Ranger; Ford Ranger 2.0 BI-Turbo 213 4X4 BV10 Wildtrak (Pick-up cabine double) Ford Ranger 2.0 BI-Turbo 213 4X4 BV10 Wildtrak (Pick-up cabine double) Publié le 5 novembre 2020 à 21:44. Mis à jour le 18 novembre 2020 à 20:26. Prix de véhicule : 47 430 € Neutre : 0 € FORD RANGER, 2.0 Bi-Turbo WILDTRAK DOUBLE CAB 4WD 2019. - ตัวท็อปสุด 2.0 Bi-Turbo 4WD. - รถเจ้าของคนเดียวป้ายแดง. - ประวัติศูนย์ครบชัดเจนเช็คได้เลย. - แม็กซ์ใหม่ ยางใหม่ 4 เส้น Résumé de l'annonce : Ford Ranger WILDTRAK 2.0 ECOBLUE BI-TURBO 213 S&S BV10 4X4 d'occasion, diesel, 4 portes, à 44990 euros, de 2021 avec 13 000 km au compteur. Ford Ranger WILDTRAK 2.0 ECOBLUE BI-TURBO 213 S&S BV10 4X4 de couleur Gris, 213 CH, 7 CV, avec garantie Garantie 12 mois et mis en vente par , un professionnel auto situé à Ford Ranger Bakkie Double Cab with 2,0 Diesel Engine and service history. Used Ford Ranger for sale. Ranger; Ranger Thunder 2.0 Bi-turbo; 2020 Ford Ranger Thunder 2.0 Bi-turbo . P 499,000 52,000 km. Ref No: 20292. P 499,000. Vehicle Search. Select a make: Select model: 2022 Ford Ranger Wildtrak 10 AT 0 km: P 671,900 : More info: 2020 Year; Both engines are able to tow 3500kg, though the 2.0-litre scores a higher payload of 943kg and uses less fuel with a 7.4L/100km combined consumption claim. In Wildtrak X guise equipped with the 2.0-litre powertrain, it's priced at $67,990 before on-road costs, and our example wears the $650 Saber orange prestige paint. 2019 Ford Ranger Wildtrak 2,0 Bi Turbo Double Cab 4×4 Auto R 619,990 R 579,990 Enquire Now; Sale! 2022 Ford Ranger 2.0 TDCi XLT Auto Double Cab R 645,200 R 565,000 Enquire Now; Sale! 2020 Ford Ranger 2.0TDCi Wildtrak Auto Double Cab R 579,950 R 549,950 Enquire Now; Sale! i7mV6VO. Here’s everything we know so far about the most advanced Ford Ranger to date. The next generation Ford Ranger will get a bold new look and a major power boost – including the option of a V6 turbo diesel from its big brother F-150 – and a long list of advanced technology when it goes on sale late next year or early artist impressions of the base model Ford Ranger XL and volume-selling Ford Ranger XLT – based on leaked images of early design studies – show the next generation will adopt hints of the Ford F-150 super-wide, extended grille bars and C-shaped daytime running lights have apparently been designed to create a visual link to the Ford the Ford F-150 – North America’s biggest selling pick-up for the past 43 years – is not planned for Australian showrooms, the new Ford Ranger will continue to be sold alongside it in the US, hence the family for most of the 180 countries where the Ford Ranger is sold – more regions, in fact, than have McDonald’s restaurants – company insiders refer to the vehicle as “our F Series”. While the next generation Ford Ranger will be based on the Australian-developed T6’ platform a version of which also underpins the Everest four-wheel-drive and the US Ford Bronco, substantial changes to suspension geometry aim to improve on-road and off-road note, the “dash to axle ratio” the distance between the cabin and the front wheels, has been lengthened while inside the engine bay changes will be made to to accomodate the option of wider V6 track is said to be slightly wider and the wheelbase marginally longer, to provide the new model with a larger and even more stable clearance angles are said to improve, especially at the rear where a new tow bar design will be tucked away better than it is on today’s corners of the rear bumper have a handy foot wedge pictured below to make it easier to step up and reach into the ute cabin, although similar in size, shape and roominess to the current Ranger, is expected to come in for a major overhaul, with higher quality materials, a new digital instrument display, a large high-resolution infotainment screen, and premium audio on top end smartphone app called Ford Pass, which enables owners to locate, lock and unlock the car remotely pictured below, will be introduced on the current Ford Ranger later this year before being adopted on the next generation current generation Ford Ranger has led the ute market when it comes to advanced safety – and was the first ute in its class globally to earn a five-star rating, in 2011 – although rivals have since closed the 2022 Ford Ranger is said to make another big technology leap, with available safety aids such as blind zone warning already available on the current US model, pictured below, rear cross-traffic alert, and a 360-degree camera, all supplementing autonomous emergency braking, radar cruise control and speed sign recognition on today’s Australia is yet to confirm any details or approximate timing for the new generation Ranger, however if history is a guide it is due in late 2021 or early 2022. The current generation Ford Ranger went on sale locally in September 2011, followed by facelifts in 2015 and 2018. The average lifecycle for a full model change on a body-on-frame pick-up is 10 not confirmed, the Ford Ranger will be obliged to adopt a centre airbag pictured below in the middle of the two front seats – a new requirement to meet increasingly stringent five-star crash safety ratings to prevent contact between the front occupants in a collision – unless the company can find another way to achieve the same level of occupant protection without the extra 2021 Isuzu D-Max and 2021 Mazda BT-50 utes will both come with a centre airbag when they go on sale this year, to make them at least eligible for a five-star rating following a full round of crash new Ford Ranger would need to be in showrooms by the end of 2021 to meet the deadline for the current criteria for a five-star rating. The goal posts to achieve a five-star rating will