2021 Ford Ranger Wildtrak bi-turbo: seeing off an Aussie-bred legend
With the next-generation Ranger right around the corner, we take a look back at the current PXIII generation to recap on just why it’s been such a winner in the Aussie ute market.
- Ride, handling and refinement among the best in the segment
- High level of standard equipment and impressive tech interface
- Quiet and comfortable country tourer
- Wide turning circle makes city duties a shenanigan
- One of the most expensive ute options, especially for an older platform
- Steering feel is light and lifeless
Introduction
In the wake of local manufacturing shuttering, the Ford Ranger is the closest thing we’ve got to a local hero. The Australian arm has put continual effort into the T6 Ranger platform throughout the last 10 years to ensure it stays relevant and up-to-date with contemporary rivals.
It’s a true success story too – the current generation is still selling at industry-leading rates right before the brand evolves the model with its successor. Feeling the pressure, Ford?
But before it’s superseded by the next best thing, we thought getting a hold of a current-generation 2021 Ford Ranger Wildtrak bi-turbo double-cab would be a good idea, and reflect on why it’s resonated so strongly with Australian new car buyers.
Until the hard-hitting Ranger Raptor came along, the Wildtrak variant was the flagship Ranger ute you could buy. These days, you can option it with the 157kW/500Nm 2.0-litre twin-turbo four-cylinder engine pinched from the Raptor. It comes mated solely to a 10-speed automatic transmission.
The Wildtrak can be picked out by its Bolder Grey exterior highlights, which actually just look body-coloured on our $650 Meteor Grey example. They include a restyled front grille, mirror caps, and a rear sailplane sports bar. The Wildtrak also scores black side steps and black 18-inch alloy wheels to set it aside from the rest of the Ranger line-up.
It’s a formidable-looking thing, with the Wildtrak spec going a long way to make a tough-looking demeanour. It does battle with the equally popular Toyota HiLux, the Nissan Navara, Isuzu D-Max and Mitsubishi Triton.
As old as it is, though, the Ranger is still one of the more expensive options in the dual-cab ute segment. Normally you’d expect prices to come down somewhat leading into a new generation. The $66,090 before-on roads price for the Ranger Wildtrak with the 2.0-litre turbo diesel engine is about as high as it’s ever been.
With that said, it was the best-selling vehicle in October 2021. It even looks set to overthrow the Toyota HiLux’s five-year winning streak at the end of the year and take the title of Australia’s top-selling car – thereby handing Ford a victory it hasn’t tasted in over a quarter century.
| Key details | 2021 Ford Ranger Wildtrak Auto 4×4 Double Cab |
| Price (MSRP) | $66,090 plus on-road costs |
| Colour of test car | Meteor Grey |
| Options | Metallic paint – $650 |
| Price as tested | $66,740 plus on-road costs |
| Rivals | Isuzu D-Max | Mazda BT-50 | Toyota HiLux |
Inside
To do battle in its hotly contested arena, Ford’s lifestyle-oriented variant equips an 8.0-inch display with smartphone mirroring capability, satellite navigation, bi-LED headlights, push-button start, ambient lighting, electric driver’s seat adjustment, and heated front seats.
Orange Wildtrak accents help to break up the grey/black colour scheme, but while some will see the appeal of these leather-appointed seats, it does feel like a material that will sag over time. Ford used to have a sporty mesh-type fabric in the pre-update Wildtrak, and I wish it had just stuck with that. In any case, the seats are very comfortable and offer good side support and long-distance comfort.
While it does present a bit dated in 2021, the interior of the Ranger is functional and built well. Most touchpoints are covered in soft-touch materials and you get up-to-date tech and features to keep you happy.
It’s easy to jump into thanks to keyless entry and side steps for shorter occupants, while space in the first row is comfortable and affords a good view out of the cabin.
While it’s not a fully digital cluster, I like the dual configurable screens straddling the centre speed readout. It can show navigation, phone and media information, but also give you read-outs for engine speed, fuel level, and tyre pressure data.
There is good storage in the front row, while back seat passengers are afforded a comfortable amount of room. Plus, there are power ports including a conventional power outlet and a 12-volt port. Handy, thoughtful stuff for what is essentially a family car.
The tub-lined tray scores an electrically operated roller shutter that, although it may reduce the Wildtrak’s ability to store larger items due to that large storage canister, is super convenient to hide away your stuff and kind of speaks to this variant’s role as a lifestyle ute.
The load space is an almost-square 1549mm (L) x 1560mm (W).
| 2021 Ford Ranger Wildtrak Auto 4×4 Double Cab | |
| Seats | Five |
| Payload | 954kg |
| Length | 5446mm |
| Width | 1977mm |
| Height | 1848mm |
| Wheelbase | 3220mm |
Infotainment and Connectivity
Ford’s ubiquitous Sync infotainment system is one of the best in the ute segment. Switching between menu systems using the touchscreen is simple, while prominent shortcuts allow the quick change between various functions.
People more familiar with the Apple CarPlay or Android Auto interfaces can utilise that tech through a wired connection, but Bluetooth is also there for phone calls and audio streaming.
There’s also provision for FordPass Connect, which utilises a smartphone app to unlock/lock the doors, start the engine remotely, locate it when parked, and check fuel levels and tyre pressures.
Safety and Technology
Safety credentials are borrowed from a 2015 ANCAP test of the broader Ranger line-up. It retains its full five-star rating and is bolstered by active features such as traffic sign recognition, rollover mitigation, adaptive cruise control, auto high beam, lane-keeping aid and all-round parking sensors.
