- Two powerful Ford Duratorq TDCi diesel engines – 2.2 litre and 3.2 litre – lead the all-new Ford Ranger’s push for efficiency, flexibility and performance
- New six-speed transmissions improve fuel economy and driving refinement
- Special attention paid by engineers to gear ratios, tyres and aerodynamics ensure Ranger delivers optimum real world fuel economy
Brentwood, Essex, 26 October, 2011 – Powerful new powertrains are at the heart of the all-new Ford Ranger, giving it more than enough muscle and backbone to get the job done, while delivering maximum fuel economy.
- 2.2 litre Duratorq TDCi four-cylinder diesel engine with peak torque output of 375Nm and power output of 150PS
- 3.2 litre Duratorq TDCi five-cylinder diesel engine with a stump-pulling torque of 470Nm and power rated at 200PS
The Ford Ranger is available in either two- or four-wheel drive versions with six-speed transmissions in both manual and automatic from. All the engines have also been calibrated to meet the most stringent emission standards worldwide, including Euro Stage V.
Available for the first time will be the six-speed manual, and, in selected Ranger diesel models, a six-speed automatic transmission to provide reduced engine rpm and extended operational range on long highway trips or in city traffic.
“The most basic requirement a customer wants from a pickup is torque and power,” said David Mitchell, powertrain development manager, Ford Asia Pacific and Africa. “Ranger not only delivers all that and more but is also able to do it in a way that sips less fuel.”
Impressive Duratorq TDCi diesels
Numerous refinements have also been achieved with the new diesel engines, including the implementation of the latest in fuel delivery technology, with a new high-pressure fuel system carefully tailored and calibrated for combustion efficiency. It delivers exceptional fuel economy ratings without affecting power levels. The precise injection timing and calibration also ensures a smooth combustion process to avoid a hard diesel combustion crackle, resulting in lower noise emissions more like a petrol engine.
Leading the way is Ranger’s new 3.2 litre five-cylinder diesel engine. With a flat torque plateau – higher levels of torque over a broad rpm – Ranger is able to pull full loads on the highway easily without having to change gear. Ninety percent of its peak 470Nm torque is available from 1,700 to 3,500rpm, providing better engine flexibility.
This remarkable amount of torque was put to the test in a Ford experiment where a 4×4 Ranger equipped with this engine effortlessly towed a 160-tonne steam locomotive out of its shed in Australia. And the good news is that all this torque does not have to come at a high price. The fuel consumption of the 3.2 litre engine in a combined cycle ranges from 28.3mpg on a 4×4 with manual transmission to 26.7mpg on a full-option 4×4 model with automatic transmission*.
For those who prefer an engine with a smaller displacement, there is a 2.0 litre four-cylinder diesel engine with 150PS that can be mated to either the six-speed manual or automatic transmissions. An additional 125PS entry level version of this engine with manual transmission will be available in early 2012.
The 150PS engine delivers peak torque output of 375Nm and power output of 150PS by utilising variable geometry turbochargers that allow more accurate control of boost pressure over a wider operating range. This enables lower-end torque capability for improved launch and driveability while deliver the engine fuel efficient. When fitted to a 4×2 model, the 2.2 litre engine consumes 34.0mpg km in a combined cycle*.
New six-speed transmissions for Ranger
The all-new Ranger features new automatic and manual six-speed transmissions for increased responsiveness and fuel efficiency.
The automatic gearbox provides drivers with various modes as well as manual control through sequential manual shifting. In Normal mode, the calibration focuses on comfort and fuel economy. For sportier driving, a quick flick of the gearshift changes the transmission into Performance mode. This provides later shift points and the driver can also manually select gears through a forward (downshift) or rearward (upshift) movement.
Another innovation is the automatic transmission’s ability to recognise when the vehicle is on a gradient. Using Grade Control Logic, the transmission will automatically downshift during downhill driving to provide additional braking from the powertrain when it senses the driver is applying the brakes.
Moreover, the transmission also has the ability to adapt to the driver’s style through Driver Recognition software. By determining the current driving style, including acceleration and deceleration rates, brake and throttle applications and cornering speeds, the transmission ensures the vehicle is in the right gear at the right time without undesired gear shifts.
“The aim of the software is to match the customer’s expectation of the gearing with his or her driving style,” said Tim Postgate, transmission calibration supervisor, Ford Asia Pacific and Africa. “A relaxed driving style will deliver significant benefits in terms of refinement and fuel economy, while enthusiastic drivers will be rewarded with sharper responses and a more defined sporty feel.”
For those who prefer greater involvement, the six-speed manual transmission provides crisp, precise shifting with its short, car-like gear shifter positioned ergonomically for the driver.
All manual transmissions have an upshift indicator in the instrument panel to help coach drivers on the best gearing for fuel economy.
New Ranger shapes up
Using the same cutting-edge simulation technology employed by Formula One teams, Ford’s aerodynamicists performed more than 1,000 full-vehicle aerodynamic simulations to perfect the shape of the vehicle for fuel economy. They demonstrated with the simulation that with a hard line at the fender top, wind flow was divided and resistance lowered.
Working with the designers, the aerodynamics team managed to pare Ranger’s drag coefficient down to a very competitive ratio of 0.40 by implementing the most efficient design. They optimised the A-pillars, tapered the C-pillars and added a small spoiler to the top of the tailgate.
The biggest drag reduction came from a front air dam, which limits the amount of flow that goes under the vehicle and sends more air over and around the vehicle body. This chin spoiler effectively cuts the drag by about seven per cent while improving vehicle stability and helping to cool the engine.
“With about 60 per cent of the power required to cruise at highway speeds being used to overcome aerodynamic effects, minimising drag has real-world fuel economy benefits for the customer,” said Dr Neil Lewington, Ford senior aerodynamicist.
To make Ranger more efficient than ever, the engineers insisted on tyres offering the lowest rolling resistance, but without compromising grip, ride and handling. They also went through numerous permutations of matching gears to engine to deliver optimal fuel economy while ensuring optimal performance for the pickup’s leading towing capability and payload capacity.
The engineers also put in a first-in-Ranger Battery Monitoring System that optimises the alternator charging during deceleration and monitors the state of charge of the battery. The system’s regenerative charging functionality – converting the kinetic energy of the vehicle into ‘free’ electric current that is used to recharge the battery – contributes to real-world fuel economy.
“Powerful engines are at the heart of any pickup’s capability,” said Mitchell. “We’ve equipped Ranger with a range of capable powertrains that customers will appreciate – loads of power, heaps of torque, increased fuel economy, and reduced emissions. Sometimes it is possible to get the best of all worlds!”