move again in 2022 to even more stringent safety has been widely speculated, CarAdvice understands the five-cylinder turbo diesel 147kW/470Nm – that has served the current Ford Ranger for a decade – will bow out with the switch to the new five-cylinder turbo diesel was meant to come to an end in 2018 when the bi-turbo four-cylinder diesel arrived with the Ford Ranger Raptor pictured above and as an option on the XLT and Wildtrak. However, Ford held onto the five-cylinder turbo diesel longer than originally planned amid fears of a buyer backlash over a switch to the smaller capacity by CarAdvice and other media outlets has found the bi-turbo four-cylinder diesel 157kW/500Nm matched to a 10-speed auto is faster and more powerful than the five-cylinder turbo diesel 147kW/470Nm matched to a six-speed auto – whether empty, towing or carrying a load. The 10-speed auto means the bi-turbo is always in its optimum power band and rarely big news – which has been speculated widely – is the expected arrival of a turbo diesel V6 borrowed from the Ford F-150 pictured above with an output close to 185kW and 600Nm. It is this turbo diesel V6 that apparently helped seal the deal for a joint venture with Volkswagen for the next generation Amarok, which will be made by Ford but have a unique appearance see separate story here. The current VW Amarok TDV6 in its most powerful guise has a peak output of 190kW and 580Nm and is matched to an eight-speed understands both the bi-turbo four-cylinder diesel and V6 turbo diesel pictured below in the 2022 Ford Ranger will be backed by a 10-speed automatic transmission and heavy-duty four-wheel-drive system. It is unclear if a manual will be developed as an option for either engine due to relatively low the expected power on hand, here’s hoping at least some variants of the 2022 Ford Ranger line-up will come with four-wheel disc US market version of the current Ford Ranger – and today's Ford Ranger Raptor – already get four-wheel disc brakes, hopefully paving the way for other models in the 2022 Ford Ranger line-up. The more affordable models in the 2022 Ford Ranger line-up – including single cab tradie utes – are expected to switch from the current four-cylinder single-turbo diesel 118kW/385Nm to the more powerful and more efficient new generation four-cylinder single-turbo diesel from the Transit it is unclear which of the two outputs of the single-turbo diesel would apply; in the Transit Custom pictured below this engine is available in 125kW/390Nm or 136kW/405Nm guise and matched to either a six-speed manual or six-speed addition to the trio of diesel engines expected to headline the 2022 Ford Ranger with the TDV6 likely to be an option on top-end models such as the XLT and Wildtrak there may also be the option of petrol power on certain has learned a high powered twin turbo V6 petrol – currently used in the Ford Explorer ST in the US pictured below – could make its way under the bonnet of the new generation Ranger Raptor see separate story here.A petrol hybrid option is also reportedly being developed for the new generation Ranger, however it is unclear if one or both of these petrol engines will be available in selected markets globally including Australia or in North America only. The hybrid option, if made available on the Ranger ute, would be introduced some time after the initial understands the 2022 Ford Ranger will build on the current model’s class-leading road holding and technology features, and engineers have been tasked with making the vehicle more like an SUV in terms of comfort, quietness and driving good news is, we won’t need to wait long before we see the next generation Ford understands the 2022 Ford Ranger is due to be unveiled in the first half of next year, by which time there will be a clearer picture of its local showroom arrival now, the window is still wide open – late 2021 or early 2022 – because there are four Ford Ranger factories around the world Thailand, South Africa, Argentina and the US that need to ramp up production of the new model. Joshua Dowling has been a motoring journalist for more than 20 years, spending most of that time working for The Sydney Morning Herald as motoring editor and one of the early members of the Drive team and News Corp Australia. He joined CarAdvice / Drive in 2018, and has been a World Car of the Year judge for more than 10 more about Joshua Dowling Urban Cowboy If you ever want to start an argument at your next social gathering, you only need to begin a conversation about one of three things. Politics, your chosen sports team or merely mention which double-cab you think is best. I can't be 100% sure about the first two as I usually excuse myself before things get heated. When it comes to the third though, I usually grab a bowl of chips and watch the carnage unfold. The Hilux vs. Ranger debate has been going on for as long as these vehicles have been rolling around our countryside and shows no signs of abating. Related First Drive Impression Ford unveils revised Ranger – now with Bi-Turbo technology I have now tested Fords big three, that being the bonkers Raptor, on a very long road trip, the Everest, through the outback of Botswana and now the latest Wildtrak Ranger, all with the new engine and drivetrain setup and I can convincingly say that Ford firmly has a grip on what South Africans want, Now before you call my masculinity into question or relegate me to supporting a certain rugby team, allow me to explain. Styling The Wildtrak sits in something of a grey area, styling wise. It has forgone the American barn door styling and workhorse aesthetic of other bakkies and delivers an SUV likes appearance when viewed head-on. Small, HID