2019 Ford Ranger XLT 2.0 Bi-Turbo Review, Specs, Engine, & Release Date – Raptor power arrives at the mainstream Ford Ranger line-up for the 2019 model year. Now, that would be a remarkable point, if the new 2.0-liter biturbo engine was not only incrementally more powerful than the 3.2-liter engine it is situated together with. Be that as it may, the updates for the 2019 Ranger are not limited to the introduction of a new 157kW/500Nm engine and 10-speed automatic, available as an alternative on XLT and Wildtrak trims.
Starting at the workhorse XL grade (from $27,990 plus on-road costs), new features include modified suspension tune and new interior trim, whilst ute-body models gain an easy-lift torsion-sprung tailgate, rear camera, and rear recreation area sensors.
Extra powertrain options include, as before, a 118kW/385Nm 2.2-liter four-cylinder turbo-diesel for 4×2 models or a 147kW/470Nm 3.2-liter five-cylinder turbo-diesel for XL 4×4, paired to a six-speed manual or six-speed automatic. Moving up to the 4×4/3.2-litre XLS (from $49,190) adds new front recreation area sensors, plus carryover standard equipment like 16-inch alloy wheels, front fog-lighting, carpeting floor covering and the option of Ford’s Sync 3 infotainment package with an 8.-inch colour touchscreen with satellite navigation, Apple CarPlay and Android Auto, DAB digital radio, as properly as dual-zone climate control, keyless entry with push-button start.
The most favored variant in the range, the XLT (starting from $50,290), scores a restyled front grille, front bumper, HID headlights with LED daytime running lights, keyless entry with push-button start, and minor interior changes. Carry-over kit includes 17-inch alloy wheels, pull bar, chrome exterior features, privacy glass, rear step bumper with chrome inserts, power-fold exterior decorative mirrors, the 8.-inch Sync 3 navigation system with Apple CarPlay and Android Auto, a leather-wrapped steering wheel and equipment handle, electrochromic rear-view looking glass, and tire stress checking.
Both 4×2 and 4×4 drivetrains are available, as are 3.2-litre/six-speed auto and manual or 2.0-litre/10-speed auto powertrains. Ticking the Tech Pack choice box adds inter-urban AEB with walking detection, park assist, traffic sign recognition, driver attention monitor, adaptive cruise control with forwarding collision warning, lane-keep assist, and auto high-beam. Leather trim and black 18-inch alloy wheels are also available as stand-alone options. Moving up to the 4×4 Wildtrak variants (from $60,590) recognizes LED fog-lights, a power-locking tailgate, black partial leather trim, and heated front seats additional, along with the standard edition of the Tech Pack, including inter-urban AEB with pedestrian recognition, semi-autonomous park assist, and traffic sign recognition. Once again, customers will be provided a choice of 3.2-liter auto and manual or the new 2.0-liter biturbo and 10-speed auto combo. Blacked-out alloy wheels are also available as an alternative.
In the passions of significance, we set out in an XLT 4×4 equipped with the 2.0-liter biturbo engine and 10-speed automatic – a $59,390 proposal before on-road costs and the $1650 leather trim, $600 prestige paint and $1700 Tech Pack options boxes are ticked. Crunching the figures, a Wildtrak (without prestige paint) starts at $63,990. Adding all available options to an XLT (such as $750 18-inch black alloy wheels not fitted to the car you see right here) causes it to be more expensive than a Wildtrak would be, without having that car’s rear sports bar, roll-out cargo cover, power locking tailgate or powered driver’s seat.
Under the bonnet, the XLT and Wildtrak can be optioned with a high-output 2.0-liter engine (a $1200 update alone) with identical outputs to the Ranger Raptor: 157kW at 3750rpm and 500Nm at 1750-2000rpm. That’s 10kW and 30Nm up on the standard 3.2-liter engine in spite of decreasing one cylinder and 1.2-liters of capacity. The additional grunt arrives good manners of a sequential turbo system developed to ensure torque comes on early without having to let the engine run out of puff at higher revs without becoming breathless. Unlike the Raptor and its 2.5-tonne maximum towing capacity, the regular Ranger models, whether they are 2.0-litre, 3.2-litre or 2.2-litre, Hi-Rider, and 4×4, carry a 3.5-tonne ranking (with XL Low-Rider rated at 2.5t).
