ford ranger wildtrak 3.2

Ranger Wildtrak Double Cab Pick-Up 3.0-litre diesel V6 4x4 - $70,190 (new model) Ranger Raptor Double Cab Pick-Up 3.0-litre EcoBoost petrol V6 4x4 - $85,490 (up $6100) Note: All prices above exclude on-road costs. Care has been taken in publishing accurate pricing - however be sure to check with a Ford dealer for the latest, final prices. Powering the Ranger are two engine choices, the Duratorq TDCi 2.2 litre variable geometry turbodiesel offering 150 PS and 375 Nm in the case of the 2.2 XLT and a 200 PS and 470 Nm 3.2 litre Ford Ranger Wildtrak Buyer's Price Guide. Most are between £26,000 and £34,792 We see vans like this for sale 7 times a day Used Van Pricing Search (2000 on) Refine Your Search Results. Make Ford Model Ranger Trim Wildtrak. Year 2022 2021 2020 2019 2018 2017. Plate 18 reg 19 2016 Ford RANGER 3.2 WILDTRAK D/CAB 4X4 AUTO for sale in Windhoek, Namibia. This vehicle has 175000 km and Diesel Engine. Pre-owned RANGER 3.2 WILDTRAK D/CAB 4X4 AUTO for sale. Second hand Ford RANGER 3.2 WILDTRAK D/CAB 4X4 AUTO car price in Namibia. Dealer in Ford RANGER 3.2 WILDTRAK D/CAB 4X4 AUTO vehicles for sale. - Auto World Automobile Dealer. Detailed Info. Description. 2019 ford ranger wildtrak 32900 plus vat vat invoice available frozen white 3.2 automatic 6 speed alloy wheels roller cover towbar reverse camera park sensors touch screen sat nav heated seats cruise control climate control leather steering wheel power windows power mirrors sports seats with driver power adjustment Site De Rencontre Gratuit Pour Veuve. The 2018 Ford Ranger WILDTRAK 4x4 is a four-wheel drive double cab pickup that was released to the Australian market on 01/09/2018 classified as a PX MKIII MY19. The Ranger is regarded as a pick up or cab chassis 4x4 built in Thailand with prices from a dealer as a used car starting at $54, Ranger is a four-wheel drive 4 door with 5 seats, powered by a DIESEL TURBO 5 engine that has 147 kW of power at 3000 rpm and 470 Nm of torque at 1500 rpm via a Six-speed Manual. Ford claims the Ranger WILDTRAK 4x4 uses of Diesel in the combined city and highway cycle while putting out 221g of CO2. It has a 80L fuel tank, meaning it should be able to travel 952km per full Ranger measures 1848mm inches in height, 5389mm inches in length, 1850mm inches in width with a 3220mm inches wheelbase that brings about a total of 2260kg lbs of unladen weight. The Ranger WILDTRAK 4x4 comes standard with 265/60 R18 front tyres and 265/60 R18 rear tyres. It requires a service every 12 months or 15,000 km, whichever comes first. It has a 60 month, unlimited kilometre 2018 Ford Ranger WILDTRAK 4x4 has a 232mm ground clearance with a 3500kg braked and 750kg unbraked towing capacity. It has a final gear ratio of Ranger has received a 5 star rating from ANCAP. The VIN number can be found on the Centre Of Chassis Frame and the compliance plate is located on the Lower Driver Side B-Pillar. An example VIN number would be similar to M*MF$%0&W123456. Buyers of four-wheel drives and utes love to parley the contents of each other's engine bay. But which is of these Ranger powerplants is best? No replacement for displacement. Aside from the Summernats burnout pad, no motoring subculture seems so wedded to the idea of 'bigger equals better' than four-wheel drivers. And once upon a time, they were well served by big, mechanical lumps of iron that lacked outright power and refinement, but packed plenty of low-down torque and days, displacement is being replaced by technology. Multiple turbochargers, advanced fuel injection and efficient engine designs mean you can get more power, torque and efficiency from a smaller power plant. Plus, emissions are much better, which is a good Ford is offering three engine choices for its well-regarded 2020 Ranger ute. There's an entry-level four-cylinder turbo diesel that's the first choice among fleet operators and powers lower grades of the Ranger, but we're going to side-step that one for across most of the range is the five-cylinder turbo diesel engine, which has been in service since the T6 platform lobbed back in for the flagship Ranger Raptor, and optional on high-grade models like the Wildtrak and XLT, is Ford's newer four-cylinder turbo diesel engine. This choice brings more power and torque, along with a 10-speed automatic gearbox, for a $1500 one turbocharger across five cylinders, the engine makes 147kW at 3000rpm and 470Nm at 1750–2500rpm. Solid numbers, which have stood the test of time reasonably less capacity, and a lower cylinder count, but an extra turbo and a boatload more technology, Ford’s new EcoBlue’ or BiTurbo’ diesel engine develops 157kW at 3750rpm and 500Nm at 1750– are a few extra