headlights with LED daytime running and fog lights and a body-coloured grille complete its countenance. Draped in Sea Gray metallic paintwork, this Wildtrak has a slightly subdued appearance over the brighter orange painted versions and somehow this makes it even better. The contoured and covered roll over bar as well as the addition of a tonneau cover and a tow-bar round out the rear of the package. The Wildtrak bridges the gap between city fashion accessory and capable off-road machine rather nicely it looks to be at home in the poshest of neighbourhoods or the mud of a cattle farm. The Drive This is where Ford has done the most work. Most double cabs on the market all suffer from the same malady, the dreaded double cab bounce. Due to the open load bay, the rear ends tend to develop a bounce that ruins a Sunday drive, the Ranger though seems to be completely devoid of this, managing to drive just like its Everest brethren, even on a challenging off-road course. The suspension soaks up unevenness on rocky trails and delivers the smoothest of rides while on tar. The engine power is delivered seamlessly and the transmission shifts are barely even noticeable, the Wildtrak is nothing but a pleasure to drive. Performance The Ranger Wildtrak is powered by a litre, 4-cylinder diesel engine mated to a 10-speed automatic transmission. An interesting aside is the relative silence that this engine operates at, the normal clatter of diesel is missing. The combination is good for 157 kW / 500 Nm. As mentioned previously the on-road manners are quite refined but it is the off-road prowess that makes sit even better. With 800 mm water wading and a 237 mm ride height as well as class-leading approach, departure and break-over angles, the Wildtrak makes even the most intimidating off-road adventure seem like a cakewalk. Space and Comfort At long, the Wildtrak may find difficulty fitting in a standard-sized suburban garage but the load bay is not the cause of that. With a width of m and a m height, the cab becomes a very roomy place, there is more than enough space for 5 adults and their gear. The seats are covered in a textured cloth and leather with the Wildtrak logo and stitching in bright orange, When it comes to tech, the Wildtrak is bristling with the latest from Ford. Centre stage in the dashboard is Ford's Sync 3 8" infotainment screen loaded with Apple CarPlay and Android Auto, the centre console is fitted with 2x USB outlets, 3x 12v sockets, a 230v inverter outlet and the environmental controls. The Wildtrak is also fitted with a few more conveniences in the form of keyless entry, City Park Steering and auto-lighting that just makes life that much sweeter. Safety Despite the Ranger Wildtrak being a double-cab bakkie, it is equipped like a luxury SUV. Another area in which this Ranger excels is safety, the Wildtrak is loaded with ABS Anti Lock Braking, EBA Electronic Braking Assistance, TSC Traction and Stability Control, Hill-start and Hill-descent control. You also get Lane Departure Warning, BSM Blind Spot Monitoring, a tyre pressure monitoring system, front and rear PDC Park Distance Control, a rearview camera, 7 airbags and ISOfix in the rear for the little ones. Fuel Consumption Unlike my time with the Raptor that saw uneven fuel consumption figures, The Ranger Wildtrak delivers as advertised. Ford claimed l/100 and was almost spot on, hovering between and l/100km. I saw very similar numbers traversing the wilds of Botswana in the Everest. Price The Ford Ranger Wildtrak Bi-turbo 10AT 4x4 is currently retailing for R 753 600 and comes with Ford's 4-year/120 000 km warranty and a 6-year/90 000km service plan. Verdict In my humble opinion, the Ranger Wildtrak offering is now head and shoulders above its closest rivals. While I duck the expletives that will undoubtedly be thrown my way shortly I will say this, although Hilux and Ranger are top of the pops now, the other manufacturers are fast catching up with models such as the Isuzu D-Max and the new Mazda BT50 putting in a strong showing. I am going to leave the Amarok out of this for now due to its engine size, high price and the oval badges involvement with VW to build Amarok's going forward and let's not even talk about the Navara / X-Class debacle. As things currently stand, Ford has what Saffa's want in a complete package and I will gladly have one in my garage. Now if you will excuse me I'm going to grab my bowl of chips and go and watch the comments section. *Pricing correct at time of publishing and subject to change without notice. Recommended next Ford Ranger Single-Turbo Double-Cab XLT 10AT 4x4 XLT 2020 Review How to replace a headlight bulb on a Ford Ranger We compared Ford Ranger engines, and the efficiency crown goes to… Inevitable connecting flights, brazen weather, and a short three-day affair – this isn’t the perfect setting for a tropical holiday on the beautiful island of Phuket, Thailand. However, it was the best backdrop to put the new-generation Ford Ranger through its paces. Along with a handful of media personnel from Asia and South Africa, I had the opportunity to sample the latest Ford Ranger before it goes on sale in over 180 markets worldwide including the US – the second iteration of the midsize pickup truck since Ford consolidated it into a global model in 2011. The Ranger now sits on a heavily-modified version of the acclaimed T6 platform – dubbed – adding modularity to the ladder-frame chassis. The three-piece construction allowed modifications such as wider tracks, revised monotube front shock absorbers, and a repositioned rear suspension outboard of the frame rails for more on-road stability, off-road capability, and ride refinement. Some form of