Ford RANGER Parts | 2016 - 2020 | Mk3 Duratorq #8A66K4A5K
Ford Ranger XLT has long been the best choice in the rapidly expanding 4x4 market, thanks to its unmatched combination of safety equipment, car-like driving abilities, and rugged looks. The general public seems to agree, considering that the Ranger surpassed the powerful Toyota HiLux as the best-selling light 4x4 ad in Europe in 2016, with 38,009 sales by the end of November (up 36.6 percent). Consolidating its status as the "truck" to beat, the Australian-designed and engineered Ford recently received a series of updates, including the Sync 3 infotainment system and a much-needed reversing camera. However, with the Volkswagen Amarok V6 and a revised Nissan Navara ST-X Series II, and the redesigned and re-engineered Holden Colorado finally delivering the goods, the Ranger now has some company among the best "lifestyle" utes on the market. What does lifestyle mean in this context? Well, at $57,615, plus on-road costs, as tested, the Ranger is not just a simple workhorse. Its a statement vehicle for weekend warriors, bought with the heart as much as the brain. Ford says an astonishing 62% of Rangers sold are XLT or even the more premium Wildtrak. Under the hood is a familiar story, a 3.2-liter five-cylinder turbo diesel with 147kW at 3000rpm and 470Nm between 1750 and 2500rpm, which is at the top of the class, but has less pulling power than the Colorado and Amarok V6. The claimed fuel consumption of 9.0L/100 km is ambitious, with our unit at 10%. The tank is 80L. On a side note, small updates for the MY17 Ranger now mean that the engine meets Euro 5 emission requirements. Its a very powerful engine, with a relaxed nature, thanks to the extra cylinder compared to most rivals and relatively good refinement for the class that matches the surprisingly good Triton, paired with a six-speed automatic gearbox (as tested) with manual replacement, which is generally intuitive, maintaining higher ratios to minimize fuel consumption, but quickly downshifting when engine load increases. Ive read the odd story on forums about the current generation Ranger T6 having issues with the automatic gearbox, although I can say that my mothers Mazda BT-50 with an identical powertrain (shared platforms) has accumulated almost 100,000 km without problems. Country kilometers, many of them involving towing horse floats. At first, not everyone will get along with the throttle calibration, which offers a little under 20 percent application and a full barrel beyond, but like anything, you adjust quickly. What we know is that the 11-second 0-100km/h time we managed is good for the class, although VW claims a time of 7.9s for the Amarok on overboost. The Rangers towing capacity is a class-equaling 3500 kg braked trailer, matching the HiLux, Colorado, BT-50, and Isuzu D-Max, although the Ranger XLT will more often carry a boat or car trailer (perhaps with something like Wardys Lada Niva). If we were buying a ute purely for luggage, wed look hard at the budget Isuzu, with its unrefined but super-relaxed truck-based engine. However, as you can read in our extensive megatest, the Rangers towing capacity is excellent. From a transport perspective, the gross vehicle mass (GVM) of 6000 kg is excellent, although its heavy weight of 2247kg means its payload of 995 kg is lower than a previous class. The tray has a decent length of 1549 mm and a depth of 511 mm, although it is a narrow 1139 mm between the arches. Unlike the Navara, with its fancy coils, the Ranger has a leaf-spring rear suspension setup, although the Australian Ford engineering team has done an exceptional job calibrating the vehicle so that its body control is more like an SUV, even unloaded and even over terrible gravel roads. This SUV-like driving quality is enhanced by the dominant driving position and the light electric power-assisted steering, which is much less tiring than any rival operating in the city. Only the lack of telescopic steering wheel adjustment causes mistakes. This light steering is also good off-road, despite what traditionalists might say. Minute inputs and full lock both come easily. The Ranger 4x4 is equipped with 4H and 4L gear shift (low range), although unlike the Triton, there is no road-oriented 4WD mode. There is also a rear differential lock and hill descent control for when engine braking wont cut it. The wading depth without a snorkel is an impressive 800 mm. In terms of driving dynamics, the Ranger remains a star. It floats and dispatches sharp bumps with ease thanks to the soft suspension and 265/65 R17 sidewall tires, while body control is excellent over undulations or mid-corner lateral inputs. The nose also turns eagerly, though less so than the stiffer and less comfortable BT-50 platform. Truly impressive about the Ranger XLT is the level of