Ford Ranger Review 2025: Price, specs & boot space

The Ford Ranger has established itself as one of the most popular pick-up trucks around, and the latest model has continued that trend.

It offers the dependability of engines and transmissions from the Ford Transit van, along with a refined interior and generous payload capacity. The new Ranger is also good to drive for a pick-up truck, meaning it covers almost every base as a potential daily-driver.

Keep in mind that this is still a working vehicle underneath the fresh bodywork, however. An equivalent SUV or estate car will be more sophisticated to drive on the road.

The Ford Ranger offers a considerable amount of choice when it comes to trim levels. There is likely to be a version to meet every need, from the utilitarian XL through to the fancy Platinum model (seen here in our photos).

The Wildtrak version looks like the sweet-spot in the line-up, thanks to the addition of dual-zone climate control air-con, heated front seats and a heated steering wheel. It also benefits from a larger 12.0-inch infotainment screen, which makes everything easier to operate.

When it comes to engines, the 2.0 TD EcoBlue with 205PS is likely to suit most buyers of the Ford Ranger. Combined with a 10-speed automatic gearbox, it provides enough power to tow and carry effectively, while also being relatively smooth to drive.

The Ford Ranger is produced in the same factory as the Volkswagen Amarok, along with sharing the same platform and engines. Naturally, this makes the VW the closest alternative to a new Ranger. Each pick-up does have its own unique characteristics, though.

Beyond the Volkswagen Amarok, the Toyota Hilux is a long-established alternative to the Ford Ranger. It boasts an impressive warranty, along with a strong level of performance.

At the cheaper end of the new pick-up truck market, there are the Isuzu D-Max and SsangYong Musso. These can compete with the more utilitarian versions of the Ford Ranger, but they lack the same refinement and technology.

A pick-up truck like the Ford Ranger needs to survive the potential demands of hard work, and live up to modern expectations of quality. Thankfully, Ford has achieved these goals with the Ranger.

Lower down inside the cabin, you’ll find lots of solid-feeling black plastic, which should endure the rigours of a working life. On XL and XLT versions, these hard plastics continue across the top of the dashboard and doors, but fancier models like the Wildtrak use leather-effect trim instead.

The Ranger Wildtrak comes with part-leather seats, while the top-spec Platinum has full-leather upholstery. This certainly lifts the overall ambience of the interior, as does LED lighting.

It is worth noting that the Volkswagen Amarok manages to offer slightly better perceived quality inside, but there is generally little to choose between the two models. Compared with cheaper pick-up trucks such as the SsangYong Musso, the Ranger feels a cut above.

Portrait-orientated infotainment screens are a growing trend, and the Ford Ranger is right on the cutting-edge with a large upright touchscreen display.

All versions, even the entry-level Ranger XL, come with an infotainment touchscreen. For cheaper models, this measures 10.0 inches across, while trim levels from Wildtrak upwards gain a larger 12.0-inch display. All versions of the PHEV, meanwhile, get the bigger screen.

Both use Ford’s SYNC4 software, which is quick to respond and easy to read, thanks to large icons. Apple CarPlay and Android Auto smartphone connectivity is included as standard on all versions, with at least two USB connections on offer.

The range-topping Platinum model comes with wireless smartphone charging, although this can be added to others via an optional Technology pack.

One major advantage of the Ranger is that Ford has resisted the urge to use the touchscreen to control the air conditioning. Instead, there is a pleasing row of traditional dials underneath the infotainment display, which feel chunky and satisfying to use. The Volkswagen Amarok requires using the touchscreen to change the temperature, which is more of a faff.

A digital instrument panel is standard across the range, with numerous options to customise the display. A reversing camera is also fitted to all models, while the Ranger Platinum gets an upgrade to a 360-degree camera.

The Platinum benefits from an impressive B&O premium audio system, too.

The Ford Ranger is now a sizable pick-up truck, measuring 5370mm in length, 2208mm in width, and standing up to 1884mm tall. Such large dimensions make the Ranger a really practical truck.

All versions of the regular Ford Ranger can carry a payload of more than 1000kg, meaning they qualify as light commercial vehicles. The single-cab model has the greatest carrying capacity: up to 1200kg can be transported in its load bed.

There is space to fit a standard Euro pallet in the rear of the Ranger, with multiple hooks and tie-down points included. Ford offers an extensive range of covers for the rear bed, along with plenty of accessories to customise your truck to your taste.

There is also plenty of towing capacity, with all versions of the Ranger able to pull braked trailers weighing between 3,420kg and 3,500kg.

Being big on the outside means the Ford Ranger is spacious on the inside as well. Both single-cab and double-cab versions offer plenty of room for the driver and front-seat passenger, aided by seats with plenty of adjustment, even on the XL model.

