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The 2021 Ford Ranger range of configurations is currently priced from $10,000.
Our most recent review of the 2021 Ford Ranger resulted in a score of 9 out of 10 for that particular example.
Carsguide Contributing Journalist Mark Oastler had this to say at the time: So, it’s time to hand back our Ranger XLT long-term test vehicle and we do that with some reluctance, not only because of its all-round excellence but also the hand-picked range of accessories we’ve added which have made it ideal for our family's requirements.
You can read the full review here.
This is what Mark Oastler liked most about this particular version of the Ford Ranger: Design, Cabin space, All-round performance
The 2021 Ford Ranger carries a braked towing capacity of up to 2500 Kg, but check to ensure this applies to the configuration you're considering.
The Ford Ranger 2021 prices range from $20,460 for the basic trim level Single Cab XL to $61,930 for the top of the range Dual Cab Raptor 2.0 (4X4).
Unique to the XLT is the most generous serving of chrome you can get in a Ranger. There's also chunky, good-looking 17-inch alloys with 265/65 R17 road-biased tyres and a full-size spare plus plenty of standard kit including front fog lights, privacy glass, side steps, rear sports bar with load tub light, tow bar, full bed-liner with 12-volt accessory socket and lots more.
Exterior paint colours include Arctic White (no cost), Shadow Black, True Red, Blue Lightning, Aluminium Silver, and Meteor Grey.
No, the new Ranger is code-named PY, while the vehicle in question is a PX. Admittedly, it’s a very late-build PX (a Series 3, if you like) which got a revised look and extra tech, but it’s not a 'Next Gen'. The real giveaway is that it has the five-cylinder 3.2-litre engine fitted. This engine was dropped for the newer models, Ford electing to stick with the 2.0-litre bi-turbo and 3.0 V6 diesel engines and the twin-turbo 3.0-litre petrol unit for the Raptor.
The C-TEK brand has a huge reputation for performance and safety. I've personally had such a charger for more than 20 years which has been in use almost every single day of that time and still works perfectly. They're more expensive than some chargers, but the inbuilt protections against incorrect connection and overheating are worth the price, not to mention that longevity.
Some mechanics recommend connecting the two leads from the charger directly to the battery terminals, but conventional wisdom says that connecting the red cable to the positive terminal first and then the black cable to an earth somewhere in the engine bay is a better idea. This method means less chance of a spark igniting gasses emitted by the battery as it charges and discharges.
The indicator lights on the C-TEK unit will tell you when you've achieved a good connection. Using a metal part of the car for the negative attachment point works because the whole car is essentially one big negative terminal. Just make sure your attachment point isn't painted or coated with a chemical that prevents the flow of current. Or that it's not a plastic part (increasingly common these days). Many cars have a dedicated post or connection point within the engine bay.
The `smart’ alternator fitted to the Ford Ranger was designed to cap the amount of charge being fed back into the vehicle’s battery. In effect, it meant that the battery was usually charged to a lower voltage that it would have bene with a conventional alternator.
The reason for this was to extend battery life by never over-charging (and stressing) the battery, but many owners have found that the lower charge rate left them with a battery more likely to go flat when they most needed it. Many Rangers are also used for camping and therefore have a second battery fitted. That could also cause problems as the extra battery and electrical accessories often fitted to such vehicles weren’t recognised by the vehicle’s computer, leading to more low-voltage problems.
For many Ranger owners, the solution was a trip to a Ford dealer where the computer could be re-programmed to make the alternator perform in a traditional (non-smart) way and keep everything purring along. Having this performed at a dealership will not affect your warranty, but having a non-Ford technician fiddle with the charging system may not be so warranty-friendly.
I’m also informed that driving everywhere with the car’s headlights switched on causes the alternator to acknowledge the current draw and switch to a higher charging output.
Inside there’s a leather-wrapped steering wheel and gearshift, six-way manual adjustable driver’s seat, dual-zone climate control, smart keyless entry/push button start, plus the six-speaker infotainment system featuring SYNC 3 voice-activated controls and sat-nav, Apple Car Play, Android Auto, Bluetooth and DAB+ digital radio. The big 8.0-inch colour touchscreen and its intuitive software sets an industry benchmark for ease of use. This now includes new FordPass Connect, which when paired with the FordPass app on your smartphone opens a new dimension in connectivity.
The Ranger XLT's front seats are comfortable with good lateral support. The rear bench seat is one of the more spacious offerings in dual cabs, even though like all utes this side of a full-size US pick-up can get a bit squeezy with three large adults strapped in. The optional leather-accented trim in our test vehicle adds a luxurious touch.
The Ranger XLT dual cab ute can accelerate from 0-100km/h in approximately 10 seconds.