It's the Wildtrak with the 2.0-litre bi-turbo four-cylinder unit and a 10-speed automatic transmission. Yep, ten gears! This Wildtrak has a 2.0-litre bi-turbo four-cylinder unit and a 10-speed automatic transmission. The steering is considerably lighter than most of its rivals. For this test we loaded in 560kg of horse feed. 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 2018 FORD RANGER, 2.0 BI-TURBO WILDTRAK DOUBLE CAB 4WD โฉม DOUBLE CAB. สีเทา เกียร์ออโต้ ขับ4 Airbag ABS. พวงมาลัยมัลติฟังชั่น ภายในสวยเบาะสะอาด. กล้องถอยหลัง ไมล์แท้ 126,xxx km. รถ Ford Ranger Wildtrak 2.0L 4x4 AT - 2022. 965 Triệu. TP HCM. Mã: 4532099. *Xe lắp ráp trong nước, màu đỏ, máy dầu 2.0 L, số tự động - Ranger Wildtrak Biturbo hoàn toàn mới với mặt nạ galant cùng cụm đèn chữ C ôm lưới tản nhiệt trông xe mạnh mẽ, cứng cáp hơn - Hỗ trợ mua xe trả Ford Ranger Wildtrak Pickup Doppia cabina 4x4 con ridotte Autocarro N1 5 posti 2.0 Bi-Turbo 213cv Euro 6c Evap Cambio automatico a 10 rapporti Anno 2019 32000 km, appena tagliandato Copertura cassone roller Bollo 50 euro annuo Gancio traino 3500kg Ford Ranger Wildtrak Pickup Doppia cabina 4x4 con ridotte Autocarro N1 5 posti 2.0 Bi-Turbo cash. Is the four-cylinder Ford Ranger Wildtrak a worthy substitute for the V6? Let’s go for a long drive and find out… How much does the Ford Ranger Wildtrak Bi-Turbo cost? What equipment comes with the Ford Ranger Wildtrak Bi-Turbo? How safe is the Ford Ranger Wildtrak Bi-Turbo? What technology does the Ford Ranger Wildtrak Bi-Turbo feature? What powers the Ford Ranger Wildtrak Bi-Turbo? How fuel efficient is the Ford Ranger Wildtrak Bi-Turbo? What is the Ford Ranger Wildtrak Bi-Turbo like to drive? How good is the Ford Ranger Wildtrak Bi-Turbo off-road? What is the Ford Ranger Wildtrak Bi-Turbo like inside? Should I buy a Ford Ranger Wildtrak Bi-Turbo? You would have to be living under a rock not to know the new-generation Ford Ranger ute launched in 2022. And you’d have obviously made yourself very comfy at aforesaid location if you did not know waiting times for the new V6 turbo-diesel engine in top-spec Ford Ranger models, including the Wildtrak, is up to 12 months. So why not opt for the Bi-Turbo? It’s not the headline story and not as powerful but it’s not as expensive and the wait time is not as long. To find the answer to that question we’ve spent an extended amount of time in a Ford Ranger Wildtrak Bi-Turbo, covering thousands of kays in the process. Think of it as more of a road trip than just a road test. How much does the Ford Ranger Wildtrak Bi-Turbo cost? The 2023 Ford Ranger Wildtrak Bi-Turbo will set you back $67,990 plus on-road costs. It is the most expensive Ranger model without a V6 engine. Available only as a dual-cab, it comes with the familiar 154kW/500Nm four-cylinder twin-turbo diesel engine, a 10-speed automatic transmission and part-time 4×4 system. It’s designed to be a refined yet capable 4×4 ute that can fit in downtown on a Saturday night, a bush trail on Sunday, a building site midweek, or trekking the east coast for a few weeks as we’ve done with this review. The Ranger Wildtrak’s primary competition includes the Isuzu D-MAX X-Terrain, the Mazda BT-50 Thunder and the Toyota HiLux Rogue. A Wildtrak V6 – if you can get one – costs an extra $3200 compared to the Bi-Turbo. What equipment comes with the Ford Ranger Wildtrak Bi-Turbo? On the outside, the 2023 Ford Ranger Wildtrak Bi-Turbo is distinguished along with the V6 version by a specific grille design, roof rails, sports bar with integrated tie-down rails, 18-inch alloy wheels mated with Goodyear Wrangler all-terrain rubber, a powered roller shutter for the load box and exterior mirrors with puddle lamps and zone lighting. There’s also LED headlights and increasingly familiar – as more new Rangers are sold – C-clamp driving lights, a drop-in bedliner, rear box illumination, side steps and an embedded modem that enables the FordPass smartphone app. Inside, the Wildtrak Bi-Turbo includes dual-zone climate control with rear vents, a smart key and push-button start, a new e-shifter design for the gear-change and an electronic parking brake. Ambient lighting, pull-out cup holders and eight-way power-adjust and heated driver and front passenger seats that are a new design, leather-accented and embossed with the Wildtrak name are also part of the package. The Ranger line-up now gets reach- as well as rake-adjustable steering to go with a new steering wheel. Orange trim stitching for the mostly dark cabin is unique to the Wildtrak. The Ranger comes protected by Ford’s five-year/unlimited-kilometre warranty. It has 12 months/15,000km service intervals, with the cost of each of the first four scheduled visits capped at $329. It goes up from there, spiking over $700 twice. How safe is the Ford Ranger Wildtrak Bi-Turbo? An extensive package