ranger wildtrak 2.0 bi turbo

Ford ranger wildtrak 10 speed auto 4x4 for sale in gauteng Gauteng R 678 800 Fair Price 2020 33 100 Km 2 L 213 Hp Diesel Automatic Used ford ranger 2.0d bi-turbo wildtrak 4x4 a/t 2020 for sale at ford centurion in pretoria. Balance of warranty & service plan to be confirmed with sales 12 carshop.co.za 20 days ago 2018 Ford Ranger 3.2 Wildtrak 4x4 A/T P/U D/C STC STATUS - NO Exterior 360 / Interior 0% Was on Auction 07 June Lot is over Location - Auction Nation Durban STC STATUS - NO. lng prices europe professor salary university of cincinnati Galeriden Satılık Ford Ranger 2.0 EcoBlue 4x4 Wildtrak fiyatları & araç modellerinin en güncel ilanları Türkiye'nin en büyük otomobil pazarı sahibinden.com'da! Galeriden Ford Ranger 2.0 EcoBlue 4x4 Wildtrak Fiyatları & Modelleri Ford Ranger WILDTRAK 2.0 BiTurbo 157kW 4WD pick up nafta - Ford Ranger Užitková auta pick up nafta Vsetín 2022 od 140 kW. Nadstandardní výbava: Metalický… The popular Ford Ranger Wildtrak dual cab costs $67,190 with a 2.0 litre bi-turbo four cylinder, producing 154 kilowatts of power, or $70,190 for the 3.0 litre V6 with 184 kilowatts of power. The Meilleur Site De Rencontre En Belgique Gratuit. The Ford Ranger has long been the lifestyle pickup truck of choice, but this Next-Generation model takes the cake. It appears that Ford has doubled down on its thrust with the Ranger. Pickup trucks have evolved into so much more than just pure workhorses, and the Ranger is evidence for that claim. We got to test out the Ranger in its 4x4 Wildtrak trim. The unit came to us fully loaded and ready to go so we did exactly that, took it out, and went. The more time we spent with the Ranger, the more its lifestyle orientation showed. This is not totally a workhorse of a truck since it feels a lot plusher, but that doesn’t stop it from being able to accomplish almost anything you throw at it, at least in our experience. Read on to find out more about what made our experience with the Ranger and what didn’t. 2023 Ford Ranger Bi-Turbo Wildtrak 4x4 Review Performance Engine Output HP, Acceleration, Transmission, Handling Design Exterior & Interior Design, Quality, Fit and Finish, Ergonomics Ride Comfort Cabin Comfort, Suspension, NVH Insulation Safety and Technology Convenience Technologies, Active and Passive Safety Features Value for Money Amount of the vehicle you get for the price, Fuel Efficiency What You Will Like One of the best-looking infotainment systems in its class Smoother engine performance compared to its predecessor Comprehensive tech and safety package What You Won't Like Cornering performance is not confidence inspiring Gear selector wasn't as premium as we'd hoped Gauge cluster is a little cartoonish How We Do Our Reviews Exterior There’s much to love about the Ranger’s new design. If you like the F-150, and we think that you do, then the Ranger’s design will be appealing to you. The big and burly look of the F-150 translates well on the midsize Ranger. The LED lights are gorgeous, and they also illuminate the road really well. The output is also matched by the level of innovation that Ford has put in because, on top of being some of the brightest beams in the business, the light fixtures also turn when you turn, allowing for unprecedented levels of visibility at night and on twisty roads. These are some of the best lights that we’ve tested so far, and Ford did well to put them on the Wildtrak. Other than that, it’s a standard pickup truck. Apart from the front, the rear is rather similar to what we’re used to there’s only so much that you can do with the rear bed of a truck. The assisted tailgate got us, and the fact that the model comes with a bed liner is just icing on the cake. Overall, the Ranger is in the best shape that it has ever been, and we love what Ford has done, especially for this top-of-the-line trim. Even in a monotone color, the Ranger looks serious and ready to get down to business. There’s also a certain sense of authority that the pickup projects, more so than the Ranger’s Japanese rivals. Interior Looks can be subjective, but if you’re not quite sold on the exterior design, perhaps the interior will change your mind. The design of the dashboard is very utilitarian and well-laid out. The F-150 inspiration continues through, with the dashboard appearing mostly flat and angular. There are no swoopy lines here, just hard corners that look right on a pickup truck. However, there are a few nitpicks that we have, which are with regard to the plastic quality and the placement of some elements on the dashboard. Prior to the Ranger, Ford put emphasis on the push-start system by making sure that it gets its own spot on the dashboard, however, the current placement of the switch in the cabin looks like a little bit of an afterthought. Unfortunately, the push-start is located by the steering wheel, the usual place where you’d find a key barrel, which makes it feel slightly less special. For that one low light, however, the rest is mostly highlights. We can note that the interior plastics and panels have a very Ford quality about them. They’re not absolutely