Road Tested By Hugh Maguire.
Price: €64,800 inc VAT.
Pros:
Strong performance with instant torque.
High tech practical driver assist systems such as Pro Trailer Backup.
Plug-in- efficiency with some EV driving capability.
Cons:
Slightly less payload than rivals from VW, Toyota and Isuzu.
Hybrid system adds 300kg or so to its weight.
More expensive than diesel rivals.
The Ford Ranger Wildtrak almost looks like a toned down version of the monster trucks in a Mad Max movie. It looks straight out of the wide open spaces of the USA.
Basically it’s a crew cab design with a covered flat bed at the rear or some would call it a “pickup”. It’s main rivals are the VW Amarok, Isuzu D-Max and of course the legendary Toyota Hilux.
Ford seem to have put a lot of thought into the Ranger as it boasts many practical features that not only make it an ideal workhorse but that also allow it to double as quite luxurious family transport too.
I spent some 500km on and off-road in the Ranger Wildtrak to test its abilities and came away genuinely impressed.
There are seven main trim levels starting with the most utilitarian version the Ranger XL, then XLT, TREMOR, WILDTRAK (as I am reviewing here) WILDTRAK X PLATINUM and the mighty RAPTOR. Prices start at at around €41,800 for the XL double cab. The PHEV versions of the Ranger are priced from €58,000. The WILDTRAK version on test here cost €64,800. All prices quoted inc VAT.
First Impressions.
It is no doubt difficult to make a vehicle like a pickup look cool. But Ford hit the nail on the head with the WILDTRAK. It’s best view is from the front where it has distinctly muscular stance. I particularly like the big Ford grille and the C shaped LED day running lights. From the side the two tone 18-inch alloy wheels and side steps add to that rugged look. From the rear well its a pickup. Not much to see here.
So what’s it like inside?
The full real leather interior is nicely finished and very well bolted together. Its more luxurious than you might expect for a thumping great off-roader workhorse. The seats prove very comfortable and I do like the deviated stitching in dark orange with WILDTRAK stitched into the backrests of the front seats. It all goes to add a surprising level of luxury that you really do not expect in a rugged vehicle like this.
There is plenty of standard kit including no less than 7 terrain management modes, namely Normal, ECO, Slippery, Tow/Haul, Mud/Ruts, Sand, and Sport. I tested each mode and they are truly effective in each area. There are heated and cooled seats, full climate control and of course the rotary controller for selectable all wheel high and Low as well as an impressive trailer assist system. More on that later.
The rear offers a roomy if upright seating position while the flat and covered waterproof and lockable load area at the rear will carry pretty much anything you might need to haul around. The electric sliding cover can be opened via the key fob, or in the cabin via a push button or if you wish using a button fitted in the rear on the left of the load area.
The dashboard with digital drivers display and a portrait style central touchscreen all prove ergonomically excellent and it looks good too. To be picky I would prefer the drivers display to be a bit more interesting in its design but at least you can change the configuration of data displayed. The touchscreen is pretty good with easy access menus but more impressive is that Ford have provided a row of real buttons for the whole climate control and that rotary controller with push buttons for the all wheel drive modes.
Overall then I found the interior of the WILTRAK to be very well thought out. It is also very well kitted out with a host of practical kit that makes using its abilities a doddle while also proving surprisingly comfortable, even luxurious.
What is under the bonnet?
This is a plug-in-hybrid. That will come as a surprise to many in a vehicle like this but it works!
Power comes from a 2.3 litre ECO boost petrol engine and an electric motor. With a combined power output of 281 PS and some 690Nm of torque it lacks nothing in the get up and go department. I was more concerned though would it have the necessary torque for towing and crawling in 4WD low and I can report that I does indeed. Climbing steep inclines off road in 4WD low was no problem at all as was using engine braking going downhill. The 12kWh battery supplies enough juice from full charge for a range of about 38km on electric power only during my road test.
One nice feature is that you can leave the car in Auto mode for PHEV verses petrol power, or you can select EV only or a great feature is that you can select “Engine charges battery” mode. This means that even if you are too busy on days work to plug in you can get some more electric range into the battery by using the engine to re charge it. Therefore always having some electric driving even if you can’t plug in. In practice I found this whole set-up to be excellent. Overall fuel consumption came in at 9.3 litres per 100km. That is very good.
What’s it like to drive?
More than just a workhorse? Climb aboard, using the side step and an interior grab handle and you are seated high up with a commanding view of the surroundings.
That 2.3 engine sounds good and does a decent job of hauling this 2.5 tonne thumper around. Interestingly the PHEV weighs in at some 300kg heavier than the diesel version due to the added wight of the battery and electric motor. Therefore to get max efficiency out of this vehicle you do need to plug in as often as possible. Towing capacity is some 3,500kg. That rear load area can carry up to 700kg too. The payload of the diesel versions is greater though.
It actually handles the tarmac admirably, the ride is very good. However I did take it off road and I also tested it towing a fully loaded horse box. Frankly you would not even know it was towing such is its stability. The handy tow hook guidance system via the rear view camera is very helpful when hooking up but even more practice and impressive is the Pro Trailer Backup Assist. Once the trailer is attached you use a rotary controller and simply turn the knob in the direction you want the trailer to go. The system then automatically steers the WILDTRAK to place the trailer into the parking spot you have chosen. You just control braking and accelerator. Its a super system and great for those who don’t tow or park trailers frequently.
So in short I really enjoyed my many km behind the wheel, whether on or off-road this RANGER never failed to impress me.
Hugh’s Verdict
The Ford Ranger WILDTRAK PHEV continues to set the benchmark for refinement and technology in Ireland’s pickup segment. It combines real world capability with plug-in-hybrid efficiency. It matches all of its rivals for towing at 3,500kg but does sacrifice a bit of payload capacity due to the electrified drivetrain.
Its brazen good looks, on and off road abilities and its practicality will make it an attractive proposition for those who want its many virtues as a working vehicle but also is ability to shine as very comfortable family transport. In this way it surpasses its rivals from VW, Isuzu and Toyota. It is the one I would choose.