Pickup truck review: 2022 Ford Ranger | Biden News


It’s a little long in the tooth, but it still gets the job done

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Ford has the best-selling vehicle in Canada with its full-size F-150, and it’s deservedly getting a lot of attention with its all-new compact Maverick, but there’s also one model in the middle, the mid-size Ranger.

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It’s expected to get a facelift soon, but it’s largely unchanged for 2022, save for the new trim. That includes my tester’s optional “Splash” package, which adds 18-inch matte black wheels and orange accents that look good on the black grille, though I’m not too fond of the bright stripe down the side. But you can always leave the package to keep another $1,700 in your pocket.

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Midsize trucks aren’t nearly as popular as their full-size counterparts, and that’s reflected in the Ranger’s limited trim and configuration. It comes in a SuperCab (extended cab) that has a six-foot bed, but you have to open the front doors before you can open or close the rear-hinged rear doors; or the SuperCrew, with a five-foot bed and four standard doors. The extended cab seats four, and the crew cab seats five.

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The base XL comes in SuperCab only, starting at $36,355 before taxes and delivery. The mid-range XLT comes in $38,290 SuperCab or $40,090 SuperCrew; while the top-of-the-line Lariat is crew cab only, starting at $44,640, and that’s the truck I’m driving here.

All Ranger models use a 2.3-liter turbocharged four-cylinder that Ford calls EcoBoost that produces 270 horsepower and 310 pound-feet of torque, mated to a ten-speed automatic transmission, and runs on regular gasoline. All models are four-wheel drive. For an extra $1,400, my tester’s FX4 Off-Road Package added an electronic locking rear differential along with Terrain Control, which adjusts stability control as needed when dialed in to tackle conditions like mud, sand or snow. There’s also Trail Control, which acts like low-speed cruise control when you’re off-road. The 4×4 system only includes 4High and 4Low, but not 4Auto, so your four-wheel drive must be limited to soft or loose off-road surfaces. Driving on pavement with a full car can damage the system.

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This little engine is a powerful performer. Acceleration is strong, including at highway speeds, but the gas pedal is easy to adjust to keep it calm and collected in heavy traffic. The 10-speed automatic shifts gears smoothly, and the choice of two- or four-wheel drive is made using a dial.

The steering is responsive and the turning radius is tight, but the ride is bouncy and the suspension undulates over roads and other pavement irregularities. Fuel consumption is officially rated at 11.9L/100km city, 9.7 highway and 10.9 combined, while I averaged 12.3L/100km in the week I drove it.

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The Ranger shines with its power, rated for a maximum towing capacity of 7,500 pounds. The Jeep Gladiator can top out at 7,650 pounds, but with removable doors and roof—and a much higher price—it’s geared toward SUVs. The Chevrolet Colorado can tow 7,700 pounds, but only with the optional 2.8-liter diesel; that’s 7,000 pounds on gas. Depending on trim and configuration, the Ranger’s cargo capacity ranges from 648 to 802 kg (1,430 to 1,770 lb).

Exterior features unique to the top-spec Lariat include 18-inch wheels (XL gets 16-inch, XLT 17-inch), LED headlights and taillights, LED fog lights, power mirrors and a sliding rear window.

The cabin styling can look a little dated in places, but there are enough quality materials and finishes to make a good impression. There are storage bins tucked under the rear crew cab seats, as well as a closed console box, but space for small items up front can be tight.

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Both the XLT and Lariat include dual-zone automatic climate control, while the Lariat exclusively adds a standard auto-dimming mirror, push-button start, a 110-volt power outlet, and a reverse sensor system. Most of the controls are easy to use, but to change the temperature you have to press tiny switches where it would be easier to control the dials, and to change the ventilation mode you have to go to the center screen and press icons there.

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My tester had a package called the Lariat 501A for an additional $3,405, which included a technology package with adaptive cruise control, forward monitoring and voice navigation — $850 if you order it separately — plus a premium Bang & Olufsen 10-speaker audio system. rain-sensing wipers, remote starter and garage door opener.

The Lariat’s seats are leather-trimmed, and the front seats are mostly power-adjustable, but you have to pull a manual lever to move the backrest. These seats have three levels of heat, but a heated steering wheel, my new must-have feature for icy mornings, is missing from all trims.

The center screen houses Ford’s SYNC 3 operating system. The company is replacing it with SYNC 4 when it updates its models, and when the Ranger gets its makeover, expect to see it there. SYNC 3 is a fairly intuitive system, with icons at the bottom of the screen to call up each menu, but it can take a long time to load when you start the truck and can be slow to respond to finger presses when it’s cold.

The Ranger faces stiff competition from other midsize trucks. The Toyota Tacoma is the best seller in the segment, while other competitors include the Chevrolet Colorado and GMC Canyon mechanical twins, as well as the freshly redesigned Nissan Frontier. There’s also the off-road-ready Jeep Gladiator, as well as the Honda Ridgeline SUV. The Ranger needs to be updated, but with such a powerful engine and high towing capacity, Ford has a serious competitor in the midsize segment.


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