2019 Ford Ranger Reviews Compilation

rangerdanger

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OUTSIDE: The 2019 Ford Ranger Is This Year's Best Midsize Truck

Full-size trucks are too large. But until now, midsize trucks have been pretty disappointing. I think the new Ford Ranger changes that. (Mine arrives later this month.) Here’s why it’s my choice over any other truck available right now.

A Proven Package
When you buy a vehicle, you aren’t just buying a 0-to-60 time or a fuel-economy figure. You’re paying for the sum total of knowledge an automaker has been able to apply to every last facet of a vehicle’s construction.

This Ranger may be new to the United States, but it has been for sale in markets like Australia, where it was originally developed, since 2011. The version that’s going on sale here benefits from that subsequent eight years of experience with the platform, and it has been upgraded accordingly.

A few years ago, a group of colleagues and I drove a fleet of modified 4x4s across the Simpson Desert, completing what’s considered one of the most challenging off-road trips in the world. The vehicle that performed the best? The same Ford Ranger that’s going to be in my driveway in a couple of weeks. I plan to buy it from Ford when the loan period is up. I know it works, I know what it’s capable of, and I know how to get the most out of it.

Not only has my new truck benefited from the usual million miles or so of product testing that’s put into any new vehicle, but it’s also had eight years of hundreds of thousands of drivers around the world using it hard, breaking it, and telling Ford what went wrong. And that knowledge base doesn’t just exist in Ford’s collective mind but also in the heads of thousands of enthusiasts on the Internet and hundreds of independent tuners and aftermarket businesses.

ranger-1.jpg

Only two body styles are available on the Ranger. Both the four-door SuperCrew and suicide-door SuperCab share the same wheelbase, but the four-door loses a foot of bed length. (Ford)

A Modern Motor
The Ranger’s little 2.3-liter turbocharged four cylinder is competing against 3.5- and 3.6-liter V-6’s from Toyota and General Motors, yet with 310 pound-feet, it develops more torque than either. And where the V-6 competition was developed for boring midsize sedans, then dropped into trucks without any real modification, Ford has taken a motor developed for some seriously kickass performance cars (the Focus RS and the Mustang EcoBoost) and spent a ton of time reengineering it for truck duty.

You’ll be able to feel that while driving. Where the V-6 competition develops power very high in the rev range, and are thrashy and frustrating to use in trucks as a result, the Ford’s power kicks in down low, where a truck’s power band belongs.

Ford’s turbocharger gives the Ranger one other big advantage: unlike the naturally aspirated competition, forcing air into the motor means it won’t lose performance at altitude. That’s important here in the Rocky Mountains, where both highways and off-road trails will take you above 10,000 feet.

The Best Transmission
The ten-speed automatic in the Ranger is shared with vehicles like the Ford F-150 Raptor and the Chevy Camaro ZL1. In my opinion, it’s the best transmission available in any vehicle right now. It shifts incredibly quickly, seems to always predict the right gear it needs to be in (quite the feat with ten to choose from), and all those speeds help maximize both fuel economy and performance. It’s proven to be reliable, too.

ranger-2.jpg

Check out that front skid plate. Like the other two, it's steel, and frame mounted. (Ford)

Off-Road Numbers That Matter
All the speeds in the Ranger’s transmission, plus well-chosen final-drive and differential gearing, combine to create a first-gear, low-range crawl ratio of 47.1:1. In comparison, the Tacoma’s best number is 36.1:1, and the Chevy Colorado ZR2 only manages 41.39:1. So, all other things being equal, the Ranger will be able to climb steeper obstacles, and descend steep slopes with more control and safety.

All four-wheel-drive Rangers have an approach angle (the maximum angle of an obstacle you can drive onto without scraping) of 28.7 degrees, a breakover (what you can drive over) of 21.5 degrees, and a departure angle (what you can drive off) of 25.4 degrees.

The cheapest 4WD, four-door Tacoma is slightly better on approach, with 29 degrees, but starts falling behind on breakover (21 degrees) and departure (23 degrees). You can boost those numbers by spending up to more expensive trim levels.