of new driver assist systems places the 2023 Ford Ranger Wildtrak Bi-Turbo right at the top of the list when it comes to high-end safety gear. The autonomous emergency braking AEB system now includes cyclist detection and intersection assist. The adaptive cruise control adds stop-and-go and an intelligent function paired with traffic sign recognition that can automatically adjust your speed to the legal limit. Other new features include blind spot detection that takes your trailer into account if you are towing. There is also rear cross traffic alert with reverse brake assist, lane departure warning and centring, a basic steer assist, road edge detection, post-impact braking and a split-screen 360-degree camera. Active parking assist is now feet- as well as hands-off and the Wildtrak continues to have front and rear parking sensors. The Wildtrak is fitted with an integrated trailer brake controller in the dashboard for towing. It links into an enhanced trailer sway control system that reacts automatically when appropriate. The new Ranger has recently been confirmed with a five-star ANCAP rating, achieving high scores in some of the adult and child occupant impact protection tests. However, it didn’t do so well in the compatibility test; the safety assessors say there’s a threat to occupants of oncoming vehicles involved in a crash with the Ranger. ANCAP also points out the Ranger dual-cab is only fitted with child seat top tethers in the outboard rear seats, so child seats cannot be fitted legally in the middle pew of the bench seat. The Ranger now comes equipped with dual front, side chest-protecting and side head-protecting curtain airbags, as well as driver and passenger knee airbags. There’s also a new centre airbag which provides added protection for front seat occupants in side-impact crashes. What technology does the Ford Ranger Wildtrak Bi-Turbo feature? The 2023 Ford Ranger Wildtrak Bi-Turbo’s infotainment touch-screen is the headline act in a vast technology upgrade. It is the talking point of the Ranger anytime someone has a look inside the cabin for the first time. It acts as a striking promotion for the car as well as headquartering a bunch of high-tech features. They include the SYNC 4A infotainment system with wireless Apple CarPlay and Android Auto connection, embedded sat-nav and voice assistant, an off-road screen and controls for the six-speaker audio as well as the climate control. The Wildtrak also comes with wireless phone charging and USB-A and USB-C points front and rear. Sadly, the Wildtrak doesn’t pick up the widescreen digital instrument panel that’s reserved for the Ford Ranger Raptor and the new V6-only Platinum. It makes do with the smaller panel that means the tacho still gets scrunched up in the corner. To be honest, the bigger screen doesn’t present that much better. The digital IP in the Ranger’s close relation, the new Volkswagen Amarok, is a better design. What powers the Ford Ranger Wildtrak Bi-Turbo? The Panther’ twin-turbocharged diesel engine in the 2023 Ford Ranger Wildtrak Bi-Turbo is a familiar evolution of the DOHC 16-valve four-cylinder introduced to the previous-generation pick-up back in 2018. Claimed power output actually drops by 3kW compared to the old model to 154kW at 3750rpm, but the 500Nm torque rating at 1750-2000rpm remains the same. Bolted to the back of the Panther is an updated version of Ford’s 10R80 10-speed automatic transmission with closer gear ratios. Capping it off is the familiar part-time 4×4 system supplemented by low range, a locking rear diff and hill descent control. For the first time, Ranger Wildtrak comes with a Terrain Management System that includes Eco, Normal, Tow/Haul, Slippery and Mud and Ruts modes. How fuel efficient is the Ford Ranger Wildtrak Bi-Turbo? The 2023 Ford Ranger Wildtrak Bi-Turbo claims a average fuel consumption on the ADR combined cycle. Over the five weeks and 8000-odd kilometres we drove the Ranger, the fuel consumption came out at – and it tallied with the trip computer so you can have faith in what the Ford software is telling you. What is the Ford Ranger Wildtrak Bi-Turbo like to drive? The 2023 Ford Ranger Wildtrak Bi-Turbo is the most capable, quiet and comfortable dual-cab ute I’ve had the pleasure to spend an extended amount of time riding in and driving. It goes closer to bridging the gap between ute and SUV than any load-lugger before it. In fact, it shames some current rivals such is its superiority. It’s a big wrap, but driving from Melbourne to Far North Queensland and back helps solidify opinions. The drivetrain is eminently familiar yet also that bit smoother and more responsive than before, mostly because the 10-speed is now better sorted. Yep, you can still sense it jumping about in the low gears but less so. Once up and running it’s darn good, combining with