Ford Ranger pick-up review
The Ford Ranger is as capable as it is upmarket, and you can even have it with a plug
Our opinion on the Ford Ranger
The latest Ford Ranger improves on its award-winning predecessor by injecting more style and technology into the mix. Its handsome, square-jawed looks and upmarket cabin gives SUVs a run for their money, while the variety of trim levels mean there’s a Ranger to suit all needs. The Double Cab version in particular is a great choice for business users who want a capable workhorse that can also serve as a versatile family car when they’re off the clock.
About the Ford Ranger
We’re big fans of the Ford Ranger at Auto Express, because it's been our Pick-up of the Year eight years on the trot over two generations. But since the Ranger is also a best-selling pick-up truck in the UK and Europe, we’re clearly not alone in our admiration for Ford’s workhorse.
The Ranger is longer and wider than before, with a bluff front end and square-jawed looks that echo the Ford F-150. Combined with the distinctive C-shaped daytime running lights and large Blue Oval emblem in the middle of the wide grille, the Ranger has a rather imposing look – not something you’d normally say about a commercial vehicle.
Another cue swiped from its all-American brethren is the Ranger name stamped into the tailgate, rather than the stickers seen on the old model. Ford also added a handy step to the bodywork behind the rear wheel (on higher-spec variants) after customer feedback found owners were using the rear tyre to step up to access the cargo area. The truck bed is larger, while the Ranger still satisfies the one-tonne payload requirement (apart from the high-performance Raptor version) that's needed for a pick-up to qualify as a light commercial vehicle. You can even use the tailgate as a workbench thanks to built-in holes for clamps.
Used - available now
2024 Kia
Niro
39,350 milesAutomaticPetrol1.6L
Cash £16,000
2022 Kia
e-Niro
26,738 milesAutomaticElectric
Cash £18,000
2023 MG
ZS
23,504 milesManualPetrol1.5L
Cash £12,834
2023 Land Rover
Range Rover Velar
54,703 milesAutomaticDiesel2.0L
Cash £22,721Ford sells the Ranger as a durable, dependable vehicle for the toughest tasks, which is why we pitched the Ford Ranger Raptor against the Land Rover Defender and Ineos Grenadier in our ultimate off-road shootout.
MPG, CO2 and Running Costs
Pros |
|
Cons |
|
The 3.0-litre EcoBlue V6 soldiers on as the sole diesel option for the Ford Ranger, and this returns a combined WLTP figure of 27.7mpg in Wildtrak trim. It’s not quite as fuel-efficient as the Isuzu D-Max, KGM Musso or mild-hybrid-equipped Toyota Hilux, but the Ford has two more cylinders than those rivals. The Ranger does at least get close to this figure in the real world, because we managed an average of 27.5mpg during our own real-world testing, which is a pretty rare occurrence.
Unsurprisingly, the fiery Ranger Raptor is the least efficient of the pack. Equipped with a mad 288bhp 3.0-litre EcoBoost V6, you’ll need a very generous fuel card allowance, because it averages around 20.5mpg at best, or even worse when driven enthusiastically.
Electric range, battery life and charge time
Electrification is the aim of the game in the automotive industry right now, and plenty of models are either going fully electric or being fitted with a hybrid system of some description. Until now, the Ranger has stuck with traditional diesel power for the most part, but the addition of a plug-in hybrid model has seen Ford’s pick-up enter this new territory for the very first time.
The PHEV powertrain in question brings some environmental and tax benefits, but the headline figures are up to 26 miles of pure-electric range and 44.8mpg on the WLTP combined cycle. In real-world driving, we saw a more realistic 35mpg from the plug-in hybrid, but that's still better than what we’ve experienced from the rest of the Ranger range. The plug-in hybrid also offers identical payload and towing capabilities to its diesel brethren.
To get an accurate valuation on a specific model check out our free car valuation tool...
Load Space and Practicality
Pros |
|
Cons |
|
The Single Cab Ranger has been discontinued, but our preferred Double Cab version remains. It consists of a more versatile four-door layout, with easier access to the storage area behind the bulkhead of two-seat Ranger models, or the rear seats in the standard five-seater Ranger. The rear seats have been redesigned to be more comfortable for passengers, with ample space in the back for adults. Rear passengers also get a centre armrest with cup holders, air vents and USB sockets (one Type A and one Type C) to keep their devices charged. It’s no SUV, but the Ranger can pull double duty as a workhorse and family car when needed.
