The new Ford Ranger entered the incredibly popular dual-cab segment with a bang and went straight to the top of the class. While there’s plenty of focus on the Raptor, most buyers are studying the rest of the Ranger price list for their next dual cab. Trent Nikolic tests one of the buyer favourites, the Wildtrak, to see if one of our picks of the previous range remains a solid proposition.
2022 Ford Ranger Wildtrak V6
The dual-cab segment in Australia is something of a modern marvel. Not so much in that the vehicles themselves are ground-breaking or incredibly advanced. More so in the way that Australians are consuming them voraciously regardless of price, practicality, the usage case, and whether we need them. Yes, I know you don’t really ‘need’ something like a supercar either, but then they aren’t number one and two on the sales charts.
For the last few years, Toyota and Ford have been duking it out with HiLux and Ranger throwing punches like prize-fighting heavyweights trying to gain the ascendancy. The fondness Australians have for these undoubtedly compromised vehicles continues to grow.
For some time, the Wildtrak has been the Ranger of choice for urban buyers, and with the release of the new model, the V6 engine is the one to have. Don’t believe the hype? Try buying one. A V6 Ranger is in heavy demand at the time of testing in any specification grade, but especially in Wildtrak guise. While XLT and Sport grades both present solid purchasing propositions, the Wildtrak really does do a good job of offering everything the city buyer wants.
That’s how we’ll cover this test too. Around town, in the urban environment, as most of these expensive, brand-new dual cabs get used. We know how capable the Ranger is off-road and with a load hitched up, and we know the V6 is a powerhouse in both those situations, so let’s have a look at how it behaves around town.
Ford’s new Ranger looks as tough as nails. We reckon Ford has nailed the styling brief and delivered a scaled-down F-150 from just about every angle. Clearly this segment is as dominated by styling as it is anything else, and it’s the reason so many buyers have opted to buy even the old model, let alone this new one, which already has lengthy wait times.
The daytime running lights up front add a sharp edge to the frontal styling, and Wildtrak gets two tow hooks up front as well. You also get an underbody bash plate and all-terrain rubber on 18-inch alloy wheels. There’s a power rolling tray cover and grey-look paint highlights outside as well.
New Ranger is a little shorter overall with a longer wheelbase, and is wider and taller than the old model. It looks tougher on the road, too, with a wider track, 90mm wider to be specific. I reckon that provides the toughest of the visual changes. The integrated step at the back of the tub is a long overdue addition, and makes getting into and out of the tray a lot easier when you’re loading and unloading anything.
How much does the 2022 Ford Ranger Wildtrak V6 cost in Australia?
Remember when the Commodore and Falcon were our two most popular vehicles? No? Surely you jest. They were, once upon a time, the clear family favourites. At that time, there was an often dizzying array of models and grades, with engine and transmission choices to be made, as well as which specification grade fitted within the budget. Now, it’s dual cabs that have taken that mantle, and the Ranger model list provides a lot to unpack.
Our pricing and specification guide details all the permutations and offerings, but let’s take a brief look at both ends of the spectrum here.
You can get behind the wheel of the XL Single Cab Chassis with a 2.0-litre single-turbo and 4×2 underpinnings for $35,930 before on-road costs. At the other end of the scale, the Ranger Raptor Double Cab we tested recently gets a 3.0-litre EcoBoost petrol V6 with 4×4 and starts from a meaty $85,490 before on-road costs.
If we position the XLT as the smart-money pick and effective middle of the range, the most affordable way to get that badge with a dual cab into your driveway is via the XLT Double Cab Pick-Up with 2.0-litre bi-turbo and 4×2 starting from $53,990 before on-road costs. The 4×4 XLT asks for a step up to $61,190 before on-road costs.
Here, we’re testing the Wildtrak Double Cab Pick-Up with the 3.0-litre turbo diesel V6 and 4×4, which starts from $70,190 before on-road costs. Options include premium paint and the ‘Wildtrak Premium Option Pack’, with prices listed below. The latter includes the six-switch auxiliary pack, premium Matrix LED head- and tail-lights, and a Bang and Olufsen audio system.
Do you need the V6 engine? In short, no. The four-cylinder is actually a good thing in the real world, but need and want are two different things, and if you’re planning on hanging onto your dual cab for five to 10 years, fork out the extra three grand and get the two extra cylinders. Especially if you’re towing.
| Key details | 2022 Ford Ranger Wildtrak V6 |
| Price | $70,190 plus on-road costs |
| Colour of test car | Luxe Yellow |
| Options | Premium paint – $675 Wildtrak Premium Option Pack – $1550 |
| Price as tested | $72,415 plus on-road costs |
| Drive-away price | $78,612 (Estimate for Sydney) |
| Rivals | Isuzu D-Max | Mazda BT-50 | Nissan Navara |
How much space does the 2022 Ford Ranger Wildtrak V6 have inside?