The 10-speed auto and its greater gear ratio distribute, in concert with the smaller and more efficient engine which includes start-stop, also benefits fuel consumption having an official 7.4 L/100km ranking compared to the 3.2/6AT and its 8.9 L/100km figure. In the genuine world, the new engine is nevertheless clearly a diesel, albeit one that produces much less noise and vibration than the 3.2-liter five-cylinder without being completely silent or sleek. Power is progressive, and there is no detectable changeover among the low- and high-RPM turbochargers. This new engine cannot complement the heady surge of acceleration available in the Volkswagen Amarok V6 with 190kW and 580Nm, but from a standing start, the smaller optionally available engine hesitates less than the have-over five-cylinder actually did. Moving through town, the 10-speed automatic assists fill the spaces the relatively slim torque band could otherwise create. There’s no lurching or slurring between gears, even though in urban settings there are times in which the transmission pauses for longer than it should before selecting the correct equipment.
Not a major problem, but certainly frustrating as you squeeze the throttle but get absolutely nothing back in come back for a half-second or so. Head on to the open road and moving acceleration has a tendency to be less uplifting than standing-start sprints. Despite the driveline changes, piling on extra speed still takes time. Once again, there is an incremental improvement compared to the old engine and six-speed auto, but the Ranger doesn’t break the mold on the dual-cab section. Although it may not be worthy of the Raptor nameplate, the new powertrain combination seems like a perfect fit for the regular Ranger. A touch easier and less noisy, a bit more versatile in time-to-time driving, with enhancements to fuel usage.
With dual-cabs growing in recognition as part-time resources of industry and part-time family carry, the option of the new engine is sensible. Traditionalists, at the same time, can hang onto the tried and tested 3.2-liter engine and possibly a six-speed manual or auto if they’d choose. Since the Ranger formula was already properly-sorted, Ford has not meddled too much with the rest of the package. There is been a small change to front suspension to always keep body roll in check – but, brief of driving aged and new back to back, it’ll be difficult to pick and is claimed to make the greatest distinction when laden.
The interior is likewise low-key in its changes. A new ebony color plan takes the place of the previous much softer grey in XLT spec for a little more upmarket look, but robust plastic materials stay, along with a set of TFT screens either side of the tachometer providing the Ranger one of the most extensive driver displays in its segment. There is still a powerpoint in the rear, as well, however, face-level air vents haven’t made their way into the Ranger using this update. Come summertime that’s certain to affect the otherwise good rear seat comfort.
Drive modes are a fairly simple event on 4×4 models: Two-wheel drive, four-wheel drive, and four-wheel drive low range switched from the center gaming console. No lawn/gravel/snow, mud/sand, or rock and roll setting for the four-wheel drive system like you might find in an Everest and definitely no Baja off-road racing mode like the Ranger Raptor. As previously launched, Ford’s five years/unlimited warranty continues, with Ford worrying a no-exclusion policy based on purchaser type and vehicle use. Updates to Sync 3 maps are provided for up to seven years, supplied servicing is maintained within Ford’s dealership network. On the safety front, all variants include stability control, trailer sway control, weight adaptive control and rollover mitigation. 4×4 versions come with hill descent control whilst all ute-body cars include rear park sensors and a reverse camera.
A more comprehensive Tech pack, optionally available on XLT and standard on Wildtrak, adds inter-urban AEB with a vehicle and walking safety, driver impairment monitor, adaptive cruise control with forwarding collision alert, lane keep assist and lane departure warning, auto high beam, traffic indication recognition, and semi-automated self-parking. That puts the Ranger in rare company with the Mercedes-Benz X-Class as the only utes with available AEB, even though it is frustrating that Ford has not offered the system as at minimum an option on all versions to become a safety front-runner in the ute market. Despite the fact that the changes to the Ranger may not be immediately apparent at first glance, Ford’s incremental changes should keep sales of Australia’s number-two selling vehicle chugging together, maintaining the risk from the new Corolla at bay, and placing it back to the more productive position it held this time last year.
Questions which simply cannot be clarified yet – like the reliability and durability of the new four-cylinder models and their accompanying 10-speed automatic – remain to be observed. Ford’s clearly conscious of the potential impact a downsized engine may have on purchaser understanding, too, referring to it only as a biturbo, sidestepping the 2.0-liter elephant in the room. Australia has a tendency to be a challenging proving floor for any car, let alone hardworking 4×4 utes, therefore it appears hazardous to put into action any change that might be a backward step. On the surface, at a minimum, the changes appear good. Smoother, less noisy, much more advanced, blending additional the outlines among built-for-objective and built-for-families, the 2019 Ford Ranger – particularly in high-spec XLT trim – appears set to continue its streak as the jewel in Ford Australia’s sales crown.