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Ford Ranger 2024 review: Wildtrak X - GVM test

The Ranger Wildtrak X looks like a top-shelf offering but its appeal is more than visual. (image: Mark Oastler)

Daily driver score

4/5

Tradies score

4/5

Ford has identified a gap in its local line-up it needed to fill, by offering a more off-road-focused version of the Ranger Wildtrak called the Wildtrak X.  This model name was used in the original T6 Ranger generation so it's been dusted off for a second run.

The X is designed for customers who want greater off-road ability than the Wildtrak (or new Platinum), but without the compromises in payload and tow ratings of the Baja-busting Raptor.

So, with tradie use in mind, we recently put one to the test to see if Ford has maintained enough practicality in this newcomer to serve efficiently in the dual roles of weekday worker and weekend fun machine.

Price and Features – Does it represent good value for the price? What features does it come with?

Our Wildtrak X test vehicle is available only with Ford's familiar 2.0-litre Bi-Turbo diesel, 10-speed automatic transmission and exclusive 'Cyber Orange' paint for a list price of $75,990.

Ford claims the X is a special edition, but will not disclose how many it plans to build. Perhaps that number is only limited by how many it can sell? Time will tell.

Even so, it costs an extra $7500 to bring the X factor to Wildtrak and for that money you get much more than just the previous cosmetic upgrades, starting with bespoke wider track suspension (see Design) equipped with unique 17-inch alloy wheels and 265/70 R17 all-terrain tyres with a full-size alloy spare.

It comes with ‘matrix’ LED headlights and auxiliary LEDs. (image: Mark Oastler) It comes with ‘matrix’ LED headlights and auxiliary LEDs. (image: Mark Oastler)

There are also some new drive modes, black body and badge highlights (even the famous Ford blue ovals are black), unique grille treatment with ‘matrix' LED headlights and auxiliary LEDs, steel front bash-plate, cast-aluminium side-steps, 3500kg towing kit and a flexible roof-rack system (Ford is very good at this) with obvious appeal for tradies.

Inside is unique leather-accented upholstery, an overhead auxiliary bank of switches for aftermarket accessories, cordless phone charging, 12.4-inch driver's digital information display and a high-quality multimedia system with Bang & Olufsen multi-speaker sound and huge 12.0-inch touchscreen.

All of this is in addition to the standard Wildtrak's rich equipment list, which includes a powered roller-shutter for the load tub and much more, so you could say the Wildtrak X is fully loaded - even when its empty.

It's equipped with unique 17-inch alloy wheels. (image: Mark Oastler) It's equipped with unique 17-inch alloy wheels. (image: Mark Oastler)

Design – is there anything interesting about its design?

The X certainly looks like a top-shelf offering but its appeal is more than visual, as evidenced by a bespoke suspension and wheel/tyre package that results in a 30mm increase in track width for a wider stance and a 26mm increase in ground clearance that enhances off-road approach, ramp-over and departure angles.

This suspension set-up includes Bilstein position-sensitive monotube dampers with nitrogen-charged external reservoirs that minimise heat-related fade and optimise ride comfort and handling response for on and off-road driving.

  • The X certainly looks like a top-shelf offering but its appeal is more than visual. (image: Mark Oastler) The X certainly looks like a top-shelf offering but its appeal is more than visual. (image: Mark Oastler)
  • It features a bespoke suspension and wheel/tyre package that results in a 30mm increase in track width for a wider stance and a 26mm increase in ground clearance. (image: Mark Oastler) It features a bespoke suspension and wheel/tyre package that results in a 30mm increase in track width for a wider stance and a 26mm increase in ground clearance. (image: Mark Oastler)

Like the exterior, the Wildtrak X's spacious and plush interior has fine attention to detail. There's leather-accented seats with 'Miko' suede, body-coloured piping and embroidered Wildtrak X logos, plus 'Terra' suede and body-coloured stitching throughout the cabin.

There's also adequate room for tall people like me (186cm) in the rear seat, with kneeroom that's enhanced by front seat backrests that are concave in shape to optimise space.

Rear seat passengers also have access to heating/cooling vents plus two USB ports in the rear of the centre console.

  • Like the exterior, the Wildtrak X’s spacious and plush interior has fine attention to detail. (image: Mark Oastler) Like the exterior, the Wildtrak X’s spacious and plush interior has fine attention to detail. (image: Mark Oastler)
  • It comes with a 12.4-inch driver’s digital information display. (image: Mark Oastler) It comes with a 12.4-inch driver’s digital information display. (image: Mark Oastler)
  • It also has a high-quality multimedia system with Bang & Olufsen multi-speaker sound and huge 12.0-inch touchscreen. (image: Mark Oastler) It also has a high-quality multimedia system with Bang & Olufsen multi-speaker sound and huge 12.0-inch touchscreen. (image: Mark Oastler)

Practicality – How practical is its space and tech inside?

