ranger wildtrak 2.0 bi turbo

RANGER 2.0 BIT 4X4 D CAB WILDTRAK AT R 678 800 Call Now! +27 12 941 8434 Torque is rated at 500Nm@1500 5 Seats & 4 Doors 5 Seats & 4 Doors FORD RANGER WILDTRAK 2.0D BI-TURBO 4X4 A/T USED FORD RANGER 2.0D BI-TURBO WILDTRAK 4X4 A/T 2020 FOR SALE AT FORD CENTURION IN PRETORIA. Balance of Warranty & Service Plan to be confirmed with Sales Executive. New Car ford ranger 2022 Plate Number For Sale Price $5 in Phnom Penh, Cambodia on Khmer24.com. លក់ មួយទឹក ស្លាកលេខ 2022 មហាថ្មី Ford Ranger Wildtrak BI- Turbo 2.0 ស្លាកលេខ 2BN 017967631-0766155555 drchong antwortete auf 2.0 BiTurbo + 10 Gangautomatik. Hallo zusammen, habe in den letzen Wochen beide Motoren mehrmals Probe gefahren weil ich meinen ersten Ranger kaufen wollte. Erste Probefahrt war ein 3.2 BJ 2018 6 Gang Automatik mit über 30tkm wohl gut eingefahren, war Recht begeistert von dem Klang des Motors. Ơi Vay Lừa Đảo. The wait is over for all you Raptor fans! Sime Darby Auto ConneXion SDAC, the sole distributor for Ford in Malaysia has just launched the Next-Generation Ranger Raptor Bi-Turbo Diesel. This means Ford is offering another engine selection for you Raptor lovers in Malaysia. Next-Gen Design Exterior In addition to the “Raptor” decal, there are new exterior elements that have been added to give it that “Next-Gen” look. This includes flared wheel arches, bold F-O-R-D lettering on the grille, and a bumper that has been separated from the grille that gives it a more defined front end. Also added in are the Matrix LED headlamps along with the signature C-clamp LED daytime running lights DRL. This beast comes with 17-inch allow wheels wrapped in BFGoodrich all-terrain KO2 tyres. Ford Performance scuff plates, new cast aluminium side steps and LED lights all around give it the bold and off-road presence it needs. Available colours include the new Code Orange in addition to the Absolute Black, Artic White, Blue Lightning and Conquer Grey. Interior The “New-Gen” energy is brought into the cabin as well. It features all-new jet fighter-influenced leather sports seats, a coast-to-coast Code Orange accented instrument panel, leather gear knob with e-shifter, premium-grade leather steering wheel and magnesium paddle shifters. The fully digital cabin may seem similar because it is identical to the Raptor V6, including the digital instrument cluster and 12-inch centre touchscreen with Ford’s SYNC 4A infotainment system. And yes, it comes with wireless Apple CarPlay and Android Auto. Standard interior features include a Bang & Olufsen sound system with eight speakers, four USB charging ports, a wireless Qi charger, a 12-volt power socket and a 360-degree camera. A stop/start button is featured along with a battery monitoring system. Ford Performance and Features Paired with an e-shifter 10-speed automatic transmission, this monster delivers up to 210 PS at 3750 rpm and 500 Nm of torque at 1750-2000 rpm. It has a competitive fuel consumption of High-efficiency alternators, active transmission warmup, ultra-low viscosity transmission fluid, synthetic rear axle fluid to reduce parasitic driveline losses and a cooling fan with brushless motors to reduce electrical losses are some of the key features. Made to match its V6 counterpart, the Next-Gen Ranger Raptor Bi-Turbo Diesel features the same reinforced chassis. It includes the C-pillar, load box and spare tire. In addition to that, it has unique frames for the jounce bumper, shock tower and rear shock bracket, all combined to ensure it can handle taking on the off-road routes. It also comes with a similar redesigned suspension with the new FOX Internal Bypass shock absorbers in front, refined Watt’s link at the rear and advanced permanent four-wheel drive system with an all-new electronically controlled on-demand two-speed transfer case combined with rear locking differentials. Also featured is a high-strength steel bash plate with an under shield and transfer case shield. Other standard features are twin-rated tow hooks at the front and rear for better recovery and balance straps for recoveries in deep sand or thick mud. It offers the updated Terrain Management System with selective drive modes. Seven to be exact NormalSportSlipperyRock CrawlSandMud/RutsBaja The roots of the Raptor name originate from North America where Ford engineers used it on high-performance pickup trucks which started with the first-generation F-150 SVT Raptor in 2010. The Ranger Raptor was inspired by desert racers and is a capable overlanding vehicle. Ford has created an off-road vehicle that you don’t need to modify to get you