electrification through a hybrid setup has also been made possible with the revamp – a different story for another time. As tested, the latest Ford Ranger has improved upon the acclaim of the outgoing model with the chassis updates and technological upgrades. The redesigned underpinnings promote better driving traits on both pavement and unchartered roads. The added technology amplifies the truck’s slew of capabilities even further. But the increased integration of technology leaves room for improvement in terms of seamlessness and overall experience. The Ranger could also use some help from a more powerful engine as well – at least with the one I drove for this review. More Rugged Three-Box Hauler The Ranger is a macho-looking midsize truck, but Ford wanted to amplify its ruggedness further in the latest model with a squared-off front fascia and more defined fenders. From front to rear, there are chiseled lines all over the vehicle, making the truck look extra muscular than before. The Ranger’s face and its distinct C-shaped LED DRLs have a striking similarity to the smaller Maverick compact truck. The Ranger Double Cab Wildtrak, which was the star of the show and the default body configuration on this side of the world, remains distinct with the gray trim on the lower bumper that connects to the meshed grille. Ford claims that the new matrix LEDs are intelligent. In contrast to automatic high beams, the lights could stay bright the whole time but have the ability to pinpoint and shut down specific diodes that can blind oncoming traffic when detected. The shortened front overhang is evident with the new model when viewed from the side, done by moving the front wheels two inches forward to extend the wheelbase. This means a better approach angle, but more on that later. The silver rails over the bed not only maintain design continuity with the silver roof rails and step boards but also work as functional tie-down points when needed. Gone are the uninspired block taillights of the outgoing model; the lights now come with LED details to keep up with the times. Functional Bed – As It Should A functional bed should always be part of the conversation when talking about trucks. For the Ranger, I'm happy to report that Ford made sure that the rear was as practical as possible and could serve as a workstation. Just like the bigger F-150, the new Ranger’s tailgate comes with slots for C-clamps. There are power outlets positioned near the tailgate, as well, demonstrated during the pre-drive briefing by charging a laptop while a block of wood was clamped on the opened tailgate. By the way, the tailgate has also been equipped with a damper, so lifting it takes only a finger. A gray bed liner is standard on the Wildtrak, while the upper part of the bed gets plastic liners to protect the sheet metal. The polymer parts can serve as drill points for those who want to add accessories. Ford also added a handy step-board for the bed, which is integrated onto the bumper for easy ingress/egress. Nifty. Smarter Than Ever, But With Room For Improvement As the latest version of the midsize truck, the Ranger foregoes analog controls and displays in favor of a fully digital instrument cluster and a massive portrait-oriented infotainment screen with Sync 4 – at least in Wildtrak guise. The displays are quite legible and the contrast of colors makes the text pop, while the capacitive feature of the center touchscreen allows for quick responses. But just like most vertical infotainment systems that integrate most if not all controls into a hulking screen, the learning curve is steep. It took me some time before I was able to familiarize myself with the menus – finding the around-view monitor and off-road menus meant pulling over and digging into the system. The experience would have been better if it was just through a single touch of a button. Going through the rotary menu of drive modes wasn’t seamless, either. There was substantial latency and the knob felt cheap, spoiling the overall experience. The biggest problem with this digital setup, at least while I was off-roading, was the fact that the rear differential lock is clustered within the infotainment screen. Granted, the control on the outgoing model was also digital, but the arrangement was better before when a physical diff lock button was clustered together with the shift-on-the-fly 4WD modes. For the more traditional crowd, the new setup would be a point of contention and could potentially raise questions. Thank heavens Ford chose to separate the dual-zone HVAC controls onto a cluster of buttons and knobs, which allows for a no-look operation even whilst driving. The 360-degree camera also has one of the clearest and most accurate displays I’ve seen so far – something that was quite useful during the off-road course. Conquering Ranger-Ville Speaking of the off-road course, Ford prepared a manmade area hundreds of miles away from Phuket in the province of Krabi to showcase the Ranger’s reinvigorated off-road prowess. Ranger-Ville, as Ford dubbed it, consisted of steep rocky slopes, a water-wading traverse, slippery muddy trails, knee-deep ruts, rocky crawls, and very loose sand. Basically, Ford wanted us to go over everything but snow, which should be all covered by the preset drive modes of the truck, namely Normal, Eco, Tow/Haul, Slippery, Mud/Ruts, and Sand. These modes adjust everything depending on the parameters, including the transmission, throttle response, traction and stability controls, braking, and more. The adjustments on the Ranger’s track and wheelbase allow for better parameters in relation to off-roading. The approach angle has been increased to 30 degrees up from degrees and the