In its higher state of tune, the four-pot engine is a solid performer. There’s enough torque (277lb ft) to mask the Ranger’s sizeable mass, although there wasn’t a chance to test the Ranger’s performance with a maximum 1333kg payload. In-gear performance is strong, too; even in sixth, the Ranger responds to throttle inputs.
It’s a shame, then, that the gearbox isn’t quite as accomplished, feeling more like a truck than a car. The distances between the gears are greater than they should be, meaning a bit of searching with the left hand is required, particularly for third and fifth. Certainly given our experiences with the manual, the Ranger feels like it would be much better suited to the auto.
Our test route included some twisty roads through a Bavarian forest. Here, the Ranger performed much better than expected. It’s not nimble, but there’s less roll than you’d expect and a level of communication from the steering not normally associated with cars of its type.
On the motorway, it’s also competent; the engine spins at a quiet 2000rpm and wind noise is kept in check – apart from around the sizeable door mirrors. Ford claims the Ranger is the most aerodynamic in its class.
The spacious interior is also more car than truck. It’s not quite at the same level of luxury or design as Ford’s staple passenger cars, but given that the Ranger will live a tougher life than any Focus, an added level of durability is needed. The driving position is excellent, offering a commanding view of the road, and visibility is also impressive in the double-cab version.
Where the argument that the Ranger can be considered a road car really falls down is in its ride quality. It’s unmistakably a pick-up in this department. The ride is very bouncy, something needed for compensating for large loads, but there’s no adjustability for everyday use without a tonne of bricks in the back.