where you need to. Case in point, the Next-Gen Raptor has a successful completion of the SCORE International Baja 1000 in Mexico. It is one of the toughest off-road endurance races in the world. Price and Early Booking Benefits The Next-Generation Ranger Raptor Bi-Turbo Diesel is priced at RM248,888, on the road without insurance and road tax. It comes with a five-year manufacturer’s warranty or 160,000km, whichever comes first. Customers can opt for seven-year coverage with the two-year PremiumCare extended warranty package. The first 300 customers nationwide who make a booking will receive early bird benefits that include A specially fitted Kenwood DRV-A700W dashcam with a Wide-Quad High Definition WQHD offer of RM500 discount on one Ford Ranger Getaways via a promo code, redeemable upon vehicle delivery. This next-generation Ford Ranger has big shoes to fill. It’s hard to believe, but the previous Ranger was first launched in 2012 meaning it served a whole decade in the market. Despite that, it never felt long in the tooth—a testament to its then designers and engineers who set out a future-proof truck that went beyond what focused groups simply wanted. Who would have thought that buyers wanted a truck that offered advanced driver aids including the ability to park itself or a Baja racing derivative the Ranger Raptor? Fast forward to 2022, and now, Ford’s turned their approach completely on its head. Instead of being the ones to dictate where the Ranger’s going in the next few years or even decade, they’ve gone all in on FGDs and market studies. They’re proud to say that they’ve conducted more than 5,000 interviews and made more than 1,800 pages of field notes—all for the sake of getting into the minds of their customers. The result is what you see here a pickup truck that’s made for the here and now. Starting with a carryover platform yes, it still uses the Ranger T6’s basic frame, engineers lengthened the wheelbase and stretched the tracks both by 50 mm while keeping close to the outgoing model’s overall proportions. The biggest visual difference here though is how the front-end’s been lengthened, and frankly that’s the most transformative part. The longer “dash-to-axle” ratio was done to accommodate the diesel V6. Although the Philippines doesn’t get this engine, it does give designers a larger canvas to work with. The resulting design is one that properly integrates Ford’s global truck DNA down to the C-clamp headlamps and large upright grille. Even better is how they’ve been able to spruce up an often-neglected part of a pickup truck—the rear-end. The stamped lip spoiler and Ranger lettering, taillight graphics, and integrated bed step make this the most well-thought-of designed truck in the market. Since it uses the same core ladder frame, in terms of ride and handling, the Ranger feels very familiar. Regardless, engineers did work to make it ride over corrugations with minimal fuss; it feels especially well-behaved even when going through cracked pavement. It’s also far quieter despite the letter-sized side view mirrors and somewhat aggressive Goodyear tires. The electric power steering is single-finger-friendly but at least they’ve managed to dial in a bit more directness and consistency this time. This Ranger Wildtrak, like the outgoing Ranger Raptor, also benefits from rear disc brakes. Sadly, this hasn’t improved the stopping feel as it tends to feel underbraked at times. Pop the hood, and it’s noticeable how the bi-turbo 4-cylinder takes so little space in there. Pushed against the firewall remember, it’s meant to accommodate a V6, it’s basically a carryover powertrain with some changes done to its plumbing and electricals. Outputs—210 horsepower and 500 Nm of torque—stick close to the outgoing Ranger, and by extension, so does its on-road behavior. Thanks to its small displacement and reliance on boost for grunt, it’s pretty quiet. There’s still some telltale diesel clatter close to idle, but this quickly disappears as the revs go up. Power comes in at a linear fashion too, and makes small work of its rather portly 2,341-kilogram curb weight. For the Ranger Wildtrak 4×4, Ford is sticking to their 10-speed automatic guns. In the previous Ranger, people, myself included, felt it was great on paper, but not in reality; it had far too many gears for a stop-and-go traffic environment such as Manila. This time, they did manage to smoothen out the gearbox’s rough edges, but it still re-appears every now and then. The gearbox is more confident now during upshifts—it engages a gear and sticks to it. The confusion comes