2022 Ford Ranger backstory secrets: Why the Toyota HiLux rival and latest mainstream Australian car is much newer than we thought

Despite similar proportions and styling to the outgoing Ford Ranger, the 2022 T6.2 is a completely redesigned machine.

The most successful car ever designed and developed in Australia, the Ford T6 Ranger will see its biggest change in over a decade when order books finally open sometime in the second quarter of 2022, ahead of mid-year deliveries. .

According to T6 chief engineer Ian Foston, the P703 project is more than just reworked leather, a restyled dashboard and an optional V6 engine hidden under the hood like the F-series.

“There are almost a few parts in this car that you would say are identical to the previous car,” he said. “There are a lot of things about the current Ranger that are really good, like the proportions, the balance of glass and steel in terms of visibility… and what we tried to do with things that we think are good and we like to make small adjustments throughout to make it more enjoyable in every way…for us, almost every detail in this car has been retooled or changed.”

The program began in 2015, right after the global launch of sister SUV Everest, so it took almost seven years to build. From the start, he's considered the next generation Ranger, Raptor and Everest, as well as the Bronco, which may or may not ever arrive in Australia. Development of the T6.2 Ranger began in 2017.

To date, Ford has yet to reveal many important details about the 2022 Ranger, including exact dimensions, payload, weight, engine power, fuel consumption figures, specific safety features, equipment levels, pricing and other information.

Production will begin in Thailand and South Africa (which are playing a big role as they have just undergone a massive plant overhaul to improve efficiency and quality) early next year, although there is something that has yet to be disclosed.

So, with so many new things, why not use T7 instead of T6.2? Mr. Foston said that architecturally the Ranger is still the same as before - a body on a frame, the body is attached in a very similar way and using similar technologies. If the Ford was to become one-piece or significantly change the driver's position, then this would require a complete platform change. It depends on how things are done.

Thus, most of the main body and chassis components of the Ranger do not change - the location and angle of the windshield, roof, front door openings, seating, rear window and trunk location - as well as overall dimensions, which means that inside, Ford up to still classifies it as part of T6. Especially since Ford Australia remains a global vehicle class.

To understand what led to this level of change from today's Ranger to the new T6.2, you need to turn to a history lesson - little known and very good!

The Ranger lineup consists of XL, XLS, XLT, Sport and Wildtrak.

When Ford Australia launched the T6 program around 2007 ahead of its 2011 launch, it was not intended to be a true global mid-sized truck sold in 180 countries (the most in Ford's world) as it is today. North America was clearly not included in the original program. However, this changed in the 2010s, requiring substantial redesigns over the life of the existing model to allow it to use the various gasoline and diesel engines needed in America, as well as other body styles, namely the Everest (2016) and Raptor offshoots (2018) are sold everywhere, including in Australia.

This led to the development of two different T6 platforms: the original first-generation one-piece frame that has served all Rangers to date (until 2022) (not made in the US), and the newer second-generation three-piece frame designed for Everest, Raptor and the current market. US Ranger only.  

The one-piece frame has a single stamping front and rear to form a boxy chassis section, and is an economical (read: cheaper) solution that most trucks use. But it doesn't allow for a lot of variety. That changed with the 2015 Everest when the T6 platform evolved into a XNUMX piece frame with a new front strut forward clamp to accommodate different motors, a scalable mid and rear with the new Everest/Raptor coil. -spring, as well as spring rear suspension. This allows you to change the suspension at the rear, the adjustable wheelbase in the center and the modularity of the engine at the front. 

Styling reflects the current Ford F-series full-size truck for North America.

The 2022 Ranger 6.2 is a third-generation, three-piece frame developed alongside the Ranger for the US market, but also substantially different from it, with each part and panel having a different die number, according to Mr Foston.

“Off platform, starting with the third generation T6 platform, all vehicles will be multi-part and the frame will be three-part,” he said. "The chassis has been completely rebuilt from the ground up - everything is brand new."

To sum it up, aside from styling, the biggest change has been to the dimensions of the T6.2: the wheelbase and tracks have increased by 50mm each to accommodate V6 variants destined for the Ranger and other models, including the confirmed 3.0-liter turbodiesel engine. on the F-150 block launched in America in 2018, as well as the 2.7-liter twin-turbocharged EcoBoost petrol engine expected in Australia later.

Therefore, everything in front of the engine firewall is new, requiring a change to a hydroformed structure. Not only does it contain a V6-sized drivetrain, it is said to significantly change the Ranger's on-road and off-road dynamic abilities and even allow for larger wheels.