Most Double Cab Rangers satisfy the one-tonne payload requirement that's needed for a pick-up to qualify as a commercial vehicle, with the XLT model able to haul the most – 1,099kg to be exact. The only Ranger that doesn’t meet the 1,040kg threshold required for LCV classification is the Raptor, with its maximum payload of 652kg.
We measured the bed of the Ranger Double Cab ourselves when we tested it and found the maximum load length to be 1,575mm. We also found the maximum load width is 1,515mm, but this narrows to 1,190mm towards the rear of the bed due to the wheel arches. The drop-down tailgate features an easy-close feature that makes it less of a workout to shut it than other pick-up trucks, and has holes for clamps so that it can be used as a workbench. If you run out of room in the bed, all regular Rangers are rated to tow a trailer up to 3,500kg, and this includes the plug-in hybrid. The Raptor, on the other hand, can only tow 2,500kg.
Ford offers a huge number of accessories for the Ranger. Take a gander through the options list, and you’ll find spray-in bed liners, a flexible rack system, dividers for the load bed, and hard-top canopies that essentially turn the Ranger Double Cab into a full-size SUV.
Alternatively, to create secure storage, you can add a conventional soft tonneau cover, a manual roll-top cover and even a power-opening roll-top cover. You open the latter simply by tapping a button on the key or the inside of the load bed. However, we found that the cover’s plastic housing eats up quite a bit of space towards the rear of the load bed.
Reliability and safety
Pros |
|
Cons |
|
The Ford Ranger has always been near the top of the pick-up class in terms of safety, and the latest model is no different. It was put through Euro NCAP’s battery of crash tests in 2022 and was awarded the maximum five-out-of-five-star safety rating. It received an 84 per cent score for adult occupant protection and safety assistance technology, 90 per cent for child occupant protection and 74 per cent for the vulnerable road user categories. Unsurprisingly, the similar Volkswagen Amarok received the same marks. The Ranger and Amarok did better in most areas against the only other pick-up that’s been tested under the same criteria, the Isuzu D-Max, with only the Crew-Cab version of the latter getting a superior 86 per cent in adult occupant protection.
All Rangers come with a multitude of airbags, autonomous emergency braking, lane departure warning and keeping aid, blind spot monitoring, adaptive cruise control and a rear-view camera. A 360-degree camera set-up and speed sign recognition is available with the popular Wildtrak trim, while Ford's motorway driving assistant BlueCruise is available as an option on Limited, Wildtrak and Platinum trims.
Driving and Performance
Pros |
|
Cons |
|
It may be a commercial vehicle at heart, but the latest Ranger is one of only a handful of pick-ups that can genuinely double up as an enjoyable everyday car. There’s no escaping its bulk, but useful tech and refined powertrains make it easier and more pleasant to drive than it looks.
The six-cylinder diesel engine remains our favourite engine despite the tax advantages of the plug-in hybrid. It produces 237bhp and 600Nm of torque, and these are good for a 0-62mph time of 9.7 seconds. The plug-in hybrid uses a 2.3-litre petrol engine working in tandem with an electric motor. This setup results in a slightly quicker 0-62mph time of 9.2 seconds, courtesy of a combined 277bhp and 697Nm of torque.
For the maddest of prospective truck owners, Ford also offers the Ranger Raptor. This is the full-fat performance model, and it comes with a 288bhp 3.0-litre V6 petrol under the bonnet. This will launch the hefty pick-up from 0-62mph in 7.9 seconds, which is just starting to creep into hot hatch territory. The key difference, though, is that this rugged four-wheel drive machine is just as much fun off the road as it is on it.
Town driving, visibility and parking
Unsurprisingly, the Ranger feels very big to drive in town, but no more than a full-size SUV does. In fact, because of the Ranger's high-set driving position, you get a commanding view ahead that’s better than most SUVs, although the tall bonnet does limit the view immediately ahead.
The XLT model comes with a reversing camera, but our favourite Wildtrak trim (and above) features a 360-degree camera system. The latter provides a clear view of what’s around you on the high-res central touchscreen, making it much easier to manoeuvre the Ranger into spaces. However, the sheer size of the truck means you will probably stick out of a typical supermarket parking space by a couple of feet. The good news is that the relatively light steering is especially helpful when negotiating your way around a tight car park.
Motorway driving and long-distance comfort
We found the Ranger is at its best when cruising on the motorway, where both the diesel and PHEV models settle down with road noise being kept in check for the most part. There is a noticeable amount of wind noise at higher speed, but that’s to be expected with such a bluff front end as the Ranger’s. An excellent adaptive cruise control system and lane-keep assistance also help towards making the Ranger a solid cruiser.
