First off, its full name is the Ford Ranger 2.0A Turbo 4X4 Double Cab. For brevity’s sake, we’ll just call it ‘Ranger’ from now on. Having ridden shotgun in a few pickups, this was my first foray into the premium side of things, not to mention driving one.

Also, having seen how Americans enjoy snapping up the Ford F-150, and our Malaysian kinship the Ford Ranger closer to home, I actually had butterflies in my stomach before the drive. That’s how much I was looking forward to my maiden pickup voyage.

Let’s get this out of the way – the Ranger’s without-COE cost of $129,888 (accurate at the time of this article) pretty much equals other regular pickups in its class WITH COE. In other words, expect to spend over $200,000 on a Ranger.

Before anyone scoffs at the price vis-a-vis a commercial vehicle, remember that this is a premium pickup which can haul cargo AND go toe-to-toe features-wise with similarly-priced cars and SUVs.

Clearly, a different frame of reference is needed here.

Outside

A high bonnet line is the first item of note, and the resulting large front grille and headlights give the Ranger an imposing and unmistakable visage. Shod on 255/65R18 Goodyear Wrangler Territory HT tyres, this pickup sits pretty high off the ground.

This wouldn’t be much of an issue for most folks, courtesy of the running boards either side and fixed grab handles within the cabin to aid ingress and egress, but it does require a little more effort. Plucky Mom wanted to have a go getting into and out of the Ranger, but I wasn’t going to put her petite nearly 80-year old arthritic frame at potential risk to prove a point.

Add to that the test vehicle’s brilliant white paintwork and you have something here that will be noticed both on-road and while parked.

The savvy business owner would do well to treat their Ranger as a moving billboard and sticker it up to promote their business, complete with QR Code. Quicker return-on-investment and all that jazz.

See those chrome rails atop the bed round the back? Those take some getting used to when looking through the rear view mirror, especially if one is not used to driving pickups.

There were a couple of “HOMAIGAWD SIDESWIPE!!!1!!11!!!ONE1!!!” moments where I’d forgotten those where there and thought another vehicle was about to drag itself down the Ranger’s side while driving down the road.

Ins Outs Ins ermmm Still Outside

Drop the tailgate and 1.11 cubic metres or 1,110-litres of cargo box capacity opens up. There’s a step on either side of the Ranger near the rear bumper that allows one to climb in and out of the bed to load and unload cargo.

Given Ford’s specified unladen and laden weights respectively, 966kg can be loaded into the Ranger’s cargo box. Sufficient tie-down points and rails either side of the bed are available to secure cargo with ratchet straps, and the floor is wide enough to load an Euro pallet via forklift.

Inside

This is a double cab, which means occupancy for five including the driver. The rear bench features a pull-down armrest with cupholders for that all-important on-site slew of refreshing beverages, and the centre console features a couple of aircon vents to keep occupants cool and USB outlets to keep their smart devices charged.

So…. how much room is available in the back then?

Just kidding! So does the Duck Puppy, for that matter!

Given my longer-of-limbs and shorter-of-torso 1.82-metre tall build, the driver’s seat needs to be set all the way back and some ways up. There’s just about enough room to sit behind my own driving position, although it must be said that this would be the most extreme case.

Most people shouldn’t have any issues back here, and the leather seats themselves are comfortable enough. It also helps that one sits up high and has a commanding view of the outside world. Business owners can transport clients around without worry, and I’m pretty sure it would be a novel experience for the latter to ride in the Ranger.

The driver’s seat features eight-way electrical adjustment while the passenger’s seat adjusts in four ways manually, and they’re both easy to get into one’s preferred position and are sufficiently comfortable.

The steering wheel adjusts for reach and rake, and is of a good size to grip. Here’s where one needs to adjust one’s mind a little – the turn signal stalk is on the RIGHT and the wiper stalk on the left, the way it SHOULD be in a right-hand drive vehicle. Even though this is a Ford, and one would expect an Euro-style arrangement for the respective stalks, the impromptu mantra “JDM-yo! JDM-yo!” should help one acclimatize quicker despite the Ranger not being from the Land of the Rising Sun. Multiple inadvertent wiper activations brought about that mantra by the way….