safety equipment you can get if you pay extra for the $800 tech pack, which now exceeds expectations of front and rear airbags and the five-star ANCAP rating. You get luxury car features like adaptive cruise control, automatic high beam (excellent for country buyers), a driver impairment monitor, a lane departure warning system, and an integrated lane-keeping aid. It ticks the box, although we would like Ford to standardize this kit to help justify the price premium. The Rangers cabin is also better than ever, thanks to the Sync 3 software on the 8.0-inch touchscreen, which includes a reversing camera, sat-nav, and Apple CarPlay/Android Auto phone mirroring. The sound quality for Bluetooth phone calls is good, and the layout is much easier to use than the old "dial" Sync 2 structure. Other unique features for the lower XLT classes above include DAB+ digital radio, rain-sensing wipers, dual-zone climate control, a 12V socket in the bed liner, a cooled central control, privacy glass, dual-color 4.2-inch digital instruments, front and rear parking sensors, and side steps. The cabin looks contemporary, and the durable fabric seats are comfortable, while the rear seats have child seat anchors and are comfortable enough to seat three blocks. On the downside, the plastics feel cheap in parts compared to a HiLux or Navara, and the fit and finish dont match the Argentine Amarok. From an ownership perspective, the Ranger has a three-year/100,000 km warranty, which is not as good as the Triton or D-Max, although the 12-month/15,000 km service intervals are well spaced compared to many rivals. There is no doubt that the Series II Ranger XLT remains one of the best utilities in the class. Its cabin technology beats the HiLux or BT-50, its safety story and towing capacity surpass the more and faster Amarok V6, its car-like floating ride and handling are at or near the top of the tree, and its rugged design appeals to more tastes than most. While most people probably think of pickups as a fairly simple creation - a few pieces of iron, a solid axle, and a box perched on some cart springs - these days buyers expect something more from their work vehicles: like all-day comfort, for one. This makes designing the modern pickup a much more delicate balancing act than it used to be, with which some manufacturers seem to struggle. Buyers want a combination of utility, style, technology, and power, but its the latter that has proven somewhat elusive lately, with more than one "recently launched on the market, while, lets say, significantly under-engined. For starters, it sounds like a truck should, with a sure deep-chested growl indicating 200PS and 470 Nm of torque. As standard, it drives the wheels through a six-speed manual transmission, although we opted to spend a week with the six-speed automatic, during which it demonstrated its ability to smoothly blend one ratio into another, as well as a willingness to make the most of the torque is not incredible. From a standstill, the Ranger picks up speed quickly (Ford quotes a 10.6-second 0-100 km/h time), although acceleration for highway overtaking seems to take a bit of effort. It also looks like a truck should, with the recently refreshed styling cutting an imposing swath through traffic. The top-range Wildtrak replaces the Limiteds chrome grille with a more aggressive look, but if you want something even more assertive, most dealers will happily fit a Raptor-style grille. So, given that it looks like a truck and sounds like a truck, it probably drives like one, right? Certainly, it can get a bit bouncy over large undulations when unladen - like all pickups - but certainly nothing that can cause upset. Potholes, drain covers, and even cats eyes are treated with calm and quiet, and combine that with decent wind and road noise suppression, and the Ranger becomes surprisingly adept at covering miles. Its also comfortable, with the leather seats of our Limited model offering plenty of support and a good range of adjustment, though its a shame the steering wheel adjusts only for height and not reach. In a move weve complained about, Ford has ditched conventional hydraulic steering in favor of an electric setup. That means - finally - we have a pickup thats easy to maneuver at low speed without breaking a sweat. What we appreciate most about Ford, however, is that someone has clearly spent time thinking about the details, as the Ranger is full of little touches that all make living with a pickup easier. That starts with simple things like the tray on top of the dashboard, which is perfectly sized for a mobile phone, but continues with the heated windshield, the 12v socket in the load bed, multiple USB and charging ports, the cooled storage bin under the central armrest, and the LED lights that can be activated by a button on the dash.
2026