I must admit to liking the looks of this truck since first laying eyes on it six years ago in the Philippines. That was a “Wildtrak” version, the ASEAN markets’ mid-size Raptor of sorts, although I don’t believe their sportiest Ranger is anywhere near as capable off-road as our race truck-inspired F-150.
So far, no Ranger Wildtrak has shown up in North American markets, unfortunately, and the European-spec Ranger Raptor (that we’d like to see even more) has yet to be announced for our markets, but the Lightning Blue-painted XLT SuperCrew 4x4 provided for my test week, complete with Sport Appearance and FX4 Off-Road packages, was nearly as attractive and almost as fully equipped, save for some of those foreign models’ styling mods and rugged off-road upgrades.
This is what makes the 2020 Ford Ranger XLT SuperCrew 4x4 a serious challenger in the midsize pickup truck segment.
The new Ranger XLT SuperCrew 4x4 is a formidable off-roader
Ok, there’s more to the FX4 package than decals; the upgrade actually including specially tuned off-road monotube shocks, more aggressive 265/56 Hankook Dynapro AT-M rubber, an electronically locking rear differential, Trail Control, and a Terrain Management System with Grass, Gravel/Snow, Mud/Ruts, or Sand modes. A steel front bash plate can be seen under the front bumper as well, while skid plates protect the electric power steering system, transfer case, and fuel tank. Inside, the FX4 package also adds pitch, roll and steering angle info.
Finding four-wheel drive high and low gearing ratios is as easy as twisting a dial clockwise on the lower console next to the standard SelectShift 10-speed automatic transmission’s shift lever.
That’s right, Ford is leading the mid-size pickup pack when it comes to forward gear counts, which, also thanks to standard auto start-stop (that’s shuts the engine off while otherwise idling) pays class-leading dividends at the pump with an EPA rating of 20 mpg city, 24 highway and 22 combined (11.8, 9.8 and 10.9 L/100km in Canada) in four-wheel drive trim, or 21 city, 26 highway and 23 combined as a rear-wheel drive model (not available in Canada).
Obviously, you won’t enjoy this kind of mileage when off-road, but you’ll likely appreciate the ease at which the 4x4 version tackles untoward obstacles. Its 8.9 inches (226 mm) of ground clearance, 28.7-degree approach angle, and 25.4-degree departure angle are more than adequate for overcoming the majority of rocks, roots, ruts and swampy mud holes you’ll potentially come across, or for that matter steep sandy crests and gulches if you’re in a drier area, while its substantive wheel travel provides decent ride quality for the class. The truck’s standard 2.3-liter turbo-four puts out an energetic 270 horsepower and even beefier 310 lb-ft of torque to get you up steep inclines as quickly when off-pavement as on.
Superb powertrain performance makes the Ranger feel like a sport truck
In fact, this EcoBoost engine is a powerhouse, feeling a lot more like a sport truck than anything else in the class. Highway passing performance is therefore strong, and the just-noted 10-speed is much smoother in the Ranger than it was in a Mustang I previously tested, while a toggle switch on the side of the shift knob provides quick application of its manual mode.
Additionally, Ford includes a Sport setting when wanting to get the most out of the powertrain, which allows the engine to rev higher and shifts to execute quicker. Manual mode even holds a given gear right up to the engine redline and won’t shift until you make it happen, which adds to the sporty feel just mentioned, plus is particularly effective off-road.
Back on pavement, the Ranger tracks quite well, whether tooling around town, cruising on the open freeway, or pushing it relatively hard through corners, partly due to standard Curve Control that senses when entering a corner too quickly, and in order to maintain control, immediately adjusts speed via torque reduction and stability control intervention accordingly. The Ranger’s aforementioned ride quality is impressive compared to some of its peers, with the truck’s only negative being a tendency to bounce around a bit at speed, but this is par for the course when it comes to body-on-frame pickups.
Roomy cabin and bed options make the Ranger a versatile mid-size competitor
That said, you may never experience any discomfort at all, because I purposely drove it faster than I normally would over short stints for testing purposes. Overall, the new Ranger provides a high level of comfort, not to mention a lot of room in both rows. My tester was configured in the most spacious SuperCrew body style, which meant its rear doors were full-size for easy access, and second-row legroom expansive. A shorter SuperCab body comes standard, and both configurations can be had in any trim (except in Canada where only the SuperCrew offers the top-line Lariat option).