An eight-inch digital instrument cluster sits behind the steering wheel and is easy to read and navigate. Coolant temperature and fuel level are permanently displayed courtesy of bars on the left and right respectively. The screen itself can be configured to display myriad information on the right, from trip information to what the audio system is playing.

Audio source is controlled via the ten-inch infotainment screen, which sits between the two centre aircon vents. The infotainment system is pretty easy to operate once one becomes familiar with where the various settings are located. The audio system itself plays nice and loud, and can sufficiently drown out the speed-limit dictatorship-device beep-beeping from 71km/h onwards. Wireless Android Auto and Apple CarPlay come standard-fit for smartphone integration.

Down below the infotainment screen, physical aircon controls thankfully exist, although one can also choose to control things from the touchscreen. Other manufacturers would do well to take Ford’s example here to heart and start offering both physical and touchscreen controls in their vehicles. Up above on the roof, a bank of auxiliary switches are provided for the adventurous Ranger owner to fit and control electrical devices such as additional LED lighting for the bed, and perhaps an LED lightbar and winch at the front for off-roading.

Driving

The Ranger drives beautifully down roads and highways, remaining quiet and comfortable most of the time. Larger bumps and ruts can induce some crashiness but that’s a function of leaf springs in the rear (as opposed to coil springs) and an unladen cargo box. In fact, this pickup was taken down a rutted gravelly track and despite being a ga-da-boom-ga-da-baam-ing experience, the Ranger handled it like a champ, with its LED headlights properly piercing the inky darkness of the unlit track.

Most owners would likely prefer to remain on the blacktop, and the Ranger rewards them with a slew of standard-fit functions usually found in higher-end cars. Here’s a non-exhaustive list:

• adaptive cruise control
• forward collision warning with brake assist
• evasive steer assist
• pre-collision assist
• lane keeping assist
• rear cross traffic alert with reverse brake assist
• individual tyre pressure monitoring system
• multi-view reverse camera
• auto-dimming electrochromic rear-view mirror
• auto LED headlights with LED foglights and daytime running lights
• auto rain-sensing wipers
• keyless entry with push-button start
• power-adjustable, electric-folding side mirrors with puddle lights

I wasn’t kidding about the ‘premium’ part, folks. The Ranger would have been perfect if it had cooled seats also. Perhaps manufacturers could consider cooled seats instead of heated items for tropical markets such as Southeast Asia.

Powering the Ranger is a two-litre turbodiesel engine that puts down 168hp and 405Nm of torque to the road via a six-speed automatic gearbox.

Not only is it premium, but being a diesel, frugal as well. Over a test-driven 544.7km in 2H Drive Mode while unladen, the Ranger averaged 6.75-litres/100km or 14.8km/litre, handily beating out Ford’s claimed economy of 9.4-litres/100km or 10.64km/litre.

A point of note is that I left the auto start/stop function engaged for two reasons. One was to see how well it worked in a diesel pickup truck, and the other was to enjoy a quieter in-cabin experience while at a standstill. It works well, and it’s strongly recommended that you leave it turned on.

At the end of the test-drive, the fuel tank was still half full! Given its 80-litre capacity, over 1,000km between fill-ups is not out of the question. Of course, your mileage may vary based on use-case and laden weight, but this turbodiesel powerplant impressed nonetheless.

Once again, looking at its price, we doubt that this pickup will be extensively used around construction sites, although it is certainly more than capable of doing so. The Ranger turns heads, so this premium pickup will likely be picked up (ha ha!) by business owners in Singapore who want to stand out and make a strong statement to their respective industries and clientele while depreciating their commercial vehicle annually from a business-taxation standpoint.

For bosses who would need to carry things around on a fairly regular basis, but who would also need to turn up in business attire to attend to their customers, the Ranger is a very tantalizing proposition indeed.

If this isn’t enough, there’s always the Ranger Raptor for a pretty penny more.

