Ford RANGER Parts | 2006 - 2012 | DOHC HPCR DI TC #8AP8A275K
Introduction Ten years is a long time for a modern vehicle to be in operation, but if you can get away with it anywhere, its in the pickup truck sector. Here, durability and reliability are highly valued by buyers, while the latest new technologies can be happily embraced if the price is right. The Ford Ranger is an example. The large pickup has been facelifted more times than the population of Beverley Hills, yet it still displayed mostly original features in 2006, when the version we present here landed. Models Models covered: 2.5 liter TDCi, 3.0 TDCi diesel. Regular, Super, and Crew pickup. [standard, Thunder, Wildtrack] History Launched in 1999, then refreshed in 2003, 2006, and 2009. The Ford Ranger is a stalwart of the UK pickup market. Was this a case of Ford flogging a dead horse, nailing on some new shoes, and applying a dab of lipstick? Or did the Blue Oval simply tweak its charge ever closer to perfection? The answer, as always, lies somewhere between the two extremes, but what will someone looking for a good value used pickup want to know? In any case, the Ranger actually became more competitive against its predominantly Japanese rivals as time went on. By the time this version was launched in 2006, such versions as the Nissan Navara, Toyota HiLux, and Mitsubishi L200 had been unveiled in new ways. Fords response was not to go back to the drawing board to develop a new Ranger, but to reserve the existing one for life-saving surgery. Unlike those made in 2003 and 2009, the 2006 revisions extended far under the Rangers skin. They ran to revised suspension settings and, crucially, a new common-rail diesel engine. The interior was also much improved, and together, the changes propelled Fords effort into contention at the top of the UK pickup class. A little later, the Ranger range was also completed by the arrival of a 3.0-liter common rail diesel engine to complement the basic 2.5-liter unit. The death knell sounded for this version of the Ranger in 2009, when Ford deemed it necessary to work on the lights and grille, but the basic package was considered good enough to continue into the new decade without further changes. What you get The Ranger range consisted of single, Super, and Crew cab models. Single two-door cabs have only two seats and a cargo bed, the Crew cab is a conventional four-door double cab with two full rows of seats, and the Super cab sits somewhere between the two. These models have rear cinema-style folding seats that allow the space to be used for storage when they are empty. These are combined with a pillarless cabin design, with reverse-hinged doors for improved access. The practicality of the Crew cab ensured it was the biggest seller. The 2006 Ranger looks pretty tough. The large rectangular grille is split into two thick horizontal bars and framed on each side by large rectangular headlights. Below, the thick bumper juts out from the body with a wide central air intake and deeply recessed fog lights. The interior reflects the growing popularity of pickup trucks as business vehicles that can also double as family transport on weekends. The workmanlike decor of pre-2006 models could no longer cut it. The angular styling themes are carried over from the exterior, with very evident chrome detailing at the more elegant trim levels. A lot of thought has gone into ensuring storage space: there are no fewer than five cup holders, a pull-out tray in the instrument panel, and two deep storage bins in the center console to keep your odds and ends. Ford offered popular high-specification Thunder and Wildtrack derivatives for buyers who really wanted to push the "lifestyle" boat out. Both are well equipped. Thunder, for example, has a tubular sports bar for enhancing the front end, chrome side steps, leather seats, a six-CD stereo, and air conditioning, among other things. All Ranger models receive dual front airbags and pretensioners for the seatbelts with additional safety equipment available from the options list. What to look for The Ranger is a simple soul built to take a strong off-road beating, so theres not much to go wrong, and what does can be repaired relatively cheaply. Get underneath it if you can and look for telltale signs that the vehicle has spent time away from the Queens highway, adjusting the price youre willing to pay accordingly. Interiors can also take a beating, if not from the farmers dog or the builders tools, then from kids throwing sweets on the carpet or coloring the headrests. There are enough Rangers for you to insist on a good example. Spare parts (approximately based on a 2009 double cab) Expect to pay around 230 euros for a clutch assembly and 1300 euros for an exhaust system. Spark plugs will run at 12 euros each, while a timing belt sells for about 70 euros. Allocate 12 euros for an oil filter. A catalytic converter will retail at around 890 euros, while a starter motor is 430 euros. Front brake pads start at about 140 euros, with the rear weighing in at 165 euros. Informative prices without obligation. On the road Power is provided by a 2.5-liter common-rail injection engine, which replaces the 2.5-liter direct injection unit in older Ranger models. For starters, it increases brute force, producing 141 HP as opposed to 108 HP and doing so at a useful 2,000 rpm. Many operators will be more enamored with the 22% improvement in fuel economy, but be warned that the Ranger remains a thirsty beast, and 30mpg is doing well in daily driving. The 330 Nm of torque at 1,800 rpm places the Rangers engine among the best in its class and provides muscular performance for towing tasks and offroad work. The engine has a dual-mass flywheel that sharpens responses while reducing vibrations, and a variable geometry turbocharger is used to reduce turbo lag and extend the torque band. If you need more power, there is a 3.0-liter 154 HP engine option that was available with higher-spec derivatives. This unit was offered with an automatic gearbox, but that powertrain combination had a reputation for making the Ranger happy. The common-rail architecture of the Ranger engines has intrinsic benefits when it comes to the trucks old adversaries, noise, vibration, and harshness (NVH), but Ford also took additional preventive measures. This Ranger is stiffer than its predecessor, with revised engine and body mounts to control vibrations transmitted through the vehicle. The chassis frame is also stronger, with improved seals and insulation also acting to muffle road noise. The Rangers driving experience had never been up to a standard consistent with Blue Oval cars. Where the Focus and Mondeo led their respective classes on steering clarity and chassis balance, the Ford pickup had always been a bit pale in comparison. Larger suspension control arms, shock absorbers, and spring bushings combine with larger wheels to enhance ride quality in the 2006 version. The spring and shock settings were specially tuned to provide optimal handling whether the vehicle is loaded or unloaded, and a revised rear stabilizer was introduced along with an improved hydraulic braking system with ABS on all four wheels. For offroad excursions, ramp and departure angles were maximized, and the 4x4 system gained the ability to be electronically engaged while on the move. Overall The Ranger may not be a spring chicken, but it is that rare thing, a vehicle that has demonstrated the ability to improve with age. It had already been on sale for seven years when the 2006 facelift made it truly competitive with top pickup trucks for the first time, and in the used market, these versions are certainly the best. Handling is still not excellent, and the ride remains predictably bumpy, but the common-rail diesel engine is a winner, and after all these years, you know that the Ford Ranger has durability in reserve.
2026