a willing engine to deliver solid performance. At tip-in throttle there is the occasional touch of lag as engine and transmission try to get rolling. Very occasionally, the gear-change clunked home uncouthly as well. We weren’t heavily loaded – two adults, two dogs and about 80-100kg of gear at most – so how the Panther responds with a full payload or a caravan behind we couldn’t assess. But see our recent tow test for more on that stuff. The new chassis with its wider tracks, longer wheelbase and outboard rear shocks delivers a more stable and comfortable driving and riding experience than before. Its old-school 4×4 system means 4×2 running on tar, but for the most part it retains its poise. Well-tuned classic Ford-light electric-assist steering makes the Wildtrak easy to wield in tight confines for such a big vehicle. Get onto winding highways and it changes direction accurately and well. Hey, it’s still a ute, but it’s a keen one. The ride is exceptional for a load-hauler, only really becoming intrusive on rugged roads with no load onboard. Then it dances and jiggles a bit, but not really badly. A less aggressive H/T tyre might also sooth this aspect of its behaviour if you are not that interested in off-roading. The Ranger’s driver assistants add up to a very effective autonomous driving system. The Wildtrak stays centred in its lane on freeways and highways and the adaptive cruise’s ability to adjust its speed by reading speed signs is mostly effective. Mostly. One evening as dusk turned to darkness on the Bruce Highway in Queensland it did insist on reading off-ramp limits and slowing down to 80km/h rather than the digital signs on gantries on the freeway that advised it was full steam ahead at 110km/h. The Wildtrak also has a habit of warning the driver to put hands back on the steering wheel when they already are there. Apparently, there’s a software fix Ford’s already instituted for this. The only real question after all these kays is whether the V6 Ranger would have done the trip with even more poise. It says a lot about the Ranger that I’d happily do the trip again to find out. How good is the Ford Ranger Wildtrak Bi-Turbo off-road? The 2023 Ford Ranger Wildtrak Bi-Turbo is very capable off-road. That’s known from previous experiences rather than from this trip. We grappled with some gravel roads, a bit of sand and some very low-key water crossings, but nothing that challenged the Ranger’s capabilities in any way. But pondering this question does remind us the V6 Ranger gets the more sophisticated set-and-forget 4×4 system that can run in all-wheel drive on the highway. Considering it’s already fitted to Bi-Turbo 4×4 versions of the closely related Ford Everest SUV, it’s a surprise it’s not in the Wildtrak four-cylinder as well. It’s a logical upgrade. For more on all that off-road stuff, see our Best Dual-Cab 4×4 Ute 2022 mega-test. What is the Ford Ranger Wildtrak Bi-Turbo like inside? The 2023 Ford Ranger Wildtrak Bi-Turbo’s capability as a long-distance tourer isn’t only due to its refined driving behaviour. A top-notch cabin helps as well. The front seats are excellent and the ability for the driver to get comfortable is aided by the improved steering column adjustment and sizeable pedal box with left foot rest. Storage in the cabin is pretty generous, reflecting Ranger’s fundamental tradie brief. There are big door bins in the front and back, dual glove boxes, a sizable centre lidded bin and some other storage holes tucked away. In the back there are dual seatback pockets and a fold-down centre arm rest with a double cup holder. Hidden storage in the Ranger As per the previous generation, the rear seat backrest folds down and the base flips up to aid versatility. Most utes only do one or the other. The huge touch-screen sits a bit low for my taste. I’d also prefer it to be slightly angled toward the driver. It’s commendable Ford has retained hard buttons for temperature and volume but being at the bottom of the screen they are too far away. Some of the identifiers on buttons and controls on the dash and steering wheel are also a bit small to decipher with ageing eyes. The embedded sat-nav map isn’t as distinct as the ones on offer through CarPlay either. Trying to navigate around the cluster and the touch-screen menus and sub-menus also takes some learning as well. The back button gets a hefty workout! As we’ve already said, the digital instrument cluster is underwhelming. And then there’s the squat e-shifter. It just doesn’t work as comfortably and easily as it should. It requires a fully stretched hand to clasp it, press the detente and move through the gears. The resistance of the shift is not pronounced enough. Overshooting when shifting from drive into reverse and ending up in park happens too often. There’s no manual shifting by the lever or by flappy