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Who doesn't like a special paint job, but there's more to the Ford Ranger Wildtrak X than its exclusive blue paint.
Ok, so there's not a great deal more, because the Ford Ranger Wildtrak X is essentially an end-of-the-line edition for the 3.2-litre five-cylinder engine. It's Ford's way of freshening up the ever so popular Wildtrak with a few sytling tweaks.
It's also worth knowing that there's just 1000 Ford Ranger Wildtrak X models in this special blue colour, so when you consider that Ford pumps out at least 20,000 Rangers in a year into the UK it's going to be something of a rarity.
So, what's the big deal and the difference between a Ford Ranger Wildtrak X and a standard Ranger Wildtrak. Well, lets start with what's the same to begin with.
The Wildtrak X gets the gutsy five-cylinder, 3.2-litre diesel engine. The same engine that could be found in Ford Transit vans of old. There's the same leaf sprung rear axle, and the exact same payload carrying capacity and towing strengths - namely just over a tonne in the back, and 3.2-tonnes towing.
What's different is that the special edition Ford Ranger Wildtrak X gets a few visual styling tweaks. First up is the paint colour - it's Ford's RS paint colour, and it looks the nuts on a pick-up. Then there's new black trim details to around the grill and the sports hoop at the rear. There's also a locking load bed cover and 18-inch alloy wheels that are unique to the Wildtrak X.
It's a Ranger to set pulses racing, and lifts the range slightly higher to help match the likes of the Mercedes-Benz X-Class and Volkswagen Amarok that are more squarely aimed at lifestyle buyers.
The inside is typical Ford Ranger with little to differentiate the Wildtrak X from a standard Wildtrak. There's still a large centre screen, full leather seats and a steering wheel with enough buttons to launch a missle system.
The major point of difference, however, is that the orange details - namely the seat stitching - is replaced by more subtle and nicer blue. It matches the exclusive paint and lifts the cabin interior slightly.
All other features, though, are the same. The cabin is smart, and comfortable. It also capably disguises the size of the vehicle, making it feel more cossetting and comfortable than your average one-tonne pick-up truck.
If you're familiar with the rest of the Ford Ranger models, then don't be surprised to discover that nothing much changes with the Wildtrak X when it comes to driving.
Although the Wildtrak X is at the very top of the Ford Ranger line-up it is still the same pick-up beneath the new paint and the black trim. That's no bad thing, though. Because the Wildtrak X is comfortable to drive, and capable at the working parts too.
The 3.2-litre engine is perhaps the weakest point of the whole setup. Despite being preferable over the four-cylinder 2.2-litre option (not available as a Wildtrak X) the 3.2 is gruff, noisey and not particularly efficient. As a result there's a lot more sense in taking a V6-powered Amarok or X-Class over the top-spec Ranger, but then you'd miss out on the excellent body controll, sharp handling and all round abilities of the Ford.
The Ranger is at home on fast smooth roads, where its high driving position gives you a great deal of visibility. The suspension is also at its best here and the usual bounce characteristic of a pick-up truck is less noticeable. Body roll is well controlled and the steering is fast and responsive. You can feel connected to the road, despite it being a body on frame design.
The engine still grumbles along and as you floor the throttle there's a surge-like sound that results in very little action. It's a pretty slow and sometimes loud experience, but it doesn't detract from what is overall the best pick-up truck to drive.
The Wildtrak X is only available with the 6-speed automatic transmission which like the engine is a substantial thing. It's there to deal with the massive amounts of torque, and because of this the gear changes are lacking in refinement. First gear is short to help you tow, and the rest come in sizeable chunks to harness the power and keep the Ranger moving at a decent pace. It lacks refinement, but it gets the job done - much like the engine.
The Ford Ranger Wildtrak X is without doubt a lot of money. If you look at the competition, you're stepping on the toes of bigger engines and arguably more desirable badges.
But there's still quite a jump to get to a V6 X-Class over a diesel Ranger, even if it is top-spec like this Wildtrak X.
The fact that its limited to just 1000 units, will keep the appeal for this particular model amongst fans of the Ranger. But were you to be in search of a truly top-end pick-up the five-cylinder engine it probably its biggest let down.