rear departure angle improved to 23 degrees up from 21 degrees. On the steep slopes, the Ranger’s hill descent control took the center stage. The downhill drop was controlled and didn’t feel unsafe, plus the 360-degree camera helped in maneuvering through the rather narrow passageway. The improved approach angle was also showcased here as I didn’t feel any instance of the front underbody scraping during the encounter. The Ranger proved it’s at home on dirt more than ever with the help of technology. The water-wading course was unsurprisingly a cinch, given that the Ranger can handle depths up to feet. The manmade lake, in my estimate, was only around to 2 feet. On the slippery tracks, which were extra slippery given the intermittent rains, we went to Snow/Slippery mode, allowing variable torque distribution among all four wheels depending on the slippage. I felt the tail slide out a bit but it was controlled and a rather fun encounter, despite having trees in close proximity. Same with the deep ruts, rocky crawls, and very loose sand tracks; the Ranger proved it’s at home on dirt more than ever with the help of technology. Home, Home On The Ranger Ian Foston, the T6’s chief platform engineer, said that the Ranger can go over the off-road course without the help of the preset drive modes, and I believe him. On our way back to Phuket, we were surprised with another course consisting of everything we experienced in the Ranger-Ville, albeit, in natural occurrence. I didn’t use any of the drive modes, instead just switching from 4H and 4L, as well as toggling the diff lock on and off as needed. The 360-degree camera played a major role in finishing the job, considering that it was my first time driving on the right-hand side of a vehicle, more so, on an advanced off-road trail. Refined Ride And More Confident Handling After the dirt tracks, we went on to a long drive through the mountains of Krabi and onto the stretches of Phang Nga highway to get back to Phuket. The unforgiving weather continued, which made the traverse on winding roads extra dangerous. The Ranger was easy to maneuver through the twisties of Krabi. Given my inexperience in right-hand side driving, the lane centering function, which can detect the edge of the road, was my guide. The steering felt firm and decisive as well, promoting more confidence even through the tight corners of the mountain pass. But what the Ranger gains in refinement, it lacked in oomph and grunt. On the highway and on provincial roads, I felt the Ranger’s ride refinement. It now holds a candle to the segment frontrunner, the Nissan Navara, in terms of overall comfort. It was plush for a body-on-frame truck, while roll through corners was predictable and progressive in how it arrived. The ride was car-like, as many journos used to say. But what the Ranger gains in refinement, it lacked in oomph and grunt. The Ranger Wildtrak I tested was powered by a bi-turbo inline-four EcoBlue diesel engine, good for 210 horsepower and 369 pound-feet of torque. There were moments when I had to overtake to keep up with the convoy, only to be met with a feeling of wanting more pull from the rear wheels. I felt the truck’s 5,000-pound weight during these attempts, which took a toll on the otherwise already powerful four-pot oil-burner. The silver lining here was that the 10-speed automatic transmission didn’t have any shift shock, while the outgoing model’s tendency to fumble over the gears has been eliminated. I appreciate the more civilized drive, but I wish there was more when I needed it most. Setting The Bar Higher I can’t deny that the improvements on the latest Ford Ranger are met with relative success. Shortcomings notwithstanding, it sets the bar higher for its rivals – in terms of refinement, driving dynamics, off-road prowess, and technological advancements. Ford now has work to do in making the in-cabin technology connive more seamlessly to complete the package. I wish I could say the same for the lackluster mid- to high-range grunt from the diesel power plant. Then again, there’s the availability of a V6 turbodiesel Ford Ranger in select markets such as Australia, which should be good for 247 hp and 443 lb-ft of torque. As to the other markets that will get this top-spec engine, that’s still a mystery. For the US and Canada, the new Ranger is all but confirmed at this point. A Ford representative refused to give me a specific timeline when asked, dismissing the conversation with its standard response on future products. But an educated guess tells us that the North American market will get this version of the truck with some changes to accommodate crash standards at a later date given that the current model was just introduced in 2019. It’s now just a question of when. The US will likely get the same EcoBoost gasoline engine bound for the Middle East and currently featured in the current North American Ranger, which is good for 298 hp and 333 lb-ft of torque. But there are a lot of things under consideration, including a Ranger EV co-developed with Volkswagen. What's clear after this test, though, is that the new Ranger is smarter and more capable, particularly when it comes to going off-road. That should make it an even more popular offering for customers in Asia, Europe, and yes, North America. Is the four-cylinder Ford Ranger Wildtrak a worthy substitute for the V6? Let’s go for a long drive and find out… How much does the Ford Ranger Wildtrak Bi-Turbo cost? What equipment comes with the Ford Ranger Wildtrak Bi-Turbo? How safe is the Ford Ranger Wildtrak Bi-Turbo? What technology does the Ford Ranger Wildtrak Bi-Turbo feature? What powers the Ford Ranger Wildtrak Bi-Turbo? How fuel efficient