Ranger Super Duty

[Zimm]

How prevalent is the crank issue on existing Rangers (assuming 3L engine)?

In the video they talk about how the engine has been redesigned: cooling, better low end (which seems to me that would be a new crank design), more HP, and also added a new xfer case, 8 bolt wheels, front/rear locking differential, etc.

I found it interesting that they had a different approach to "purpose built"....turn-key vs aftermarket (referring to commercial use). I think IG owners like aftermarket.

I Ford sees its way to bring this to the US. IMO people in the US buy fullsize because there is nothing on the mid-range until now. I'll bet the economy (TCO)of the Ranger is better than the F150.

I think we buy big trucks. The commercial market for this here is zero point zero, and the rec market for little campers I don’t think is too deep. It’ll take a fuel spike, when people think “small”.

 

[Roach]

I think we buy big trucks. The commercial market for this here is zero point zero, and the rec market for little campers I don’t think is too deep. It’ll take a fuel spike, when

Hmmm, I think the ranger is longer than the quartermaster. Does that mean the Quartermaster in the US is doomed? I suppose people looking for “a look” will gravitate to IG but if your point “we buy big” is true the the quartermaster will be a hard sell. Buying “big” might also be generational, family farms are in transition and are hyper focused in efficiency. Most of my use cases really don’t need full size but point is lost as they aren’t scheduled for US consumption.

 

[Zimm]

Hmmm, I think the ranger is longer than the quartermaster. Does that mean the Quartermaster in the US is doomed? I suppose people looking for “a look” will gravitate to IG but if your point “we buy big” is true the the quartermaster will be a hard sell. Buying “big” might also be generational, family farms are in transition and are hyper focused in efficiency. Most of my use cases really don’t need full size but point is lost as they aren’t scheduled for US consumption.

Yea, I kinda do. Considering what you can get in a full size pickup in the us, The quartermaster doesn't have a huge market, and its definitely not a 1 ton. It's been 50 years since I was a kid on a family farm, but, as far as efficiency goes, fuel consumption really isn't even a consideration until every other box is checked. Can the truck do everything you need to produce a profit? The classic farm truck when I was a kid was a 69 f250 4x4 (if you had the money for 4x4) stripped beater with a 390fe. 8'bed. That truck new in today's dollars???? $23,400-30,000!!! Considering that farm trucks don't need inspected if they stay withing 10 miles of the farm, you buy a beater and kill it. Lather, rinse, repeat. That's farm life efficiency.

 

[Roach]

Yea, I kinda do. Considering what you can get in a full size pickup in the us, The quartermaster doesn't have a huge market, and its definitely not a 1 ton. It's been 50 years since I was a kid on a family farm, but, as far as efficiency goes, fuel consumption really isn't even a consideration until every other box is checked. Can the truck do everything you need to produce a profit? The classic farm truck when I was a kid was a 69 f250 4x4 (if you had the money for 4x4) stripped beater with a 390fe. 8'bed. That truck new in today's dollars???? $23,400-30,000!!! Considering that farm trucks don't need inspected if they stay withing 10 miles of the farm, you buy a beater and kill it. Lather, rinse, repeat. That's farm life efficiency.

I wasn’t even thinking of fuel when it came to efficiency but it might be a bit better than a 1500 or 150.

 

[Roach]

I've watched a couple videos and really bummed this doesn't have a target date for the US (yet). 34gal tank, almost 10k lbs towing, decent torque at 442lbs (HP is a bit low but ok for my needs

 

[Krabby]

I doubt there will be an American version of this because it would eat into F150 sales.

 

[Zimm]

I doubt there will be an American version of this because it would eat into F150 sales.

On the other hand, IF chevy does it.... It's tough for them to leave a category uncontested, especially if it's already on the shelf.

I'm not sure it would eat any f150 though. It has great payload, but the bed is tiny, the ride will suck, and it won't be cheap. That's not a recipe for commercial or passenger. Nor will be as competent offroad as a raptor version. There's a reason Toyota never looked at sending the 79, and continued to develop truck after truck after truck to get the US market right.

 

[Roach]

I configured a double cab with galvanized bed, snorkle, etc at $54k USD (Converted from NZ dollars). Would have been nice to see a 49k handle but given the price of trucks today (F250's are in the 60k range). Given that the Ranger is pretty popular in Australia S&L its a great place to launch.