Take note that the smaller SuperCab has a longer six-foot bed, whereas the as-tested SuperCrew makes do with a five-foot bed. Max payload is 1,560 lbs (707 kg) with the 4x4 and 1,770 lbs (803 kg) for the 4x2, while both can pull a 7,500-lb (3,402-kg) trailer, a process that’s made easier due to standard trailer sway control.
Pricing for the base XL SuperCab 4x2 starts at $24,410 plus freight and fees, while an XLT can be had for $28,460 and a Lariat for $32,500. The move up to SuperCrew adds $2,400 to any trim, and 4WD increases the price by $4,160 (Canada’s base XL SuperCab 4x4 starts at $29,993 CAD, with the XLT increasing the price to $33,926 and the SuperCrew adding $5,553, while the SuperCrew Lariat starts at $39,407).
Plenty of trims mean you can dress up your Ranger almost any way you like
By the way, the Lariat adds exterior chrome, LED headlamps, and front parking sensors to the XLT’s rear ones, plus proximity-sensing entry with pushbutton start/stop, illuminated vanity mirrors, a universal remote, three-way heatable front seats, eight-way powered front seats, leather upholstery, and more.
Items not yet mentioned on the XLT include 17-inch alloys (instead of 16-inch steel wheels), fog lamps, carpeting with carpeted floor mats (the base truck gets rubber), six stereo speakers, automatic high beams, lane keeping assist, plus more, while navigation and adaptive cruise control come in a Technology package.
Lastly, automatic on/off headlights, four-speaker audio, a USB charging port, 4G LTE Wi-Fi, a capless fuel filler, and a pre-collision system featuring automatic emergency braking and blind-spot warning with rear cross-traffic alert are standard across the line.
Interior fit, finish, materials quality and refinement is better than expected
My XLT’s interior fit and finish was fairly good as well. Ford didn’t cover the dash-top, instrument panel or door uppers with padded leatherette or anything else remotely soft, with the only cushy surfaces being the armrests side and centre, plus the stylish contrast-stitched black cloth covered seats, but it all looks good and is well put together, while the unique pewter-colored, satin metal-look trim on the dash and doors was very attractive.
The driver seat’s power-adjustable lumbar found the exact position in the small of my back to ease pain after a day’s drive, which isn’t always the case for a two-way, in-and-out setup (you’ll need to try this for yourself), and the Ranger’s driving position was excellent as well, due to plenty of reach from the tilt and telescopic steering column. Its padded leather-wrapped rim felt good in the hands, while all controls were easily within reach.
Digital displays are good considering they’ve been around for a long time
Nicer yet, the mostly analog gauges are brightly backlit for superb legibility in all lighting conditions, with a set of cool baby blue needles that I particularly like, and the centre-mounted, high-resolution, colour, 4.2-inch multi-information display, standard on the XLT, is filled with attractive graphics and good functionality.
The just-noted gauge needles nicely match the sky-blue background of the 8.0-inch Ford Sync 3 infotainment touchscreen on the center stack of XLT and Lariat models. It’s an older system now, but was so far ahead of the pack when introduced that it’s still relatively up to date with features including tablet-style tap, swipe and pinch gesture control, Apple CarPlay and Android Auto smartphone integration, full audio functions including satellite radio with colour album artwork, Bluetooth audio streaming and more, plus my tester also included accurate navigation with detailed mapping, dual-zone automatic climate control, XM travel link, and a very good backup camera with active guidelines.
All of the Ranger’s switchgear feels high in quality too, front to back, but the rear quarters of this XLT, while comfortable, weren’t as feature-filled as some competitive trucks I’ve tested. There weren’t even separate air vents for rear passengers, but Ford does provide XLT and Lariat buyers two USB charging ports on the backside of the front center console, as well as a 110-volt household-style power outlet.
Speaking of conveniences, the Ranger XLT doesn’t come standard with steps to access the bed, like GM’s mid-size trucks. This said you can get an awesome kick-down step from Ford’s accessories catalog, a feature I highly recommend.
Bring us the Ranger Raptor!
On that note I can recommend the Ranger overall, as it’s an easy truck to live with, nicely put together, and great fun to drive, whether on pavement or off. I also recommend that Ford brings us the Raptor version, as I’m quite sure it’ll sell well while bringing loads of attention to other models in the Ranger lineup, like this impressive XLT.