Photo Credits: Sean Loo (@auto.driven)

Technical Specifications

Ford Ranger 2.0A Turbo 4X4 Double Cab
Engine:  1,996cc turbocharged inline four cylinder diesel
Transmission: 6-speed automatic
Driveline: Electronically-switchable four-wheel drive (2H, 4H, 4L)
Power: 168hp @ 3,500rpm
Torque: 405Nm @ 1,750-2,500rpm
0-100km/h: 12.1 seconds (claimed)
Top Speed: 180km/h (claimed)
Fuel Economy (combined): 9.4-litres/100km or 10.64km/litre (claimed)
Fuel Tank Capacity: 80 litres
Kerb Weight (unladen): 2,284kg
Gross Weight (laden): 3,250kg
Price: $129,888 (without COE, accurate at the time of this article)
Contact: Ford Singapore

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SUVs have seen a huge market shift in recent years. What was once a tool that can traverse harsh terrains without breaking a sweat has now transformed into city-dwelling ‘Chelsea Tractors’ that disintegrate at the first sign of anything other than tarmac.

There is still a rare bunch of SUVs that can scale a rock face at your earliest convenience, but most of the crop have since become jacked-up people carriers festooned with new tech and creature comforts. They might not be good offroad, but consumers are opening their wallets in droves to drive off the lot in the latest and greatest in tall luxury. So what if you wanted both?

Well, the obvious choice would be to get something like a Range Rover or G-Wagon, but what if you wanted something patriotic?

Well my friends, let me introduce you to Jeep’s all-new Grand Cherokee.

Go big or go home

It’s no secret that everything in America is bigger, and this saying is exemplified when you first lay eyes on the Grand Cherokee.

This new generation continues the boxy facade the Cherokee is known for, but adds chiselled looks to give it added musculature appeal. Jeep has chosen to take the more conservative route, instead of going all out with a futuristic design that may inadvertently spoil the looks of the car. 

The car sits tall and proud, imposing others with its large array of LED lights – headlights, fog lamps, DRLs, tail lights, its got them all. Jeep’s iconic grille sits front and centre, rocking up with a new modern aesthetic that gives the Cherokee some added opulent appeal.

Large wheel arches make the 20-inch wheels tiny in comparison, and the rear is a little more subdued, with a relatively clean facade that tapers off the roofline nicely. 

Overall, the designers really pulled this one off well, managing to marry sophistication with dashes of all-American heritage. If you wanted a discreet enough SUV, yet want to surprise others each time you pull up next to them at a set of lights, the Grand Cherokee is a prime candidate.

Space for days

Space is not just great in this, it’s lavish.

All that bulk on the outside translates to copious amounts of room on the inside. Climb up into the cockpit, and you’ll find yourself sitting in a smorgasbord of leather and wood.

The large and commanding steering wheel feels good in the hands, and you also get nice tactile buttons for toggling various multi-media settings. The only thing tiny in the cabin are the paddle shifters, almost looking as if they’re attempting to stay out of sight. 

Jeep’s previous generation UConnect infotainment was lacklustre at best, giving you tons of functionality in a less-than-ideal setup. This new iteration of UConnect irons out a lot of the former issues, and the car’s entertainment is now much more refined than its predecessors.

The 10.1-inch touchscreen works a treat, and quick menu buttons are located underneath to cycle between certain menus easily. These do eat into your screen real estate a little, but for the sake of added convenience, I really don’t mind them. You can toggle entertainment and HVAC controls via this screen too, or use physical controls located beneath it. Good job Jeep.

A lone rotary gear dial sits smack in the middle of the centre console, pairing up with the drive mode switch. Gears are selected easily enough, but I do get the inclination that the gears are a little too easy to switch. If you’re not attentive, you might rock into the wrong gear by accident.

It isn’t entirely polished, but the Grand Cherokee is a big step forward in Jeep’s book, epitomising flaws found in older models.

Easy as Sunday brunch

Despite its heft, the Jeep Grand Cherokee is actually a doddle to manoeuvre on our local roads. Side mirrors on this thing are massive, making it an absolute breeze to glance at other road users in your immediate surroundings.

The relatively thin body pillars all-round help minimise blind spots too, and there are even blind-spot sensors for those ninja motorcycle riders.