There is also autonomous emergency braking with pedestrian detection, adaptive cruise control, lane-keep assist, hill start assist, hill descent control, tyre pressure monitoring, an electronically locking rear differential and active park assist.
As mentioned, the Ranger Wildtrak comes fitted with an adaptive cruise-control system that faithfully tracks the car ahead and maintains a safe distance. It’s responsive to lane changes and is quick on the ball when the car ahead brakes suddenly.
| 2021 Ford Ranger Wildtrak Auto 4×4 Double Cab | |
| ANCAP rating | Five stars (tested 2015) |
| Safety report | Link to ANCAP |
Value for Money
As with all 2021 Ford Rangers, the Wildtrak benefits from a five-year/unlimited-kilometre factory warranty, 15,000km/12-month service intervals, and Ford’s ‘Ford Service Benefits’ program (which adds a free loan car come time for a service), roadside assistance, satellite map updates, and four years of fixed-price servicing at $299 each.
Throughout a week of combined driving on highway, rural roads, gravel surfaces and around town, our fuel economy figure was 9.3L/100km. While this is two litres more than Ford’s official claim, it’s about par for other 2.0-litre Rangers we’ve had on test.
| At a glance | 2021 Ford Ranger Wildtrak Auto 4×4 Double Cab |
| Warranty | Five years / unlimited km |
| Service intervals | 12 months / 15,000km |
| Servicing costs | $897 (3 years) | $1495 (5 years) |
| Fuel cons. (claimed) | 7.4L/100km |
| Fuel cons. (on test) | 9.3L/100km |
| Fuel type | Diesel |
| Fuel tank size | 80L |
Driving
Now I can tell you, for a dual-cab ute, driving a Ranger is about as passenger-car-like as they come. Especially for me, coming off the back of a week in the Chevrolet Silverado, the Ranger stops so much easier, rounds corners much more competently, and is easier to manage within its lane.
Granted, they aren’t the same kind of ute, but the Ranger is definitely better suited to Australia. Which makes a good point, because Ford Australia has spent countless hours behind the wheel of the T6 Ranger platform on Australian soil, and further developing the model as its progressed from launch to the current day.
On our rutted gravel roads and imperfect highways, the Ranger does a good job to iron out uneven surfaces and shield the people inside from too much upset. It absorbs larger bumps pretty well and only rattles slightly over the leaf-sprung rear.
It remains surefooted on the road as the Ranger manages to control its weight well between rolling bends and doesn’t feel overly top-heavy.
That said, it is far better suited to touring than around town, with a cumbersome 12.7m turning circle and 5446mm-long body making for a struggle on certain city streets. Luckily the electric steering is a nice, light weight, which makes manoeuvrability easier.
Power comes courtesy of the 157kW/500Nm 2.0-litre twin-turbo diesel lifted from the Ranger Raptor. This engine can only be had with a 10-speed auto transmission developed by Ford and General Motors. I quite like the way it’s able to pick up a ratio out of anywhere and think the engine/gearbox pairing to be a fair matching, though some complain it hunts for the right gear around town.
Shifts are super smooth and near imperceptible. Even though this 2.0-litre unit has a slightly narrower torque band than the larger 3.2-litre, the transmission does a much better job at keeping the car within that narrow band. What aren’t the nicest to experience are some sudden drivetrain shunts when putting your foot into it, which jolt the cabin as the ute slots into gear.
The 2.0-litre four-cylinder isn’t as jumpy off the line as the 3.2 five-pot, but it is more responsive once on the move. I find it’s also more refined and quieter than the bigger-engined Ranger.
Though not the last word in performance, there is ample overtaking power and the level of grunt is well suited to rural touring.
As well, I’m no seasoned off-roader, but the Ranger does make rougher terrain approachable and easy to get stuck into. You’ve got a switchable four-wheel-drive system, locking rear differential and hill descent control to ease you into some more challenging fire trails.
We’ve previously rated the Toyota HiLux as a high watermark for off-roading utes, but the Ranger does come very close to the Toyota’s outright ability and remains fantastic to drive on the road as well.
The ESC calibration is great, always cutting in earlier rather than later to ensure the car doesn’t get too far out of shape. Ford has continually put mass amounts of development into its Ranger ute, which ensures that it continues to meet the demands of Aussie buyers straight out of the box.
| Key details | 2021 Ford Ranger Wildtrak Auto 4×4 Double Cab |
| Engine | 2.0-litre four-cylinder bi-turbo diesel |
| Power | 157kW @ 3750rpm |
| Torque | 500Nm @ 1750-2000rpm |
| Drive type | Part-time four-wheel drive, low range transfer case |
| Transmission | 10-speed torque convertor automatic |
| Power to weight ratio | 69.9kW/t |
| Weight (kerb) | 2246kg |
| Tow rating | 3500kg braked, 750kg unbraked |
| Turning circle | 12.7m |
Conclusion
Come 2022 we’ll (hopefully) have a new hero to look to in Ford’s product line-up, once the next-gen Ranger arrives on the scene. But the T6 has done incredible service throughout the last decade by transporting Australians far and wide across all manner of Australian terrain.
Not only that, but it has also faithfully serviced industries on a fleet basis, including our emergency services, forestry authorities, state emergency services, and construction industries, among myriad others.
Ford doesn’t have to do a whole lot to the next-generation car to be onto another winner. Nice-to-haves would be the long-rumoured six-cylinder power plant and improvements in refinement. Chief among all, if the next car can hang onto this Ranger’s jack-of-all-trades ability, we’ll be excited to get behind the wheel yet again.
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