is the Ford Ranger Wildtrak Bi-Turbo? What is the Ford Ranger Wildtrak Bi-Turbo like to drive? How good is the Ford Ranger Wildtrak Bi-Turbo off-road? What is the Ford Ranger Wildtrak Bi-Turbo like inside? Should I buy a Ford Ranger Wildtrak Bi-Turbo? You would have to be living under a rock not to know the new-generation Ford Ranger ute launched in 2022. And you’d have obviously made yourself very comfy at aforesaid location if you did not know waiting times for the new V6 turbo-diesel engine in top-spec Ford Ranger models, including the Wildtrak, is up to 12 months. So why not opt for the Bi-Turbo? It’s not the headline story and not as powerful but it’s not as expensive and the wait time is not as long. To find the answer to that question we’ve spent an extended amount of time in a Ford Ranger Wildtrak Bi-Turbo, covering thousands of kays in the process. Think of it as more of a road trip than just a road test. How much does the Ford Ranger Wildtrak Bi-Turbo cost? The 2023 Ford Ranger Wildtrak Bi-Turbo will set you back $67,990 plus on-road costs. It is the most expensive Ranger model without a V6 engine. Available only as a dual-cab, it comes with the familiar 154kW/500Nm four-cylinder twin-turbo diesel engine, a 10-speed automatic transmission and part-time 4×4 system. It’s designed to be a refined yet capable 4×4 ute that can fit in downtown on a Saturday night, a bush trail on Sunday, a building site midweek, or trekking the east coast for a few weeks as we’ve done with this review. The Ranger Wildtrak’s primary competition includes the Isuzu D-MAX X-Terrain, the Mazda BT-50 Thunder and the Toyota HiLux Rogue. A Wildtrak V6 – if you can get one – costs an extra $3200 compared to the Bi-Turbo. What equipment comes with the Ford Ranger Wildtrak Bi-Turbo? On the outside, the 2023 Ford Ranger Wildtrak Bi-Turbo is distinguished along with the V6 version by a specific grille design, roof rails, sports bar with integrated tie-down rails, 18-inch alloy wheels mated with Goodyear Wrangler all-terrain rubber, a powered roller shutter for the load box and exterior mirrors with puddle lamps and zone lighting. There’s also LED headlights and increasingly familiar – as more new Rangers are sold – C-clamp driving lights, a drop-in bedliner, rear box illumination, side steps and an embedded modem that enables the FordPass smartphone app. Inside, the Wildtrak Bi-Turbo includes dual-zone climate control with rear vents, a smart key and push-button start, a new e-shifter design for the gear-change and an electronic parking brake. Ambient lighting, pull-out cup holders and eight-way power-adjust and heated driver and front passenger seats that are a new design, leather-accented and embossed with the Wildtrak name are also part of the package. The Ranger line-up now gets reach- as well as rake-adjustable steering to go with a new steering wheel. Orange trim stitching for the mostly dark cabin is unique to the Wildtrak. The Ranger comes protected by Ford’s five-year/unlimited-kilometre warranty. It has 12 months/15,000km service intervals, with the cost of each of the first four scheduled visits capped at $329. It goes up from there, spiking over $700 twice. How safe is the Ford Ranger Wildtrak Bi-Turbo? An extensive package of new driver assist systems places the 2023 Ford Ranger Wildtrak Bi-Turbo right at the top of the list when it comes to high-end safety gear. The autonomous emergency braking AEB system now includes cyclist detection and intersection assist. The adaptive cruise control adds stop-and-go and an intelligent function paired with traffic sign recognition that can automatically adjust your speed to the legal limit. Other new features include blind spot detection that takes your trailer into account if you are towing. There is also rear cross traffic alert with reverse brake assist, lane departure warning and centring, a basic steer assist, road edge detection, post-impact braking and a split-screen 360-degree camera. Active parking assist is now feet- as well as hands-off and the Wildtrak continues to have front and rear parking sensors. The Wildtrak is fitted with an integrated trailer brake controller in the dashboard for towing. It links into an enhanced trailer sway control system that reacts automatically when appropriate. The new Ranger has recently been confirmed with a five-star ANCAP rating, achieving high scores in some of the adult and child occupant impact protection tests. However, it didn’t do so well in the compatibility test; the safety assessors say there’s a threat to occupants of oncoming vehicles involved in a crash with the Ranger. ANCAP also points out the Ranger dual-cab is only fitted with child seat top tethers in the outboard rear seats, so child seats cannot be fitted legally in the middle pew of the bench seat. The Ranger now comes equipped with dual front, side chest-protecting and side head-protecting curtain airbags, as well as driver and passenger knee airbags. There’s also a new centre airbag which provides added protection for front seat occupants in side-impact crashes. What technology does the Ford Ranger Wildtrak Bi-Turbo feature? The 2023 Ford Ranger Wildtrak Bi-Turbo’s infotainment touch-screen is the headline act in a vast technology upgrade. It is the talking point of the Ranger anytime someone has a look inside the cabin for the first time. It acts as a striking promotion for the car as well as headquartering a bunch of high-tech features. They include the SYNC 4A infotainment system with wireless Apple CarPlay and Android Auto connection, embedded sat-nav and voice assistant, an off-road screen and controls for the six-speaker audio as well as the climate control. The Wildtrak also