The platform has been redesigned with a 50mm longer wheelbase and 50mm wider tracks.

The steering is a next-generation electronic rack and pinion system said to be easier to control, with more selectable modes to suit driver tastes, but no change in base gear ratio from before.

The increased width means a redesigned wishbone coil-spring independent front suspension with an all-new geometry, while also moving the dampers further outward than before for better tuning range and a more comfortable ride.

“It's different,” Mr. Foston said. “Coils, dampers, lower control arms, upper control arms, steering knuckles…geometry, everything.”

The axle articulation has also been increased for a wider range of possibilities on 4x4 models, with improved approach and departure angles and a "slightly" different (i.e. slightly worse) breakaway angle. Ford has yet to release those numbers.

The 2022 Ranger is claimed to be better aerodynamically.

The cooling properties have also changed significantly thanks to the hydroformed structure. The front of the bluff means a larger array of radiators can be installed, allowing for better engine cooling and air conditioning efficiency, especially under load or in very hot conditions. To this end, there are also "electronic fans" developed from the current North American Ranger, with forced air cooling for low speed crawling situations.

“They provide proper airflow even with accessories installed,” Foston says, referring to winches, high beams, roll bars and other aftermarket items that owners are increasingly installing on their vehicles. As a result, the Australian company ARB worked with Ford to develop aerodynamic elements. 

Another change has been made to the doors - they are similarly shaped but have different profiles, stampings and tooling, seals and inner workings, and the rear ones even open wider than before for easier access inside.

At the rear, the rear suspension has new leaf springs, four on each side. Ford hasn't talked about the Raptor's spring-loaded rear suspension yet.

The T6.2 has a new electronic all-wheel drive system on request.

As four-wheel disc brakes are now offered on some trims (the US version of the current T6 has had them since launch in 2019), Mr Foston said this was due to customer requests, acknowledging that the disc/disc arrangement does provide better braking performance. Which variants will receive what will also become known closer to the launch date of T6.2.

Another change that improves the T6.2's on-road and off-road performance is the new electronic all-wheel drive system. It has permanent four-wheel drive (4A) with variable front or rear wheel drive for more confident highway driving where more traction is needed, as well as six driving modes like the current Raptor. This is another new addition to the Ranger in Australia, but it's only meant for higher ratings.

Cheaper versions will stick with the standard part-time 4×4 setup, which offers 4×2 (rear-wheel drive), 4×4 Low Range, and 4×4 High Range. Still going off the beaten track, there are now dual recovery hooks built into the front and placed more prominently for more comfortable use.

The ute bed is now completely redesigned.

Rob Hugo, head of T6 Dynamic Experience at Ford, said the new Ranger has been extensively tested in cold weather in Europe, New Zealand, Canada and North America and has even been tested in riverbeds in both forward and reverse motion to better reflect owner use. . This is in addition to desert testing in Africa, Australia and the US.

Speaking of the trade tool, the ute bed has now been completely redesigned with a 50mm increase in track width to allow for a standard palette. The bed lining is now molded, with functional divider locators to allow traditionalists to make their own partitions. Mounting points are optionally available on the outer rails using heavy duty tubular steel rails, the top surface of the low body is capped off (similar to the current US Ranger) with retractable lids for easy loading of accessories. Now it's all better soldered, so users can carry more cargo and use the dome more conveniently.

Also, thanks to the T6.2's drive to be a workhorse, the updated tailgate has clip pockets on both ends and an additional 240W outlet. Lighting was installed under the rails, and 360-degree zone lighting was installed around the truck, as well as puddle lighting in the exterior mirrors to improve visibility at night. It is also convenient to change tires in the dark.

The restyled tailgate has a built-in workbench.

Ford acknowledges that most competitors have been tested, including the Toyota HiLux and the outgoing Volkswagen Amarok, which will of course be replaced by a slightly restyled T6.2, although Ford has absolutely closed any questions about the German brand's car.

The biggest challenge was achieving the breadth of capability required from a 4×2 truck to a production 4×4 SUV.

“Bandwidth (required) was the biggest challenge,” Foston said. 

“You think about the bandwidth needed for Everest, which is our most premium, luxurious and most convenient product, from the Ranger Single Cab Low-Rider to the Bronco and Ford Performance products also coming to this platform. How do we do all this and actually expand the capabilities of the platform ... how to balance it right? It was a challenge for me to achieve all this.

“And I think we did it. And do it in all the markets we sell in, in all 180 markets, outside of one platform? I think the team did an amazing job.

"We took what the existing Ranger was and went out and said we want to improve."