As our Dual-cab Megatest highlighted, the new Ranger is segment-leading in many areas, one of them being cabin space and comfort. The model it replaces was solid, comfortable seats, space and storage, and good visibility from the four major seats, but this new model steps things up even further. The cabin is dominated by the whopping portrait infotainment screen, which we’ll get to shortly.
Seats are a personal thing, I know, but generally speaking, the team at Drive claim the Ranger’s to be best-in-class. The Amarok was right there for some time, but the new Ranger is exceptional. They are comfortable for drivers of all heights and hip widths, with plenty of hip room and support, yet not too firm as to be harsh on long drives. You’ll knock over thousands of road-trip kays effortlessly in the cabin of a new Ranger.
The seats themselves are only part of the equation, though, with adjustability enhanced by tilt- and reach-adjustable steering as well. That’s something this segment has needed across the board for far too long.
While you get enough room in the second row for six-footers if you have the same-height occupants up front, this segment is still a little on the tight side if you’re an overly tall family. The backrest is more upright than it would be in an SUV or wagon, for example, but it’s not back-breaking in the second row even after a few hours on the road. There are two ISOFIX points on the outer seats and two top-tether points as well.
You get useful storage all over the place, with a dual glovebox design and pop-out cupholders at each edge of the dashboard. The latter are clever if you want to get your drink up and out of the way of the console area, and I used them often. You get two more generous cup/small bottle holders in the centre console, bottle holders in the door pockets, and a centre storage bin, as well as wireless charging up ahead of the shifter.
| 2022 Ford Ranger Wildtrak V6 | |
| Seats | Five |
| Length | 5389mm |
| Width | 1850mm |
| Height | 1848mm |
| Wheelbase | 3220mm |
Does the 2022 Ford Ranger Wildtrak V6 have Apple CarPlay?
The cabin is dominated by the huge 12.0-inch touchscreen that is mounted portrait style, and as such, effectively mirrors the way we all use our smartphones. The physical size of it means you can display your smartphone-mirrored screen, for example, and still run controls for the vehicle itself below that. It’s clever, and it makes the system a lot more intuitive to use.
The screen takes up some real estate in the centre of the cabin, for sure, but the cabin is designed and executed in such a way that the screen doesn’t get in your way. As well as being able to control the system through the touchscreen, you can also access regular physical controls for the operation of the AC, fan speed, volume and radio station selection, for example. It’s a smart move from Ford in terms of adjustment on the fly.
The connection for both Bluetooth and Apple CarPlay worked well for us on test, and as we’ve discovered many times before, if you do prefer your smartphone’s OS, you’re going to overlook much of what the native Ford system can do. The choice is yours, though, and Ford’s system is a good one regardless of how you use it. There can be button and control overload when you first get into the Ranger, though, so take some time to familiarise yourself with all of it and work it all out.
Is the 2022 Ford Ranger Wildtrak V6 a safe car?
An area where dual cabs have finally come to the party – and buyer expectations have demanded it – is safety. It’s no surprise, therefore, that the all-new Ranger was awarded a full five-star ANCAP safety rating when it was tested in July 2022. There’s a point worth noting in the ANCAP breakdown for family buyers too.
“Installation of child restraints in the centre seating position of the second row in dual-cab variants is not recommended as there is no top tether anchorage. Installation of child restraints in the single and extended cab variants is not recommended as there are no top tether anchorages.”
| 2022 Ford Ranger Wildtrak V6 | |
| ANCAP rating | Five stars (tested July 2022) |
| Safety report | Link to ANCAP report |
What safety technology does the 2022 Ford Ranger Wildtrak V6 have?
We opined when the new D-Max/BT-50 were released that Isuzu and Mazda needed to bask in the glory as deeply as it could, because the new Ranger was on the way. And, as expected, the new Ranger has reset the bar in a number of areas in this segment. One of them is safety, where the Ranger moves ahead of the competition.
The Wildtrak gets nine airbags – as the Ranger does across the range – including a front centre airbag, which is the new standard. There’s also autonomous emergency braking, adaptive cruise control, speed sign recognition, speed adaptation, lane-keep assist, blind-spot monitoring, lane-departure alert, and rear cross-traffic alert, which also works if you have a trailer hitched up.
Also standard are reverse brake assist, a 360-degree surround-view camera, front and rear parking sensors, a tyre pressure monitoring system, and a clever trailer light check system as well. Much easier to use that if you’re hitching up on your own.
How much does the 2022 Ford Ranger Wildtrak V6 cost to maintain?
The new Ranger is covered by a five-year/unlimited-kilometre warranty, which is one year behind Isuzu’s coverage of the D-Max, and five years shy of Mitsubishi’s conditional 10-year coverage of the Triton. Mitsubishi’s warranty demands you service the Triton at Mitsubishi, though, and runs to 200,000km.
Ford also gives you the option of a five-year roadside assistance coverage plan, and capped-price servicing across four years or 60,000km. Services are required every 12 months or 15,000km in other words, and they are capped at a very reasonable $329 each, even if you own the V6 engine as tested here. That’s impressive value for buyers who know exactly what they are in for after they’ve signed on the dotted line for an expensive new dual cab.
