The atmosphere was bristling with anticipation as our group of invited journalists from the Caribbean and Central America was warmly received at the lavish Bristol Buenaventura Resort Hotel on Panama’s Pacific coast, some two hours from Panama City.

On our first official evening we joined Ford officials and other media representatives for cocktails and dinner. Naturally, the new Ford Ranger was the hot topic of the evening and everyone spoke glowingly of Ford’s performance in their respective markets versus the competition from Nissan and Toyota. We heard from Chris Sirju of The Gleaner about the remote, mountainous regions in Jamaica where Suzukis and Land Rover Defenders are the only means of getting around due to the crude roads and limited infrastructure. Everyone, it seemed, was well aware of who the real performers were in the current market. We did all agree on one thing though– the last few generations of the Ranger had excelled in terms of sales, reliability and on- and off-road performance, a fact that was reflected in the large numbers of happy owners. The Ford team skillfully recognised our concerns and noted our comments without giving away too much.

 

The following day with everyone dressed in a smart Ford sport polo, class was now in session. Waldo Galán introduced the ONE Ford global growth plan, a full range of world cars with market-specific features. As part of this venture, Ford’s Export and Growth division has already set up bases in Dubai, Russia, China, India and South Africa, along with our regional grouping of the Caribbean and Central America. Much to our delight, the latter region recorded the highest performance and growth overall in the last year. The Ranger will be produced in Ford’s plants in Thailand, South Africa and Argentina to ensure a regular supply of units to any part of the world, even in the face of a natural disaster. It was reassuring to know that the Ford Motor Company was back on the path to success, especially in our region.

The new Ford Ranger has been given a clean sheet design. The design brief called for bold, purposeful looks and many features that customers now expect. Durability against the toughest conditions experienced in over 180 countries, including extreme heat or cold, water, sand or snow are also synonymous with Ford’s arsenal of design feats. Invariably, mud can be easily accommodated with a change of tyres. In theory, Ford appears to have started out on the right foot. The worldwide internal ONE Ford plan also called for excellence in four areas– Quality, Green, Safety and Smart. We were impressed that low noise, vibration and harshness (NVH), quiet cabins, tight-fitting gaps and tolerances, and solid structure were now part of Ford’s must-haves in the manufacturing process. Our curiosity about the actual execution and finished products was now piqued. Lucky for us, it was soon to be satisfied– drive time had arrived.

Ford came prepared to show us the full vehicle comparison experience. We saw not just Ford Rangers but comparable current versions of the Toyota Hilux and Nissan Navara for testing. We opted to start in the Ford Ranger, a 2.2-litre 4-cylinder turbodiesel 4x4 double cab with 6-speed manual gearbox. The Ranger comes with a choice of a high- and low-power (B10-compatible) versions of the 2.2-litre turbodiesel engine rated at 120hp/210ft-lb and 150hp/276ft-lb, respectively; and a 3.2-litre 5-cylinder turbodiesel rated at 200hp/346ft-lb or, a 2.5-litre petrol engine rated at 163hp and 166ft-lb of torque, which can also be fitted with an LPG/CNG system. All the diesel units are bio-diesel friendly. Available transmissions include a 5-speed manual on the low-power 2.2-litre diesel and 2.5-litre petrol, a 6-speed manual, which is optional on the high-power 2.2-litre and standard on the 3.2-litre, and an optional 6-speed automatic for the 3.2-litre diesel. A limited slip differential is also available.

Our high-power 2.2-litre felt responsive for its size needing just 1500rpm to generate peak torque, which is sustained all the way through 2500rpm with 80 per cent available from 1300rpm all the way through 3500rpm. We thoroughly enjoyed this wide range of usable pulling power as we accelerated on the semi-paved and highway roads en route to our destination. We were easily able to keep up with the pack and our 60-wiggle test was executed easily with minimal body roll or drama. The interior revealed a generous amount of space, both in the front and rear, and many compartments to hold our gear. The clutch was easily modulated and the steering never felt over or underassisted. Switching from 2WD high to 4WD high and 4WD low-range gears is easily accomplished at the turn of a button that, like most of the controls in the Ranger, is designed to be operated with gloves on. A vehicle stop is only required for going into 4WD low mode. Visibility and headroom were remarkably good.

 

 

 

 

 

 

We had our first stop and rotation then climbed onboard a basic model 4x4 double cab Toyota Hilux with a 100hp/148ft-lb 2.5-litre turbodiesel engine and a 5-speed manual gearbox. Immediately, the differences were salient. The Hilux was much smaller inside and the gear lever tended to touch the legs of taller drivers when in first. (Bear in mind that the vehicles tested were left hand drive so this problem may not be present in right-hand-drive models.) Power delivery as the specifications indicated was certainly less entertaining. While the Hilux required more revving to get moving, it was hardly sluggish. The ride was very soft in comparison and resulted in more body roll, reminding us of the old Nissan Frontier.