The lack of a tapered roofline and abundant legroom bestows rear passengers with tons of space, allowing 3, even 4 Asian adults, to hang out in the back with sufficient comfort. I mean, the generous space offerings are probably due to the plus-sized nature of this car’s original demographic.

Rear cameras are crisp, with a myriad of sensors that detect your every move. The 360-degree camera also makes it easy to weasel all 2.1 tonnes of Cherokee into tricky parking spaces.

No wireless charger is included, but front runners get a pair of USB A and C ports alongside a 12V outlet. Rear occupants are even better treated, with a similar pair of ports each plus an actual 120V US-spec outlet for plugging in devices.

Jeep does provide other safety features like lane keep assist (LKA), but due to the narrower widths of our local roads, this system doesn’t work as well as hoped. Detections are hit-and-miss, and a major bit of frustration comes from changing lanes.

In other cars, as soon as you start signalling the LKA system temporarily disables itself, but in the Grand Cherokee half the time it remains active. What ensues is a battle between you and the car to switch lanes, and it is extremely frustrating at times. 

Jeep-Lite

No V8, not even a V6 in this rendition of the Jeep Grand Cherokee. Some blue-blooded Americans might call it sacrilegious, but this 2-litre specced variant is intentionally chosen for our local car climate.

Despite its comparatively tiny stature, this 2-litre 4-pot still churns out a respectable 268bhp and 400Nm of torque. This torque is available at just 3000rpm too, or in Jeep terms whenever you step on the gas in this thing.

Don’t be fooled by its size, as the Grand Cherokee still has the potency to move off in a jiffy. As long as you are locked and loaded in the right gear, the low-end grunt and turbo assistance enables the car to briskly dominate any available space on the roads, and keep up with most other vehicles, albeit with high revs and dwindling fuel economy.

Of course, you cannot ask for an infinite amount of power from the peppy little 4-pot. At full chat, the Grand Cherokee can rock the century sprint in 8.2 seconds, and go on to clinch a top speed of 210km/h. Although, I don’t think you would want to do those speeds anyway. I’ll even throw in a pint if you do.

Speeding fines and jail time aside, the Cherokee has pretty soft and plush suspension, which is ideal should you want to traverse any sort of terrain that isn’t smooth tarmac. The springs neutralise any unsuspecting undulations in your path, presenting you with ride comfort that’s equivalent to riding on a cloud.

Off-road, it’s terrific. And as with most proper 4x4s, you will probably run out of bravery before it runs out of ability. 

But, this same setup isn’t as ideal should you wish to wring the car into a corner at less-than-ideal speeds. Subjecting the car to this will result in bouts of body roll, and the car needs a considerable amount of effort to be settled again. Maintaining excessive highway speeds is also a unique experience in itself. Any little twitch in the steering or bump in the road will cause the Cherokee to bounce, and that really isn’t the most fun when you are other road users all around you.

Taking the Cherokee offroad? By all means. Taking it to the track or a nice curvy b-road? This is better off as a support vehicle.

A taste of freedom

Though it might not be entirely squared away, the Jeep Grand Cherokee is arguably the most polished Jeep model to date, and presents yet another interesting preposition into the luxury SUV raffle. 

But faced with stiff competition from famed European automakers, why would someone consider this American brute then? Well, it is a generous size-up from what you can walk away with for similar money from the German luxury collective, so you do get a lot of car for your hard-earned dollar.

Or perhaps you want to own a Jeep precisely so you don’t have to pander to the social norms anchoring you from experiencing true freedom. Why follow the masses and jump on the bandwagon, when you could be different?

If that’s what you’re after, then the Jeep Grand Cherokee is something that should be on your radar.

Jeep Grand Cherokee

Engine: 1,955cc Turbocharged In-line 4

Power: 264bhp

Torque: 400Nm

Gearbox: 8-Speed Automatic, Selectable All-Wheel Drive 

0-100km/h: 8.2 seconds (claimed)

Top Speed: 210km/h

Fuel Economy: 10.3km/L (claimed)

Price: S$368,888 with COE (accurate at the time of this article)

Contact: Jeep Singapore

Photo Credits: Sean Loo (@auto.driven)

Read more automotive news at AutoApp, or check out our latest videos on Ignition Labs TV!