out during downshifts, where it still has a tendency to hunt for the appropriate gear. The same is true with abrupt throttle inputs; the transmission is momentarily confused as to which gear to select before delivering the power. Fueled with Petron Turbo Diesel—Petron’s technologically advanced diesel fuel with excellent detergency that keeps the engine and fuel injectors clean for improved cold start performance, fuel economy, and performance, the Ranger Wildtrak 4×4 does km/L—fuel economy figures which are slightly better than the outgoing model’s km/L. Carryover the platform and powertrain maybe, but Ford has given the Ranger a truly next-generation makeover inside. True enough, anyone who’s managed to sit in one will applaud what the carmaker’s done. The all-digital gauges and 12-inch infotainment screen will immediately catch your eye. The SYNC 4A’s learning curve is gentle, and you’ll be mastering it in no time. Having said that, while every single function is no more than two menus away, be prepared to do a lot of scrolling to get around. The gauge cluster is also underutilized with no changeable modes or displays. Plus, there’s also a bit of give-and-take here too. With the large portrait screen incorporating most of the controls, there’s not much physical buttons here to go around. What to engage Auto Hold? You’ll have to go through the Vehicle Settings menu the Ranger icon on the upper left to do that. Whatever happened to the truck where the controls were usable even with gloves on? Guess that’s Ford admitting through their FGDs that Ranger owners don’t use them much as workhorses. On the flipside, this new lifestyle-oriented positioning for the Ranger does have other benefits. Chief among them is a cabin with much better materials than before. The upper dash, with its leather-like topper and soft-padded plastics truly make it look and feel classy. More importantly, it distracts from the plain, scratchy plastics with misaligned panels that dominate the lower half. Mind you, these are parts that people don’t regularly notice, but once you see them, it can’t be unseen. Space-wise, the Ranger’s about the same as the outgoing model but new rear AC vents, a 12-volt socket, and USB ports make it a more hospitable place to be in. The seats fold as a single piece, but at least everyone gets their own headrests. There’s even a center arm rest too. Upfront, the large screen means far fewer cubby holes. There’s a second higher-mounted glovebox and retractable cup holders on the dash, but that’s about it. The only other usable space is now occupied by the wireless charger which is great if you’re just bringing around a phone. But because it doesn’t play well with metallic objects or credit cards, putting your wallet or house keys there is out of the question. There’s no function to even permanently turn the wireless charging off. The driving environment itself is solid with the steering wheel and seats offering ample adjustments. The latter also offers excellent support as well, and is adjustable in eight ways electronically. It’s odd though why the seat belts lost their height adjustment. Controls are better positioned now compared to the previous Ranger, except for the headlights which require a good stretch to operate. However, it can be left in a purely automatic mode for a truly set-and-forget mindset. Exterior visibility is alright in all directions save for the front three-quarters. The thick A-pillar can sometimes mask in-coming cyclists and even pedestrians. It’s great, therefore, that pre-collision braking comes standard, although it must be said that even at its lowest sensitivity, it’s pessimistic about distances. Also, parking this truck can be challenging, especially now that they’ve axed Active Park Assist. At least, it now gains a 360-degree camera. The previous Ranger truly pushed the envelope of what a pickup truck could be, so it’s no surprise that this new one does the same. Although it’s not as “next-generation” as Ford would like you to think, it’s impressive by any margin. Ford didn’t need to think out of the box for this one, and frankly, they didn’t need to. They just had to listen to their customers to come up with a truck that retains a degree of familiarity, particularly with its mechanicals, but adds just enough sparkle and tons of tech to keep it ahead of the increasingly competitive goal post. Through careful evolution, Ford’s come up with the current class leader, and now, all eyes are on everyone else on how they’ll respond. Ownership2023 Ford Ranger Wildtrak Bi-Turbo 4×4Year Introduced2022Vehicle