Ford Ranger 2024 review: Wildtrak X - GVM test

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)

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)

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.

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 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.

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)

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.

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)

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.

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.