hit the nail on the head. With the number of owners continuing to clamor for the model, perhaps it would be wise to put in your order now at your local dealer. We think there are quirks to this model, but if you’ve reached the end of this review, it’s likely that you’ve already decided and are looking for a reason to get this truck. In our opinion, if you really want it, we don’t think it’s a bad choice. Exterior Photo Gallery Interior Photo Gallery Doors and Seats4 doors, 5 4 Power157kW, 500NmFuelDiesel Spd AutoWarranty5 Yr, Unltd KMsAncap Safety5/5 star 2015 Revised for the second time in its model run, the Ford Ranger steps up power and safety in high-spec models for the 2019 model year. What we love Improved safety tech at top of range Balanced performance in models Settled ride and handling left intact No dilution of Ranger's best bits What we don't AEB needs to be rolled out further No rear air vents Occasional pauses from 10-speed auto Raptor power comes to the mainstream Ford Ranger line-up for the 2019 model year. Now, that would be an impressive point, if the new biturbo engine wasn’t only incrementally more powerful than the engine it sits that as it may, the updates for the 2019 Ranger aren’t limited to the introduction of a new 157kW/500Nm engine and 10-speed automatic, available as an option on XLT and Wildtrak at the workhorse XL grade from $27,990 plus on-road costs, new features include revised suspension tune and a new interior trim, while ute-body models gain an easy-lift torsion-sprung tailgate, rear camera and rear park powertrain options include, as before, a 118kW/385Nm four-cylinder turbo-diesel for 4x2 models or a 147kW/470Nm five-cylinder turbo-diesel for XL 4x4, paired to a six-speed manual or six-speed up to the 4x4/ XLS from $49,190 adds new front park sensors, plus carryover standard equipment like 16-inch alloy wheels, front fog-lights, carpet floor covering and the option of Ford’s Sync 3 infotainment package with an colour touchscreen with satellite navigation, Apple CarPlay and Android Auto, DAB+ digital radio, as well as dual-zone climate control, keyless entry with push-button most popular variant in the range, the XLT starting from $50,290, scores a restyled front grille, front bumper, HID headlights with LED daytime-running lights, keyless entry with push-button start, and minor interior kit encompasses 17-inch alloy wheels, tow bar, chrome exterior highlights, privacy glass, rear step bumper with chrome inserts, power-fold exterior mirrors, the Sync 3 navigation system with Apple CarPlay and Android Auto, a leather-wrapped steering wheel and gear lever, electrochromic rear-view mirror, and tyre pressure 4x2 and 4x4 drivetrains are available, as are auto and manual or auto the Tech Pack option box adds inter-urban AEB with pedestrian detection, park assist, traffic sign recognition, driver attention monitor, adaptive cruise control with forward collision warning, lane-keep assist, and auto high-beam. Leather trim and black 18-inch alloy wheels are also available as stand-alone up to the 4x4 Wildtrak variants from $60,590 sees LED fog-lights, a power-locking tailgate, black partial leather trim, and heated front seats added, along with the standard inclusion of the Tech Pack, including inter-urban AEB with pedestrian detection, semi-autonomous park assist, and traffic sign buyers will be given a choice of auto and manual or the new biturbo and 10-speed auto combo. Blacked-out alloy wheels are also available as an a great deal todayInterested in this car? Provide your details and we'll connect you to a member of the Drive the interests of significance, we set out in an XLT 4x4 equipped with the biturbo engine and 10-speed automatic – a $59,390 proposition before on-road costs and the $1650 leather trim, $600 prestige paint and $1700 Tech Pack options boxes are the numbers, a Wildtrak without prestige paint starts at $63,990. Adding all available options to an XLT including $750 18-inch black alloy wheels not fitted to the car you see here makes it more expensive than a Wildtrak would be, without that car’s rear sports bar, roll-away cargo cover, power locking tailgate or powered driver’s have to be completely in love with the XLT’s chromier aesthetics to take that plunge, surely?Under the bonnet, the XLT and Wildtrak can be optioned with a high-output engine a $1200 upgrade itself with identical outputs to the Ranger Raptor 157kW at 3750rpm and 500Nm at 1750-2000rpm. That’s 10kW and 30Nm up on the standard engine despite dropping one cylinder and of extra grunt comes courtesy of a sequential turbo system designed to ensure torque comes on early without letting the engine run out of puff at higher revs without becoming the Raptor and its maximum towing capacity, the regular Ranger models, be they or Hi-Rider and 4x4, carry a rating with XL Low-Rider rated at 10-speed auto and its greater gear ratio spread, in concert with the smaller and more efficient engine which