Ford Ranger XLS 2022 Review

By Toby Hagon, carsales.com.au

The all-new Ford Ranger has arrived with much fanfare for the flagship models, which now feature a gutsy V6 engine and are loaded with technology. But the Ranger has to do more than just one job: customers are asking the new generation of dual-cab utes to be a family car, weekend playtoy and a hard-working tool of trade during the week.

So, we’re delving into the heart of the all-new 2022 Ford Ranger line-up to test the lower-grade XLS dual-cab 4x4 that is exclusively powered by the carryover 2.0-litre twin-turbo four-cylinder diesel engine and costs from $54,330 plus on-roads.

Ranger Family

To put our test vehicle into context, the 2022 Ford Ranger is available in six model grades: XL, XLS, XLT, Sport, Wildtrak and Raptor.

Starting at the top, the Raptor is a dedicated sports performance version designed more for off-road enthusiasts than it is for tradies. The Wildtrak has, again, more of a lifestyle focus for cashed-up, adventure-seeking families that have probably stepped out of an SUV and want a ute to tow the holiday caravan or a trailer of weekend toys. The Sport model follows the same theme but misses out on some of the fancy features and tech gadgetry. XLT models are for those that transit between the worksite and the weekend and are on a bit tighter budget. And, finally, there’s the XL and XLS models, which are primarily aimed at tradies who want a work ute to do all the heavy lifting.

The XLS dual-cab 4x4 we’re testing comes exclusively with the 2.0-litre biturbo engine (the XL comes with a single-turbo version of the same engine) and a 10-speed automatic transmission.

Pricing for the Ranger XLS dual-cab 4x4 pick-up (you can also get a cab-chassis version) starts at $54,330 plus on-road costs. However, if you want any colour other than white it will cost another $675.

As with all Ford vehicles, the Ranger is covered by a five-year/unlimited-kilometre warranty. Unlike some rivals, Ford doesn’t cap the kilometres if you’re using it for commercial purposes.

Servicing is capped for the first four services (each at 12 months or 15,000km) at $329.

What’s it up against?

The Ford Ranger has been one of the best-selling vehicles in the country for the last seven years, and the new-generation model is expected to boost its popularity even higher.

It does have a number of key rivals in its wheeltracks, the most obvious being the Toyota HiLux SR, which currently costs from $52,795 (plus ORCs) with an automatic transmission. But that price is likely to increase soon with an updated model due to arrive in showrooms before the end of the year.

Other automatic transmission contenders include the Nissan Navara SL (from $49,100), Isuzu D-MAX SX (from $52,200) and Mazda BT-50 XT (from $53,560).

So, when you look at the wider landscape, the Ranger comes with a price premium, but it’s by no means outrageous.

What do you get?

For now though, the Ranger XLS trounces all of its rivals when it comes new-age technology.

It gets a 10.1-inch touchscreen, for example, which is big by some luxury car standards and sizeable by ute standards. Plus, there’s wireless Apple CarPlay and Android Auto incorporated.

There’s also a digital instrument cluster and the FordPass connected app that allows smartphone-activated remote unlocking of the doors, as well as remote starting for cabin heating/cooling.

In terms of advanced safety systems, the Ranger sets the new class benchmark with nine airbags (including a centre airbag between the driver and front passenger), auto braking in forward and reverse, blind spot warning, a driver drowsiness monitor and adaptive cruise control.

Like the XL, the emphasis is still on work over play, but there are some touches that smarten things up in the XLS.

Instead of steel wheels, it is fitted with 16-inch alloys. There are side steps to make getting in and out of the cabin a little easier. And, in lieu of hose-out vinyl floor covering, the XLS has carpet.

Rear parking sensors (and a reverse camera) are joined by front sensors, making sneaking into a tight spot a fraction easier.

Having the tailgate lock and unlock with the remote locking is also handy, especially if you’re planning on running a canopy or lockable tonneau cover.

The XLS also picks up tweeter speakers at the base of the A-pillars, which makes a noticeable difference to the sound quality.

