In short, while the cabin seems rather archaic, it proves to be a good fit for this vehicle's vocation. At least, access is easy and the seats are comfortable; although a bit firm, they allow the owner to easily find a pleasant driving position. Visibility is adequate and blind spots are virtually nonexistent.
In the back, I had a harder time finding positive things to write about. Unlike other compact pickup trucks, the Ranger (as well as Mazda's B-Series) still relies on foldaway seats (also known as jump seats). If you're slightly overweight, you can forget about sitting in the back.
What's more, these two little seats fold inwards, which means that the rear passengers will face each other while having a cheek stuck against the rear window. How unpleasant! In other words, the rear part of the cabin is best suited for carrying medium-size objects that you don't want to leave in the cargo box.
Decent performance
Since the good ol' 3.0-liter V6 (148 hp, 180 lb-ft) propels the Ranger with decent authority, the optional 4.0-liter V6 is not necessary. In addition, the smaller engine burns less fuel; I expected a worse average than 13.5 L/100 km.
Meanwhile, the suspension reminded me of the time when manufacturers designed pickup trucks for work. The shocks are as hard as a rock and the driving is very jerky, especially on damaged roads. Occupants get roughed up most of the time, but this was somewhat expected. Too bad because the Ranger's rivals fare much better. The segment's newest member, the Honda Ridgeline, has actually redefined the way a pickup truck should behave on the road.
In terms of handling, the Ranger will never be mistaken for a passenger car. Yet, it remains predictable and will never scare anyone. The brakes, in my opinion, were efficient. As for tire and suspension noises, the amount of decibels was reasonable.
Competition
The Ranger Sport 4x2 carries a base price of $17,099. If you select the 5-speed automatic transmission ($1,400), air conditioning ($1,235), privacy glass ($130) and cruise control ($530), you will only have to pay $20,394.
In the back, I had a harder time finding positive things to write about. Unlike other compact pickup trucks, the Ranger (as well as Mazda's B-Series) still relies on foldaway seats (also known as jump seats). If you're slightly overweight, you can forget about sitting in the back.
What's more, these two little seats fold inwards, which means that the rear passengers will face each other while having a cheek stuck against the rear window. How unpleasant! In other words, the rear part of the cabin is best suited for carrying medium-size objects that you don't want to leave in the cargo box.
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| Three engines are available, including a 3.0-liter V6. |
Decent performance
Since the good ol' 3.0-liter V6 (148 hp, 180 lb-ft) propels the Ranger with decent authority, the optional 4.0-liter V6 is not necessary. In addition, the smaller engine burns less fuel; I expected a worse average than 13.5 L/100 km.
Meanwhile, the suspension reminded me of the time when manufacturers designed pickup trucks for work. The shocks are as hard as a rock and the driving is very jerky, especially on damaged roads. Occupants get roughed up most of the time, but this was somewhat expected. Too bad because the Ranger's rivals fare much better. The segment's newest member, the Honda Ridgeline, has actually redefined the way a pickup truck should behave on the road.
In terms of handling, the Ranger will never be mistaken for a passenger car. Yet, it remains predictable and will never scare anyone. The brakes, in my opinion, were efficient. As for tire and suspension noises, the amount of decibels was reasonable.
Competition
The Ranger Sport 4x2 carries a base price of $17,099. If you select the 5-speed automatic transmission ($1,400), air conditioning ($1,235), privacy glass ($130) and cruise control ($530), you will only have to pay $20,394.
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| All Super Cab models feature the 6-foot long cargo box. |