includes start-stop, also benefits fuel consumption with an official L/100km rating compared to the and its L/100km the real world, the new engine is still obviously a diesel, albeit one that generates less noise and vibration than the five-cylinder without being completely silent or smooth. Power is progressive, and there’s no detectable transition between the low- and high-RPM new engine can’t match the heady surge of acceleration available in the Volkswagen Amarok V6 with 190kW and 580Nm, but from a standing start the smaller optional engine hesitates less than the carry-over five-cylinder ever through town, the 10-speed automatic helps fill the gaps the relatively narrow torque band could otherwise create. There’s no lurching or slurring between gears, although in urban settings there are times where the transmission pauses for longer than it should before picking the right a major issue, but certainly frustrating as you squeeze the throttle but get nothing back in return for a half-second or onto the open road and rolling acceleration tends to be less inspiring than standing-start sprints. Despite the driveline changes, piling on extra speed still takes time. Again, there’s an incremental improvement compared to the old engine and six-speed auto, but the Ranger doesn’t break the mould on the dual-cab it may not be deserving of the Raptor nameplate, the new powertrain combo seems like an ideal fit to the regular Ranger. A touch smoother and quieter, a little more flexible in day-to-day driving, with improvements to fuel dual-cabs growing in popularity as part-time tools of trade and part-time family transport, the option of the new engine makes sense. Traditionalists, meanwhile, can hang onto the tried and tested engine and either a six-speed manual or auto if they’d the Ranger formula was already well-sorted, Ford hasn’t meddled too much with the rest of the package. There’s been a minor change to front suspension to keep body roll in check – but, short of driving old and new back to back, it’ll be hard to pick and is claimed to make the biggest difference when laden. Which we'll test in the future.The interior is similarly low-key in its changes. A new ebony colour scheme takes the place of the previous softer grey in XLT spec for a slightly more upmarket look, but robust plastics remain, along with a pair of TFT screens either side of the tachometer giving the Ranger one of the most comprehensive driver displays in its still a powerpoint in the rear, too, however face-level air vents haven’t made their way into the Ranger with this update. Come summer that’s sure to impact the otherwise decent rear seat modes are a fairly simple affair on 4x4 models Two-wheel drive, four-wheel drive, and four-wheel drive low range switched from the centre console. No grass/gravel/snow, mud/sand, or rock setting for the four-wheel drive system like you might find in an Everest and certainly no Baja off-road racing mode like the Ranger previously introduced, Ford’s five year/unlimited warranty continues, with Ford stressing a no-exclusions policy depending on buyer type and vehicle usage. Updates to Sync 3 maps are included for up to seven years, provided servicing is kept within Ford’s dealer the safety front, all variants include stability control, trailer sway control, load adaptive control and roll over mitigation. 4x4 variants come with hill descent control while all ute-body cars include rear park sensors and a reverse more comprehensive Tech pack, optional on XLT and standard on Wildtrak, adds inter-urban AEB with vehicle and pedestrian protection, driver impairment monitor, adaptive cruise control with forward collision alert, lane keep assist and lane departure warning, auto high beam, traffic sign recognition and semi-automated self puts the Ranger in rare company with the Mercedes-Benz X-Class as the only utes with available AEB, although it’s disappointing that Ford hasn’t offered the system as at least an option on all variants to become a safety front-runner in the ute though the changes to the Ranger may not be immediately obvious at first glance, Ford’s incremental changes should keep sales of Australia’s number-two selling vehicle chugging along, keeping the threat from the new Corolla at bay, and putting it back to the more successful position it held this time last that simply can’t be answered yet – like the reliability and longevity of the new four-cylinder models and their accompanying 10-speed automatic – remain to be seen. Ford’s obviously aware of the potential impact a downsized engine might have on buyer perception, too, referring to it only as a biturbo, sidestepping the elephant in the tends to be a tough proving ground for any car, let alone hardworking 4x4 utes, so it seems dangerous to implement any change that might be a backwards step. On the surface, at least, the changes seem quieter, more advanced, blending further the lines between built-for-purpose and built-for-families, the 