Making light work

As we’ve mentioned, the headline acts with the new 2022 Ford Ranger are the Wildtrak and Sport variants, each of which looks trick with snazzy LED headlights, big alloy wheels and stylised sports bars.

Best to temper expectations with the XLS, because it’s more about the basics.

Sure, there are fog lights, but the front light cluster is made up of older-school halogen globes. It means the daytime running lights are a yellow-ish square rather than the crisp white C-shape of upper Ranger variants.

At night, the bigger headlight area does a better job of illuminating the road ahead than the previous Rangers (which is not difficult) and there’s a more convincing beam throw when you activate the high beams. But they are not as bright as the LEDs in higher grade models.

The black door handles are also a reminder you’ve gone to the budget end of the showroom. That can be addressed, however, with the $750 Tech Pack, which colour-matches those exterior handles plus brings voice recognition, digital radio tuning, dual-zone ventilation (no arguments across the cabin!), rear air vents (no complaints from the rear!) and keyless entry.

It also adds embedded satellite navigation, although during our brief experience we reckon the maps you get from connecting your smartphone are a better bet.

Another option worth considering if you’re throwing gear in the back regularly is the spray-in bedliner ($900). We haven’t tested a version with the standard metal load area, but previous experience with other utes suggests you don’t have to try hard to scuff it up.

Carry-all

Even if you don’t add the bed liner, hauling stuff into the tray of the 2022 Ford Ranger is a lot easier than before, in part because of the layout of the tub which has been revised to carry a standard Australian pallet between the wheel arches.

Accessing the load space is also easier courtesy of the steps behind each rear wheel. And if you’re loading at night there are now two beautifully integrated LED lights to illuminate the tray.

There are six tie-down points in the tray, including two on either side of the front. Longer items can lean against the steel over-hoop rail that protects the cabin. It also includes swing-up locators to stop ladders or lengths of wood from going on a sideways excursion.

In 4x4 guise, the XLS has a payload of 958kg, which includes any people you’ve got in the cabin. That’s actually slightly less than the model it replaces (991kg as a 3.2-litre auto) but still solid by workhorse ute standards.

If you don’t need the added traction of a four-wheel drive then the 4x2 model ups that payload to 1067kg.

As for towing, the Ranger is still rated to take 3500kg. But it now has a gross combined mass of 6350kg (previously 6000kg), which makes it easier to tow heavy loads and still carry people and/or gear.

That means that with a 3.5-tonne caravan or trailer out back you can still carry 578kg. Even with 350kg pushing down on the tow ball the Ranger stays within its gross vehicle mass limit of 3230kg.

That’s handy, because it means caravanners or boaties will be able to take a sizeable rig and the family as well.

As before, the tailgate on the XLS still crashes open with a thud, unless you lower it down manually. Higher-grade models have a dampener that lightens the load. We can’t imagine too many muscly tradies will be complaining…

The caffeine addicted will also appreciate the cup locators built into the tailgate once it’s flopped open. Better still, the lengthened top of the tailgate once it’s shut is perfectly suited to a well-balanced cuppa.

On the road

The 2022 Ford Ranger XLS may be towards the lower end of the line-up but the cabin, with all its tech, still feels a level above its rivals.

The digital instrument cluster can be customised to allow you to thumb through the displays you reference most often.

And the centre screen is crisp and clear, with easy adjustability. The upper and lower sections are dedicated to vehicle functions and settings while the centre is taken out by the smartphone connectivity, be it Android Auto or Apple CarPlay.

Within that smartphone section you can choose between a regular or expanded layout, the latter crunching some of the other controls.

Our only gripe is that when using Google Maps the triangular pointer showing where you are can sometimes falls off the bottom section of the screen devoted to smartphone connectivity.

We’re also glad Ford maintained physical dials and buttons to control basic ventilation and audio functions. They’re simple and they work.