An equivalent 4WD, four-door Chevy Colorado or GMC Canyon has an approach angle of just 17.1 degrees, a breakover of just 18.6 degrees, and a departure of 22.2 degrees. But again, if you have a fat wallet, you can buy better numbers.

How do these trucks compare to the not-yet-released 2020 Jeep Gladiator? Well, in Rubicon trim, the Gladiator can be spec’d up to an incredible 77.2:1 crawl ratio. That trim’s approach is an equally incredible 43.6 degrees. But even in that tallest configuration, which comes with 33-inch tires, its breakover is just 20.3 degrees and its departure is 26 degrees. And that Gladiator Rubicon is likely to cost at least $60,000. The Ranger’s numbers start on the base 4WD model, which costs just $28,460.

It Really Tows and Hauls
One of the problems with midsize trucks has always been that you give up a lot of your ability to tow or haul heavy loads, in comparison to the full-size alternatives. But with best-in-class numbers, the Ranger makes up as much of that gap as possible. With a maximum towing capacity of 7,500 pounds and a max payload (what you can put in the bed) of 2,128 pounds, it actually has capabilities that overlap those of the larger trucks, depending on how they’re configured. Its max payload, for instance, is just 180 pounds shy of the same number for the F-150, and depending on how you configure both, the Ranger can actually tow more than some versions of its big brother.

Genuinely Good Fuel Economy
The Ranger only comes with a single engine and transmission option, that 2.3-liter turbocharged four cylinder paired with the ten-speed auto. It not only puts out better performance than the V-6 competition but also offers a better fuel economy than those models, even when they’re equipped with their base four cylinders.

According to the EPA, a two-wheel-drive Ranger returns 23 miles per gallon in a combined city/highway test cycle. Four-wheel-drive models are rated at 22 miles per gallon combined. I’ve configured mine with the FX4 package, which replaces the aerodynamic front air dam with a less efficient skid plate, so expect to lose a mile per gallon to that.

One thing I’m not excited about is the 18-gallon fuel tank. It’ll mean that my maximum fuel range will be less than 400 miles, and off-road, that range could fall by as much as half. Looks like I’d better add a couple of jerry-can holders to the rear bumper I’m planning.

FX4 Package on All Trims
Ford is taking a different approach to options than Toyota or GM. While those rival trucks require you to spend up to their most expensive trim levels in order to get parts like locking differentials and off-road shocks, Ford is offering its FX4 package as an option on any Ranger trim level. It’s even offering it on two-wheel-drive Rangers, where it’s dubbed FX2.

What does that mean? For an additional $1,295, you can add three steel, frame-mounted skid plates, a locking rear differential, better shocks, and all-terrain tires to any Ranger. That package also includes Ford’s excellent terrain-management system (which alters power delivery, stability control, and other settings to suit different terrains) and the company’s new trail-control system, which works like cruise control over the most challenging, technical off-road obstacles. All of that, I think, represents pretty extraordinary value.

ranger-interior.jpg

It's no Dodge Ram, but this is a heck of a nice interior for a mid-size truck. (Ford)

A Comfortable Interior
In the Tacoma, you sit low, with your legs stretched out in front of you like you’d sit in a sports car. The Colorado’s seats lack support. In the Ranger, you sit upright, as the truck gods intended, and on seats that offer genuinely good long-distance comfort. You’ll be able to do 800-mile days in this thing without getting a sore back. Upgrade to the Lariat trim, and the Ranger is positively luxurious inside.


Easy Tuning
Another advantage of the turbocharged engine is easy, affordable tuning. With only an engine control unit reflash and premium fuel, South Carolina’s 5 Star Tuning has already gotten wheel horsepower on the Ranger up to 312 and wheel torque up to 369 pound-feet. As a note on measuring power and torque, manufacturers quote figures taken at the engine’s crank. That’s impossible to replicate without pulling the engine out of the truck, so tuners employ a rolling road, which measures performance at the wheels. Figure on a 15 percent loss from crank to wheel measurements, thanks to friction in the drivetrain.

