2022 Ford Ranger Wildtrak V6 vs Ford Ranger XLT 4×4 comparison review

Ford’s all-new Ranger line-up has arrived. We test the backbone of the range, the bi-turbo XLT and the fat cat Wildtrak, packing the new 3.0 V6.

Ranger has been a real success for Ford here, top of the pops in recent years, and the all-new version has been much anticipated by the faithful. So much so that Ford NZ already had 5000 keen customers signed up prior to its release. Given the pent-up demand, some models have a decent wait time; a new order for a V6 Wildtrak won’t be filled until February next year. The Clean Car Discount fee hasn’t perturbed buyers either, with more than half of those orders being for the new V6 diesel variants. Those waiting for their new Ranger should be suitably impressed when they finally get it. While the previous model was a good truck, this new one steps up in all the key areas.

XLT buyers shouldn’t feel hard done by with this engine. General refinement levels benefit from the lack of diesel clatter, though the V6 is certainly quieter and more refined. The bi-turbo also has an odd vibe about it when you’re travelling at 80km/h in top; it just isn’t in a happy place. But otherwise, it’s a likeable engine, with little in the way of lag away from a standstill. It’s a decent revver too, though much kudos needs to go to the 10-speed auto. This shifts impeccably for a truck trans, though it does like to skip through the gears to eke out economy. It can therefore occasionally get caught out if you ask for extra speed when going for a gap. There’s a moment’s hesitation before it kick downs to sort the need. 

The latter can be had with either engine, the bi-turbo an option for those conscious of the CO2 output. And a 2.0 Wildtrak is a bunch cheaper too. The Wildtrak V6 is a whopping $80,490, with buyers generously donating $3910 to the Government’s clean car scheme. The bi-turbo version is $75,490, while the CC tax is just $1840. The V6 Sport is also $75,490 (but not as well specified) and cops the same $3910 fee. 

Rear accommodation remains adequate, two adults fitting comfortably, with enough leg and head room. There are Isofix points and the seat base flips up if you need to store stuff in the cab. No USB chargers however, nor the 240V plug that used to be a feature.

Underneath the new sheetmetal, most bits are new or fettled. There’s a fresh chassis allowing for a slight increase in wheelbase and track, while it has been engineered to be more robust in a crash. The rear axle now has outboard shockers (mounted outside the chassis rails) to help provide more control, and increase the width of the tray between the arches. The wheel tracks have increased by 50mm, the wheelbase too, giving Ranger a slightly bigger footprint, bringing with it improved stability. Ford says it also let the engineers tune the suspension to soak up large bumps more effectively. But it does a good job on smaller ones too, the low speed ride being less busy. There’s still a few bumps from the rear end, but it’s a pick-up after all. 

The steering is light weighted, though with 3.25 turns lock-to-lock, hardly car-like in its responses. But it makes manoeuvring a big rig with a large turning circle easier, especially if you’re eating pie while trying to reverse a trailer up a driveway. Decent side mirrors help when backing, as does a good camera (even better in the Wildtrak with its 360-degree view) and there are now front and rear park sensors. 

And that’s despite the fact the tyres are now slightly narrower (less rolling resistance for better economy), and taller to give an increase in ground clearance. With shorter overhangs the approach and departure angles also improve. They say there’s more wheel articulation too. We had a short excursion into the wilds; the notable aspect was its rough road ride, with less shaking and rocking involved. On gravel, the V6’s 4A setting sorts the traction for more confident progress on loose surfaces, negating the diff hop when powering on. 

Given the prevalence of workplace safety, Ford Ranger is now loaded with mitigating managers. There are now nine airbags (including one between driver and passenger) and with better cameras and more computing power the active safety systems improve. All models get active cruise with stop and go (works well on grid-locked motorways), lane centring (annoying on country roads but easily defeated), evasive steering assist, reverse brake assist, and blind spot monitoring. The latter can be set up for towing too. Enter the dimensions of your trailer via the touchscreen and it will reconfigure the sensors to pick up things following alongside your load. There is also a tow/haul mode for the powertrain, and the V6 models have a trailer brake control unit on the dash.

While they’ve refined the Ranger, it’s still a workhouse, the tray now wider between the arches, and deeper. The tailgate is light enough to lift with one hand thanks to the helper spring, but there’s no damper to ease the opening, so it still falls with some force. It also locks off the central remote now. All models have between 900 and 1000kg payload limits and Ranger doesn’t sag in the rear with half a cube of dirt in the back.

Servicing requirements are handled by the ‘Intelligent Oil Life Monitor’; it’ll tell you when it needs attention. This could be as frequent as every 8000km for those doing a lot of stop/start city driving or up to 15,000km/12 months for those doing more highway miles. These new engines are said to meet the latest emissions standards but for NZ that only means Euro5. A cleaner Ranger won’t come until 2024 for NZ. And that will likely mean a further increase in price as Ford NZ grapples with the incoming Clean Car Standard. This may see a detuning of engines to reduce emissions and, in a worst-case scenario, Ford NZ might have to drop the V6. There might be a hybrid version by then, who knows as they certainly aren’t telling us. But if you think the prices are steep now, they’ll become even more expensive in the coming years. Get in quick then, as the marketers would say.