specification differences between these two that are worth pointing out. The black Ranger is another addition to Ford's burgeoning range called Wildtrak X. Costing $2000 extra, the package adds in unique black 18-inch alloy wheels with 20mm of additional negative offset now +35mm. There are also fender flares, a snorkel, nudge bar and light while the automatic Ranger Wildtrak X costs $66,290 before on-roads with its extras, the Ranger Wildtrak goes for $65,790 before more power, more torque, more gear ratios, what’s not to like about the smaller engine? While the engine still has its fan base, and has developed a mostly good reputation over the years, take-up of the seems successful amongst new Ranger order to improve its power and torque density, the newer engine has plenty of additional tech tricks up its sleeve. Along with two variable-geometry turbochargers, the engine has an integrated intake manifold, and camshaft timing is handled by a low-friction belt-in-oil design. Instead of a timing chain or belt on the front of the engine, a special glass cord belt, designed to last the life of the engine, turns inside partially submerged in sump While both engines provide adequate propulsion for a 4x4 ute, the more powerful engine unsurprisingly gives better overall performance. The engine is initially slightly more willing off the line, but the smaller donk is more flexible and responsive once rolling. It uses noticeably more of the tachometer also, rising and falling as the gearbox shuffles through all those a great deal todayInterested in one of these cars? Complete your details and we'll connect you to our gearboxes are smooth and well mannered, but the 10-speed is naturally much busier with so many choices. It's worth noting here, the smaller engine has a slightly narrower peak torque band, which the gearbox does a good job of chasing. Interestingly, both gearboxes give off an odd, random thud from time to engine makes more noise, with a somewhat unique thrum coming from its five cylinders. You can see this as being a bit raw and uncouth, or just adding a bit of character. Kind of like that uncle at Christmas after too many drinks. The bigger engine doesn’t rev as much, with a lower redline and noticeably less willingness to certain, however, is that the engine makes less noise in operation. Only when working hard does it start to make some noise – most of the time it's impressively quiet. A lot of this noise reduction comes from the advanced overall design, and things like internal timing belts. The engine, like most others, uses a timing chain mounted on the front of the engine. With only a thin pressed metal case over the top, it isn’t so well insulated from making noise. Engine BiTurbo Duratorq Engine size cc 1996 3198 turbochargers 2 1 Power 157kw 3750rpm 147kW 3000rpm Torque 500Nm 1750-2000rpm 470Nm 1750-2500rpm 1st gear ratio low range ratio final drive ratio crawl ratio claimed efficiency fuel tank size 80 litres 80 litres Engine Technology Both engines have a cast-iron block and aluminium cylinder heads, and both use diesel particulate filters and exhaust gas recirculation EGR systems to keep emissions in check. Neither uses an AdBlue-type urea injection through the exhaust, although the related Everest SUV also use piezoelectric fuel injectors, but the newer engine can fire up to six injections per combustion cycle, compared to only five for the Duratorq. It also shoots a finer mist of fuel, injecting as little as a grain of sugar each time, through eight holes that are no wider than a human hair. This helps with power, but also means the smaller engine will likely be more finicky with the cleanliness and quality of it's interesting point is that the engine also has a crankshaft that is offset to the side by 10mm. This reduces side loads on the pistons as they travel up and down in the cylinder, which in turn reduces friction efficiency All of these engineering tricks for better efficiency yield better efficiency overall; however, it’s not a huge difference. Ford quotes litres per 100km on the combined cycle for the BiTurbo compared to for the didn’t meet either of these claims in our testing. Both sat around the mark for general town and highway usage, but the smaller engine netted better economy in sustained highway usage. We reckon it’s probably more from the extra gearbox ratios, rather than the smaller While time restraints stopped us COVID slows everything from towing with these two examples, we can draw upon previous experiences of towing to give you a good idea. Like what we found with our previous Everest comparison, having more power, torque and gear ratios makes for a better tow flies in the face of traditional