We inquired about how much insurance will cost for the 2022 Ford Ranger Wildtrak and received a $1845 quote based on a comparative quote for a 35-year-old male driver living in Chatswood, NSW. Insurance estimates may vary based on your location, driving history, and personal circumstances.
| At a glance | 2022 Ford Ranger Wildtrak V6 |
| Warranty | Five years, unlimited km |
| Service intervals | 12 months or 15,000km |
| Servicing costs | $1316 (4 years) |
Is the 2022 Ford Ranger Wildtrak V6 fuel-efficient?
You get driving modes, too, Normal, Eco, Tow/Haul and Slippery, as well as the off-road modes we haven’t tested this time around. I left the Ranger in Eco mode for this test to give it the best chance of using as little diesel as possible.
Weighing in at 2399kg, the Wildtrak can tow up to 3500kg, but keep in mind that will affect payload if you do tow to the maximum. Not many of you do, though, to be fair. On test, unladen we used a pretty impressive 10.3L/100km largely in town against the claim of 8.4L/100km. That took into account a 200km highway run as well.
Fuel Consumption – brought to you by bp
| Fuel Useage | Fuel Stats |
| Fuel cons. (claimed) | 8.4L/100km |
| Fuel cons. (on test) | 10.3L/100km |
| Fuel type | Diesel |
| Fuel tank size | 80L |
What is the 2022 Ford Ranger Wildtrak V6 like to drive?
As noted above, you don’t need the V6 if you’re effectively spending most of your time around town. It is, however, an excellent engine and gearbox combination. The 3.0-litre turbo diesel V6 churns out an easy 184kW at 3250rpm and 600Nm between 1750rpm and 2250rpm. While those numbers aren’t huge in 2022 terms, it’s how easily the engine does its work that is most impressive. It is never stressed no matter how hard you lean on it.
On the subject of not needing the V6, it delivers 30kW and 100Nm more than the four-cylinder, which if you’re touring or towing is well worth the cost. The 10-speed automatic still sits in my ‘too many ratios’ category, but it’s the best version I’ve tested thus far. If the focus is fuel efficiency, which it almost certainly is, the 10-speed is a really good offering.
You can shift drive between 2H, 4H, 4L and our around-town preference 4A, which just lets the drivetrain do what it wants to do in 4WD auto. It’s a bonus on rainy road surfaces, which we’ve had plenty of during our recent testing.
Another area the new Ranger re-sets the standard is its unladen ride on-road. Dual cabs have been average at best for a long time when it comes to trundling round town with an empty tray. Like it or not, especially up at this end of the pricing spectrum, that’s how most owners use them.
Amarok set new standards when it was first released, Ford worked hard to keep pace over the course of the previous model’s life, and Isuzu did a solid job with new D-Max. The outlier, of course, was the first Ranger Raptor, which was on another level again. New Raptor aside, the regular Ranger is once again the standard-setter.
It’s comfortable, capable and firm without being harsh. It doesn’t crash over even nasty surfaces, and has a solid, planted feel to it on any road. The firm nature of the Ranger’s chassis means it doesn’t wallow all over the place, which is a good thing for daily driving duties. Leave it in 4A all the time and you have a reassuring dual cab in any conditions.
The steering and braking are excellent too. Ranger has had quality steering for a while, and the new model again nails the balance of low-speed ease and higher-speed firmness on the highway. The brakes – discs at all four corners – are likewise excellent too. Given the amount of engineering and testing that was undertaken on our own local roads, it’s unsurprising that the Ranger copes well with our typical urban-road fare.
| Key details | 2022 Ford Ranger Wildtrak V6 |
| Engine | 3.0-litre six-cylinder turbo diesel |
| Power | 184kW @ 3250rpm |
| Torque | 600Nm @ 1750–2250rpm |
| Drive type | Four-wheel drive |
| Transmission | Ten-speed torque converter automatic |
| Power to weight ratio | 72.5kW/t |
| Weight | 2257kg |
| Spare tyre type | Full-size |
| Tow rating | 3500kg braked 750kg unbraked |
| Turning circle | 12.0m |
Should I buy a 2022 Ford Ranger Wildtrak V6?
You can formulate two very different arguments for this segment in Australia. One takes the narrative that dual cabs are too expensive, too compromised, inefficient, and most people don’t need them. The other, though, is that Australians want them in ever-increasing numbers, and that makes the first argument effectively irrelevant.
As such, it’s extremely difficult to do anything other than recommend the new Ranger as best-in-segment. With the addition of the V6 diesel, the Wildtrak takes a big step forward in regard to how capable it is and how effective it can be. If the Wildtrak is too expensive, take a look at either the Sport or XLT a little further down the pricing scale. But if your budget extends to the Wildtrak, it’s an exceptional dual cab.
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