2019 Ford Ranger – especially in high-spec XLT trim – looks set to continue its streak as the jewel in Ford Australia’s sales crown. Ratings Breakdown2018 Ford Ranger XLT Pick-up Double 10Infotainment & ConnectivityInterior Comfort & PackagingInsurance fromEstimate detailsKez Casey migrated from behind spare parts counters to writing about cars over ten years ago. Raised by a family of automotive workers, Kez grew up in workshops and panel shops before making the switch to reviews and road tests for The Motor Report, Drive and more about Kez Casey For safety, there's the standard inclusion of seven airbags, anti-lock braking system, electronic brakeforce distribution, electronic stability control, traction control, brake assist, hill descent control, hill launch assist, rollover mitigation, adaptive load control as well as front and rear parking sensors. Safety is further bolstered by autonomous emergency braking with pedestrian detection, forward collision warning, brake override system, emergency stop signal, lane departure warning and assist, blindspot detection system, highbeam assist, rear cross-traffic alert, manual speed limiter, multi-collision brake, Active park assist tyre-pressure monitoring system and a 360-degree camera system. "As Asia Pacific's only factory-built performance truck for performance off-roading, demand for the Ranger Raptor has exceeded expectations. Based on feedback received, we know many Malaysian customers want a choice of engines and the Bi-Turbo Diesel engine is a great addition to our lineup," said SDAC Ford managing director Turse Zuhair. For those interested to check out the newly launched next-gen Ranger Raptor can visit MRANTI Park open space, West entrance from June 9 to 11. The pick-up truck will also be taking a nationwide tour including Sabah and Sarawak with the Ford Experience Hub roadshow till September where a Ford Concierge will assist with any enquiries. From left Turse; Sime Darby Motors, South East Asia, Hong Kong and Macau managing director Jeffrey Gan; Sime Darby Motors, Motors' Division managing director Andrew Basham and Ford Asia Pacific Distributor Markets sales zone manager Navin Gulatiat the unveiling of the Next Generation Ford Ranger Raptor Bi-Turbo Diesel. Visitors to the hub may also book a test drive, learn more about the Ford Ranger Getaways as well as view and purchase exclusive Ford merchandise. Those who book the latest pick-up truck and/or getaway at the hub will be able to immediately redeem exclusive merchandise. Last but not least, buyers of the latest Ranger Raptor will be able to utilise their Inner Circle privilege card code to enjoy a 30% discount on one Ford Raqnger Getaways trip. For more information, log on to or follow Ford Malaysia's Facebook, Instagram, Twitter or YouTube channel or WhatsApp Chat with a Ford Ranger Specialist about the latest Ranger Raptor. Inevitable connecting flights, brazen weather, and a short three-day affair – this isn’t the perfect setting for a tropical holiday on the beautiful island of Phuket, Thailand. However, it was the best backdrop to put the new-generation Ford Ranger through its paces. Along with a handful of media personnel from Asia and South Africa, I had the opportunity to sample the latest Ford Ranger before it goes on sale in over 180 markets worldwide including the US – the second iteration of the midsize pickup truck since Ford consolidated it into a global model in 2011. The Ranger now sits on a heavily-modified version of the acclaimed T6 platform – dubbed – adding modularity to the ladder-frame chassis. The three-piece construction allowed modifications such as wider tracks, revised monotube front shock absorbers, and a repositioned rear suspension outboard of the frame rails for more on-road stability, off-road capability, and ride refinement. Some form of electrification through a hybrid setup has also been made possible with the revamp – a different story for another time. As tested, the latest Ford Ranger has improved upon the acclaim of the outgoing model with the chassis updates and technological upgrades. The redesigned underpinnings promote better driving traits on both pavement and unchartered roads. The added technology amplifies the truck’s slew of capabilities even further. But the increased integration of technology leaves room for improvement in terms of seamlessness and overall experience. The Ranger could also use some help from a more powerful engine as well – at least with the one I drove for this review. More Rugged Three-Box Hauler The Ranger is a macho-looking midsize truck, but Ford wanted to amplify its ruggedness further in the latest model with a squared-off front fascia and more defined fenders. From front to rear, there are chiseled lines all over the vehicle, making the truck look extra muscular than before. The Ranger’s face and its distinct C-shaped LED DRLs have a striking similarity to the smaller Maverick compact truck. The Ranger Double