With just that basic tune, the Ranger’s 0-to-60 time drops from 7.44 seconds stock to a very impressive 5.49 seconds. That puts it in F-150 Raptor territory. The cost of all the extra performance? Only $650.

And the Ranger has one other important feature that will make modifying it easy. See how those bumpers are entirely separate from the bodywork? Taking them off will just be a case of undoing some bolts. And fitting aftermarket off-road bumpers that add protection and clearance and allow you mount other accessories like lights and a winch won’t require cutting the truck’s bodywork. That should reduce their cost and mean you can mount the bumper closer to the body, with less stand-off distance, without sacrificing protection.

ranger-3.jpg

Smaller wheels, bigger tires, a few inches of suspension, some protection parts... I think this truck has potential. (Ford)

Smart Safety Features
While it’s easy to focus on sexy stuff like performance numbers and off-road ability, the reality is that all of us will log plenty of road miles in our trucks. So it’s nice to have high-tech driver-aid technologies that boost safety and make day-to-day life a little easier.

Optional on the base-trim level, and standard on the midlevel XLT and fancy Lariat, is Ford’s Co-Pilot 360 system. It includes a blind-spot information system with trailer coverage and cross-traffic alert (vital when you’re backing out of parking spaces), adaptive cruise control, a lane-keeping alert system, a collision alert system with automatic emergency braking, automatic high beams, and a rearview camera.

The Insurance Institute for Highway Safety has found that automatic emergency braking reduces rear-end collisions by 50 percent on so-equipped vehicles, and automakers have agreed to make it standard on virtually all vehicles by 2022. It’s nice to see that it’s available on all trim levels of the Ranger right now.
 

rangerdanger

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CONSUMER REPORTS: All-New 2019 Ford Ranger Is a Modest-Sized Truck With Attitude

CR-Cars-Inline-2019-Ford-Ranger-f-3-19.jpg


The Ford Ranger returns as an all-new, modern truck after being absent from the U.S. market since the 2011 model year.

The truck world has changed during that time, with midsized competitors from General Motors, Honda, and Toyota debuting or getting updates. All of these provide creature comforts and safety features that weren’t available even just a decade ago.

Given the mammoth scale of the latest F-150 and Super Duty pickups, there is room in the Ford line for a modest-scale truck that can be both suburbia-friendly and ready for adventure. The Ranger fills that void in extended and crew cab configurations. There is a single powertrain offered, and a choice of two- or four-wheel drive.

Ford is marketing the Ranger to appeal to outdoorsy thrill-seekers. We recently bought one to find out how it measures up to its promises and established rivals. These are our first impressions.

What we bought: 2019 Ford Ranger SuperCrew XLT 4x4
Powertrain: 270-hp, 2.3-liter, four-cylinder turbocharged engine; 10-speed automatic transmission; four-wheel drive
MSRP: $34,115
Options: $5,145. XLT with dual-zone climate control, rear sliding window, and remote start ($2,800). Electronic locking differential, 17-inch wheels, and sport appearance ($420). Technology package with adaptive cruise control and Sync 3 infotainment system ($795). Running boards ($635). Trailer tow package ($495).
Destination fee: $1,095
Total cost: $40,355​

What We Like . . . So Far
The Ranger has a tough, rugged appearance, with traditional truck proportions. It looks ready for action, be it a dirty adventure or a hauling task. It is relatively easy to get into, and most adults won't need the optional running boards. Its modest scale makes it easier to maneuver and park than a full-sized truck, which makes it well-suited for running errands.

The turbocharged engine delivers enough power to give the Ranger some verve. The 270 hp that the engine produces is competitive, but the 310 lb.-ft. of torque gives the truck more power than its rivals. The 10-speed automatic transmission delivers mostly smooth, timely shifts, which contributes well to the lively feel.

