Ford RANGER Review & Prices

Double-cab pickup trucks aren’t such big business in the UK these days, with changes to the tax system making them less cost-effective for most people. Still, if you’re in the market for one of these big, rugged machines, you can’t go far wrong with the Ford Ranger - it’s the best pickup truck you can buy right now.

The Ford Ranger is like a great pair of jeans - it may have originally been designed for hard-working folk, but it’s become a wardrobe staple that’s stylish, popular and comfortable.

There aren’t so many alternatives around, but the Ranger still has to contend with the ever-popular Toyota Hilux, the hardworking Isuzu D-Max and the cheap and cheerful KGM Musso. There’s also the VW Amarok, which shares its mechanical underpinnings and engines with the Ranger - albeit not the plug-in hybrid model, just yet.

The Ranger is available in several variants. The single- and extended-cab versions are no longer on sale, but there are numerous variants of the double-cab. Not only can you choose between 2.0-litre or 3.0-litre diesel engines, but there’s a 2.3-litre plug-in hybrid - so far unique in the pickup world. They’re available across a variety of trims spanning the basic XL and XLT up to posher Tremor, Wildtrak and Platinum versions.

This means your Ranger can be a proper hose-down work vehicle or a well-equipped luxury truck - but all share the essential capability of being able to carry a ton in their load bed and tow up to 3,500kg.

No matter which variant you opt for, the Ranger is fantastic to drive. Though there’s a little bit of shimmy and some agricultural rattling going on, this is far less pronounced than in alternatives - it means that considering it’s a working vehicle, the Ranger feels shockingly car-like to drive if you ignore how high up you’re sat.

The engine range is universally fantastic too - the 2.0-litre diesels do the job very nicely, the 3.0-litre unit is suitably muscular, and the unique plug-in hybrid variant is a brilliant way to dodge some of the costs associated with 2025’s tax changes.

As a daily driver, the Ranger is great inside too. The cab is roomy, quiet on the move, and nicely designed, with a big infotainment screen and digital driver display that could be taken right out of Ford’s passenger car range. Material quality ranges from rugged to positively plush, and storage is good too, with four cupholders up front and twin gloveboxes.

The load bed is a good size, and gets neat touches like a built-in step on the side of the vehicle, or slots in which to place clamps in case you want to use the tailgate as a makeshift workbench.

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All versions of the Ranger can carry a tonne in their load bed and qualify for VAT exemption, so the range starts at just under £30,800 for a basic diesel model. An automatic - which we’d recommend - will run you just over £37,500, as it requires you to step up to Tremor trim. If you want the 3.0-litre diesel, it’ll cost you nearly £46,000 - so you can see how the price ramps up quite quickly.

The plug-in hybrid starts from just under £40,000 in the XLT model and just under £50,000 in the exclusive Stormtrak special edition. The range-topping diesel model is the Platinum - just under £48,000 - but there’s also the sporty-looking MS-RT, for just under £51,000.

If you want the superb but silly Raptor, it’ll cost you over £60,000 as it doesn’t qualify for VAT exemption.

All versions of the Ranger are great to drive - but lower-end models don’t feel as satisfying as those with bigger engines or auto gearboxes

No matter which Ranger you opt for, you’re getting a pickup that deals with bumps in the road and poor surfaces better than many cars. You only get a hint of the shimmy that usually accompanies big, rugged pickup trucks, and refinement is generally very good - even if models equipped with more off-road focused tyres can suffer a little road noise.

As for the engines, there are plenty to choose from and each has its plus and minus points. The 2.0-litre diesel is the most sensible option - it’ll return fuel economy in the high-30s if driven carefully - but the manual gearbox is a little notchy. The ten-speed automatic isn’t perfect, but it makes driving round town much easier and is more relaxed on the motorway thanks to a higher top gear.

The 3.0-litre diesel is wonderfully muscular and gets the big Ranger up to speed with no fuss even when fully laden. For that, though, you pay a lot more - and fuel economy dips to around 30mpg real-world.

The surprise hit is the plug-in hybrid model. This gets around 25 miles of range on electric power alone and uses a relatively quiet 2.3-litre petrol engine the rest of the time. We saw economy in the mid-30s during our time with it, and it feels suitably quick and up to the task thanks to the assistance the electric motor provides.

The sporty-looking MS-RT model gets some suspension changes but can’t really cheat physics - unless you love the looks then it’s not really worth going for. The Ranger Raptor, on the other hand, has had its suspension and chassis upgraded so much it’s practically a different vehicle. It’s designed to take off-road courses at full speed and does so incredibly well - but it’s also great to drive on the road thanks to soft, forgiving suspension and the sheer power of its 3.0-litre petrol engine.

A useful load space with a ton capacity in all models, but PHEV versions do lose a bit of height

The Ranger’s load bed is a useful size. Most versions will be lined as standard, though you can go unlined on base-spec XL models if you prefer. The tailgate isn’t too heavy, and comes with some neat features - a set of steps on the sides to make it easier to reach in are nice touches, as are the holes for clamps in case you want to use the tailgate as a makeshift workbench. Top-spec models also get a soft-open tailgate.