solid like that of a premium vehicle, but they hold up well and most of the touchpoints are backed by some very plush upholstery that comes with ample padding. We also like the placement of the door latches since it will only take one motion to get the door to open on you. However, the shifter still retains the plasticky feel that its predecessors had, which is to say, not so great. We wish that Ford would revise this part in keeping with the premium feel of the rest of the interior. Even the gear selector button feels unintuitive to use, but we barely touched it anyway. Other than that, passenger space is adequate, but slightly above average for the midsize pickup segment. The Ranger is bigger than most pickup trucks, while its cabin space can accommodate taller passengers with ease. The rear seats are sat quite upright, but what can you expect given that it has a bed at the back? Aside from that, the power-adjustable driver seat and the tilting and telescoping steering wheel are also appreciable items, as are the cushy yet supportive seats. The buttons are also decent to press with soft, but not too soft, feedback which adds yet another premium touch to the cabin. Comfort Whether you’re sitting or driving, the Ranger is surprisingly comfy for a pickup truck. We’d pin it as one of the most comfortable trucks out there, but the plushness has a few drawbacks, though more on that later in the driving section of this review. No matter how you cut it, the Ranger is one of the best pickups in terms of comfort. Whether you’re going on the highway and up against a lot of wind and road noise, the Ranger performs admirably. If you’re going over bumps the Ranger will do well, but please do not expect crossover-like comfort, if you closed your eyes while rolling on a smooth road, it’s possible you wouldn’t be able to tell the difference, probably. Technology Until now, the technology package in the Ford Ranger remains one of the highlights of the model. One of the very best tech packs in pickups gets a whole lot better now thanks to some choice inclusions and a few other ones that really make this model a joy to use on the daily or on vacation, whatever you prefer. I see that most of the features are useful for pretty much everyone, and Ford hasn’t packed in too much that would overwhelm most consumers, and we feel that the implementation of each is intuitive enough for most people to grasp. Things like the 360-degree monitor that was a huge help while we tried to get this pickup truck to fit in a parking slot. The addition of a huge infotainment screen was also a big bonus since we no longer had to squint at the screen to get a clearer view of the camera footage. The portrait orientation of the screen was also a game-changer in terms of usability, and we get why Ford chose this orientation for the model moving forward. Meanwhile, Wireless CarPlay and Wireless Android Auto were great features that we simply could not-not use. To add to that, you can wirelessly charge your phone, so you don’t have to worry about any cables or wires to bring on your journey. While we don’t like having the air conditioning controls on the infotainment screen, we don’t mind it here as it’s always displayed and it doesn’t get in the way of the infotainment section of the head unit. This is hands-down, one of the best infotainment experiences we’ve had so far, but it’s not without its cons. There were times when the infotainment system would crash, and we think that this is due to the fact that the system is relatively new for Ford. Down the line, we’re sure that Ford will update SYNC4, and give it more stability while in use. Safety On the safety front, the Ford Ranger is one of the safest trucks out there in preventing accidents and keeping occupants safe while maintaining a level of convenience in the way of its adaptive cruise control functions and its forward collision warning system, and automatic emergency braking. Ford’s Advanced Driver Assist Technology includes all of the stuff mentioned prior with stop-and-go, lane-centering, pedestrian detection, auto high beam, lane departure warning, lane keep assist, blind spot information system with cross-traffic alert and braking, reverse brake assist, and an evasive steering assist. On top of that, you also get the full suite of airbags plus a knee airbag totaling seven, ABS with EBD, ISOFIX child seat anchor points, hill launch assist, roll-over mitigation, an electronic stability program, a traction control system, parking sensors, an electronic parking brake, and an electric brake booster. Overall, it’s everything that you need and more. What more can you ask for? Giving context, we feel that Ford has one of the better executions when it comes to its safety kit. The sensitivity of these systems is dialed in just right, and they don’t get in the way of your driving. Driving Speaking of driving, the Ranger Wildtrak 4x4 gets what appears to be the same Bi-Turbo motor mated to a 10-speed automatic transmission, but it feels as if Ford has done some refinement work to the powertrain, resulting in a drive that is much smoother than we had