COMPACT PICKUP TRUCK ROAD TESTS
Chevrolet Colorado
Honda Ridgeline
Toyota Tacoma
The front seat provides a natural, upright seating position, unlike the GM and Toyota trucks that position their seat bases lower to the floor, requiring drivers to stick their legs forward, more like a beach lounger than a dining room chair. The seat is wide enough for a large adult, there is good elbow room all around, and outward visibility is good.

The Sync 3 infotainment system is easy to operate, as it is in other Ford models. The USB ports for a phone are easy to see and access beneath the climate controls. There is a small bin to store the phone as well. The traditional automatic gear selector and pull-up parking brake handle are just what buyers would expect in a truck.

And the Ranger's cabin is quiet on the highway.

CR-Cars-Inline-2019-Ford-Ranger-int-3-19.jpg


What We Don't Like
The front seat is a bit squishy, and the driver’s power seat has a manual recline lever. The second-row seat is a bit tight, with limited legroom for taller passengers. That's okay for in-town errands, but adults wouldn't have room to stretch on road trips.

The cabin has a plain appearance, and the lack of a push-button start seems like an odd omission at this lofty price. (The more expensive Lariat trim gets a push-button start.) Turning a key in the ignition seems anachronistic in 2019.

The power mirror controls are mounted to the left of the instrument cluster, rather than on the door. They're hard to find and see because the steering wheel blocks the view of the switch.

The engine can sound a bit wheezy, especially when starting.

The rubbery ride is stiff and jumpy over bumps. The truck is more in its element on smooth surfaces. The handling is likewise clumsy, but these attributes are common for the segment, and in fact, some buyers may see a kind of charm in the trucky dynamics. Those who wouldn't see that would do well to consider a Honda Ridgeline.

The capabilities with our SuperCrew are limited by the short 61-inch bed. (The extended cab truck gets a 72.8-inch bed.) The tall bed height makes access from the sides a challenge—it's up to the shoulders for some drivers. The heavy tailgate isn’t damped to prevent it from slamming down when dropped open.

Those running boards can be in the way when passengers get out, and they can coat pant legs with road grime or worse.

What We'll Keep Our Eyes On
The Ranger is a lifestyle choice, much like a Jeep Wrangler, whose image and off-road capabilities draw in tons of buyers. We get that, but we will be interested to see how the truck is to live with. The ride and handling, combined with a compromised rear seat, may limit the appeal for families.

The small bed may come in handy for weekend projects, but its short length and narrow width will limit what the truck can carry. The answer for some buyers will be either a larger F-150 or an SUV. Ford aims to supplement the Ranger with the upcoming Bronco SUV, which will reportedly share hardware with the Ranger.

It is a “small” truck, and buyers should expect some compromises as trade-offs for its parking-lot-friendly dimensions and promised fuel economy. But buyers undoubtedly will expect a lot for a compact pickup that costs more than $40,000.

The Ranger provides an interesting alternative to full-sized trucks. However, full-sized trucks are much more capable and are often heavily discounted. There may not be much space between the transaction price of a well-equipped Ranger and a modestly equipped F-150 in the real world.

We are still logging break-in miles before formal testing can begin. Look for our results in the weeks ahead.

CR-Cars-Inline-2019-Ford-Ranger-r-3-19.jpg
 

FLEngineer

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CONSUMER REPORTS: All-New 2019 Ford Ranger Is a Modest-Sized Truck With Attitude

CR-Cars-Inline-2019-Ford-Ranger-f-3-19.jpg


The Ford Ranger returns as an all-new, modern truck after being absent from the U.S. market since the 2011 model year.

The truck world has changed during that time, with midsized competitors from General Motors, Honda, and Toyota debuting or getting updates. All of these provide creature comforts and safety features that weren’t available even just a decade ago.

Given the mammoth scale of the latest F-150 and Super Duty pickups, there is room in the Ford line for a modest-scale truck that can be both suburbia-friendly and ready for adventure. The Ranger fills that void in extended and crew cab configurations. There is a single powertrain offered, and a choice of two- or four-wheel drive.

Ford is marketing the Ranger to appeal to outdoorsy thrill-seekers. We recently bought one to find out how it measures up to its promises and established rivals. These are our first impressions.

