After months of indecision and U-turns by HMRC, the double-cab sector BIK issues have finally come home to roost and look set to deflate the sector. Its effect is yet to fully take hold and while dealers discount new pick-ups like mad to clear stock, the used market still seems stable, if down overall. Ford is the master of the ‘stack ‘em high, sell ‘em cheap’ strategy, and this has meant its Ranger has dominated this sector for several years.
In its most common double-cab form, it ticks all the workhorse boxes; all except the Raptor will carry over 1,000kg and will tow 3,500kg too. At almost 5.4 metres long, it’s not the most compact pick-up, but a load length of over 1.5 metres makes up for it and a load bay width of 1.22 metres is generous. Reckon on 45kg for a hard top, so the range topping V6 with all the options might fall foul of this, not quite managing a 1,045kg payload. Engine choice is 2.0-litre four cylinder or 3.0-litre V6 (VW) diesel engines, but our price table shows only the 2.0-litre Ford unit, since despite headline power and torque figures favouring the six-pot, the 2.0-litre is the better all-rounder, if less refined.
The left-field choice, of course, is the Raptor with diesel or 3.0-litre V6 twin-turbo petrol power. Unfortunately, the stateside 400hp is EU-emission strangled down to 288hp here. It also lacks the VAT-reclaim one-tonne payload whilst returning 20mpg consumption and being out-accelerated by the more frugal Defender D300 Commercial means this halo model has slipped somewhat, not really adding up to the sum of its parts.
As with so many Ford model ranges, the mid-point is the sweet spot, so look for a Wildtrak. This is well-equipped with 18in alloy wheels and full-size spare, roof rails, cab rollover bar privacy glass, 12in infotainment screen, heated front seats and steering wheel, a 12V socket in the rear and ‘soft-ride’ suspension. The Wildtrak X version adds the off-road suspension with 17in wheels for full-on mud tyres and underbody shielding, if that’s a core requirement. All Rangers are decent off-road – if lacking the Raptor’s trick suspension and multiple drive modes – boasting low-range gears and Hill Descent control across the range.
For towing, the Ranger’s long wheelbase offers stability whilst a surprisingly good steering lock angle means that trailer reversing is not as cumbersome as the vehicle’s length might suggest. The tailboard will lower without contacting jockey post or handbrake on most trailers but watch for the operating handle on any with an AKS-style towball friction stabiliser fitted, as they can sometimes sit quite high.
Overall, then, the Ranger is a good used buy. The dealer network means servicing is never far away whilst the 2.0-litre diesel is a good workhorse, if a little harsh at times. Cab interior space is excellent – for no tangible reason, it feels open and airy where a D-Max feels a bit cramped. And whilst the Hilux undoubtedly has a better engine, Toyota’s offering of either base model or gin palace means the mid-range is left wide open for the Ranger to fill. Which it does, and with aplomb.
Plus: Huge used choice, myriad trim levels, wide dealer network.
Minus: Engines lack refinement, top-trim models over priced, unsophisticated 4WD system.
Second-hand buys
| Version | Plate | Year | Mileage | Price (ex VAT) |
| Wildtrak 2.0TD | 23 | 2023 | 18,000 | £32,995 |
| Wildtrak 2.0TD | 73 | 2023 | 12,000 | £33,995 |
| Wildtrak 2.0TD | 24 | 2024 | 16,700 | £34,500 |
| Wildtrak 2.0TD | 74 | 2024 | 7,800 | £35,750 |
| Wildtrak 2.0TD | 25 | 2025 | 5,000 | £38,980 |