Our next stop would put us in the Nissan Navara, also a double cab, lower-end model with a 2.5-litre 161hp/297ft-lb engine. We enjoyed the extra interior space but although larger than the Hilux, the Navara was not able to match the Ranger’s ample cabin. The dashboard and interior treatment also lacked the Ford’s modern updated design language. The engine was delightfully flexible, ready to go from just 1000rpm and with a stronger surge of torque that made the Navara the speedster of the bunch. While good acceleration is a key trait of any successful pickup, we had yet to test off-road, cross a river or carry heavy loads. The Navara seemed closer to the Ranger, in terms of handling, with minimal body roll and possessed a more stable blend of ride and cornering ability. Soon we were at Rancho Hato Viejo (Old Cattle Farm Ranch) where we broke for lunch.

Discussion was lively at the table and led us to confirm many differences and characteristics of the Ranger and its closest competitors. Zorce also shared the findings of our 60-wiggle accident avoidance/emergency lane change test and clarified what we were doing. After our sumptuous (yet carb-sensible) meal we examined the Ranger in detail and it was here that we would find many other ways in which Ford had set the bar higher. Our in-depth technical breakout and competitive breakout tours were hosted by Azhar Piracha and Abel Ortiz who pointed out the advances in body styling (including a new bonnet, enhanced mirrors, tailgate lip spoiler and lack of factory body cladding) that resulted in better aerodynamics for greater economy and less wind noise. Under the bonnet there are high-mounted components like electronics, breathing valves and an air filter that features a water trap (to let water out but not into the air intake). Also new was a sealed a/c compressor ensuring that the Ranger is safe to go through water up to 800mm deep, up from 450mm on the outgoing Ranger and the current Nissan Navara. This could be a great bonus for Trinidad emergency flood navigation, we concurred.

Inside, the glove box is large enough to accommodate a 16-inch laptop. There are many convenient storage compartments, including a pair of hidden bins under the rear seat. Thicker glass also provides the Ranger with a stronger structure and quieter interior. There are three body styles available– Regular, Super and Double Cab. Convenience options include remote keyless entry, USB connectivity, rear view camera, rear parking sensors, voice control for audio and climate, dual climate zones, cooled storage compartment and rain-sensing wipers. The body structure uses four different grades of high-strength steel and other material to divert crash energy away from the passenger safety cell. It also uses crash sensors to determine which airbags need to be fired based on the severity of the impact and the degree of structural intrusion.

Dual wishbone front suspension keeps the Ranger on track while the rear suspension has now been changed to a leaf spring setup that allows a larger maximum (properly secured) load of 1,407kg (3.2-litre), making the Ranger a full 1-ton compact truck. As such, in Trinidad and Tobago a Heavy-T driver’s licence classification will now be required to operate the 3.2-litre model. The 2.2-litre’s rating for maximum payload starts at 1,015kg depending on the model and can be driven with a standard licence. Towing ratings for properly equipped loads are now up to an outstanding 3,000kg on the 3.2-litre, even if it means going uphill. The new larger, deeper tray also features 2x4 lumber-friendly recesses for creating a shelf and optional external hooks with smooth, hard plastic covers for rope and tarpaulin tie-downs. The Ranger uses a combination of front-disc and heavy-duty rear drum brakes with available ABS. It rides on 16- or 17-inch wheels resulting in a ground clearance range of 201mm to 232mm, depending on the model.

Now savvy about the Ranger and its rivals, we hit the road. For practicality’s sake, guests would drive the Rangers in groups of three to four at a time. We also took turns in the driver’s seat so that each person drove the full course and then observed the course from the perspective of the front and rear seats. The route was spread over the expanse of the ranch taking us through a small river, uphill and onto a side-angle ramp. Next we rocked over the offset bumps that were mini-mounds on alternating sides, demonstrating the Ranger’s suspension travel. This seemed smoother up front and bouncier in the rear due to the leaf sprung solid axle rear suspension. Our course took us over a log crossing and then to a longer straight with a sharp right corner that let us test out the brakes in an off-road scenario.

We then headed for a large man-made hill featuring dips on entry and exit to show the Ranger’s approach, breakover and departure angles, which are 28˚, 24˚ and 26˚, respectively. This was so steep that at apex only the sky was visible through the windshield. We then made a loop crossing the river twice, which was easily managed at idle speed in first gear and we were back to the start. At no point did the Ranger become stuck– a testament to the 4WD system’s capabilities. Just for argument’s sake we stopped before making a small river crossing and switched into 2WD then hit the gas. Surely enough, we did get wheelspin and limited movement but were able to cross.

Overall we were very happy having been able to tackle a variety of surfaces and situations that ordinarily would not have been afforded to us by a dealership.

On our return trip to the hotel, we contemplated all that we had discovered about the new Ford Ranger. The stunning beachside pool area awaited us for a delightful dinner and local cultural performances. By now, guests from the dealerships had arrived and over the next two days they would also experience all that we did. One fact was clear, as they would soon find out– the light truck & pickup segment has been redefined.

The Ford Ranger is available locally at McEnearney Motors. The current prices are TT$259K for the 2.2-litre 4x2, TT$279K for the 2.2-litre 4x4 and TT$329K for the 3.2-litre limited edition version which we just can’t wait to drive!

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View this photo set on Flickr