Elsewhere, though, it can feel a little low rent. The plastic steering wheel is hard and cheap, and the cloth trim looks durable but doesn’t have the more modern design aesthetic of other grades such as the XLT.

The handy storage tray above the glove box is missing the rubber matting of other variants, so any cornering fervour could have keys, phones, coins, etc rushing to the floor.

While the XLS gets the old-style gear selector and a manual handbrake, it all works fine. Dual cup holders look after odds and ends and there’s a useful storage tray at the base of the centre console.

Gadget power is provided via a single USB-A or smaller USB-C port, catering for all the latest tech. And those wanting to connect a dash-cam can utilise another USB-A port integrated into the rear-vision mirror housing. Clever.

Occupants are well catered for by ute standards, too. The front seats are comfortable and supportive and make light work of longer trips, and there’s decent adjustment in the driving position and good visibility all round.

Big blokes in the back may find their knees digging into the front seatbacks if their size is replicated up front. But, there’s actually pretty decent rear seat space compared to rivals.

Plus, you can carry more luggage than before, even when the back seat is in use. Lift those back seats and there’s a small storage binnacle on the driver’s side, although it misses out on the plastic lining of upper grades. A pair of hooks in the rear roof can also work well for hanging clothes or bags.

There are also generous door pockets and a reasonably-sized covered centre console. It only has one seatback pocket in the rear, though.

From humble beginnings

It doesn’t take long behind the wheel to realise the 2022 Ford Ranger XLS benefits from all the engineering goodness that’s gone into other Ranger variants.

Sure, it may miss out on some of the fizz and fruit, but it lacks none of the core attributes that filter from the top down.

It starts with the basic layout. Physically, the Ranger is a similar size to its predecessor, but the front wheels have been shifted forward by 50mm (in turn stretching the wheelbase by the same amount) and the left and right wheels are spaced 50mm further apart.

In essence, that means it has a larger footprint for better driving dynamics without being any bigger in overall length or width.

The body feels tight and solid and in each of the XLS variants we drove there’s a sense of surety.

Suspension tuning and development was done on local roads and it pays off as the Ranger has excellent body control that minimises leaning in bends.

It doesn’t iron out bumps completely, especially when unladen, but it disposes of them assertively. Whether it’s a single big hit or multiple ripples, the Ranger is predictable and reassuring.

It is workhorse ute after all, and is fitted with rear leaf springs suited to carrying heavy loads rather than carving around the Nurburgring.

But it’s never harsh or unwieldy.

The Ranger’s steering adds to its predictable and dynamic nature. There’s enough weight to provide feedback from the bitumen but enough power assistance to make for easy manoeuvring or touring. It’s also not too direct, working with the bulk of a ute body.

Some of our XLS driving was done on the optional 17-inch all-terrain Bridgestone Dueler tyres, which remained quiet and calm despite the more open tread pattern. They’re not the sharpest when pitching into a roundabout, but then again neither are the standard 16-inch hoops (also Bridgestones) that look like they’ll dispose of a kerb strike nicely.

In XLS guise, the Ranger continues with drum brakes at the rear (XLT, Sport and Wildtrak pick up discs) and the front brakes are also a smaller diameter.

While we didn’t get to test out their durability while carrying a heavy load or towing on a long descent, the brakes were up to the task in everyday conditions. If you are planning on regularly towing a caravan, the higher grade models would be a better pick.

Work out

As well as work duties, the 2022 Ford Ranger XLS dual-cab 4x4 also promises to tackle some harsh terrain, be that a tricky work site or an off-road adventure.

The XLS continues with a part-time four-wheel drive system that runs as a rear-wheel drive on the road.

The 4H mode – for four-wheel drive, high range – can be selected on the run, making it easy to dial up additional traction as required. But to select 4L – low range – it can only be engaged when the vehicle is stationary. In all cases, selections are made via a rotary dial in the console.

There’s also a rear diff lock, which we found handy in slushy mud. Without it activated, the traction control will eventually catch up and apply brakes to spinning wheels, but it needs some right-foot encouragement to get to that point.