The V6 diesel sounds silky at all speeds, and it delivers a decent amount of punch in everyday driving. However, we did find the truck to be a little hesitant to deliver maximum power when accelerating hard, as if it’s restricting power to prevent damage to the transmission. Response times do at least improve at higher speeds.
When it comes to their ride, pick-up trucks need to find a balance between comfort and the ability to cope with a one-tonne payload, and the Ranger manages to offer a smooth ride similar to that of an SUV. During our group test between the Ford Ranger, VW Amarok, and previous-generation Toyota Hilux, we found the Ford had the smoothest and most comfortable ride of the trio. That’s thanks to the combination of modest 18-inch wheels, high-profile tyres, and the Soft Ride comfort suspension fitted to the Ranger Wildtrak we tested. Without any cargo in the bed, you only tend to feel the biggest bumps and imperfections in the Ford, whereas its VW sister car tends to shudder and shake.
Cab and Interior
Pros |
|
Cons |
|
The Ford Ranger’s interior was already relatively upmarket (at least by pick-up truck standards), but the latest model has gone a good few steps further. In fact, we reckon it could give some well-regarded SUVs a run for their money.
The Ranger's cab has more space inside than the old model, and the addition of an electric parking brake also helps to free up space on the centre console. There’s plenty of storage space, including two cupholders in the centre console, plus two more that pop out from either end of the dashboard, twin glove boxes and a shelf in between, and another bin under the central armrest. There’s also a tray for your smartphone in the dash, which includes a wireless charging pad in pricier models.
The front seats are wide and comfortable and offer lots of adjustability, although the headrests are as hard as rocks. The Ranger’s interior door handles take a bit of getting used to because they’re inside the grab handles on the doors, and aren’t that easy to spot.
Key touchpoints feel very high quality, including the steering wheel, tops of the doors and centre console. However, poke around a bit, and it doesn’t take long to find some hard, scratchy plastics. We have no doubt they’ll be durable and suit lower-spec versions destined to be workhorses, but they're a let-down in the cabins of plusher models, which some will be considering as a family SUV alternative.
Infotainment, sat-nav and stereo
As soon as you climb in, your eyes are drawn to the enormous 12-inch portrait-style central touchscreen, which dominates the dashboard. It runs Ford’s SYNC 4 infotainment, which is pretty slick and has quick load times, but the blue font on white backgrounds can be a little distracting.
Both Apple CarPlay and Android Auto are standard-fit. The smartphone projection only takes up about half the screen, which might disappoint some, but it means you have climate controls and handy shortcuts to the settings menu there all the time. It’s also good to see Ford hasn’t given up on good old-fashioned physical buttons, unlike its VW Amarok sibling, because there’s an array of them below the central touchscreen for the climate control and audio systems.
The crisp digital instrument panel provides ample information, from fuel economy to 4x4 status. The display also changes depending on the drive mode you select. However, we weren’t able to display a full map view even when using Ford’s own sat-nav; we could only provide turn-by-turn instructions. The digital driver instrument cluster in the Amarok can manage this and is generally more configurable.
There is a range of driving modes, which you switch through using the rotary dial on the centre console. On top of this are four buttons, which also allow you to select between two- and four-wheel drive modes.
Pick-up dimensions
| Body style | Height | Width | Length |
| Double Cab (PHEV) | 1,878mm | 2,015mm (2,207mm inc mirrors) | 5,370mm |
| Double Cab (3.0 V6 diesel) | 1,886mm | 2,015mm (2,208mm inc mirrors) | 5,370mm |
Load area dimensions
| Body style | Height | Width | Length |
| Double Cab (PHEV) | 498mm | 1,224mm (between arches) | 1,638mm (1,471mm at top of box) |
| Double Cab (3.0 V6 diesel) | 529mm | 1,224mm (between arches) | 1,638mm (1,471mm at top of box) |
Key updates of the Ford Ranger review
12 October 2026: Updated to include the revised trim range and mentions of Ford's BlueCruise motorway driving assistant.
22 June 2026: Latest driving impressions and line-up information.
Frequently Asked Questions
All Rangers come with a three-year/60,000-mile warranty, which is pretty standard for the class. You get a year of Ford Assistance breakdown cover and a 12-year anti-perforation warranty thrown in. You can also add an extended warranty and service plans should you wish.
