It's the result of a worldwide development programme, probably the most comprehensive for a light commercial. New Zealand played a small role when disguised examples were flown in for cold-weather testing at the Snow Farm facility near Queenstown.
Asked what's held over from the last model, one engineer at the media launch said: "Maybe a pocketful of nuts and bolts."
Although three engines are available, New Zealand will concentrate on the 3.2-litre Duratorq TDCi five-cylinder turbodiesel.
This flexible, smooth unit with a distinctive sound produces 147kW and 470Nm of torque anywhere between 1500rpm and 2750rpm.
Combined fuel consumption is between 8.4 litres per 100km from a 2WD manual to 9.6 on the Wildtrak 4WD. The sole petrol engine won't be offered, and a 2.2-litre turbodiesel is available to order on some models. Good fuel figures and a whopping 80-litre tank allow a potential range of more than 1000km between fill-ups.
Ranger uses six-speed automatic or manual transmissions. The ZF automatic, a version of which is on Falcon, offers manual sequential shifting. The Getrag-Ford manual is on vehicles as different as Mustang and the Transit van. It provides crisp, sportscar-like shifting.
Ranger is larger in all important dimensions. The double cab is 5359mm long and 1850mm wide. Its 3220mm wheelbase and front and rear track have grown. The extra dimensions have been put to good use in the cabin.
Ford is so sure the double cab rear-passenger area is the roomiest and most comfortable, it lined up key rivals at the launch to prove its point - the Toyota Hilux, a Nissan Navara D40 and a Volkswagen Touareg.
Ranger has a braked towing rating of 3350kg, one of the best for a ute and only a little short of the 3500kg holy grail of some 4WDs like Land Rover's Defender.
Torsion-bar front suspension has been replaced by a coil-over-strut that allows better tuning of the upper and lower wishbones. The rear leaf springs have been revised. Steering has changed to rack and pinion from recirculating ball. Ranger's traction control, the best that Driven has experienced in a ute, is part of a Dynamic Stability Control (DSC) package.
In 4WDs, DSC can be partially deactivated to help get through, say, loose sand or thick mud. A second setting works in snow and ice.
Ford adds extra traction punch in the form of a mechanical rear differential lock, standard on some models and an option on the rest, including 2WDs. Off-road capability has been improved by better clearances under the chassis and a leading wading depth of 800mm. Most utes can drive in water 500mm to 700mm deep before risking damage.
Safe driving in wild places
It's safety, if not for Africa, then in New Zealand's wildest driving conditions. The Dynamic Stability Control (DSC) includes a swag of clever electronic keep-me-safe aids.
Hill Descent Control helps the driver on steep downhill grades.
Hill Launch Assist helps the driver pull away on steep climbs.
Trailer Sway Control provides stability control when towing a trailer.
Adaptive Load Control provides optimal vehicle stability with a load.
Roll-Over Mitigation helps prevent the truck rolling.
Emergency Brake Assist gives additional brake pressure during emergency stopping.
Emergency Brake Light signals to drivers by flashing the indicators when the vehicle decelerates.
Room to stow a cat
Double Cabs have more than 20 spaces to stow stuff. Door pockets take 1.5-litre bottles and the glovebox holds a 38cm laptop computer. A separate driver's glovebox provides useful storage and there are places for mobile phones and the like in the console and other areas reached easily by the driver. The console on XLTs and the Wildtrak is chilled by air conditioning. Rear seats cover more stowage bins and fold to offer further storage.