comes with wireless phone charging and USB-A and USB-C points front and rear. Sadly, the Wildtrak doesn’t pick up the widescreen digital instrument panel that’s reserved for the Ford Ranger Raptor and the new V6-only Platinum. It makes do with the smaller panel that means the tacho still gets scrunched up in the corner. To be honest, the bigger screen doesn’t present that much better. The digital IP in the Ranger’s close relation, the new Volkswagen Amarok, is a better design. What powers the Ford Ranger Wildtrak Bi-Turbo? The Panther’ twin-turbocharged diesel engine in the 2023 Ford Ranger Wildtrak Bi-Turbo is a familiar evolution of the DOHC 16-valve four-cylinder introduced to the previous-generation pick-up back in 2018. Claimed power output actually drops by 3kW compared to the old model to 154kW at 3750rpm, but the 500Nm torque rating at 1750-2000rpm remains the same. Bolted to the back of the Panther is an updated version of Ford’s 10R80 10-speed automatic transmission with closer gear ratios. Capping it off is the familiar part-time 4×4 system supplemented by low range, a locking rear diff and hill descent control. For the first time, Ranger Wildtrak comes with a Terrain Management System that includes Eco, Normal, Tow/Haul, Slippery and Mud and Ruts modes. How fuel efficient is the Ford Ranger Wildtrak Bi-Turbo? The 2023 Ford Ranger Wildtrak Bi-Turbo claims a average fuel consumption on the ADR combined cycle. Over the five weeks and 8000-odd kilometres we drove the Ranger, the fuel consumption came out at – and it tallied with the trip computer so you can have faith in what the Ford software is telling you. What is the Ford Ranger Wildtrak Bi-Turbo like to drive? The 2023 Ford Ranger Wildtrak Bi-Turbo is the most capable, quiet and comfortable dual-cab ute I’ve had the pleasure to spend an extended amount of time riding in and driving. It goes closer to bridging the gap between ute and SUV than any load-lugger before it. In fact, it shames some current rivals such is its superiority. It’s a big wrap, but driving from Melbourne to Far North Queensland and back helps solidify opinions. The drivetrain is eminently familiar yet also that bit smoother and more responsive than before, mostly because the 10-speed is now better sorted. Yep, you can still sense it jumping about in the low gears but less so. Once up and running it’s darn good, combining with a willing engine to deliver solid performance. At tip-in throttle there is the occasional touch of lag as engine and transmission try to get rolling. Very occasionally, the gear-change clunked home uncouthly as well. We weren’t heavily loaded – two adults, two dogs and about 80-100kg of gear at most – so how the Panther responds with a full payload or a caravan behind we couldn’t assess. But see our recent tow test for more on that stuff. The new chassis with its wider tracks, longer wheelbase and outboard rear shocks delivers a more stable and comfortable driving and riding experience than before. Its old-school 4×4 system means 4×2 running on tar, but for the most part it retains its poise. Well-tuned classic Ford-light electric-assist steering makes the Wildtrak easy to wield in tight confines for such a big vehicle. Get onto winding highways and it changes direction accurately and well. Hey, it’s still a ute, but it’s a keen one. The ride is exceptional for a load-hauler, only really becoming intrusive on rugged roads with no load onboard. Then it dances and jiggles a bit, but not really badly. A less aggressive H/T tyre might also sooth this aspect of its behaviour if you are not that interested in off-roading. The Ranger’s driver assistants add up to a very effective autonomous driving system. The Wildtrak stays centred in its lane on freeways and highways and the adaptive cruise’s ability to adjust its speed by reading speed signs is mostly effective. Mostly. One evening as dusk turned to darkness on the Bruce Highway in Queensland it did insist on reading off-ramp limits and slowing down to 80km/h rather than the digital signs on gantries on the freeway that advised it was full steam ahead at 110km/h. The Wildtrak also has a habit of warning the driver to put hands back on the steering wheel when they already are there. Apparently, there’s a software fix Ford’s already instituted for this. The only real question after all these kays is whether the V6 Ranger would have done the trip with even more poise. It says a lot about the Ranger that I’d happily do the trip again to find out. How good is the Ford Ranger Wildtrak Bi-Turbo off-road? The 2023 Ford Ranger Wildtrak Bi-Turbo is very capable off-road. That’s known from previous experiences rather than from this trip. We grappled with some gravel roads, a bit of sand and some very low-key water crossings, but nothing that challenged the Ranger’s capabilities in any way. But pondering this question does remind us the V6 Ranger gets the more sophisticated set-and-forget 4×4 system that can run in all-wheel drive on the highway. Considering it’s already fitted to Bi-Turbo 4×4 versions of the closely related Ford Everest SUV, it’s a surprise it’s not in the Wildtrak four-cylinder as well. It’s a logical upgrade. For more on all that off-road stuff, see our Best Dual-Cab 4×4 Ute 2022 mega-test. What is the Ford Ranger Wildtrak Bi-Turbo like inside? The 2023 Ford Ranger Wildtrak Bi-Turbo’s capability as a long-distance tourer isn’t only due to its refined driving behaviour. A top-notch cabin helps as well. The front seats are excellent and the ability for the driver to get comfortable is aided by the improved steering column adjustment and sizeable pedal box with left foot rest. Storage in the cabin is pretty generous, reflecting