thinking, I know. And many bearded men are likely guffawing into their schooners as they read this, but it's inescapable. Although the engine has a bit more chubbiness in the peak torque curve, 30 extra newton-metres and ten more kilowatts don't go unnoticed. And with much narrower ratio spreads between each gear ratio, it's a done deal. Weights BiTurbo DuraTorq Kerb weight 2246kg 2278kg GVM 3200kg 3200kg payload 954kg 922kg GCM 6000kg 6000kg towing capacity 3500kg 3500kg Gearing With different gearing through the transmission and differentials, both Rangers have an almost exact first gear ratio in high and low range. Top gear is effectively taller for the 10-speed, helping keep revs and fuel consumption down. And, of course, there are much shorter jumps between each gear when you’ve got four extra up your you want to get into the finer details, 32kg worth of kerb weight 2246kg for the BiTurbo, 2278kg for the yields a commensurate bump in payload 954kg v 922kg respectively, with both utes sharing a 3200kg GVM, 3500kg braked towing capacity and 6000kg gross combined Servicing costs sit very close between the two, with only slight variations on some visits. While the Ranger costs $2616 after seven years or 105,000km, the costs $2631 for the same period of time. Both have service intervals every 15,000km or 12 months, whichever comes are also covered by the same five-year, unlimited-kilometre warranty. Wondering which of the two will be more reliable over the years is similar to asking how long that piece of string is. It depends on a lot of variables, although the older unit does have a bit more real-world can gather some additional insights from looking at recall information. Service costs Kilometres BiTurbo DuraTorq 15,000 $299 $299 30,000 $299 $299 45,000 $299 $299 60,000 $299 $299 75,000 $365 $395 90,000 $690 $645 105,000 $365 $395 Total $2616 $2631 VERDICT Both engines are sound choices in a ute that has otherwise shirked its years impressively well. For many, choosing will be based on personal preference. Some take solace in an older design with more capacity at the ready, and that same buyer might enjoy the extra noise that comes with the same people will prefer the relative simplicity of a single turbocharger and more accessible front timing chain. And although there is one less piezoelectric fuel injector to worry about, it’s not as advanced a design as the other engine. I also like to see the higher-mounted alternator for a newer, smaller and more expensive option delivers more of those things we like to see power, torque, performance refinement and efficiency. And for those reasons of such core importance for a driveline, it's my pick of the wait! We're not finished just yet. They say that variety is the spice of life, and two heads are often better than one. With that in mind, we've conjured up the opinion of Joshua Dowling on this subject, who has spent more seat time in 4X4 utes than many would care to admit. Take it away...Co-tester points Joshua Dowling Back when the borders were open – at the start of the coronavirus crisis – I drove from Sydney to Melbourne to avoid air thought of sitting in a metal tube for an hour or so with or without a mask didn’t appeal to me. I was a germaphobe even before COVID-19, and was socially distant long before it became a I love driving, even if it is the monotonous Hume Highway. I used to do that run on a monthly basis back in the a much easier drive now; there’s not a single set of lights from the freeway in the heart of Sydney to the outskirts of Melbourne’s CBD. The only reasons to stop now are for food and fuel – and in our case, mission drive a Ford Ranger Wildtrak from Sydney to Melbourne and bring back a twin-turbo suited me I can’t get enough of driving the Ford Ranger. Although it’s not perfect, it has held up incredibly well despite its age and is still the benchmark in many areas, thanks to continual improvements over the the Ford Ranger is Australia’s second-best selling vehicle after the Toyota HiLux, so it was good to get reacquainted, especially as there was a bunch of new or updated utes around the corner, such as the Isuzu D-Max and Mazda BT-50. And the facelifted Toyota of the most common questions we get asked when someone is looking to buy a Ford Ranger is which engine to choose. Even the team in the office is divided on the there is no debate. The is the way to go sorry boss.The five-cylinder sounds the business, but it is heavier, thirstier and less powerful than the new-generation twin-turbo stark contrast was evident to me during last year’s ute mega test. The Ford Ranger – backed by a 10-speed auto – was faster and more fuel efficient than the backed by a 6-speed