anticipated. Putting your foot down in the Ranger feels a lot less clunky than before, and the engine has a very smooth pull from idle to redline. The Ranger feels a lot less truck-like when it comes to its engine. Then we get to the suspension, which is actually something that is a double-edged sword when driving spiritedly. Under normal driving, the suspension is pliant, the steering is light but not too light because the rack returns more feel than before which is hypothetically good in terms of handling. While the model rides comfortably and close to that of a crossover, it doesn’t handle too well, even as a pickup truck. The brakes are good, and they’re good enough to activate the ABS system consistently on the car even under slightly heavier braking conditions. The stock tires are to blame here, at least in our opinion. Ford could have gone with a better tire model, but perhaps the comfort of the Ranger might take a hit if you decide to change to a grippier tire. All-in-all, the Ranger is a very easy-going pickup truck that’s great to push in a straight line, but not all out on mountain roads. One has to remember that this truck is a safe and plush pickup. Handling is usually a give and take, and skewing heavily into comfort might have taken away a bit of handling sharpness. However, that’s not to say that the Ranger is a bad-handling automobile, not at all. In fact, for most people, it will be one of the best, if not the best, riding and driving midsize pickup trucks they’ve ever tried, and there is nothing wrong with that, in fact, it’s in keeping with the Ranger’s positioning in the market as a lifestyle pickup truck, but nothing too hardcore by the feel of it. Fuel economy For fuel economy, we were able to get a real-world figure of about 9 km/L in mixed city conditions which means light and heavy traffic. Meanwhile, the highway figure that we managed to get was around the km/L mark, accelerating and decelerating with some slowdowns. Overall, it’s a decent fuel economy score for the Ranger. Nothing too great, and nothing too appalling. We have no complaints here, but you do get the most powerful pickup in its class with 210 hp and 500 Nm of torque, so that’s something to consider as well. Verdict Quite frankly, we were a bit perplexed about the Ranger and its somewhat unsure handling. We know that there are different lifestyles to choose from, but apparently, the Ranger would like you to take things easy more or less. It can still go with a passion when you tell it to, after all, it is the most powerful pickup currently in the market, and now with a smoother engine, it’s one heck of a drive on the highway and off the line. The model is worth a long and hard look. “Long” because there are a ton of features that’ll take a lot of time to unpack, and “hard” because there is no going around the fact that the price of P1,910,000 is a bit steep. Given that it is, however, and comparing it to its rivals, it’s a relative steal, being a rather middle-priced option in the market in the realm of high-end pickups. In short, it’s a great truck to get and something that breaks away from the normal Japanese fare. Judging from the number of sales that the model has been enjoying lately, it appears that Ford has hit the nail on the head. With the number of owners continuing to clamor for the model, perhaps it would be wise to put in your order now at your local dealer. We think there are quirks to this model, but if you’ve reached the end of this review, it’s likely that you’ve already decided and are looking for a reason to get this truck. In our opinion, if you really want it, we don’t think it’s a bad choice. Exterior Photo Gallery Interior Photo Gallery The 2021 Ford Ranger WILDTRAK 4x4 is a four-wheel drive double cab pickup that was released to the Australian market on 01/06/2021 classified as a PX MKIII 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 $65, Ranger is a four-wheel drive 4 door with 5 seats, powered by a DIESEL TWIN TURBO 4 engine that has 157 kW of power at 3750 rpm and 500 Nm of torque at 1750 rpm via a Ten-speed Automatic. Ford claims the Ranger WILDTRAK 4x4 uses of Diesel in the combined city and highway cycle while putting out 195g of CO2. It has a 80L fuel tank, meaning it should be able to travel 1081km per full Ranger measures 1848mm inches in height, 5389mm inches in length, 1850mm inches in width with a 3220mm inches wheelbase that brings about a total of 2246kg lbs of unladen weight. The Ranger WILDTRAK 4x4 comes standard with 265/60 R18 front tyres and 265/60 R18 rear tyres. It requires a service every 12 months or 15,000 km, whichever comes first. It has a 60 month, unlimited kilometre 2021 Ford Ranger WILDTRAK 4x4 has a 232mm ground clearance with a 3500kg braked and 750kg unbraked towing Ranger has received a 5 star rating from ANCAP. The VIN number can be found on the Centre Of Chassis Frame and the compliance plate is located on the Lower Driver Side B-Pillar. An example VIN number would be similar to M*MF$%0&W123456. 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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