Ranger’s fundamental tradie brief. There are big door bins in the front and back, dual glove boxes, a sizable centre lidded bin and some other storage holes tucked away. In the back there are dual seatback pockets and a fold-down centre arm rest with a double cup holder. Hidden storage in the Ranger As per the previous generation, the rear seat backrest folds down and the base flips up to aid versatility. Most utes only do one or the other. The huge touch-screen sits a bit low for my taste. I’d also prefer it to be slightly angled toward the driver. It’s commendable Ford has retained hard buttons for temperature and volume but being at the bottom of the screen they are too far away. Some of the identifiers on buttons and controls on the dash and steering wheel are also a bit small to decipher with ageing eyes. The embedded sat-nav map isn’t as distinct as the ones on offer through CarPlay either. Trying to navigate around the cluster and the touch-screen menus and sub-menus also takes some learning as well. The back button gets a hefty workout! As we’ve already said, the digital instrument cluster is underwhelming. And then there’s the squat e-shifter. It just doesn’t work as comfortably and easily as it should. It requires a fully stretched hand to clasp it, press the detente and move through the gears. The resistance of the shift is not pronounced enough. Overshooting when shifting from drive into reverse and ending up in park happens too often. There’s no manual shifting by the lever or by flappy paddles either. The only way to manipulate the gearing is via push buttons on the side of the e-shifter. It’s clumsy and awkward. A sport mode would sharpen up the transmission and make manual changes less needed. But that is only offered with Raptor for some reason. The load box of the Ranger is a thumbs up. The hard cover provides excellent security and it meant we didn’t have to unpack at overnight stops. Swim gear and beach chairs stayed onboard the whole five weeks. It would be great if Ford added better overhead lighting to the load box, perhaps in the sports bar. There is lighting inside but it’s low down and can get covered over easily. If you don’t have a torch, searching around in there at night can be a clumsy affair. Should I buy a Ford Ranger Wildtrak Bi-Turbo? Yep, absolutely. If you want a top-spec Ranger and can live without the V6 then the 2023 Ford Ranger Wildtrak Bi-Turbo is a heartily recommended buy. Sure, the smaller engine isn’t as convincing as the V6, but it’s only marginally inferior and by no means a dud. It’s also competitive against any other four-cylinder dual-cab ute engine out there, as already proven in our Best Dual-Cab 4×4 Ute comparison test. And the rest of the package trumps any other dual-cab. It’s one of the more expensive examples of the breed, but driving it, sitting in it and appreciating the high-tech equipment list you can see where the money was spent. It all adds up to a great vehicle for a trip to FNQ or down to the shops. 2023 Ford Ranger Wildtrak Bi-Turbo at a glance Price $67,990 plus on-road costs Available Now Engine four-cylinder twin-turbo diesel Output 154kW/500Nm Transmission 10-speed automatic Fuel ADR Combined CO2 201g/km ADR Combined Safety rating Five-star ANCAP 2022 Keyword Ford Ranger Wildtrak Bi-Turbo 2023 Review For safety, there's the standard inclusion of seven airbags, anti-lock braking system, electronic brakeforce distribution, electronic stability control, traction control, brake assist, hill descent control, hill launch assist, rollover mitigation, adaptive load control as well as front and rear parking sensors. Safety is further bolstered by autonomous emergency braking with pedestrian detection, forward collision warning, brake override system, emergency stop signal, lane departure warning and assist, blindspot detection system, highbeam assist, rear cross-traffic alert, manual speed limiter, multi-collision brake, Active park assist tyre-pressure monitoring system and a 360-degree camera system. "As Asia Pacific's only factory-built performance truck for performance off-roading, demand for the Ranger Raptor has exceeded expectations. Based on feedback received, we know many Malaysian customers want a choice of engines and the Bi-Turbo Diesel engine is a great addition to our lineup," said SDAC Ford managing director Turse Zuhair. For those interested to check out the newly launched next-gen Ranger Raptor can visit MRANTI Park open space, West entrance from June 9 to 11. The pick-up truck will also be taking a nationwide tour including Sabah and Sarawak with the Ford Experience Hub roadshow till September where a Ford Concierge will assist with any enquiries. From left Turse; Sime Darby Motors, South East Asia, Hong Kong and Macau managing director Jeffrey Gan; Sime Darby Motors, Motors' Division managing director Andrew Basham and Ford Asia Pacific Distributor Markets sales zone manager Navin Gulatiat the unveiling of the Next Generation Ford Ranger Raptor Bi-Turbo Diesel. Visitors to the hub may also book a test drive, learn more about the Ford Ranger Getaways as well as view and purchase exclusive Ford merchandise. Those who book the latest pick-up truck and/or getaway at the hub will be able to immediately redeem exclusive merchandise. Last but not least, buyers of the latest Ranger Raptor will be able to utilise their Inner Circle privilege card code to enjoy a 30% discount on one Ford Raqnger Getaways trip. For more information, log on to or follow Ford Malaysia's Facebook, Instagram, Twitter or YouTube channel or WhatsApp Chat with a Ford Ranger Specialist about the latest Ranger Raptor.

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