auto in the Mazda BT-50 which at the time was a Ford Ranger in a Mazda body.We did 0 to 100kmh tests empty, with a 650kg load in the tray, and when towing a 2200kg caravan. In every instance, the Ford Ranger aced the save you searching the internet, the 0-100km/h times when the vehicles weren’t carrying a load or towing were as follows Ford Ranger seconds, Mazda BT-50 seconds.With 650kg in the tray, the 0-100km/h times were seconds seconds and when towing a 2200kg caravan the 0-100km/h times were seconds and seconds build some suspense into the Sydney-Melbourne return trip, I tried to drive each way on one needed a fuel stop because I had done some suburban driving before setting off. But the made it one way with ease. And when I refuelled it, the distance-to-empty read the end, the returned litres per 100km of diesel whereas the returned 10L/100km after resetting the trip at the start of the freeway, to compare like-for-like.So unless you love the noise of the and that’s a valid reason in my book, or are concerned about the longevity of a small engine doing a lot of heavy lifting over, say, 10 years, the is better. At least on The shift in the 10-speed auto is not as smooth as the six-speed auto, as it can jolt unexpectedly between gears when it gets we had a fuel-injector failure on the some time after we did this run. It was one of the newer, updated injectors for this model an earlier stop sale’ notice was issued to replace a bad batch of injectors, but it seems we got one of the bad ones. There was no additional damage the faulty injector was replaced, and the Ranger was back on the road after a quick visit to the service with that hiccup, I would still prefer to live with the over the It feels lighter over the nose, is responsive and fuel efficient, and makes light work of the daily grind or when heading says the front shocks and springs are unique to each model, and in 2018 Ford changed the front anti-roll bar and lowered the recommended tyre pressures to soften the are extremely comfortable to live with day-to-day, and on the open road. But the would be my personal preference. Overall RatingsDrive’s Pick2021 Ford Ranger Wildtrak Pick-up Double 102020 Ford Ranger Wildtrak Pick-up Double 10Ratings BreakdownPerformance2021 Ford Ranger Wildtrak Pick-up Double Ford Ranger Wildtrak Pick-up Double Quality2021 Ford Ranger Wildtrak Pick-up Double Ford Ranger Wildtrak Pick-up Double & Dynamics2021 Ford Ranger Wildtrak Pick-up Double Ford Ranger Wildtrak Pick-up Double Technology2021 Ford Ranger Wildtrak Pick-up Double Ford Ranger Wildtrak Pick-up Double Comfort & Packaging2021 Ford Ranger Wildtrak Pick-up Double Ford Ranger Wildtrak Pick-up Double Technology2021 Ford Ranger Wildtrak Pick-up Double Ford Ranger Wildtrak Pick-up Double & Connectivity2021 Ford Ranger Wildtrak Pick-up Double Ford Ranger Wildtrak Pick-up Double Efficiency2021 Ford Ranger Wildtrak Pick-up Double Ford Ranger Wildtrak Pick-up Double for Money2021 Ford Ranger Wildtrak Pick-up Double Ford Ranger Wildtrak Pick-up Double for Purpose2021 Ford Ranger Wildtrak Pick-up Double Ford Ranger Wildtrak Pick-up Double Purcell has been writing about cars, four-wheel driving and camping since 2013, and obsessed with anything that goes brum-brum longer than he can remember. Sam joined the team at CarAdvice/Drive as the off-road Editor in 2018, after cutting his teeth at Unsealed 4X4 and Pat Callinan’s 4X4 more about Sam Purcell The 2016 Ford Ranger WILDTRAK 4x4 is a four-wheel drive dual cab pickup that was released to the Australian market on 01/08/2015 classified as a PX MKII. The Ranger is regarded as a pick up or cab chassis 4x4 built in Thailand with prices from a dealer as a used car starting at $39, Ranger is a four-wheel drive 4 door with 5 seats, powered by a DIESEL TURBO 5 engine that has 147 kW of power at 3000 rpm and 470 Nm of torque at 1500 rpm via a Six-speed Manual. Ford claims the Ranger WILDTRAK 4x4 uses of Diesel in the combined city and highway cycle while putting out 248g of CO2. It has a 80L fuel tank, meaning it should be able to travel 964km per full Ranger measures 1848mm inches in height, 5389mm inches in length, 1850mm inches in width with a 3220mm inches wheelbase that brings about a total of 2200kg lbs of unladen weight. The Ranger WILDTRAK 4x4 comes standard with 265/60 R18 front tyres and 265/60 R18 rear tyres. It requires a service every 12 months or 15,000 km, whichever comes first. It has a 36 month, 100km 2016 Ford Ranger WILDTRAK 4x4 has a 232mm ground clearance with a 3500kg braked and 750kg unbraked towing capacity. It has a final gear ratio of Ranger has received a 5 star rating from ANCAP. The VIN number can be found on the Centre Of Chassis