Cheap and Quick
Color us happy, if not entirely surprised, by this spartan Ranger XL's performance. Sharing its 270-hp turbocharged 2.3-liter inline-four and 10-speed automatic transmission with the rest of the Ranger lineup, this SuperCab was a significant 500 pounds lighter than the two crew-cab Rangers we've tested previously. That diet helped the XL reach 60 mph a half-second quicker, in only 6.0 seconds flat, a time that qualifies as quick in most mainstream vehicle segments and scorching amongst mid-size pickups. With less mass to contend with, the extended-cab Ranger XL also stopped from 70 mph in 178 feet, which is between 12 and 15 feet shorter than its porkier siblings.
The lighter-weight XL's ride quality felt impressively smooth, although its 0.77 g of grip on the skidpad matched that of other Rangers we've tested. As becomes a Ranger hallmark, this one handles decently and with good composure when tossed around. The electrically assisted steering is a bit slow to react, but the brake pedal operates with a pleasant firmness, albeit an overboosted feel. The body structure feels nice and solidly affixed to the frame, with little sense of the bed and cab jiggling independently of each other over rough pavement.
The EcoBoost engine provides smooth, punchy thrust around town, and the 10-speed automatic quickly shifts up and down as conditions dictate. At highway speeds, however, its responses deaden, with large throttle applications necessary for instigating downshifts for passing maneuvers. With so many gears to choose from, this transmission should be able to quickly and smoothly sort through its upper ratios without forcing a big, multigear downshift that sends the engine revving unnecessarily. Peak torque, after all, hits at 3000 rpm; unlike with some competitors' naturally aspirated V-6 engines, which need to be revved higher to make substantial power, Ford's turbo four prefers wafting along on a wave of low-end torque.
More of the Same
This Ranger's charms mostly end at its dynamic sparkle, though. It has a mediocre interior filled with hard plastics. A lot of the switchgear and bits are clearly pilfered from some of the oldest vehicles in Ford's global lineup, namely the small driver-information display that debuted in the United States in the 2012 Focus. That is generally par for the course in this class, however; if you want a fancier interior, either purchase a Honda Ridgeline or skip the mid-size-truck category altogether for a full-size rig.
We won't hold the SuperCab body's limitations against it. After all, other mid-size trucks' extended-cab offerings are similarly punishing for rear-seat passengers. Whether saving $2400 and hundreds of pounds of weight by opting for the SuperCab is a good decision we'll leave up to you and your people- and cargo-hauling needs. If you're buying this truck purely for workhorse duty, great—enjoy the extra performance and the longer six-foot bed that replaces the crew-cab's five-footer. Ford will even let you delete the rear seats altogether and save another $240. Those hoping to bring more than one full-size human along for the ride will feel differently about the rear seats, which are as discombobulating to the human form as those in the Ranger's extended-cab competitors, with a bolt-upright backrest, limited legroom, and a cushion that's uncomfortably low to the floor and thinly padded.
It's easier to part with four-wheel drive. Provided you aren't planning on hard-core off-roading your Ranger, its modern traction-control (and maybe some good ol' bags of sand in the bed) should get you through winter muck. Plus, skipping four-wheel drive saves you $4160. Ford helps customers shield all of these savings by way of the $995 STX Appearance package that was fitted to our test truck. The package helped our $29,445 (as tested) Ranger XL visually transcend its budget station, replacing the XL's 16-inch wheels with 17s and adding body-color fender flares, gloss-black bumpers front and rear, and fog lights. Ford also tosses in splashy "STX" stickers for each side of the pickup bed. Other options included a $495 spray-in bedliner, a $95 security keypad for the driver's door, and the $495 trailer tow package, which boosts the rear-w
2020 Ford Ranger
heel-drive Ranger's towing capacity from 3500 pounds at the bumper to a heady 7500 pounds.