The price of a pick-up has been creeping up over time, but at ยฃ40k it's going to make you really think about the value for money you are getting. This is essentially the same Ranger that was launched in 2012, with more and more equipment thrown into the mix. That's a lot for any vehicle to live up to.
There have been limited editions of the Ranger over the years, but for the latest generation it seems like Ford is finding niches and making models to fill them as part of its regular line-up.
When the Wildtrak X was released in 2018 it was a top of the range Ranger with a very nice and unique blue paint job from the RS colour palette. Limited to just 1000 units, it felt like a slightly special version of the 3.2-litre Wildtraks that were selling like hotcakes at the time. Now though, as the number of Ranger models increases, the Wildtrak X returns, not as a special edition but as a sort of more rugged posh pick-up thatโs not quite a Raptor.
Based on the standard Wildtrak but using the entry-level twin-turbo 2-litre engine with 10-speed auto gearbox, the X stands out due to its upgraded Bilstein dampers that give it more off-road potential than the standard setup. Itโs mirrored in the range by the Tremor which gets the same suspension, but is baes on the XLT model in the range. As a Wildtrak, the X gets a higher level of trim with 12-inch infotainment screen, leather steering wheel, part-leather heated seats, LED headlights and 17-inch alloys. The Wildtrak X is also the first vehicles in the range to get access to Fordโs new party piece large item carrying solution. The sports roll hoop at the rear of the cabin on the loadbed is moveable and can be slid along the full length of the body, while the roof rail bars fold out horizontally to create a roof rack. That means that long items like ladders, or surfboards can be strapped to the hoop and roof rack, dramatically increasing the versatility of the pick-up. Itโs an ingenious concept and a massive positive for the Ranger compared to its competitors.
The other changes for the Wildtrak X, however, are less noticeable. While the Bilstein dampers promise a higher level of off-roading, itโs a small percentage gain over what is already a brilliantly accomplished truck. Where the Raptor suspension is brilliantly tuned in all circumstances, coping with extreme off-roading or mundane highway driving โ transforming the ride quality at both ends of the spectrum to levels unseen in the pick-up segement โ the Wildtrak X doesnโt quite hit the same high notes.
The Bilstein dampers are immensely capable under extreme loads, but the gains arenโt as noticeable as in the Raptor. During some very exuberant off-roading, on a really pitted and rock-strewn surface where the suspension was travelling to its extremes, there was a noticeable improvement over the standard suspension. But dial the enthusiasm levels back a notch and both the standard and Bilstein setup appear equally matched. On the road, however, thatโs not the same story. The standard Wildtrak has a calm and composed ride which is further improved by the addition of some weight. By contrast, the Bilstein dampers donโt improve the ride quality and may actually make it a little worse. The front becomes a bit bouncier and a payload in the rear doesnโt settle things as much as you could expect either. Itโs certainly not worse, but if like the majority of pick-up trucks owners you plan to use the X largely on the road then thereโs an argument in favour of sticking with the standard offering. Although the same could be said about the Raptor, thereโs enough going on with the rest of that package to justify the price and performance, but for the Wildtrak X which costs an additional ยฃ2000 over the standard Wildtrak itโs possibly more than youโll need. That said, if you are a wildness adventure, but canโt justify the outlay of a Raptor and are in the position to reclaim the VAT then the X does make some sense. Itโs capable of carrying a 1035kg payload and has the more economical engine option.
Money aside, the question is will you need the additional abilities of the Wildtrak X? The standard Ford Ranger is so capable that itโs unlikely, but for that extra bit of performance perhaps itโs worth it. Cycling supremo Dave Brailsford used the term marginal gains to describe how the British Cycling team were developed for greatness. The Wildtrak X could well be an example of Ford doing a similar thing. If need that extra fraction, the suspension delivers it. For everyone else, itโs a compromise on a more pleasant lifestyle.
Whether itโs marginal gains or simply just fine lines, the Ranger line-up is undeniably improved by the Wildtrak X but most people will be do just fine with a standard Ford Ranger.