Frame and the compliance plate is located on the Lower Driver Side B-Pillar. An example VIN number would be similar to 6PFMBGE0P123456. This is a story that’s going to be tackled from a few angles because when Steane and I conceived of pairing the Ranger Wildtrak with its sibling, the then-new Ranger Raptor, it offered a glance at the past and also the future. I’ll let Steane’s words enthuse you about the Raptor I drove it and can confirm everything he said about it as my task is to tell you about the passing of the baton. You see, the perennially popular five-cylinder diesel that’s been Ranger’s staple engine in this current series, won’t be with us too much longer. We believe that it will be yet another victim of those bastards at Volkswagen and their morally bankrupt fudge with Dieselgate’. The big MY19 Ranger update news is that Ford now offers the Ranger with the Raptor’s 157kW/500Nm four-cylinder 10-speed drivetrain as an option, alongside the five-cylinder 147kW/470Nm 6-speed that will soldier on until the next-gen Ranger comes out, and this next bit is hilarious, on a platform that will be jointly developed with Volkswagen. Maybe it’s an admission that VW’s predilection for fitting passenger car engines to their 4WD fleet isn’t a hit here or elsewhere? On the subject of joint ventures, Ford’s current 4X4 ute partner, Mazda, has joined forces with Isuzu to develop the next generation of BT-50 and D-MAX. The Mazuzu DMAX50 will no doubt be sporting a drivetrain that reflects current and future emissions requirements, and that could very well mean we’ll see another turbo-diesel 4X4 enter the market. Like it or lump it, two-litres is going to be the capacity everyone will be offering before the arrival of EVs, and if Rivian’s pair gets to see the light of day, that’ll be something to celebrate. Now, I’m not going to bore you to tears looking in detail at the changes made to the MY19 Ranger range, there will be dozens of consumer-focused, spec-sheet’ reviews available out there, and that’s just not our style. Suffice to say that Ford has added some optional safety gear including Autonomous Emergency Braking, changed the styling slightly and re-tuned the Ranger’s suspension, with an emphasis on improving the towing experience. As previously mentioned, the Raptor’s 10-speed auto drivetrain is now a $1,200 option, for XLT and Wildtrack buyers. With our hands on a Raptor, it made sense to add a powered Wildtrack to the mix and compare how each performed, particularly with a load on the back. There’s been a lot of no replacement for displacement’ talk going on around the traps since the engine was announced for the Raptor, so it was time to see if cubic inches or gears would win the day. The venue chosen for our tow-off’ was Mengler’s Hill in the Barossa Valley, yep that place where they make the world’s best Shiraz, just out the back of Tanunda and the sleepy village of Bethany. Menglers is a steep gradient with lots of bends and the perfect venue for a towing challenge. We also had the perfect trailer for the challenge, a large alloy tandem unit that we use for carting ATVs, SSVs and a 400-litre water tank. Loaded as it was on the day, that’s around 2,200kg all up. We had no intentions of hauling the Ranger’s ridiculous 3,500kg braked towing capacity. The Raptor is limited to 2,500kg, and we just don’t buy the manufacturers’ claims that their utes are up to the job of towing it’s just dangerous. Putting inadequate suspension, brakes and shitty tyres on a 4X4 and encouraging people to set off with obscene loads and often, no idea, is a recipe for disaster. Our 2,200kg load was indicative of a what you’d expect when you have the average camper hooked up and a tub filled with holiday accoutrements. Now I claimed on our Facebook page just before Christmas that the Ranger’s diesel was the original torque master’ and I got my bottom torn to shreds by commentators who know more than me. That comment was based on anything prior to this engine and seen in this class of dual-cab 4X4, being typically asthmatic and frankly underwhelming. Four hundred and seventy Nm of torque is still a great number, and it feels it when you drive it, but yes, the Colorado and Amarok V6 now out torque the Ranger, as does the Raptor. So, we took turns to drive the Ranger and the Raptor up Mengler’s Hill towing our trailer, and we did this a few times, just to be sure because you see, the Raptor smoked the Ranger. That’s right, and 10-gears out-towed and 6-gears. All of the recent social media talk about two litres only coming in milk cartons’, should be ceased immediately. Not only is it overused, in this case, but it’s also a jibe that is not deserved. How did the