FORD’S 2024 RANGER – REFINED. RELIABLE. AND READY.

FORD’S 2024 RANGER

REFINED. RELIABLE. AND READY.

In the first quarter all three are on the field; the consensus among reviewers is that the Ford Maverick may be a hair-lash better than the Chevrolet Colorado and Toyota Tacoma in 2024’s war of three new midsize pickups.

I have yet to form my opinion. I drove two and loved both. The third should be along soon.

Earlier I said I cannot argue with Motor Trend’s conclusion that Colorado is the Truck of the Year. This week, I suggest the Ranger is even better. It rides and drives confidently, is quieter, and makes it a breeze to haul, back, and park a trailer, even a little ski boat.

I expect a Tacoma to visit soon, so mark me undecided. The new Taco is bound to be good and will surely be the top seller in a market it has dominated for generations. The Tacoma is synonymous with reliability, a vital metric when selecting a go-anywhere, do-anything vehicle, but make no mistake, this segment has never been this competitive. The other two can be compelling in a high-tech age. 

Inside, all three create a space-age feel as manufacturers look to cut weight and costs while still delivering durability and a pleasant feel. Welcome to plastics engineering. All three companies can master digital, so expect advanced safety, solid music, and phone connectivity.

The world has turned to small-displacement, high-output engines. Under the hood, smaller engines produce more power than the bigger blocks they replaced. My mechanic friends inform me that there is a linear connection between power demand and engine longevity. The more you push them, the more they break. People who buy these trucks plan to use them, so there is a great demand for oomph. 

The base engine in all three is an aluminum engine with a turbocharger that lets it crank out impressive power. The base Tacoma engine has 228 hp, and the base Chevy has 237 hp, but the Ranger’s cranks out 270 horses and 310 ft-lbs. of torque, which is more than enough for most towing jobs.

Will that engine hold up, especially in a vehicle expected to be on the road 15-20 years from now? Ford started building the 2.3-L Ecotec engine ten years ago, and many opinions are floating on the interwebs. One would recommend a couple of oil changes a year and keeping a close eye on the cooling system. Even so, 200,000 miles would be good.

 One way to reduce demand for an internal combustion engine is to mate it with a much more straightforward but powerful electric motor. When the engine needs to start, the electric motor spins it a few times to distribute oil throughout the motor. When it needs torque for acceleration or towing, the electric motor does its best work. Multiple studies have demonstrated that hybrid powertrains run much longer with fewer problems.

Toyota offers an optional hybrid with slightly better fuel economy (24 mpg) but more power: 326 hp and 465 lb-ft of torque. I am so old; I remember when half tons did not have that much. Ford says it will offer a hybrid Ranger early next year, but this is the truck whose American production was delayed eight months by supply chain and other problems.

Did I mention waiting a year? How about two or three?

Ford, which this week took a $1.9 billion write-down in its electric vehicle arm because—guess what? —people want smaller, affordable EVs, not more lavish and expensive ones. Someday those who cover this business will figure out that Ford screwed the EV pooch when it eyeballed the subsidies the government offered EV buyers—and jacked up prices by greater amounts.

Now Ford says it gets it and is turning to smaller, more affordable EVs. In the old paradigm, the rule was the bigger and more powerful, the more profitable. However, with EVs, it works the other way. More oversized vehicles mean bigger and more expensive batteries and smaller ones are more profitable.

In this week’s announcement, Ford said its California skunkworks will have an electric midsize pickup ready for production in two years, which is about the time Hyundai will start cranking out extended-range hybrid pickups from its South Carolina plant.

So, hang on.

Purpose in mind

The 2024 Ranger targets a demographic known for valuing versatility and practicality. How practical? They seek a pickup with the features and capabilities of $45,000 to $70,000 trucks for a third less. All three new midsize pickups start near $32,000, get nice around $37,000, and become super trucks in the $42,000 to $53,000 range.

Our tester was a Ranger XLT SC 4X2 with the base engine. It had power everything, an excellent infotainment system, and a complete driver assistance package for $36,210. Added to that were $5,620 in options, including a locking differential, side steps, a spray-in bedliner, and an advanced towing and camera package. Just look at the monitor, turn a dial in the direction you want the trailer to go, and the truck puts it exactly where you want it.

Ford first offered this technology eight years ago, and the folks at the Blue Oval have worked out the bugs. It is unavailable in the other two; that is a deal-breaker for some.

Power and poise

Also available this year is a potent 2.7-liter twin-turbo V6 producing 315 horsepower. Ford has produced this engine for a decade, and though not perfect, it has a solid reputation. It gets a combined 20 mpg vs 22 mpg for the smaller one. Both engines bolt to a smooth-shifting 10-speed automatic transmission, another piece of equipment Ford is perfecting. 

The new Ranger is only new to the U.S. This version is an iteration of the PX Ranger, which went into production in Australia in 2011 and is a large seller on multiple continents. This is a good thing. A key to Toyota’s durability is that it sticks with designs and powertrains and continuously improves them over time.

Ford engineers stretched the truck’s fully boxed high-strength steel frame two inches wider and deeper for the American market. Then, they put the suspension attachments outside the frame. The Ranger’s bed is now wide enough for a piece of plyboard to lie flat, the only one of the three to make that claim. The length provides more rear legroom in the crew cab.

More importantly, the changes improved stability. Longer wheelbases help smooth bumps and wider suspension points help give the new Ranger one of the most planted feels of any pickup on the road. 

Cargo Capacity

The Ranger can tow up to 7,500 pounds and has a payload capacity of 1,805.

While it offers only a single crew cab configuration with a 60-inch bed, its 43.5 cubic feet of cargo space (with seats folded) proves sufficient for most family weekend getaways or impromptu shopping sprees. 

Clever tie-down options and an available bed-mounted toolbox enhance cargo management. 

Consensus: A Strong Showing

Reviews from Edmunds.com, Car and Driver, Motor Trend, and Consumer Reports paint a positive picture of the 2024 Ranger. Reviewers commend its powerful engines, comfortable ride, and abundance of technology. 

Criticisms included a muted steering feel and a reliance on touchscreen controls for essential functions. I agree. Ford relies too much on menus, which can be distracting when driving. 

We also noted occasional glitches with Apple CarPlay.

Did I mention waiting a year?