With its hefty 2432kg kerb weight, the Wildtrak X is 103kg heavier than a standard Wildtrak, resulting in a 70kg increase in GVM to 3350kg and a small 33kg reduction in payload rating to 918kg.

It maintains the standard Wildtrak's benchmark 3500kg braked tow rating and 6350kg GCM (how much it can legally carry and tow at the same time).

However, to tow that weight without exceeding the GCM would require a sizeable 500kg (half a tonne) reduction in payload to 418kg.

  • In terms of cabin storage, there are large and small bottle holders (which aren’t as good as the first-gen design) and a bin in each front door. (image: Mark Oastler) In terms of cabin storage, there are large and small bottle holders (which aren’t as good as the first-gen design) and a bin in each front door. (image: Mark Oastler)
  • Rear seat passengers get small and large bottle holders and a bin in each door. (image: Mark Oastler) Rear seat passengers get small and large bottle holders and a bin in each door. (image: Mark Oastler)

Not that many (if any) X owners would need to tow 3500kg, but that peak rating provides a useful safety margin when towing lighter trailers.

The load tub comes standard with a protective drop-in bedliner, powered roller-shutter, lift-assisted tailgate and 12-volt accessory outlet.

Loads can be secured using either slide-adjustable anchorages mounted high on the tub's sidewalls, or six fixed points closer to the floor.

  • The load tub comes standard with a protective drop-in bedliner, powered roller-shutter, lift-assisted tailgate and 12-volt accessory outlet. (image: Mark Oastler) The load tub comes standard with a protective drop-in bedliner, powered roller-shutter, lift-assisted tailgate and 12-volt accessory outlet. (image: Mark Oastler)
  • Loads can be secured using either slide-adjustable anchorages mounted high on the tub’s sidewalls, or six fixed points closer to the floor. (image: Mark Oastler) Loads can be secured using either slide-adjustable anchorages mounted high on the tub’s sidewalls, or six fixed points closer to the floor. (image: Mark Oastler)
  • The only negative with the roller-shutter is that when fully retracted it eats into the load tub’s length. (image: Mark Oastler) The only negative with the roller-shutter is that when fully retracted it eats into the load tub’s length. (image: Mark Oastler)

The only negative with the roller-shutter is that when fully retracted it eats into the load tub's length. Even so, with 1217mm between the wheel arches, the load tub can accommodate a standard Aussie or Euro pallet.

There's also a clever roof-rack system reminiscent of a Swiss army knife. Each roof rail contains a pivoting 'blade' which can swing 90 degrees across the roof to lock into place in the opposing rail. This creates an instant roof-rack which can be neatly tucked away again when not required.

To carry longer items, another load-rack behind the rear window can easily slide rearwards on rails and be locked into place in a choice of five positions along the load tub.

  • There’s also a clever roof-rack system reminiscent of a Swiss army knife. (image: Mark Oastler) There’s also a clever roof-rack system reminiscent of a Swiss army knife. (image: Mark Oastler)
  • Each roof rail contains a pivoting 'blade' which can swing 90 degrees across the roof to lock into place in the opposing rail. (image: Mark Oastler) Each roof rail contains a pivoting 'blade' which can swing 90 degrees across the roof to lock into place in the opposing rail. (image: Mark Oastler)
  • To carry longer items, another load-rack behind the rear window can easily slide rearwards on rails and be locked into place in a choice of five positions along the load tub. (image: Mark Oastler) To carry longer items, another load-rack behind the rear window can easily slide rearwards on rails and be locked into place in a choice of five positions along the load tub. (image: Mark Oastler)

This rack also houses a hidden support beam which can be raised and locked in a vertical position. Very clever.

In terms of cabin storage, there are large and small bottle holders (which aren't as good as the first-gen design) and a bin in each front door, an overhead glasses holder, pop-out cupholders on each side of the dash under the air vents and upper and lower glove boxes with an open storage shelf between them on the passenger side.

The centre console has a cordless phone charging pad and two USB ports at the front, two small bottle/cupholders in the centre and a padded lid on a box at the rear which doubles as an elbow rest when driving.

Its bench seat base can also swing up and be stored vertically if more internal storage is needed. (image: Mark Oastler) Its bench seat base can also swing up and be stored vertically if more internal storage is needed. (image: Mark Oastler)

Rear seat passengers get small and large bottle holders and a bin in each door, pockets on each front seat backrest and a fold-down centre armrest with two small bottle/cupholders.

Its bench seat base can also swing up and be stored vertically if more internal storage is needed.

Under the bonnet – what are the key stats for its engine and transmission?

The X's 2.0-litre four-cylinder twin-turbo diesel is the first Ranger engine variant to meet Euro 6 emissions standards for light duty trucks, which requires the use of AdBlue.

In this specification it produces 150kW at 3750rpm and 500Nm of torque between 1750-2000rpm.

It's paired with Ford's smooth-shifting 10-speed torque converter automatic. And for the first time, drivers can switch between conventional dual-range, part-time 4x4 or Ford's full-time all-wheel drive mode which was previously exclusive to V6 Rangers.