Raptor win this towing challenge? Yes, it has moderately higher power and torque outputs on-paper than the but max torque is produced across a narrow 250rpm band from 1,750 to 2,000rpm, and it’s lumbered with an additional 115kgs to haul around. What it has is a very smart ten-speed auto gearbox that provides the Raptor with an additional three gear ratios between first and direct-drive and that makes all the difference. The Ranger’s six-speed auto has four gear ratios up to direct drive and two overdrives, which are only useful at highway speeds. This means the four usable ratios are spread out and every time the transmission selects the next one, revs drop noticeably, and the has to set about remaking its torque. The Raptor, in comparison, effortlessly slides from one to the next and keeps the engine on the boil, masking any real or perceived capacity deficit. The difference between these two similar but quite different vehicles when towing is the availability of gear ratios, and the Raptor just has more to make use of. At the top of Mengler’s Hill, the Raptor, despite weighing 115kg more, was still accelerating while the Ranger was flat-knacker and in struggle-street. Sure, sans trailer, the Ranger feels more-sprightly getting off the mark, even if the official figures suggest the Raptor has the edge, but once on the move, the Raptor reels it in quickly and a see ya-later’ moment is next as the old-school’ six-speed makes way for the techno-ten’ kid in metallic blue. So what else did I discern on this test? Well, the Ranger Wildtrak has had the acronym book thrown at it, and as optioned on test, features every electronic safety gizmo known to automotive mankind and that doesn’t personally do much for me. I drive a D-MAX because it’s the polar opposite, nice and simple. Having just stepped out of the latest Mazda BT-50 – the Ranger’s brother from another mother – I much preferred Mazda’s simpler version of what is essentially the same vehicle. It’s just a shame about the BT-50’s hideous arse; thankfully the front-end styling was improved somewhat in the last update. That’s not to say that all of the gizmos are worthless. There is value to be found with features like autonomous emergency braking; lane keep assist and driver impairment monitoring. It’s also nice to know that the Ranger passed our Wombat Test’. When chucked sideways at 80km/h the Ranger’s stability control acts swiftly to bring the situation under control rapidly. If only the HiLux was this good. The techno-set will be pleased to know that Ford’s Sync3 infotainment system is a good one. It sounded great to my admittedly low-fi ears, and my phone synced quickly with the included Apple Carplay; Android Auto is there for those folks with the other phones. I like the Ranger’s interior. Inside there’s plenty of soft spots for my old elbows and our test car’s leather with contrasting stitching was sexy, but, remember I don’t like leather especially in summer in Adelaide, so aesthetics and practicality, in my mind and in this case, are very divergent models of desire. The seats did serve me well on a journey from Melbourne to Adelaide via Mount Gambier and the bum only got numb after three hours or so. The TFT thin film transistor dash was full of information, almost too much with the scrolling function activating or disarming various functions. One that caught my eye as I scrolled through was a tyre pressure read-out, and that is hugely useful. The Ranger’s on-road ride was firm, which is my preference, but lacked a little initial compliance. Letting a little air out of the tyres helped fine-tune the ride to just how I like it and the Ranger remains at the pointy end of on-road dynamics in the 4X4 ute world. The Ranger Wildtrak uses a basic part-time 4WD system, and for the life of me I can’t work out why the full-time system in the Everest thanks Land Rover doesn’t find its way into a vehicle at this price point? Mitsubishi’s brilliant Super-Select offers the best of both worlds with a 2WD, and AWD mode and part-time HIGH and LOW range, so you’ve got all bases covered. So, there’s 2WD for the bitumen, 4WD high range for high-speed dirt and firm beaches which can be engaged at speeds up to 100km/h and 4WD low range. Low range deactivates vehicle stability control, but traction control will still be lurking in the background, and on sand you’ll want to turn that off. Traction control on this gen Ranger works well in the harder stuff but nothing beats a rear axle diff-lock, and the Wildtrak has one. Beats me why there are some manufacturers of 4X4s who still don’t supply one either as standard or offer it as an option. A rear-locker trumps traction control every time, as it allows