PICKUPS AND 4x4s TESTERS' CHOICE FORD RANGER 2.50 4xl
Page 26
If you've noticed an error in this article please click here to report it so we can fix it.
IN by Peter Lawton The 4x4 off-road sector is a bit of a niche market, so it's not particularly surprising that we only tested three contenders last year. There was a Ford Ranger Supercab in February, an Isuzu Trooper Commercial in April and a Land Rover Freelander rounding off the year in November (actually we tried three Freelanders, but more of that later).
Since we last tested the Supercab, Ford has expanded its options list with more engines and a "lifestyle" XLT version of the workhorse. We had the vehicle before the extra choices were available so, grumbling slightly about lack of power, we took to the road in a 4x2 2.5-litre pickup with a measly 76hp and 168Nm of torque at 2,500rpm.
We consoled ourselves with the fact that this incarnation of the Supercab is the most productive of the range in terms of how many people it can carry (four) and the amount of weight it can carry (1,045kg). Its tonne-plus payload means you don't have to pay VAT, although this is pretty moth the norm in the pickup market now so strictly speaking no real brownie points there. Fuel economy was good, however, at 31.3mpg Sling a load of bricks, tools and assorted muck in the back and take off as if you were driving a family saloon— the ride is very good. Gearing felt a little short, but the Ranger was easily capable of holding 90mph during track testing. Off road the Ranger's lack of power proved to be no handicap when tackling the toughest of the 'alpine" test tracks, Even without four-wheel drive and lowrange box, the Ranger got on with the job without complaining.
You would usually expect to see an Isuzu Trooper driven by scrummies (school-run mummies) but we got a very pleasant surprise when we drove it. To say we loved the engine in the Trooper Commercial is an understatement--we almost started stalking the van when Isuzu took it away after our test.
Power delivery from the 157hp, 333Nm engine was luvverly. Dropping the revs to 800rpm on a steep hill in top gear, we floored the throttle and were rewarded with a copious supply of instant acceleration. Blimey "Simply the smoothest and most flexible engine we have ever experienced in a light commercial vehicle," was how we summed it up at the time; we have no reason to change that view.
Maybe "light" is stretching things a little, considering the Trooper weighs in at almost two tonnes. There's still scope for a 610kg payload, which is okay, but the Trooper's fuel consumption was quite a way off the others in this group at 26mpg.
The ride was very good and comfort was assured: with a fully carpeted, velour trimmed passenger compartment and loadbay this is the way to transport your stuff in style (as long as it's not too mucky). Talking about mucky, tackling rough stuff was no problem, although the steering was perhaps a bit too direct away from the black stuff.
Land Rover came up with a Freelander Commercial just days before its replacement by a TD4-engined version. But they were kind enough to let us test the new model too, and threw in another petrol model with a fancy gearshift.
One of the first things that struck us about the Freelander was its build quality, which felt very solid. Running on and off road the van threw up none of the squeaks and rattles that some vehicles make. Strangely quiet, but very pleasant.
Any complaints about lack of power from the old engine were answered in fine style by the 104 engine which gave us 110hp, 260Nm and 391mpg around the Kent test route. This is with a GVW about 700kg less than the other two contenders, but it's still very good. Woolly gear shifts were also eradicated by a new gearbox that gave us good feel and a short throw from ratio to ratio.
Ride was just as sophisticated off road as on; the Freelander was easy to control and proved stable through corners. The hill descent control, using four-channel ABS, held our speed steady down even the steepest of loose off-road descents, but could frustrate those who want more hands-on control.
The loadbay is small and difficult to use because of the loading height, even with the roof section detached, which turns the van into a weird kind of pickup. Maximum payload is just 425kg.
It was a pretty close call between the three vehicles in this class, but the Freelander was limited by its small loadbay and carrying capacity while the Isuzu was ruled out by its fuel consumption.
So, despite being the least powerful offering we had and the worst selling of all the Rangers, we have to declare the Supercab a Testers' Choice for its versatility, comfort, economy and productivity.