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What’s more is that the Ranger comes only with a five-speed manual as the only transmission option available. The sharp, abrupt clutch along with the rubbery feel of the shifter makes stop-and-go traffic something best avoided. Since it carries the same guts as before, riding the Ranger is still like a land yacht complete with sea sickness. It suffers from a terribly stiff ride that goes beyond the word thrashing. Barf bags and extra pillows on the seat cushion may have to be standard equipment, especially in the pothole ridden roads of the metropolis. Visibility from the front has been improved thanks to the flattened hood. The larger side view mirrors and large greenhouse makes overtaking a breeze. However, rear visibility, especially maneuvering in tight spaces can still be a pain as it’s still fairly hard to judge the distance between the pick-up bed and a wall. Back-up sensors may help. However, don’t discount the Ranger just yet. If out-of-town trekking is your daily gig, then be glad to know that the Ranger’s home is off the beaten path. It did the job the first time very well, and with the new enhancements, it does it superbly. Besides the ultra fat tires, the body is now 30 percent stiffer—reducing the amount of flex and body roll while improving handling. Getting out of sticky situations is no sweat either thanks to the Ranger’s part-time all-wheel drive system with RFW (Remote Free Wheel locking). There’s also the case of the rear (LSD) Limited Slip Differential and the excellent suspension travel. |
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