We had to find out what the differences were between the ASEAN/World Market and the North American Ford Ranger. For the Western version, it was the first time that an Eastern Ford truck product would enter the most hallowed segment in the North American market. For us, we got an evolutionary product; for them, it has been revolutionary especially since the nameplate was laid to rest in their market for almost 8 years. The all-new Ford Ranger is exponentially better than the product that it replaced, aside from the name and mid-size segment; there are no other parallels or carry-overs, it is a genuine model revival. What we noticed very quickly just by looking at our Magnetic colored Ranger Lariat SuperCrew FX4 test unit was that it looked somehow more refined and ironically less industrial compared to even our domestic top-spec Wildtrak 4×4 model.
It may not have the stepboards, but it has cleaner fenders with tasteful front side markers, superior rear signature LED light assemblies, a functioning rear window, a sprayed-on bedliner, larger 12.2-inch front vented discs and 12.1-inch rear vented discs which are closer in size to the Ranger Raptor, and some aluminum suspension components on both ends.
On the inside the most important upgrades aside from the substantially better NVH measures are the magnificent 10-speaker Bang & Olufsen SYNC3 infotainment system and the Terrain Management System, consisting of four modes—Normal; Grass, Gravel, and Snow; Mud and Ruts; and Sand. What is less obvious are the new Trail Control system, the shift-on-the-fly two-speed transfer case, Dana Trac-Lock differentials, and an electronically locking rear differential.
Despite the use of the more aggressive suspension damping of the FX4 package that includes more off-road biased Hankook Dynapro AT-M 265/60R18 110T tires, a locking rear differential, skid plates, and tow hooks, the ride height remains the same as the standard truck with the same 8.9 inches of ground clearance. The ride comfort is far more compliant than our setup and does not shudder as much either.
The braking power is also much better because it needs to be since the powerplant is a retuned version of the 2.3-liter turbo gasoline engine used in the Focus RS, Mustang EcoBoost, and Explorer. The acceleration and powerband exceeds the numbers placed by our twin-turbodiesel Ranger Raptor and Wildtrak 4×4. This engine on the Ranger Raptor would be incredible and it would even welcome some additional retuning too! It has been rumored that the North American version of the Ranger Raptor may even get the twin-turbo 2.7-liter V6 found in the new Ford Edge ST! Thus far, this Ford Ranger is the quickest and fastest on the road ever, though the Ranger Raptor would be able to sustain a higher speed pace in corners thanks to its better FOX suspension and rolling stock. The cabin is mostly familiar and carried over but the packaging nuances and the fit-and-finish is tangibly better than ours which is annoying to say the least.
|Engine||Inline-4, 2261 cc, dohc 16V, Direct Injection Intercooled Turbo, VVT, 10-Speed AT|
|Max Power (bhp @ rpm)||270 bhp @ 5500 rpm|
|Max Torque (lb/ft @ rpm)||310 lb-ft @ 3000 rpm|
|Top Speed||176 km/h (110 mph) Governed|
|0-100 km/h | 0-62 mph||6.8 sec.|
Fuel consumption and CO2 emissions
|Fuel Milage (km/l)||20 mpg City / 24 mpg Highway|
|Price as Tested (PHP)||$44,855.00|
|What's Great||The best North American Ford Ranger ever, improved NVH and packaging over the ASEAN version, potent engine.|
|What's Not So||Ride can get choppy but it’s manageable, needs side running boards.|
|C! Editors Rating||9.5/10|