While our off-road running was limited, it was enough to learn that the Ranger will tackle the moderate stuff without fuss. But for a proper evaluation we’ll have to go further afield, something we’ll be doing soon.

Those planning to go off-road in a Ranger XLS should do some planning, though. There’s no rear tow hook, for example. The easiest way around that is fitting a tow bar (which most will want in a ute anyway) and adding a recovery hitch.

And while the Ranger is rated to wade through up to 800mm of water, you need to be careful not to splash a wave over the bonnet because the air intake is nestled between the bonnet and headlight.

If you’re in any doubt, choose the optional snorkel which is just one of dozens of specialised accessories available for the new Ranger.

Less is more

If you’re looking at the 2022 Ford Ranger XLS, there’s only one powertrain option with the 2.0-litre bi-turbo four-cylinder diesel driving through a 10-speed automatic transmission.

The twin-turbo engine was once the highlight of the Ranger line-up but, with the V6 in higher-grade models, it is now the meat-and-potatoes. In XLS guise it replaces the now-discontinued 3.2-litre five-cylinder, bringing more muscle (154kW and 500Nm, which is an extra 7kW and 30Nm) as well as an additional four gear ratios.

In a former life – well before semi-conductors were in short supply – the 2.0 biturbo was available with a stop-start system that helped reduce fuel use around town.

Unfortunately, that’s been dropped, although it still promises a reduction in average fuel use over the 3.2-litre five-cylinder; down from 8.3 litres per 100km to 7.6L/100km now. It’s not just the engine doing the fuel-saving work; Ford has also put effort in elsewhere, including with more advanced aerodynamics.

Besides, we’re guessing most tradies won’t miss the engine shutting down temporarily when stationary, even if it could leave an extra few millilitres in the tank.

Either way, the biturbo engine is more refined than before and although it has lost 3kW of maximum power compared to the previous unit (used in other variants of the previous Ranger), it is a smooth operator.

It also pulls in all the right places, with a strong surge of power on tap below 2000rpm and maintaining that beyond 3000rpm. The four-pot revs cleanly, too, making for easy progress.

During full-throttle acceleration from a standstill there’s also added enthusiasm from the 10-speed auto, which slices through ratios as it keeps the engine in its sweet spot.

During country cruising the auto is busy shuffling between gears, especially if you’re changing pace regularly or dealing with hills. But it’s mostly decisive in its shifts.

The XLS’s drive mode selector can tailor the powertrain for Eco and Slippery conditions as well as incorporating a new Tow/Haul mode that is designed to reduce shifting once you’ve got a load on board, something we didn’t get to test during our drive.

Of course, you can select ratios manually, although it’s done through buttons that are still (curiously and frustratingly) on the side of the main gear selector.

Honesty is the best policy

What the 2022 Ford Ranger XLS lacks in new-Ranger fanfare (take it away Wildtrak) it makes up in honest ute ability.

The Isuzu D-MAX and Mazda BT-50 twins raised the bar at the workhorse end of the ute market. But Ford has elevated it even higher.

It’s a ute with solid foundations – benefiting from the effort put in to make the Wildtrak and Raptor better – that translates to above-average liveability and driving manners.

You do have to pay for that privilege as the Ranger is more expensive than rivals, but only just. And it pays back in superior driving manners, better tech, better safety, better comfort and better resale value.

While the lack of some basic kit may leave family buyers or off-road adventurers cool, it should smash the expectations of tradies looking for a ute to get the job done.

How much does the 2022 Ford Ranger XLS Double Cab Pick-Up 2.0L BiTurbo 4x4 cost?

Price:  $54,330 (plus on-road costs)	Transmission:  10-speed automatic
Available:  Now	Fuel:  7.6L/100km
Powertrain:  2.0-litre four-cylinder twin-turbo diesel	CO2:  201g/km
Output: 154kW/500Nm	Safety rating:  Not tested

 

Disclaimer: Images supplied by Ford Australia.

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