2022 Ford Ranger Sport Review
Overview
IT HAS barely been on the market for a month, but already the new-generation Ranger is making its presence known in the light commercial ute segment. And rightly so… in the eyes of this review, the new Ranger is the most refined, capable and technologically advanced dual-cab on the market, and in Sport grade tested, offers value for money that is pretty hard to beat.
And while that might sound like an odd thing to say about a body-on-frame ‘pick-up truck’ that retails from $63,690 plus on-road costs, it is, with respect to its competitors, a thoroughly modern and well-rounded vehicle that combines the road feel and performance of a family SUV with the hard-working smarts of a thoroughbred workhorse. But more on that in a moment…
The 2022 Ford Ranger line-up now begins with the XL 4x2 single-cab 2.0-litre SiT (single-turbo diesel) High Rider from $35,930 plus ORCs, replacing the previous XL 4x2 single-cab 2.2-litre turbo-diesel as the entry point into the range. Compared to the equivalent outgoing model, the XL entry variant is just $1040 dearer.
The XL range is offered with a 2.0-litre four-cylinder turbo-diesel engine matched to a six-speed automatic, or a twin-turbocharged version of the same unit hooked up to a 10-speed auto.
Ranger XLS double-cab variants (from $46,730) are offered exclusively with the twin-turbo 2.0-litre and 10AT combination, while XLT (from $53,990) and Wildtrak models (from $67,190) are offered with both the four-cylinder twin-turbo and 3.0-litre turbo-diesel V6, both with the 10-speed automatic as standard.
The 3.0-litre V6 turbo-diesel gives the Ranger 184kW of power at 3250rpm and 600Nm of torque from 1750-2250rpm. The twin-turbo ‘four’ makes 154kW at 3750rpm and 500Nm from a narrow 1750-2000rpm, while the single-turbo diesel will offer 125kW at 3500rpm and 405Nm between 1750-2500rpm.
On test, the Ranger Sport Bi-Turbo managed a fuel consumption average of 9.4 litres per 100km, which in our experience lags rivals including the Isuzu D-Max/Mazda BT-50, but very few others.
Inside, the Ranger now provides better oddment storage and additional space behind the rear seats. New door pockets provide additional carrying capacity, as do a dash-top storage box and rear under-seat drawers.
Ford said it was conscious that the Ranger’s cabin met work and family duties in equal measure, offering SYNC4A-equipped infotainment systems with 10.1- or 12.0-inch touchscreens to complement the fully digital instrument panel and embedded factory-fitted mobile internet connectivity.
Many of the centre stack’s hard buttons have been removed, with functions incorporated into the touchscreen, a dedicated off-road mode now providing driveline, steering angle, vehicle pitch and roll angles and other controls for four-wheel drive enthusiasts.
The Ranger is also available with a 360-degree camera (standard in the Sport variant tested), and the ability to allow owners to start their vehicle, check various functions, and lock and unlock from their mobile phone via the FordPass Connect app.
Driving Impressions
The Ranger Sport is offered with both twin-turbocharged four-cylinder and V6 diesel engines, each paired to a (10R80) 10-speed automatic transmission and multi-mode four-wheel drive. We sampled the former on test and found the unit so different to its predecessor that it felt completely new – almost as if Ford had started all over again.
To be fair, the majority of that shift comes from a thorough reworking of the 10AT which now provides near-instant response, more decisive shifts and far cleaner downshifting than before – it really does highlight just how much was left to be desired from the calibration of the outgoing unit.
We found power delivery progressive and fuss free, the engine using the wide ratio spread on offer to its advantage, the ‘tacho’ (or should we say a digitised depiction thereof) staying steady at around 2100rpm while the transmission does its thing.
It’s an odd sensation, at first, almost like a CVT but without the pitching and strain. Acceleration is steady and impressively strong, with overtaking performance far better than we recall of the same driveline combination in the Ranger’s predecessor.
And really that’s true of the vehicle throughout. It is a far more refined offering than before that – excusing the obviously firmer rear suspension – feels more SUV-like than it deserves to with far better high-speed stability, more confident cornering and excellent steering response.
Again, the steering is a lot more like that of an SUV in terms of accuracy and feedback, and we think anyone jumping from a Nissan Navara or Mitsubishi Triton in particular would be stunned by how well the steering of this vehicle performs in comparison to others on the market.
