Comparing the crew cab versions of both generations, the new Ranger, which retains its conventional body on frame layout, is built on a 47 mm (1.8 inch) longer wheelbase, is about the same length and width as before and marginally taller. The extended cab body style is equipped with a six-foot-long cargo box and the crew cab model has a five-foot box. The Ranger will compete against the redesigned Colorado and Canyon trims from General Motors.

For the Canadian market, the Ranger returns exclusively with all-wheel drive. The 270 horsepower, 2.3L turbo four returns as the standard engine. A 2.7L-V6 turbo was announced but won’t be available until late in the 2024 model year. The Raptor version of the Ranger is powered by a 3L-V6 turbo rated at 405 horsepower. A 10-speed automatic transmission is the sole offering.

Like many all-new Ford pickup trucks, the styling is so close to its predecessor as to go unnoticed by all but ardent fans. On the inside, the new Ranger features a traditional, blocky, Ford truck design. The driver faces a crisply-marked TFT gauge package. The dash centre stack is dominated by a large vertical infotainment screen on mainstream trims, with higher-end units employing an even larger screen. Ford’s Sync4A infotainment interface is new on the Ranger. Cheap cabin fittings were a negative on the last Ranger but this new one looks better, at least in photos. With similar dimensions, cabin space of the new Ranger should be comparable, with unimpressive legroom for rear seat passengers. The cargo bay can be lit by a variety of available L.E.D. lights and all but the lower XL trim feature a 400-watt power point in the tailgate.

Forward collision warning and autonomous emergency braking are standard. Options include blind spot and rear cross traffic warnings, a lane keeping assist system and active cruise control.

The base XL is equipped with L.E.D. horsepower, fog lights, forward collision warning and autonomous emergency braking. Moving up to the XLT adds power-fold mirrors, L.E.D. bed lighting, a manually-operated rear window, deep-tint glass, blind spot and rear cross traffic monitors, a lane-keep assist system, floor mats, wireless cellphone charging, the Ford Co-Pilot 360 safety system and remote starting, but is a bit overpriced. The Lariat upgrade includes parking sonar front and rear, power front seats, active cruise control, leather seating, ambient cabin lighting, rain-sense wipers, a garage door opener, active parking, a B&O audio system and lit vanity mirrors, but is priced beyond the value of its content. The Raptor, powered by a hyper powerful 3L V6 turbo, is priced over $23,000 more than a Lariat 2.3L, putting it in a completely different market segment than the 2.3L versions of the Ranger.

Like GM’s Colorado-Canyon twins, even the cheapest variants of the Ranger are very expensive and migrate higher as you add features and have essentially priced themselves beyond the point where they can be considered by most buyers.

Not rated. New model. The Ford turbo engines do not seem to hold up over the long haul and it might be best to lease a Ranger.