Curious, I love the bed that comes with trucks in Australia...never seen many like that in the US. Any ideas of what it's called?

 

[NQ94]

Ranger SD seems to be aimed aimed at the Australian and likely the NZ and SA markets. Can't see it doing to well against F250 and the 2500 work trucks in the US. The big US utes are pushing near AU$200k by the time they are converted to RHD and before any upfitting and are not really that reliable, too big for some city jobs when compared to factory rhd utes and small trucks like Isuzus. Parts are slow to get and expensive and every conversion company seems to have their own parts to do the same job. The other issue is licensing in the US people can drive a 45ft coach or semi trailer as long as it is private not for hire on a standard license. Here 4500kg is the largest you can drive on a car license before moving to LR light rigid up to 8t GVM (gvwr), medium rigid MR any 2 axle trucks above 8t gvm an LR trucks, and Heavy rigid licenses more than two axles with 9t trailer, followed by Heavy Combination Semi and Multi Combination The F250s etc on a car license have less load ability then Rangers and other smaller utes and the standard 1500s don't come out too well either with their claims for our laws.
The Ranger SD appears to be aimed at the Work truck market currently with only cab chassis available but there will be a model with a factory tub (bed) on its way. The dropside tray on the C/C version is an additional cost and ther are several tray versions. We don't have the options like Knaphide bodies to upspec a tub and most people using the for work or touring will ditch the tubs in preference for a tray or a service body.

 

[Zimm]

I doubt there will be an American version of this because it would eat into F150 sales.

Ranger SD seems to be aimed aimed at the Australian and likely the NZ and SA markets. Can't see it doing to well against F250 and the 2500 work trucks in the US. The big US utes are pushing near AU$200k by the time they are converted to RHD and before any upfitting and are not really that reliable, too big for some city jobs when compared to factory rhd utes and small trucks like Isuzus. Parts are slow to get and expensive and every conversion company seems to have their own parts to do the same job. The other issue is licensing in the US people can drive a 45ft coach or semi trailer as long as it is private not for hire on a standard license. Here 4500kg is the largest you can drive on a car license before moving to LR light rigid up to 8t GVM (gvwr), medium rigid MR any 2 axle trucks above 8t gvm an LR trucks, and Heavy rigid licenses more than two axles with 9t trailer, followed by Heavy Combination Semi and Multi Combination The F250s etc on a car license have less load ability then Rangers and other smaller utes and the standard 1500s don't come out too well either with their claims for our laws.
The Ranger SD appears to be aimed at the Work truck market currently with only cab chassis available but there will be a model with a factory tub (bed) on its way. The dropside tray on the C/C version is an additional cost and ther are several tray versions. We don't have the options like Knaphide bodies to upspec a tub and most people using the for work or touring will ditch the tubs in preference for a tray or a service body.

Interesting. The ranger evolved a HD version due to local weight class limitations. It kind of explains why the big 3 US makers don’t push them elsewhere. I just had 7000lbs of batteries for scrap in my f350 Plus the 8000lb rig. I guess you’d need a special license for that.

 

[NQ94]

Interesting. The ranger evolved a HD version due to local weight class limitations. It kind of explains why the big 3 US makers don’t push them elsewhere. I just had 7000lbs of batteries for scrap in my f350 Plus the 8000lb rig. I guess you’d need a special license for that.

We have the NHVR, National Heavy Vehicle Regulator they're like pseudo traffic cops with the power of police to put heavy vehicles off the road. Every vehicle over 4.5t gvm is federally registered except in Western Australia and Northern Territory that are not in the NHVR and have slightly different laws. Soon as a vehicle is registered over 4.5t gvm it is limited to 100kmh speed limit and the driver to .00 BAC and other truck related laws. Over 12t GVM or Gross combination mass it's full log books and driving hours. The other difficulty is getting insurance for a private truck over 4.5t at a reasonable cost with only a few companies willing to insure unless it's for a business and others only if it's a RV or motorhome. We are only able to have a trailer max 4.5t with electric brakes before being required to have full air brakes. This puts the any thing above F350s SRW into a an odd position in Australia when you can go a buy a proper more useful truck for the same money.