The braking performance of the Ranger Sport is where it should be for a dual-cab ute of this size. Pedal feel is quite passenger-car-like and the level of modulation available far better than one would expect from a light commercial vehicle.
The same can be said of the T6.2-series Ranger’s road noise. Excusing a little tyre thrum and some wind rustle from the generously proportioned wing mirrors, the Sport variant is a rather well insulated example of the breed, and very nearly as hushed as its Everest sibling we sampled the following week.
We spent a bit of time in low range, putting the Ranger through its paces in the Victorian High Country. Again, despite a highway tyre on the Sport variant, we had no real issues finding grip, the intelligent multi-mode four-wheel drive system sorting much of the hard work for us and finding enough traction to scrabble over some of the more challenging sections of trail we encountered. It’s obvious the Ranger was built with Aussie bush trails in mind.
Apart from the ground clearance, we had no issues getting the Ranger into (and out of) some pretty gnarly spots, our only real criticism coming from less than refined gearshifts – and sometimes downright abrupt – in low range when left to its own devices. Shift manual, and the issue all but disappeared…
That said, the broad ratio spread really does give the Ranger an advantage many in this class can’t match. Low speed crawling, and hill climbing and descending, is a cinch, the level of throttle control offered here unlike anything else we can think to stack Ford’s latest against, with the possible exception of the Jeep Gladiator Rubicon.
We also loved the Ranger Sport’s 360-degree camera technology, the frontal view particular handy in seeing what’s ahead of that long, bluff bonnet.
The cabin of the Ranger is a comfortable environment in which to spend time – which makes for easy-going on long highway trips.
The infotainment system is a breeze to use and the quality of the audio system impressive. The wireless CarPlay function was glitch-free during our loan (not something we could say we’ve experienced elsewhere), the only real issue with the infotainment system as a whole is that its large, portrait style orientation can make it hard to use when travelling on bumpy roads (as there’s nowhere to anchor your thumb).
But the vertical orientation of the centre stack does bring its own benefits. You can see more of where you’re travelling on the map screen in better detail, and the vents are positioned high enough to provide face-level distribution, which again helps in-cabin comfort on longer trips. We also appreciate that some hard buttons remain for frequently used controls (like those of the HVAC system) which are easy to use while on the go.
We experienced some varied – and at time woolly – weather conditions on trip and found the calibration of the rain-sensing wipers and dusk-sensing headlights to be excellent. The headlight performance could be better on low beam, but in reality, the Ranger is no worse than most in this category where that detail is concerned.
One more area where the Ranger excels is in its driver information and assistance capabilities. We found the personalisable instrument panel immensely useful and flawlessly clear – even in direct sunlight. The panel conveys the necessary information both on- and off-road, as well as the actions of the driver assistance programs at any given time.
The Ranger’s lane-keeping technology and adaptive cruise control systems were beyond reproach on test and are very definitely the benchmark in the segment. If you’re the kind of person who usually switches such systems off, you’ll be delighted to find you can leave them activated here and not become frustrated. There’s no abruptness to interventions and no red herrings. The system works as it should, all the time.
Even for the shorter among us, the Ranger is easy to get in and out of with a well-placed step and grab handles for all four doors. The side steps behind the rear wheels are particularly useful for jumping in and out of the tray, which itself is well sized and laid out.
There are a handful of sturdy tie-down points back there, useful LED lights on each side, and a covered 12V outlet we made good use of on our weekend out bush. The spray-in bedliner is another great addition, the durable coating providing far better grip than the traditional drop-in plastic tub.
That level of thought and good design is also found inside the cabin where decent storage options are complemented by a well-positioned wireless phone charging pad, an array of power outlet options, and useful cupholders (though the fold-out units found in the dashboard of higher-grade models are even better). It’s probably the best laid out Ford cabin since the original Territory.
Having driven and reviewed a lot of pickup trucks and utes in my time both here and in the United States – and having owned my fair share too – I can say with some qualification that the new Ford Ranger is the best dual-cab ute I’ve ever driven.
Not only does the refinement and capability of the Ranger stand head and shoulders above its rivals, the sophistication of its technology offerings and the comfort of its cabin make everything else in the segment look entirely old hat. I think Ford is on a winner here – and reckon it’s only a matter of time until the sales figure prove it.