paddles either. The only way to manipulate the gearing is via push buttons on the side of the e-shifter. It’s clumsy and awkward. A sport mode would sharpen up the transmission and make manual changes less needed. But that is only offered with Raptor for some reason. The load box of the Ranger is a thumbs up. The hard cover provides excellent security and it meant we didn’t have to unpack at overnight stops. Swim gear and beach chairs stayed onboard the whole five weeks. It would be great if Ford added better overhead lighting to the load box, perhaps in the sports bar. There is lighting inside but it’s low down and can get covered over easily. If you don’t have a torch, searching around in there at night can be a clumsy affair. Should I buy a Ford Ranger Wildtrak Bi-Turbo? Yep, absolutely. If you want a top-spec Ranger and can live without the V6 then the 2023 Ford Ranger Wildtrak Bi-Turbo is a heartily recommended buy. Sure, the smaller engine isn’t as convincing as the V6, but it’s only marginally inferior and by no means a dud. It’s also competitive against any other four-cylinder dual-cab ute engine out there, as already proven in our Best Dual-Cab 4×4 Ute comparison test. And the rest of the package trumps any other dual-cab. It’s one of the more expensive examples of the breed, but driving it, sitting in it and appreciating the high-tech equipment list you can see where the money was spent. It all adds up to a great vehicle for a trip to FNQ or down to the shops. 2023 Ford Ranger Wildtrak Bi-Turbo at a glance Price $67,990 plus on-road costs Available Now Engine four-cylinder twin-turbo diesel Output 154kW/500Nm Transmission 10-speed automatic Fuel ADR Combined CO2 201g/km ADR Combined Safety rating Five-star ANCAP 2022 Keyword Ford Ranger Wildtrak Bi-Turbo 2023 Review 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. 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 The wait is over for all you Raptor fans! Sime Darby Auto ConneXion SDAC, the sole distributor for Ford in Malaysia has just launched the Next-Generation Ranger Raptor Bi-Turbo Diesel. This means Ford is offering another engine selection for you Raptor lovers in Malaysia. Next-Gen Design Exterior In addition to the “Raptor” decal, there are new exterior elements that have been added to give it that “Next-Gen” look. This includes flared wheel arches, bold F-O-R-D lettering on the grille, and a bumper that has been separated from the grille that gives it a more defined front end. Also added in are the Matrix LED headlamps along with the signature C-clamp LED daytime running lights DRL. This beast comes with 17-inch allow wheels wrapped in BFGoodrich all-terrain KO2 tyres. Ford Performance scuff plates, new cast aluminium side steps and LED lights all around give it the bold and off-road presence it needs. Available colours include the new Code Orange in addition to the Absolute Black, Artic White, Blue Lightning and Conquer Grey. Interior The “New-Gen” energy is brought into the cabin as well. It features all-new jet fighter-influenced leather sports seats, a coast-to-coast Code Orange accented instrument panel, leather gear knob with e-shifter, premium-grade leather steering wheel and magnesium paddle shifters. The fully digital cabin may seem similar because it is identical to the Raptor V6, including the digital instrument cluster and 12-inch centre touchscreen with Ford’s SYNC 4A infotainment system. And yes, it comes with wireless Apple CarPlay and Android Auto. Standard interior features include a Bang & Olufsen sound system with eight speakers, four USB charging ports, a wireless Qi charger, a 12-volt power socket and a 360-degree camera. A stop/start button is featured along with a battery monitoring system. Ford Performance and Features Paired with an e-shifter 10-speed automatic transmission, this monster delivers up to 210 PS at 3750 rpm and 500 Nm of torque at 1750-2000 rpm. It has a competitive fuel consumption of High-efficiency alternators, active transmission warmup, ultra-low viscosity transmission fluid, synthetic rear axle fluid to reduce parasitic driveline losses and a cooling fan with brushless motors to reduce electrical losses are some of the key features. Made to match its V6 counterpart, the Next-Gen Ranger Raptor Bi-Turbo Diesel features the same reinforced chassis. It includes the C-pillar, load box and spare tire. In addition to that, it has unique frames for the jounce bumper, shock tower and rear shock bracket, all combined to ensure it can handle taking on the off-road routes. It also comes with a similar redesigned suspension with the new FOX Internal Bypass shock absorbers in front, refined Watt’s link at the rear and advanced permanent four-wheel drive system with an all-new electronically controlled on-demand two-speed transfer case combined with rear locking