The double-cab Ranger can easily carry four adults, or even five at a push, thanks to fairly generous room in the back. The seat backs are quite upright, though. Still, there's a clever feature where you can flip the rear seat bases upwards to find a concealed storage area below. That's handy for keeping your charging cables in on PHEV versions.

Ford has kept the engine line-up for the Ranger fairly simple, with the main focus on diesel power. The 170PS version of the 2.0-litre TD EcoBlue four-cylinder is the entry-level engine, combined with a six-speed manual gearbox. Offered solely for XL and XLT models, it accelerates the Ranger from 0-62mph in 11.6 seconds. A total of 405Nm of torque still makes it effective when it comes to towing and carrying loads.

With 205PS, the twin-turbo version of the 2.0-litre TD EcoBlue engine is currently the biggest seller. It comes with a slick-shifting 10-speed automatic gearbox, and can accelerate the Ranger from 0-62 mph in 10.5 seconds. An increase in torque to 500Nm helps this engine feel more effortless.

At the top of the diesel Ford Ranger ladder is 3.0-litre TD V6 EcoBlue diesel, which produces 240PS and 600Nm of torque. The result is a 0-62mph time of 8.8 seconds, with smooth power delivery and even a pleasing engine soundtrack.

Every version of the Ranger comes with four-wheel drive as standard. Wildtrak diesel models have a locking rear differential, which can be added to other trim levels as an option. A dial allows drivers to switch between two-wheel drive and four-wheel drive modes, and also to engage low-ratio gearing. The result is a pick-up truck that is more than capable in the mud, provided you remember its sheer size.

In mid-2025, Ford added a plug-in hybrid Ford Ranger to the, er, range, a powertrain setup currently not offered on any other pick-up truck. This uses the 2.3-litre four-cylinder turbo petrol engine from the old Focus RS and Mustang, along with an electric motor. The petrol engine is tuned to deliver 184PS, while the electric motor has 102PS, and the maximum delivered by both power sources at any one time is 281PS. In terms of torque, the total system output is 697Nm, which is the most of any Ranger.

You can run the hybrid in a variety of ways. It defaults to 'Auto EV' mode on start-up, where the truck decides for itself on how to juggle petrol and electric power for best effect. Selecting 'EV Now' mode makes the Ranger run solely on electric power. This will take you up to motorway speeds, but not very quickly: our unscientifically conducted acceleration test saw the 0-60mph dash take a shade over 20 seconds in all-electric mode with a floored accelerator pedal. In the real world, this level of acceleration is fine for gentle urban driving, but anything more will need the intervention of the petrol engine.

Happily, when the petrol engine does cut in and both power sources work in unison, the Ranger PHEV feels much, much faster, with effortless muscularity in the way it builds speed. In fact, you might be a little surprised by the rate at which it's able to pick up the pace, if you'll pardon the pun.

'EV Later' mode allows the Ranger to run purely on petrol power, saving your electric charge for later, like you might want to if you have a journey to do with a low-emissions zone at the end of it. There's also an 'EV Charge' mode, which uses the petrol engine to act as a generator to recharge the traction battery as you drive along. It even works when the truck is stationary, so you can recharge the battery simply by leaving it running, although this probably isn't the most efficient way of recharging.

Whether you're PHEV is running on electric power, or petrol power, or both, there's a slight hesitancy to the throttle response, but it's not a problem. That initial hesitancy is greater when the combustion engine is running, because when you put your foot down, it takes a further moment for the 10-speed automatic gearbox t decide whether it want so kick down or not. Spoiler alert: it usually does, unless your throttle input is incredibly gentle. Again, however, this hesitancy isn't really a problem in a vehicle like the RAnger.

Pick-up trucks have come a long way from being pure utility vehicles, and the Ford Ranger is one of the most refined around. The 10-speed automatic gearbox in particular helps transform the Ranger into a comfortable cruiser.

Compared with other diesel engines, the 2.0 TD EcoBlue sounds relatively muted from beneath the bonnet. There are still some vibrations as a reminder of the diesel power, and the 3.0 V6 TD is notably smoother.

With the PHEV, you obviously hear very little from the powertrain when you're rolling along in all-electric mode, which you can do for up to 26 miles according to official WLTP figures. Impressively, though, there's not much more powertrain noise when the petrol engine gets involved. Yes, you know when it's running, but it stays impressively smooth and quiet for the vast majority of the time. It only starts sounding thrashy if you really work it to its limits, and even then, it sounds relatively distant.

Nonetheless, the Ford Ranger is still a pick-up truck. It will never match the refinement of a family SUV, for instance.