Cab Wildtrak, which was the star of the show and the default body configuration on this side of the world, remains distinct with the gray trim on the lower bumper that connects to the meshed grille. Ford claims that the new matrix LEDs are intelligent. In contrast to automatic high beams, the lights could stay bright the whole time but have the ability to pinpoint and shut down specific diodes that can blind oncoming traffic when detected. The shortened front overhang is evident with the new model when viewed from the side, done by moving the front wheels two inches forward to extend the wheelbase. This means a better approach angle, but more on that later. The silver rails over the bed not only maintain design continuity with the silver roof rails and step boards but also work as functional tie-down points when needed. Gone are the uninspired block taillights of the outgoing model; the lights now come with LED details to keep up with the times. Functional Bed – As It Should A functional bed should always be part of the conversation when talking about trucks. For the Ranger, I'm happy to report that Ford made sure that the rear was as practical as possible and could serve as a workstation. Just like the bigger F-150, the new Ranger’s tailgate comes with slots for C-clamps. There are power outlets positioned near the tailgate, as well, demonstrated during the pre-drive briefing by charging a laptop while a block of wood was clamped on the opened tailgate. By the way, the tailgate has also been equipped with a damper, so lifting it takes only a finger. A gray bed liner is standard on the Wildtrak, while the upper part of the bed gets plastic liners to protect the sheet metal. The polymer parts can serve as drill points for those who want to add accessories. Ford also added a handy step-board for the bed, which is integrated onto the bumper for easy ingress/egress. Nifty. Smarter Than Ever, But With Room For Improvement As the latest version of the midsize truck, the Ranger foregoes analog controls and displays in favor of a fully digital instrument cluster and a massive portrait-oriented infotainment screen with Sync 4 – at least in Wildtrak guise. The displays are quite legible and the contrast of colors makes the text pop, while the capacitive feature of the center touchscreen allows for quick responses. But just like most vertical infotainment systems that integrate most if not all controls into a hulking screen, the learning curve is steep. It took me some time before I was able to familiarize myself with the menus – finding the around-view monitor and off-road menus meant pulling over and digging into the system. The experience would have been better if it was just through a single touch of a button. Going through the rotary menu of drive modes wasn’t seamless, either. There was substantial latency and the knob felt cheap, spoiling the overall experience. The biggest problem with this digital setup, at least while I was off-roading, was the fact that the rear differential lock is clustered within the infotainment screen. Granted, the control on the outgoing model was also digital, but the arrangement was better before when a physical diff lock button was clustered together with the shift-on-the-fly 4WD modes. For the more traditional crowd, the new setup would be a point of contention and could potentially raise questions. Thank heavens Ford chose to separate the dual-zone HVAC controls onto a cluster of buttons and knobs, which allows for a no-look operation even whilst driving. The 360-degree camera also has one of the clearest and most accurate displays I’ve seen so far – something that was quite useful during the off-road course. Conquering Ranger-Ville Speaking of the off-road course, Ford prepared a manmade area hundreds of miles away from Phuket in the province of Krabi to showcase the Ranger’s reinvigorated off-road prowess. Ranger-Ville, as Ford dubbed it, consisted of steep rocky slopes, a water-wading traverse, slippery muddy trails, knee-deep ruts, rocky crawls, and very loose sand. Basically, Ford wanted us to go over everything but snow, which should be all covered by the preset drive modes of the truck, namely Normal, Eco, Tow/Haul, Slippery, Mud/Ruts, and Sand. These modes adjust everything depending on the parameters, including the transmission, throttle response, traction and stability controls, braking, and more. The adjustments on the Ranger’s track and wheelbase allow for better parameters in relation to off-roading. The approach angle has been increased to 30 degrees up from degrees and the rear departure angle improved to 23 degrees up from 21 degrees. On the steep slopes, the Ranger’s hill descent control took the center stage. The downhill drop was controlled and didn’t feel unsafe, plus the 360-degree camera helped in maneuvering through the rather narrow passageway. The improved approach angle was also showcased here as I didn’t feel any instance of the front underbody