differentials. Also featured is a high-strength steel bash plate with an under shield and transfer case shield. Other standard features are twin-rated tow hooks at the front and rear for better recovery and balance straps for recoveries in deep sand or thick mud. It offers the updated Terrain Management System with selective drive modes. Seven to be exact NormalSportSlipperyRock CrawlSandMud/RutsBaja The roots of the Raptor name originate from North America where Ford engineers used it on high-performance pickup trucks which started with the first-generation F-150 SVT Raptor in 2010. The Ranger Raptor was inspired by desert racers and is a capable overlanding vehicle. Ford has created an off-road vehicle that you don’t need to modify to get you where you need to. Case in point, the Next-Gen Raptor has a successful completion of the SCORE International Baja 1000 in Mexico. It is one of the toughest off-road endurance races in the world. Price and Early Booking Benefits The Next-Generation Ranger Raptor Bi-Turbo Diesel is priced at RM248,888, on the road without insurance and road tax. It comes with a five-year manufacturer’s warranty or 160,000km, whichever comes first. Customers can opt for seven-year coverage with the two-year PremiumCare extended warranty package. The first 300 customers nationwide who make a booking will receive early bird benefits that include A specially fitted Kenwood DRV-A700W dashcam with a Wide-Quad High Definition WQHD offer of RM500 discount on one Ford Ranger Getaways via a promo code, redeemable upon vehicle delivery. 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 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 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 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 km/L—fuel economy figures which are slightly better than the outgoing model’s 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. With the large portrait screen incorporating most of the controls, there’s not much physical buttons here to go around. What to engage Auto Hold? You’ll have to go through the Vehicle Settings menu the Ranger icon on the upper left to do that. Whatever happened to the truck where the controls were usable even with gloves on? Guess that’s Ford admitting through their FGDs that Ranger owners don’t use them much as workhorses. 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 only other usable space is now occupied by the wireless charger which is great if you’re just bringing around a phone. But because it doesn’t play well with metallic objects or credit cards, putting your wallet or house keys there is out of the question. There’s no function to even permanently turn the wireless charging off. 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 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 adds 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. Ownership2023 Ford Ranger Wildtrak Bi-Turbo 4×4Year Introduced2022Vehicle ClassificationPick-up TruckWarranty5 years / 150,000 kilometersThe BasicsBody Type5-door Pick-up TruckSeating5Engine / DriveF/4WD, Low, Locking, Terrain Management SystemUnder the HoodDisplacement liters TurbochargedFuel DeliveryCommon RailLayout / of CylindersI4BHP rpm210 3,750Nm rpm500 1,750-2,000Fuel / Min. OctaneDieselTransmission10ATCruise ControlYes, AdaptiveFuel Economy Ave. SpeedDimensions and WeightsLength mm5,370Width mm1,918Height mm1,884Wheelbase mm3,270Curb Weight kg2,341Suspension and TiresFront SuspensionIndependent, Double WishboneRear SuspensionLeaf SpringFront BrakesVented DiscRear BrakesDiscParking BrakeElectric, w/ Auto HoldTiresGoodyear Wrangler Territory HT 255/65 R 18 H f & rWheelsAlloySafety FeaturesAirbags7Anti-Lock Brakes ABSYes, with EBDTraction / Stability ControlYesParking SensorsYes, Front & RearParking CameraYes, 360-degreeFront Seatbelts3-pt ELR w/ pre-tensioners x 2Rear Seatbelts3-pt ELR x 3ISOFIX Child Seat AnchorYesOther Safety FeaturesExterior FeaturesHeadlightsLEDFog LampsYes, Front LEDAuto LightsYesRain-sensing WipersYesTailgateManualInterior FeaturesSteering Wheel AdjustTilt/TelescopicSteering Wheel MaterialLeatherSeating Adjustment driverElectric, 8-waySeating Adjustment front passengerManual, 4-waySeating SurfaceLeather/LeatheretteFolding Rear SeatYesSunroofNoTrip ComputerYesConvenience FeaturesPower SteeringYesPower Door LocksYesPower WindowsYesPower MirrorsYes, w/ FoldRear View MirrorAuto-dimmingProximity KeyYesClimate ControlYes, Dual, w/ Rear VentsAudio SystemSmartphone Connectivity of Speakers6Steering ControlsYes 2023 Ford Ranger Wildtrak 4×4 km/L 17 km/h fueled with Petron Turbo Diesel 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 Stereo Bluetooth USB Type A USB Type C Apple CarPlay Android Auto Keyword Review 2023 Ford Ranger Wildtrak Bi-Turbo 4x4

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