ClassificationPick-up TruckWarranty5 years / 150,000 kilometersThe BasicsBody Type5-door Pick-up TruckSeating5Engine / DriveF/4WD, Low, Locking, Terrain Management SystemUnder the HoodDisplacement liters TurbochargedFuel DeliveryCommon RailLayout / of CylindersI4BHP rpm210 3,750Nm rpm500 1,750-2,000Fuel / Min. OctaneDieselTransmission10ATCruise ControlYes, AdaptiveFuel Economy Ave. SpeedDimensions and WeightsLength mm5,370Width mm1,918Height mm1,884Wheelbase mm3,270Curb Weight kg2,341Suspension and TiresFront SuspensionIndependent, Double WishboneRear SuspensionLeaf SpringFront BrakesVented DiscRear BrakesDiscParking BrakeElectric, w/ Auto HoldTiresGoodyear Wrangler Territory HT 255/65 R 18 H f & rWheelsAlloySafety FeaturesAirbags7Anti-Lock Brakes ABSYes, with EBDTraction / Stability ControlYesParking SensorsYes, Front & RearParking CameraYes, 360-degreeFront Seatbelts3-pt ELR w/ pre-tensioners x 2Rear Seatbelts3-pt ELR x 3ISOFIX Child Seat AnchorYesOther Safety FeaturesExterior FeaturesHeadlightsLEDFog LampsYes, Front LEDAuto LightsYesRain-sensing WipersYesTailgateManualInterior FeaturesSteering Wheel AdjustTilt/TelescopicSteering Wheel MaterialLeatherSeating Adjustment driverElectric, 8-waySeating Adjustment front passengerManual, 4-waySeating SurfaceLeather/LeatheretteFolding Rear SeatYesSunroofNoTrip ComputerYesConvenience FeaturesPower SteeringYesPower Door LocksYesPower WindowsYesPower MirrorsYes, w/ FoldRear View MirrorAuto-dimmingProximity KeyYesClimate ControlYes, Dual, w/ Rear VentsAudio SystemSmartphone Connectivity of Speakers6Steering ControlsYes 2023 Ford Ranger Wildtrak 4×4 km/L 17 km/h fueled with Petron Turbo Diesel Hill Start Assist Hill Descent Control Autonomous Emergency Braking Forward Collision Warning Lane Departure Warning Lane Keeping System Evasive Steer Assist Blind Spot Indicators Rear Cross Traffic Alert Stereo Bluetooth USB Type A USB Type C Apple CarPlay Android Auto Keyword Review 2023 Ford Ranger Wildtrak Bi-Turbo 4x4 There’s a lot to be said for constant refinement. The current Ford Ranger was launched in 2011 alongside its platform partner, the Mazda BT-50, with much fanfare. The world has changed a lot in the intervening nine years. Barack Obama was President when the new Ranger was launched, Julia Gillard was Prime Minster, Sam Newman was still on television, and the Holden Commodore was still being built in Australia. But nine years, countless updates, and a global pandemic into its life – and at least three years from replacement – the ageless Ranger remains a standout in Australia’s crowded dual-cab ute market. It’s the only ute capable of giving the Toyota HiLux a run for its money on the sales charts, and accounts for the lion’s share of Ford sales in Australia. We hopped behind the wheel of the highly-specced dual-cab Wildtrak to explore how the Ranger has stayed relevant. How much does the Ford Ranger Wildtrak Bi-Turbo cost? Pricing for the range-topping Ford Ranger Wildtrak kicks off at $63,890 before on-road costs with a five-cylinder turbo-diesel engine, and stretches to $65,390 before on-roads for the more powerful bi-turbo diesel on test here. The same engine can be had for $60,540 before on-roads in the dual-cab Ranger XLT if Bi-Turbo power is your main priority. With a mid-$60,000 price, the Ford Ranger Wildtrak occupies rarefied air in the dual-cab ute space. It’s priced in line with the Nissan Navara N-Trek Warrior, and makes the Ranger around $3000 more expensive than the Toyota HiLux Rogue and Rugged X. Between $60,000 and $70,000 will get you a Volkswagen Amarok TDI580 Highline Black with V6 power, too. What do you get? Everything in the Ford kit bag, short of the Ford Ranger Raptor’s jump-ready suspension and other Raptor-specific equipment. The Wildtrak is fully loaded both inside and out. The driver and passenger sit in heated seats trimmed in leather and tough-looking cloth with Wildtrak emblems sewn into their backrests, and the driver grasps a leather-trimmed steering wheel. There’s dual-zone climate control, and an infotainment touchscreen running Ford’s Sync 3 infotainment software with Apple CarPlay and Android Auto. It also has factory satellite navigation, Bluetooth phone and audio streaming, as well as a reversing camera with parking sensors. The driver is faced with an analogue rev counter flanked by two supplementary displays capable of displaying speed and fuel information on the right-hand side, and infotainment details on the left. Ford led the charge with active safety in dual-cab utes. Autonomous emergency braking, auto high-beam, and lane-keeping