scraping during the encounter. The Ranger proved it’s at home on dirt more than ever with the help of technology. The water-wading course was unsurprisingly a cinch, given that the Ranger can handle depths up to feet. The manmade lake, in my estimate, was only around to 2 feet. On the slippery tracks, which were extra slippery given the intermittent rains, we went to Snow/Slippery mode, allowing variable torque distribution among all four wheels depending on the slippage. I felt the tail slide out a bit but it was controlled and a rather fun encounter, despite having trees in close proximity. Same with the deep ruts, rocky crawls, and very loose sand tracks; the Ranger proved it’s at home on dirt more than ever with the help of technology. Home, Home On The Ranger Ian Foston, the T6’s chief platform engineer, said that the Ranger can go over the off-road course without the help of the preset drive modes, and I believe him. On our way back to Phuket, we were surprised with another course consisting of everything we experienced in the Ranger-Ville, albeit, in natural occurrence. I didn’t use any of the drive modes, instead just switching from 4H and 4L, as well as toggling the diff lock on and off as needed. The 360-degree camera played a major role in finishing the job, considering that it was my first time driving on the right-hand side of a vehicle, more so, on an advanced off-road trail. Refined Ride And More Confident Handling After the dirt tracks, we went on to a long drive through the mountains of Krabi and onto the stretches of Phang Nga highway to get back to Phuket. The unforgiving weather continued, which made the traverse on winding roads extra dangerous. The Ranger was easy to maneuver through the twisties of Krabi. Given my inexperience in right-hand side driving, the lane centering function, which can detect the edge of the road, was my guide. The steering felt firm and decisive as well, promoting more confidence even through the tight corners of the mountain pass. But what the Ranger gains in refinement, it lacked in oomph and grunt. On the highway and on provincial roads, I felt the Ranger’s ride refinement. It now holds a candle to the segment frontrunner, the Nissan Navara, in terms of overall comfort. It was plush for a body-on-frame truck, while roll through corners was predictable and progressive in how it arrived. The ride was car-like, as many journos used to say. But what the Ranger gains in refinement, it lacked in oomph and grunt. The Ranger Wildtrak I tested was powered by a bi-turbo inline-four EcoBlue diesel engine, good for 210 horsepower and 369 pound-feet of torque. There were moments when I had to overtake to keep up with the convoy, only to be met with a feeling of wanting more pull from the rear wheels. I felt the truck’s 5,000-pound weight during these attempts, which took a toll on the otherwise already powerful four-pot oil-burner. The silver lining here was that the 10-speed automatic transmission didn’t have any shift shock, while the outgoing model’s tendency to fumble over the gears has been eliminated. I appreciate the more civilized drive, but I wish there was more when I needed it most. Setting The Bar Higher I can’t deny that the improvements on the latest Ford Ranger are met with relative success. Shortcomings notwithstanding, it sets the bar higher for its rivals – in terms of refinement, driving dynamics, off-road prowess, and technological advancements. Ford now has work to do in making the in-cabin technology connive more seamlessly to complete the package. I wish I could say the same for the lackluster mid- to high-range grunt from the diesel power plant. Then again, there’s the availability of a V6 turbodiesel Ford Ranger in select markets such as Australia, which should be good for 247 hp and 443 lb-ft of torque. As to the other markets that will get this top-spec engine, that’s still a mystery. For the US and Canada, the new Ranger is all but confirmed at this point. A Ford representative refused to give me a specific timeline when asked, dismissing the conversation with its standard response on future products. But an educated guess tells us that the North American market will get this version of the truck with some changes to accommodate crash standards at a later date given that the current model was just introduced in 2019. It’s now just a question of when. The US will likely get the same EcoBoost gasoline engine bound for the Middle East and currently featured in the current North American Ranger, which is good for 298 hp and 333 lb-ft of torque. But there are a lot of things under consideration, including a Ranger EV co-developed with Volkswagen. What's clear after this test, though, is that the new Ranger is smarter and more capable, particularly when it comes to going off-road. That should make it an even more popular offering for customers in Asia, Europe, and yes, North America.

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