When I drove the new Ranger at the launch event earlier this year, I really, really liked it. I signed off by saying, “with the V6 coming later this year … we look forward to spending more time with it on home soil.” It’s usually just a polite thing to say, but I really meant it. Now that it’s later in the year, that 2024 Ford Ranger Lariat has arrived on home soil—and with it, the V6.
This Ranger is powered by Ford’s 2.7-litre twin-turbo EcoBoost V6, which has been around for a long time now. There’s nothing really new or novel about it, beyond the sheer fact that it’s available in this particular application—which is pretty novel. All other midsize trucks are new as of the last year or two, and they’ve mostly adopted four-cylinder powertrains, much like the base Ranger. The only exceptions being the Toyota Tacoma’s optional hybrid power, and the lovably old-fashioned Nissan Frontier’s normally aspirated V6. You could argue the Jeep Gladiator counts, but it’s more of a lifestyle accessory.
On a surface level, it’s a bit of a curious offering on Ford’s part. The 2.3-liter turbo-four in the base Ranger is more than adequate. It can’t punch nearly as hard as the bigger four-cylinder in the Chevy Colorado and GMC Canyon, but it’s a lot smoother and more refined in its operation, and never feels anywhere close to underpowered. It doesn’t really affect capability either—all Rangers can tow up to 7,500 pounds, regardless of what’s under the hood.
It’s not really about raw power output, either. This engine puts out 315 horsepower and 400 pound-feet of torque—healthy, but not the most muscular around. That honour is split between the Tacoma’s Hybrid Max powertrain, and Ford’s own Ranger Raptor, which uses a 3.0-litre twin-turbo V6.
What it is about, is offering more for the sake of more. Yes it can’t actually do anything more than a base Ranger, but it feels a hell of a lot better doing it by having more muscle in reserve. Trucks aren’t typically rational things; hardly anyone needs the entirety of their capacity. People like trucks because they’re tough and powerful, but more importantly, feel tough and powerful. Ford knows this: the base turbo-four is perfectly adequate and capable on paper, but this bigger, boosted six feels like the mighty truck you want, not just the good truck you need.
Sure, GM’s 2.7L High Output four-cylinder makes a very impressive 310 hp and 430 lb-ft of torque—about as much power and slightly more torque—with fewer cylinders. But it also sounds like a tractor, and turbo lag is … apparent. It’s probably one of the best engines out there and exactly nobody’s favourite, because it isn’t satisfying. Ford’s 2.7 gets a pair of extra cylinders and an additional turbocharger, making it a lot nicer in practice.
It’s smooth and quiet—easily the quietest in the segment—without the agricultural drone or coarseness of some of the four-poppers. It isn’t as dependent on boost, either, so power delivery feels more linear and consistent. I don’t mean to keep picking on them, because I do really like the Canyon—but where GM’s 2.7 tries to imitate being a bigger, brawnier engine, Ford’s 2.7 simply is a bigger, brawnier engine. It doesn’t try hard to feel powerful. This can’t be measured quantitatively, but this sort of feel matters in a truck.
What can be measured—and matters—is fuel economy. The relaxed Ranger shines here, with an average fuel use of 11.8 L/100 kilometres during our time with it. It’s handily the most efficient midsize truck I’ve tested so far—the 2.3L Ranger doesn’t count, as I only spent an hour with it—regardless of cylinder count, turbochargers, or electric motors. It’s easy for the V6 to stay out of boost and sip fuel accordingly, especially over long distances. It’s aided by Ford’s 10-speed automatic transmission, which feels mostly well-adapted to this application.
Beyond the engine, the things I already admired about the new Ranger remain the same. It’s a handsome truck that’s instantly recognizable as a Ford, blending styling elements from both the baby Maverick and the big F-150. Its new, more squared-off look neatly avoids coming across as a kiddie-sized, “less-than” truck. The makeover inside is just as important, if not moreso, as the old Ranger felt dated despite still managing to impress us. This new Ranger looks and feels fantastic, featuring much improved materials and borrowing a sharper sense of style immediately reminiscent of its bigger brother.
The portrait-oriented touchscreen 12.4 inches in this Lariat. It runs Ford’s latest Sync 4 software, which is easy enough to use, if not quite the snappiest system available. It’s augmented by physical climate controls underneath, and is flanked by a crisp digital gauge cluster lifted straight out of the F-150. As almost every truck is now a four-door short-box by default, Ford only offers the Ranger as a crew cab with a five-foot box. Still, rear-seat legroom is the best in its class—honestly, it’s the only midsizer where I can sit behind myself with any semblance of comfort.
The Ranger’s frame is wider, longer, and much stronger than before. Even with the stiffer shocks as part of our tester’s FX4 Off-Road package, it rides incredibly well, with as close to none of the chassis shudders inherent to a body-on-frame design as I’ve ever encountered. It handles well, with steering that’s surprisingly sharp and well-weighted. And it’s quick—despite packing less power, the Lariat felt punchier than the Raptor. It’s surprisingly athletic for what it is, with a chassis so well-sorted that it almost undermines the existence of the Raptor for the 99 per cent of us that don’t make a habit of taking flight in our trucks.
Furthermore, the new Ranger’s wider track and outboard-mounted shocks mean the bed is wider, and can now accommodate a 48-inch span flat on the floor. I still really appreciate the clever tension spring built into the tailgate, to soften its opening and ease its closing. It’s clever, pragmatic details like these that really sell the new Ranger as a practical, well-rounded truck that offers everything you could ever need, and a hearty helping of the machismo you want, in a right-sized package.
It also offers more of what you want, for less. This tester is as loaded as a Ranger can get—short of the $80,000-plus Raptor—being the loaded, luxury-oriented Lariat trim equipped with the aforementioned FX4 Off-Road package for $1,400, as well as the advanced tow package for $1,165, and an appearance package that dips various bits in chrome for $500. Adding the V6 is actually cheaper than I thought—I previously guessed it would cost $2,695—but it’s more compelling, at $2,250. All-in, this loaded Ranger Lariat will set you back $60,350 as-tested before any fees and taxes. It’s right in-line with its competitors from GM and Nissan, and undercuts the hybrid Taco by a few grand. The V6 isn’t locked behind luxury, either—you could get into a Ranger XLT with this same powertrain for less than $50,000.
No matter how you spec it, the 2024 Ford Ranger Lariat is a sweet truck that puts me in the rare position of struggling to find complaints. It’s practical, well-thought out, comfortable, drives great, ready to work hard yet easy to live with—made all the more appealing with the boosted V6.