assist are standard, along with adaptive cruise control and surprisingly effective hands-free parking. On the outside, it rides on 18-inch alloy wheels, and features glossy grey detailing on the grille, flanks, sports bar, and Wildtrak graphics. This is still one of the most handsome utes on the market, with an American-inspired front end. Down back, there’s a powered roll top cover for the tray, which sounds extravagant but is handy in practice. Not only is it more space-efficient than older Mountain Top covers, it can be remotely opened using the key. The tailgate is also counterweighted, which makes it light enough to open with a pinky. You’re unlikely to notice if you’re a big, burly he-man how most Ranger owners see themselves, but it’s nice to have if your cannons are more popgun than Popeye how most Ranger owners actually are. It’s one of many small improvements Ford has made to the Ranger over its life, helping keep it fresh in the face of stiff competition. Is the Ford Ranger Wildtrak Bi-Turbo safe? The Ford Ranger has a five-star ANCAP safety rating based on testing out in 2015. It scored out of a possible 37 points. You can read more about the crash test rating at the ANCAP website. There’s six airbags including full-length curtain airbags, something the Volkswagen Amarok can’t match. The Ranger has also since been updated with autonomous emergency braking and pedestrian detection, lane-keeping assist, and adaptive cruise control. What is the Ford Ranger Wildtrak Bi-Turbo like on the inside? The Ford Ranger might be getting long in the tooth, but the interior remains one of the most comfortable and functional in the business. The steering wheel doesn’t adjust for reach, but the driving position is excellent. The seats are supportive, and offer a commanding driving position over the Ranger’s power-bulged bonnet, along with heating for Melbourne’s frosty winter mornings. There’s plenty of storage and three USB ports up front, while rear seat space is on par when compared to the Ranger’s dual-cab ute rivals. That means you’ll fit average-sized people back there, but headroom is limited for taller passengers. It’s arguably a better place to be than the skinny Triton and slightly agricultural HiLux, thanks not only to the space on offer but touches such the foldaway grab handles, which won’t batter your head over rough roads. Unfortunately, there are no rear air vents. The power point and 12V socket are nice, but we’d argue the kids are more likely to appreciate cooling air on a hot summer’s day, or USB ports to charge their devices. Ford has a jump on its competitors on the technology front. The Sync 3 infotainment system packs satellite navigation, Apple CarPlay and Android Auto, and is streets ahead of the basic system in the Toyota HiLux. It’s also got the Mitsubishi Triton and Nissan Navara licked on the technology front. Ford’s native voice control is among the best in the business, and the addition of over-the-air software updates means your infotainment system can gain skills over its life. The instrument binnacle is a paragon of clarity, with an easy to read speedometer flanked by two displays. The left-hand side can show phone, entertainment, or navigation data, while the right shows trip data, including a digital speedo. Ford’s reversing camera is one of the clearest out there, too, and includes a zoom function for attaching a trailer. Although it’s a high-end model, the Wildtrak still possesses plenty of hard plastics. That wouldn’t be ideal in a passenger car, but it’s worth keeping in mind the people who still use their utes for work. Being able to bash around in steel-cap boots on dusty work sites is still high on the priority list, and the Ranger feels tightly screwed together. What’s under the bonnet? There’s no replacement for displacement, right? Wrong, in the case of the Ranger Wildtrak. Although it’s still offered with a five-cylinder turbo-diesel engine, the range-topper is a four-cylinder bi-turbo diesel making 157kW of power and 500Nm of torque – up 10kW and 30Nm on the five-pot. There’s no manual option. The Bi-Turbo Ford Ranger Wildtrak is instead exclusively offered with a 10-speed automatic co-developed with General Motors. That’s right, this is a burly ute with a milk bottle-sized motor and new-fangled transmission born of a partnership between bitter American rivals. We live in strange times. Braked towing capacity is 3500kg, and payload is 954kg, so it’s just as capable as the bigger engine if you’re into hauling things around. Ford claims on the combined cycle, we saw in a week heavily