The Ford Ranger scored the maximum five-star rating when tested by the Euro NCAP safety organisation, with the Volkswagen Amarok awarded the same. This included an impressive 84 percent for adult occupant protection and 90 percent for child occupants.

Standard safety equipment comprises a full complement of airbags, including one for the driver’s knees, plus Isofix child seat attachments in the rear of double-cab models.

An optional Technology Package can be added to XLT versions and above. This brings pre- and post-collision braking, adaptive cruise control and lane-keeping assist to the Ford Ranger.

You might not find it desperately impressive that Ford placed a lowly 26th out of 33 carmakers in the manufacturer reliability standings of the latest Honest John Satisfaction Index survey. However, that performance was based largely on the firm's high-volume passenger cars, which are very different to the Ranger mechanically. Pick-ups are usually engineered to be tough above all else so as to minimise downtime for business customers, and we've heard of no horror stories with the Ranger.

Having said, that, the Ranger's warranty isn't desperately impressive, either, with bog-standard three-year, 60,000-mile cover.

The Ford Ranger XL in single-cab form is the cheapest version to insure, being placed in group 37 out of 50. This is relatively high, but reflects the power and scale of the Ranger.

It is only a small jump to group 39 for the top-specification Ford Ranger Platinum, powered by the 3.0 V6 EcoBlue engine. For comparison, this is usefully lower than the group 45 rating for the equivalent Volkswagen Amarok Aventura.

As a light commercial vehicle, a pick-up truck attracts a flat rate of VED, regardless of how much CO2 emissions it generates. The latest rates for new light commercial vehicles see an annual charge of £345.

The Ford Ranger has a comprehensive number of trim offerings, from utilitarian models for work use to high-end luxury specification.

The Ford Ranger XL kicks off the lineup as a no-nonsense option. It comes with 16-inch steel wheels, black plastic bumpers and halogen headlights. On the inside, the seats are finished in fabric Accent/City trim, plus you get an 8.0-inch digital instrument panel. The 10.0-inch central infotainment touchscreen comes with DAB radio, Apple CarPlay and Android Auto connectivity, and two USB ports. A rear-view camera and rear parking sensors are fitted, too.

Moving up to the Ford Ranger XLT brings more refinement, with body-coloured bumpers, door handles and side mirrors. The tail lights are upgraded to LED items, while wheels are now 16-inch alloys. Rain-sensing wipers, a heated windscreen, a leather-wrapped gear knob and satin aluminium trim for the air vents are included as well. The sound system is upgraded to a six-speaker setup, plus there is an overhead console with a sunglasses holder, an electrochromic rear-view mirror and manual air conditioning. Navigation is added to the infotainment system.

The Ford Ranger Tremor brings more aggressive styling to this pick-up truck, with 17-inch black alloy wheels, all-terrain tyres with white lettering and black Ford badges. The ride height is also increased, thanks to adjustable Bilstein suspension dampers. Other Tremor features include extended wheelarches, a tubular sports bar for the load area and aluminium side steps. Inside, the seats are finished in easy-clean vinyl.

In Wildtrak specification, the Ford Ranger benefits from 18-inch alloy wheels, LED headlights with LED daytime running lights, and heated power-folding side mirrors. There is also an aluminium sports hoop for the rear bed, privacy glass and rear bumper steps. Inside, the Wildtrak has a larger 12.0-inch touchscreen, dual-zone climate control air conditioning, heated seats for the driver and passenger, a leather-wrapped heated steering wheel and keyless start. The seats are finished in Wildtrak-embroidered part-leather upholstery.

Intended for more off-road action, the Ford Ranger Wildtrak X has 17-inch black alloy wheels, a steel bash plate, twin front tow hooks and all-terrain tyres with white lettering. On the inside, the seats are upholstered in part-leather and Miko suede, with Wildtrak X logos and Cyber Orange stitching.

At the top of the tree is the Ford Ranger Platinum, with unique 18-inch alloy wheels, Matrix LED headlights and a unique satin aluminium front grille. The seats are finished in premium leather, with the front pair heated and ventilated. There is a B&O premium sound system, intelligent adaptive cruise control, active parking assist and a 360-degree surround-view camera. The instrument panel is upgraded to a 12.4-inch display, plus you get wireless smartphone charging.

The plug-in hybrid Ranger is offered with a simplified trim structure. You can have it in XLT and Wildtrak trims, but with a couple of PHEV-specific enhancements such as the larger 12.0-inch touchscreen, or in a limited-edition trim called Stormtrak, which is roughly similar in spec to the Platinum, and is due to be on sale until the end of 2025.