What we bought: 2019 Ford Ranger SuperCrew XLT 4x4
Powertrain: 270-hp, 2.3-liter, four-cylinder turbocharged engine; 10-speed automatic transmission; four-wheel drive
MSRP: $34,115
Options: $5,145. XLT with dual-zone climate control, rear sliding window, and remote start ($2,800). Electronic locking differential, 17-inch wheels, and sport appearance ($420). Technology package with adaptive cruise control and Sync 3 infotainment system ($795). Running boards ($635). Trailer tow package ($495).
Destination fee: $1,095
Total cost: $40,355​

What We Like . . . So Far
The Ranger has a tough, rugged appearance, with traditional truck proportions. It looks ready for action, be it a dirty adventure or a hauling task. It is relatively easy to get into, and most adults won't need the optional running boards. Its modest scale makes it easier to maneuver and park than a full-sized truck, which makes it well-suited for running errands.

The turbocharged engine delivers enough power to give the Ranger some verve. The 270 hp that the engine produces is competitive, but the 310 lb.-ft. of torque gives the truck more power than its rivals. The 10-speed automatic transmission delivers mostly smooth, timely shifts, which contributes well to the lively feel.

COMPACT PICKUP TRUCK ROAD TESTS
Chevrolet Colorado
Honda Ridgeline
Toyota Tacoma
The front seat provides a natural, upright seating position, unlike the GM and Toyota trucks that position their seat bases lower to the floor, requiring drivers to stick their legs forward, more like a beach lounger than a dining room chair. The seat is wide enough for a large adult, there is good elbow room all around, and outward visibility is good.

The Sync 3 infotainment system is easy to operate, as it is in other Ford models. The USB ports for a phone are easy to see and access beneath the climate controls. There is a small bin to store the phone as well. The traditional automatic gear selector and pull-up parking brake handle are just what buyers would expect in a truck.

And the Ranger's cabin is quiet on the highway.

CR-Cars-Inline-2019-Ford-Ranger-int-3-19.jpg


What We Don't Like
The front seat is a bit squishy, and the driver’s power seat has a manual recline lever. The second-row seat is a bit tight, with limited legroom for taller passengers. That's okay for in-town errands, but adults wouldn't have room to stretch on road trips.

The cabin has a plain appearance, and the lack of a push-button start seems like an odd omission at this lofty price. (The more expensive Lariat trim gets a push-button start.) Turning a key in the ignition seems anachronistic in 2019.

The power mirror controls are mounted to the left of the instrument cluster, rather than on the door. They're hard to find and see because the steering wheel blocks the view of the switch.

The engine can sound a bit wheezy, especially when starting.

The rubbery ride is stiff and jumpy over bumps. The truck is more in its element on smooth surfaces. The handling is likewise clumsy, but these attributes are common for the segment, and in fact, some buyers may see a kind of charm in the trucky dynamics. Those who wouldn't see that would do well to consider a Honda Ridgeline.

The capabilities with our SuperCrew are limited by the short 61-inch bed. (The extended cab truck gets a 72.8-inch bed.) The tall bed height makes access from the sides a challenge—it's up to the shoulders for some drivers. The heavy tailgate isn’t damped to prevent it from slamming down when dropped open.

Those running boards can be in the way when passengers get out, and they can coat pant legs with road grime or worse.

What We'll Keep Our Eyes On
The Ranger is a lifestyle choice, much like a Jeep Wrangler, whose image and off-road capabilities draw in tons of buyers. We get that, but we will be interested to see how the truck is to live with. The ride and handling, combined with a compromised rear seat, may limit the appeal for families.

The small bed may come in handy for weekend projects, but its short length and narrow width will limit what the truck can carry. The answer for some buyers will be either a larger F-150 or an SUV. Ford aims to supplement the Ranger with the upcoming Bronco SUV, which will reportedly share hardware with the Ranger.

It is a “small” truck, and buyers should expect some compromises as trade-offs for its parking-lot-friendly dimensions and promised fuel economy. But buyers undoubtedly will expect a lot for a compact pickup that costs more than $40,000.