you to drive more smoothly and use less throttle. The Ranger walked through our off-road test track in the Barossa and offers more clearance out of the box than some of the other utes that we’ve recently tested, including HiLux, Colorado and Triton, although its physical size could be a hindrance on tight tracks. It certainly isn’t as manoeuvrable as a Triton for example. As is the case with every other 4X4 ute out there, it’s just not in the same league as the Raptor on or off-road. Raptor’s suspension and composure are so far ahead of anything I’ve driven modified or not it’s not funny. You could spend a fortune modifying your Ranger and still not come close. Ford has chosen the same numpty route as many other manufacturers and fitted 18” wheels to the Wildtrack. I’d understand that if the wheel had to fit around larger brakes, but the diameter of rotors and drums on your typical dual-cab isn’t huge, and a 16” or 17” wheel will easily hide the stoppers and leave plenty of clearance. The far more hardcore Raptor, for example, runs smaller 17” wheels. In the USA where utes are upsized compared to what we are used to, 18” wheels or larger are commonplace because you can source a tyre over there that’ll give you the volume you need for off-road driving via a taller sidewall. The rubbish rubber fitted to the Ranger measures 265/60R18 and compromises the vehicle on and off-road in many ways. They lack sidewall height, won’t elongate their footprint purposefully or provide the necessary flexibility to both smooth out the ride and help the suspension work. Most owners will overinflate their vehicle’s tyres, and that’ll only exacerbate the issue. Over corrugations an inflexible sidewall can’t soak up the initial bump like a 265/70/75 aspect ratio can so you pound the suspension into submission. An already inadequate suspension then fades and will do a merry old dance on that washboard surface. There’re some obscure brands offering LT light truck alternatives in the size, but the load indices aren’t as great as those found in 16” and 17” wheel sizes. So, there’s further compromise in the name of fashion, and I know when I’m bush, I want a puncture-free journey, not one where I’m constantly worried about the journey. The Ranger still has a place in our local market, and I think it’s a testament to the original design that as the current Ranger draws to a close in the coming years, it’ll still be a worthy player in the dual-cab ute stakes. Contrast that statement to previous gen Hilux. Toyota soldiered on with that vehicle for too many years before putting it out to pasture, and that mistake allowed Ford a massive foot in the door, propelling them from an also-ran, to top or near top seller for years now. There’s a lot to like about the MY19 Ranger, including an appealing appearance, a grunty five-cylinder diesel, a solid transmission, as well as reasonable fuel efficiency and a decent payload. With a few things changed, like tyres, it would be a solid off-roader. But you all knew that already, which is why more people are buying Rangers than ever before. If I were buying a Ranger right now, I’d honestly spend the extra $1,200 and option the Raptor’s ten-speed drivetrain, because bigger isn’t always better with engines, just gearboxes. The 2013 Ford Ranger WILDTRAK 4x4 is a four-wheel drive crew cab utility that was released to the Australian market on 01/09/2011 classified as a PX. The Ranger is regarded as a pick up or cab chassis 4x4 built in Thailand with prices from a dealer as a used car starting at $32, Ranger is a four-wheel drive 4 door with 5 seats, powered by a DIESEL TURBO 5 engine that has 147 kW of power at 3000 rpm and 470 Nm of torque at 1500 rpm via a Six-speed Manual. Ford claims the Ranger WILDTRAK 4x4 uses of Diesel in the combined city and highway cycle while putting out 248g of CO2. It has a 80L fuel tank, meaning it should be able to travel 851km per full Ranger measures 1848mm inches in height, 5389mm inches in length, 1850mm inches in width with a 3220mm inches wheelbase that brings about a total of 2200kg lbs of unladen weight. The Ranger WILDTRAK 4x4 comes standard with 265/60 R18 front tyres and 265/60 R18 rear tyres. It requires a service every 12 months or 15,000 km, whichever comes first. It has a 36 month, 100km 2013 Ford Ranger WILDTRAK 4x4 has a 232mm ground clearance with a 3500kg braked and 750kg unbraked towing capacity. It has a final gear ratio of Ranger has received a 5 star rating from ANCAP. The VIN number can be found on the Centre Of Chassis Frame and the compliance plate is located on the Lower Driver Side B-Pillar. An example VIN number would be similar to 6PFMBGE0P123456.

ford ranger wildtrak 3.2