The X’s 2.0-litre four-cylinder twin-turbo diesel is the first Ranger engine variant to meet Euro 6 emissions standards for light duty trucks. (image: Mark Oastler) The X’s 2.0-litre four-cylinder twin-turbo diesel is the first Ranger engine variant to meet Euro 6 emissions standards for light duty trucks. (image: Mark Oastler)

Other new drivetrain features, to optimise performance in challenging off-road terrain, include 'Trail Turn Assist' which like a farm tractor applies braking to the inside rear wheel when turning to reduce the turning radius by up to 25 per cent.

And the Raptor's 'Trail Control' also gets a run here, which is effectively a low-speed cruise control setting for crawling over difficult terrain.

It also has seven drive modes comprising 'Normal', 'Eco', 'Tow/Haul', 'Slippery', 'Mud/Ruts', 'Sand' and 'Rock Crawl' plus a rear differential lock.

Efficiency – what is its fuel consumption? What is its driving range?

Ford claims official combined consumption of 8.7L/100km but the dash display was showing 10.0 at the completion of our 348km test, of which about one third was hauling a heavy payload. We also had the engine's auto start/stop switched off.

This compared with our own figure, based on fuel bowser and tripmeter readings, which was higher again at 11.2 and typical of the 2.0-3.0L/100km discrepancies we often find between official figures and our own based on ‘real world' driving.

So, based on our numbers, you could expect a realistic driving range of around 700km from its big 80-litre tank.

Driving - what's it like to drive?

There are large handles on the A pillars, which along with side-steps assist climbing aboard.

The driver's seat is comfortable and supportive with generous powered adjustments and grippy suede to help hold you in place. The leather-rimmed steering wheel also has two-way adjustment, plus there's a big left footrest.

Steering feel is arguably the best in the business and the four-wheel discs provide strong retardation.

The suspension tuning feels quite firm when driven unladen, but retains enough suppleness to provide an acceptable ride quality.

With its wider track and higher kerb weight, it corners with confidence and feels well planted on the road despite its slightly taller ride height.

Although on paper the engine's 500Nm peaks in a narrow band around 2000rpm, it delivers excellent response and pulling power well below that figure, so you don't really feel the vehicle's extra bulk.

It gets away smartly from standing starts and the automatic, which shifts almost seamlessly between its 10 gears, is calibrated to get best out of this engine.

It's also a low-stressed highway cruiser, with the engine only requiring about 1700rpm to maintain 110km/h. Tyre, engine and wind noise are pleasantly low at these speeds, which minimises fatigue on long highway hauls.

It features  a unique grille treatment. (image: Mark Oastler) It features a unique grille treatment. (image: Mark Oastler)

To test its GVM rating we loaded 650kg into the load tub, which combined with driver equalled a total payload of 750kg. That's less than 180kg under its legal limit.

The rear leaf-springs compressed about 40mm under this weight. Fortunately, in this second-gen Ranger, Ford has replaced the previous hard bump-stop rubbers with longer and fatter cone-shaped jounce bumpers.

These progressively engage with the springs earlier in compression, to provide a second stage of load support and eliminate the hard thumps that come from traditional bump-stops at full suspension travel.

As a result, with this payload the Ranger produced a noticeably smooth ride, as it floated over large bumps and dips.

It also scoffed at our 13 per cent gradient, 2.0km long set climb at 60km/h, quickly shifting down to fifth and with its ample torque and minimal throttle easily hauled this load to the summit.

Engine-braking on the way down, in a manually-selected second gear, was not as strong, which in our experience is typical of small displacement diesels on overrun trying to restrain big payloads on steep descents.

Even so, the disc brakes were more than capable of keeping speeds below the posted 60km/h limit when asked.

Safety – What safety equipment is fitted? What is its safety rating?

Ownership – What warranty is offered? What are its service intervals? What are its running costs?

Warranty is five years/unlimited km. Scheduled servicing is every 12 months/15,000km whichever occurs first.

Capped-price servicing for the first five scheduled services totals $2490 or an average of $498 per service.

If the aim of our test vehicle is to provide a premium Ranger with greater off-road ability but without the Raptor's smaller payload and tow ratings, the Wildtrak X is bang on target. This versatile machine has plenty of appeal for tradies and adventurers alike.

$75,990

Based on new car retail price

VIEW PRICING & SPECS

Daily driver score

4/5

Tradies score

4/5
Price Guide

$75,990

Based on new car retail price

Disclaimer: The pricing information shown in the editorial content (Review Prices) is to be used as a guide only and is based on information provided to Carsguide Autotrader Media Solutions Pty Ltd (Carsguide) both by third party sources and the car manufacturer at the time of publication. The Review Prices were correct at the time of publication.  Carsguide does not warrant or represent that the information is accurate, reliable, complete, current or suitable for any particular purpose. You should not use or rely upon this information without conducting an independent assessment and valuation of the vehicle.