There are an array of hard tops and loading systems available, though bear in mind that top-spec versions don’t have the spare payload necessary to accommodate both a hardtop and still carry over a ton.

The plug-in hybrid Ranger can optionally have a Ford ProPower array fitted in the bed - a couple of plug sockets that let you use the traction battery to power just about anything you like. You’ll either spend it topping up scores of drill batteries, or you’ll be the most popular person on site with a working kettle.

Internal and external measurements

Exterior dimensions (all standard models)

Length: 5,370mm
Width including door mirrors: 2,208mm
Width not including door mirrors: 1,918mm
Height: 1,884mm

Exterior dimensions (Raptor)

Length: 5,360mm
Width including door mirrors: 2,208mm
Width not including door mirrors: 2,028mm
Height: 1,926mm

Load bed dimensions

Maximum load length: 1,564mm
Maximum load height (PHEV): 511mm (498mm)
Maximum load width: 1,224mm

Towing capacity

Almost every version of the Ranger, including the PHEV, can tow a maximum of 3,500kg. The exception is the Raptor, which can only tow 2,500kg. No version is light enough to allow you to carry the maximum payload while also towing this weight, though - that’s an accomplishment unique to the KGM Musso for now.

Payload

Payloads vary depending on trim and engine but nearly every Ranger can carry over 1,000kg in the load bed, allowing them to qualify for commercial vehicle VAT exemption. Once again, the exception is the Ranger, which can carry just 652kg.

Not all versions, particularly the PHEV or higher-up trims like the Platinum, have enough spare payload to allow you to fit a hardtop and retain that one-ton loading capacity, though.

High-tech, comfortable cab, though not as flexible as an SUV

The Ranger’s interior takes a lot of inspiration from Ford’s passenger cars, which is no bad thing - but does so within the sphere of a pickup truck. That means that while yes, there is a massive infotainment screen dominating the dashboard, you still get proper switchgear underneath it for your climate controls. There’s a wireless phone charger, but there’s also a big, chunky gear selector to make you feel suitably grr when shifting.

The infotainment screen is pretty good in general. It's big enough that the controls are fairly easy to operate, though some are still a bit needlessly fiddly. It's also set quite low down, which means it doesn't foul your view but that you do have to tip your head a bit to view it. Wireless Apple CarPlay and Android Auto both come as standard.

The interior design depends largely on the materials, and here Ford’s done really well. Lower models are suitably rugged and wipe-clean, but Ford hasn’t used untextured, cheap-looking plastics - there’s enough visual interest to keep things looking cool. Top-spec models, meanwhile, get lashings of leather trim, which feels really plush and very comfortable.

The driving position is good and very adjustable, and you get a good view out with big mirrors, nice deep windows, and suitably square corners making it easy to judge where things are when you’re parking.

Space in the back is good, better than in the Isuzu D-Max, though the upright back rest means it’s not always easy to fit in a bulky child seat. There are ISOFIX points on both outer rear seats, though.

Running costs depend on your engine choice. You’ll see mpg in the mid-30s from the 2.0-litre diesel engine, dropping to about 30mpg in the 3.0-litre diesel. These assume you to be lightly loaded and driving on tarmac roads - the figures will tumble if you’re carrying a ton in the load bed or off-roading with any regularity.

For the Raptor, anticipate mpg figures in the teens. On the flip side, the plug-in hybrid is a great way to lower running costs. Not only do its low CO2 emissions of 70-72g/km mean a serious reduction in Benefit-in-Kind tax - around a third less than the cheapest diesel Ranger - but it can run on electric power for around 20 miles. If you can charge it using a cheap tariff and your weekly mileage consists mainly of short trips, this could really save you some fuel. On a longer run, we saw fuel economy of around 35mpg.

Pickups don’t always perform well in Euro NCAP safety tests. The Ranger is an exception, with an excellent five-star rating. It scored 84% for adult occupant protection, 90% for child occupants, 74% for vulnerable road users, and 84% for its safety assist systems.

All models come with driver, passenger, side and curtain airbags. There’s also an airbag for the driver’s knees. Trailer Sway Control, to prevent snaking while towing, is a standard feature, along with a system that mitigates the chances of rolling over. The usual suite of active safety features also come standard.

All Rangers have remote central locking and a Thatcham-approved security system.

Neatly, you can turn the more annoying of the active safety features off without any trouble. Simply hold down the ‘LIM’ button on the steering wheel to disable the speed limit warning, and lane-keeping aids can be removed with just two taps on a separate, dedicated button.

The Ranger is averagely reliable - like Ford’s vans, there’s little to worry about but don’t expect the bulletproof longevity of a Toyota Hilux. Though a quick search will reveal numerous people with problems, you do need to remember that as the best-selling pickup in the UK, more have been sold in the first place, meaning that while there may seem to be a large number of complaints it's only proportionate.

The warranty cover is just three years or 60,000 miles, though, which is less than the five years of cover you get with a KGM Musso or the 10 years of a Toyota Hilux. Service intervals are a fairly low two years or 12,500 miles, too.