More towing grunt for 2022 Ford Ranger

Ford Australia has finally revealed powertrain specifications for its new-generation 2022 Ford Ranger, and the good news for owners of large caravans is confirmation its lusty new optional 3.0-litre V6 turbo-diesel will produce a healthy 184kW of power and 600Nm of torque.

While the peak power output is slightly lower than expected (190kW), the official torque figure is more than the anticipated 597Nm, as previously produced by the Powerstroke V6 in the bigger Ford F-150 pick-up.

These outputs make the new Ranger the gruntiest but not quite the most powerful ute in its class; the aged Volkswagen Amarok – which will be replaced by a second-generation model based on the new Ranger next year – is available with a 3.0-litre V6 turbo-diesel producing 580Nm plus 200kW on overboost.

Peak power in the Ranger arrives at 3250rpm, while maximum torque is on tap from 1750-2250rpm.

“We’re offering this engine specifically because some customers told us they wanted more power and torque for towing and extreme off-roading,” Ranger and Everest program manager Pritika Maharaj said.

“We did a lot of application calibration and validation work in both the US and Australia to make sure it would meet the needs of Ranger and Everest customers”.

Mated exclusively to a refreshed 10-speed automatic transmission, the big V6 will be available in the XLT, Sport and top-spec Wildtrak trim levels, alongside the familiar 2.0-litre biturbo-diesel four-cylinder powerplant that’s being carried over from the outgoing model.

The smaller four-banger still holds its own in the performance stakes, churning out a competitive 154kW/500Nm, and is once again matched with the 10-speed auto.

Unlike the V6 though, the Panther engine is available all the way across the new Ranger Double-Cab line-up, save for the entry-level XL 4x2 and flagship Raptor.

Of course, the 2022 Ford Ranger Raptor arrives later this year with an exclusive, high-output 292kW/583Nm 3.0-litre twin-turbo petrol V6.

The 2.0-litre twin-turbo diesel also features in 4x4 Cab Chassis and Super Cab Pick-up XL variants as a more powerful and premium alternative to the base turbo-diesel four-cylinder.

Only equipped with a single turbocharger instead of two, the entry-level unit is predictably down on power and torque compared to the Panther, with outputs of 125kW/405Nm.

Transmission duties here are taken care of by a six-speed automatic as opposed to the 10-speed auto, but neither this nor the more modest power and torque figures have detracted from the (almost) range-wide 3500kg braked towing capacity.

Only the high-performance Ford Ranger Raptor breaks the unified towing capacity – down to 2500kg – on account of its performance-focussed chassis set-up.

In terms of drive configurations, all new four-cylinder 4x4 Rangers come with a traditional part-time 4x4 system comprising high and low range – 2H, 4H and 4L – with 4H being reserved for unsealed surfaces only as per other off-road utes.

Six-cylinder versions, however, up the ante with a full-time system comprising 2H, 4A, 4H, and 4L, allowing them to send power to all four wheels regardless of the road surface.

“This means a Ranger driver can just leave the truck in four-wheel drive (4A) and head off down the highway, down a country road, over a snowy mountain or across a sand dune without having to do anything else,” Ranger dynamic experiences supervisor Rob Hugo said.

The extra mechanical drag will obviously result in higher fuel consumption and faster tyre wear, which is why the classic 2H setting (rear-wheel drive) has been retained.

An idle-stop system will also come standard with the both V6 engines (Raptor and diesel), but has been deleted from 2.0-litre engines due to the semi-conductor shortage, although official fuel consumption figures are yet to be announced for any powertrains.