skewed to city driving. How does the Ford Ranger Wildtrak Bi-Turbo drive? The Ford Ranger Wildtrak is among the most car-like dual-cab utes on the market to drive. It starts with the engine, which is smoother, quieter, and punchier than the five-cylinder it has usurped atop the line-up. You’re always aware it’s a turbo-diesel engine, with a decent background clatter on a cold startup, but there’s far less of it than in the five-cylinder. Ford has clearly made an effort to make the Ranger feel grown up. The engine registers barely a murmur under light throttle, and noise from the tyres, mirrors, and motor is hard to spot at highway speeds compared to its rivals. Despite its small displacement, the Bi-Turbo engine doesn’t feel underdone compared to the larger engines offered elsewhere in dual-cab world. Its outputs should tell you as much, as should the payload and towing figures. Critical to the engine’s impressive behaviour is the smartly-tuned 10-speed automatic, which manages to keep you in the meat of the torque band essentially all the time without feeling fussy, or like it’s lost in the huge spread of ratios on offer. More often than not it’s hard to tell which gear you’re in, but it doesn’t matter because there’s always performance when you lean on the throttle, from standstill to highway speeds. Hands-on off-roaders can manually change gears using a rocker switch on the side of the gear selector, but it’s a poor substitute for paddles or a sequential-style shift. Best to leave the transmission to its own devices. Like its dual-cab rivals, the Ranger Wildtrak can be a bit jiggly with no load in the tray. Although their equipment levels and prices extend well into family SUV territory, these utes are commercial vehicles at heart. Leaf springs designed to handle almost a tonne of load can only be so refined. With that said, the ride in the Ranger is very good for a dual-cab with nothing in the tray. Ford’s local tuning has clearly paid dividends, because it’s settled at highway speeds and doesn’t skip over small inner-city imperfections. The steering is light at city speeds, hiding the dual-cab Ranger’s heft and making it one of the easier utes to park. And if you aren’t a confident parker, there’s hands-free park assist capable of automatically steering you into a parallel spot provided you can control the pedals. Light and easy Electric power steering The Ford Ranger Wildtrak is easy to drive in the city, with light steering and a tall driving position It worked in our experience, and having chunky all-terrain tyres means the computer getting it wrong won’t result in scraped wheels. Who said dual-cab utes don’t make good city cars? With an 800mm wading depth and 237mm of ground clearance, switchable four-wheel drive with low-range, and a locking rear differential, there are the bones of a very capable off-roader in the Ranger. It comfortably dispatches fire trails, and will get you to the tricky camping spots without too much struggle. Four-wheel drive engages quickly and smoothly, and previous experience has shown Ford’s traction control is well tuned for gravel. How much does the Ford Ranger Wildtrak Bi-Turbo cost to run? Maintenance for the Ranger is required every 12 months or 15,000km – whichever comes first. In addition to its five-year, unlimited kilometre warranty, Ford offers capped-price servicing for the Ranger. The first four services will cost no more than $299 while the fifth service will cost $365. CarExpert’s take on the Ford Ranger Wildtrak Bi-Turbo There’s a reason the Ford Ranger is one of the best-selling cars in Australia. It’s excellent. The Wildtrak is one of the most expensive diesel dual-cab utes on the market, but it can justify the price with a comfortable interior, excellent road manners, and a modern, refined powertrain. It’s also capable off-road, although Toyota HiLux fans will no doubt argue their unbreakable’ trucks can go further when the going gets tough. Whether you opt for the engine or the will come down to preference. There’s nothing wrong with the older five-cylinder, and some will no doubt like the fact it’s a tried-and-tested option. But if it’s refinement you want, the Bi-Turbo is hard to beat. It’s where my money would be going. As for how it stacks up against its newer rivals? The new D-Max and BT-50 are unknown quantities at this point, so it’s tough to know. Likewise the updated Toyota HiLux, which promises to ride better and pack more technology than its predecessor. What we do know is they’ll have to be pretty damn good to topple the Ranger.

ranger wildtrak 2.0 bi turbo