The Ranger provides an interesting alternative to full-sized trucks. However, full-sized trucks are much more capable and are often heavily discounted. There may not be much space between the transaction price of a well-equipped Ranger and a modestly equipped F-150 in the real world.

We are still logging break-in miles before formal testing can begin. Look for our results in the weeks ahead.

CR-Cars-Inline-2019-Ford-Ranger-r-3-19.jpg
Once again, Consumer Reports follows a long held tradition of inane, biased and ill-informed nonsense which has been characteristic of every keystroke they have ever committed to print.
A random word generator would produce articles of more intelligence than Consumer Reports on their best day.
 


VAMike

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oh wow, a reviewer who's shocked that the tailgate on a truck drops! :puke: This is possibly the most annoying reviewer ever.
 

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WOW! The dumbest review yet!:facepalm: (and I've watched a BUNCH):giggle:
If he thinks he's clever, he's got to be the only one who EVER has!:eek:
Surprised that he managed to actually drive...UH, at least kinda steer.:crazy:
 

kadettje

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Just got my XLT FX4 last Friday and loving it. One common thread is that professional reviewers seem to take issue with the suspension on the ranger. Especially the off road package. I’ve noticed it can be a bit bouncy at times but this is my first truck and I have no reference. Is it really that bad or are these reviewers just nitpicking.
 

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Just got my XLT FX4 last Friday and loving it. One common thread is that professional reviewers seem to take issue with the suspension on the ranger. Especially the off road package. I’ve noticed it can be a bit bouncy at times but this is my first truck and I have no reference. Is it really that bad or are these reviewers just nitpicking.
May need to let some air out of your tires. Many of us received our trucks with the tires over inflated. Mine were at 47 PSI from Ford, set at 42 and much better ride now
 

djrobb

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Just got my XLT FX4 last Friday and loving it. One common thread is that professional reviewers seem to take issue with the suspension on the ranger. Especially the off road package. I’ve noticed it can be a bit bouncy at times but this is my first truck and I have no reference. Is it really that bad or are these reviewers just nitpicking.
It’s smoother on smooth streets and bouncier on potholed streets than my 06 Tacoma. It’s also a ton quieter and faster. The payload is so high on the Ranger. I suspect once I get some weight in the bed and some miles on the suspension it might loosen up a bit. It’s not outrageously bouncy, and for me its only noticeable on bad roads. Mine is 4x4 non fx4 with 30psi.
 

VAMike

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The payload is so high on the Ranger. I suspect once I get some weight in the bed and some miles on the suspension it might loosen up a bit
Unlike the most recent reviewer, many people can figure out that the reason trucks are expected to ride differently is because they're designed to haul a lot of weight. You can either make the suspension softer and decrease capacity, or you can add something like air-adjustable suspension for a ton of extra money & complication, or you have a suspension that's lively when the truck is empty.

It looks like Ford may actually going the "make the suspension softer and decrease capability" route as a future option on the F150--which makes sense for people who want to look like they're driving a truck but don't actually plan to put weight in it and will be swayed by reviewers complaining it doesn't ride like an SUV.
 

Floyd

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Just got my XLT FX4 last Friday and loving it. One common thread is that professional reviewers seem to take issue with the suspension on the ranger. Especially the off road package. I’ve noticed it can be a bit bouncy at times but this is my first truck and I have no reference. Is it really that bad or are these reviewers just nitpicking.
Its a matter of personal taste and expectations.
I added half leafs and Rancho 5000 shocks to my 2001 Ranger.
I like a chassis to be tight and responsive.
My friend has a full sized 1996 Cadillac in perfect shape, If you bounce on a fender it takes a week to settle down. They call it the optional soft ride... I call it TERRIFYING!
Many "reviewers" are good at writing about almost anything, without the benefit of knowledge or experience.
Ever notice that they seem to copy each other, often using words they don't understand.
Most don't know jounce from rebound!
Sponsored

 
 



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