The 2024 Ford Ranger Is All the Truck You Need: Review

Next to a typical full-size, half-ton vehicle, the Ranger sits just as high, has comparable vehicle looks, vehicle tires, and a truck structure, and it tows 7,500 pounds. It just took me a half-hour driving a Ranger XLT 4×4 to recognize it was all the truck I required. That claimed, the Advanced Towing and Tech Plans are clever add-ons, especially if you’re doing legitimate vehicle things or plan to press the limits of the Ranger’s 7,500-pound tow rating. Ford lists the Ranger’s transforming circle at 42.5 feet, approximately four feet less than an F-150 SuperCrew. Tipping down to the entry-level XL gets a SuperCrew at the Ranger’s price point, yet when again, it’s a zero-option vehicle.

If it seems like I’m fond of the Ranger, you’re right. Ford took a major action in the ideal instructions with the 2024 redesign, bringing it better style-wise to the F-150. Imitating the appearance of America’s best-selling vehicle absolutely isn’t a poor thing, but below’s what I truly dig concerning the Ranger: It has a big-truck personality in a lorry that’s simpler for everyday life. By that I mean, evasion people to the store, the restaurant, or grabbing a coffee at Starbucks. I know lots of full-size vehicle proprietors are skilled at wheeling their 19-foot pick-ups in limited quarters, but just how usually do you see a Ram 1500 taking up 2 rooms at Walmart?

If you desire a new F-150 similar to this Ranger XLT, it sets you back $61,300. Nix the towing plan and you whittle that under $60,000, but if you aren’t hauling anything of importance, why not save $15,000 and get the Ranger?

Allow me state a few words concerning maneuverability. Ford notes the Ranger’s turning circle at 42.5 feet, approximately four feet much less than an F-150 SuperCrew. It sure really feels bigger than that behind the wheel, specifically when maneuvering with a slim forest route. The Colorado and Tacoma do a little better, but I accommodated to the vehicle’s requirements by the time it left my treatment. Something I didn’t get utilized to was the road and wind sound. It’s not bad by any means, yet onrushing air and humming tire tread were noticeable enough at freeway rates to be a topic of discussion.

Ford marketed nearly 200,000 F-Series pick-ups (F-350, f-150, and f-250) from July with September, compared to just 15,500 Rangers during the very same period. Following to a regular full-size, half-ton truck, the Ranger rests simply as high, has similar vehicle looks, vehicle tires, and a truck structure, and it tows 7,500 extra pounds.

The 2024 Ranger XLT 4×4 I drove costs $46,619. That includes the XLT base rate of $39,490, plus $945 for the 301A package, $2,305 for the Advanced Towing and Technology plans, a couple of bits like running boards, and Ford’s location fee. Now, you’re possibly believing $46,619 is enough to get an F-150, and you’re. It’s not that basic.

Genuinely, I think buyers are transforming to the utilized market for something bigger instead of “tipping down” to a Ranger, and I can not blame them. Driving a full-size pick-up is even more about satisfaction than functionality, and couple of vehicles motivate the masses like the F-150. However it definitely does a disservice to the Ranger, which isn’t an action down at all. Actually, it has a full-size heart that entirely beats its mid-size ranking.

That’s not a slam against full-size proprietors, just a nod to their vehicles being a tad unwieldy for some. I drive a 2018 Chevrolet Silverado 1500 Z71 on a routine basis, yet in the Ranger, I have much better forward exposure thanks to a hood that in fact slopes a little. I had an easier time turning around with the Ranger’s 128.7-inch wheelbase, which is 17.0 inches shorter compared to an F-150 SuperCrew.

I only want the interior was a bit much more snappy. In XLT trim, the greenhouse is plain with featureless grey and black plastic trim in the middle of grey soft-touch surfaces. The typical 8.0-inch digital instrument collection mirrors this presentation however in the best possible means, presenting details plainly and pleasantly without drama. It fits the Ranger XLT’s main objective, and on the guiding column, an actual location to turn a metal and insert trick. Some may consider this archaic in the age of push-button ignition. Others (like me) who frequently fail to remember if the fob remains in a pocket, purse, or the great void between the seat and console will love it.

It only took me a half-hour driving a Ranger XLT 4×4 to realize it was all the vehicle I required. Possibly the Ranger can transform that.

That sort of money will certainly obtain you a two-wheel drive F-150 STX with definitely no options. It’s likewise the prolonged taxi as opposed to a full four-door truck, so you ‘d shed indoor area in the process. Stepping down to the entry-level XL gets a SuperCrew at the Ranger’s rate factor, once again, it’s a zero-option truck. That implies two-wheel drive, steel wheels, and a simple gray inside with plastic floorings.

That said, the Advanced Towing and Tech Packages are wise attachments, particularly if you’re doing legit truck stuff or strategy to push the borders of the Ranger’s 7,500-pound tow score. This is how you get the trailer backup assist, a trailer brake controller, and all the clever tech like automated light testing that even experienced trailer jockeys value. It likewise includes extra auto parking sensing units and adaptive cruise control with speed-sign acknowledgment, and that’s in addition to Ford’s standard-issue Co-Pilot360 driver-assist suite.

Sans trailer, my butt dyno tells me the four-pot Ranger is simply as fast as my 5.3-liter Silverado. And after 700 miles, the Ranger’s computer revealed a standard of 23.7 miles per gallon– beating the EPA incorporated score by nearly 2 mpg.

None of these foibles, even included with each other, are dealbreakers for the Ranger. I ask once more– why does Ford sell so many even more F-150s than Rangers?

There are other physical controls, also. Ford maintains fundamental features for audio and environment setups either on the steering wheel or under the standard 10.0-inch picture touchscreen. I much favor picture formats to landscape layouts like those in the Chevrolet Colorado and Toyota Tacoma, and the optional 12.0-inch display (part of the 301A Equipment Group) is also much better. The dimension and setup make it very easy to make use of while on the move, though it did have some discouraging lag at times. It’s a small complaint, other than when attempting to readjust air movement settings for the climate control.

I understand V-8 power is identified with truckin’ in the United States, however the Ranger’s 2.3-liter turbo-four is simply great. It makes 270 horse power and 310 pound-feet of torque, which does not appear like much up until you keep in mind a 4×4 Ranger is approximately 4,400 extra pounds– 1,000 pounds lighter than an equivalent F-150.