2027 Ford Ranger review

The Ford Ranger has received some updates for 2027, but the magnitude of change varies depending on where you look.

There's now greater accessibility of the single-turbo diesel four-cylinder that replaced the problematic bi-turbo diesel as the base Ranger engine for the MY26.50 update, bringing some minor price changes at various points across the model range.

The limited-edition Wolftrak has disappeared and moved to the related Everest large SUV lineup for MY27, but Ford has reintroduced the Wildtrak X and, for the first time, it will come with a V6.

Indeed, the wider availability of V6 power from MY26.50 continues for MY27, but some variants in the current lineup have remained unchanged, including the popular 2027 Ford Ranger V6 Wildtrak on test here.

It still has the same price and equipment, and the same lusty 3.0-litre turbo-diesel V6 as before, but it's now available in a bold new paint finish called Ignition Orange. Oh, and there are hits of orange on the wheel centre caps, too.

Fundamentally, though, the higher-spec Ranger dual-cabs remain virtually unchanged since the current-generation model was launched in 2022, and the Wildtrak continues to sit below only the Wildtrak X, Platinum, and Raptor grades in the top-selling ute lineup.

Yes, despite recent recalls that impacted sale in August, the Ranger is still Australia's favourite ute, and the country's top-selling new vehicle overall - positions it's held since 2023.

It remained Australia's best-selling vehicle last month (September 2026), when more than 5000 examples were delivered, outpacing rivals like the Toyota HiLux by some 600 sales, and the BYD Shark 6 by more than 3500.

Is the Ranger still worthy of its market-leading status as 2027 edges near?

How much does the Ford Ranger cost?

The Ford Ranger lineup is more complicated than ever, and the Wildtrak trim sits fourth from the top. When specified with a V6 engine, it's priced at $75,090 before on-road costs.

2027 Ford Ranger pricing:

4x2

4x4

The Ranger's traditional nemesis is the HiLux, and the Wildtrak's closest competitor is the Rogue, priced at $71,990 plus on-roads.

Another strong-selling ute is the Isuzu D-Max, priced at $73,000 plus ORCs in premium X-Terrain trim.

Although it's not a diesel, there's also the plug-in hybrid BYD Shark 6. In flagship Performance guise, it costs $62,900 plus ORCs.

And let's not forget the Volkswagen Amarok, which is based on the Ranger and priced at $73,740 plus ORCs in TDI600 Style trim, giving it a more premium positioning than the Ranger.

To see how the Ford Ranger stacks up against the competition, check out our comparison tool

What is the Ford Ranger like on the inside?

Still as nicely arranged and assembled as ever. And the fact it doesn't look quite as modern as the cabins in some other newer utes is starting to work in its favour.

In many ways, the proliferation of lazily integrated infotainment touchscreens and generally bland interior designs has, in our opinion, made older-generation cabins like the one in the Ranger far more appealing.

No, the Ranger's fundamental cabin design hasn't changed much since its 2022 launch, making it seem noticeably older inside than most utes released since then. Yet it's still a pleasant place to spend time.

Screen integration is a huge part of that. The portrait-oriented infotainment touchscreen is still massive by current standards, and it was clearly conceived as part of the overall dashboard design so it doesn't at all feel out of place.

It also helps that this screen is still nice to use. Ford's graphic identity is clean and appears to be ageing quite well, and the screen isn't laggy or unresponsive. Switching to dark mode, as seen in our imagery, also brings a classier look than the default white background, at least to my eye.

We still have some screen-related complaints, though. We don't like that much of the climate system is digital, making basic functions like seat heating and air direction much less intuitive and more fiddly to operate on the move.

Ford has at least retained robust physical controls for fan speed and temperature below the screen, finished in the same dull black plastic as in other high-traffic areas around the cabin. Again, better than any iPad-equipped car.

The other screen in the Ranger is the digital instrument display, which measures eight inches in size in the Wildtrak. This is the smaller of the two clusters available across Ford's ute range, and it doesn't look all that polished.

It's fine for the job, but the screen's resolution isn't particularly sharp, and it doesn't fill all the space in the instrument binnacle, as in the Raptor and Platinum. Either side is a huge black bezel, but the temperature and fuel gauges are tastefully integrated.

Elsewhere, there's quite a lot of scratchy plastic. The centre console is the most obvious area, though it feels appropriate for a commercial vehicle. It's far better than slathering piano-black everywhere, and it should be more durable long-term.

That said, the Wildtrak offers some welcome luxuries. It has synthetic leather seat trim with suede-like inserts, a leather-wrapped steering wheel, and a Bang & Olufsen-branded sound system that sounds great by ute standards.

And, being a Wildtrak, the interior is tied together with orange stitching all over the place, and accented with orange logos on the dash and seats. It's a nice place to be for sure, especially since the seats are fairly comfortable, even if they're not massively supportive on longer drives.

Front seat heating is standard, but not ventilation – you need to step up to the Platinum for that. Still, this Ranger has more than enough to keep you happy.

Storage remains an undeniable highlight of the Ranger's cabin. This ute's practicality is nearly unmatched in the sheer number of places to put things, including a two-tier passenger-side glovebox with a shelf in between, pop-out dashboard cupholders, a rubberised wireless phone charger, sunglasses holder, two large central cupholders, and a decent centre storage box.

There are other nooks and crannies to put things elsewhere, and of course large-ish bottle holders in the doors. Even with that big screen in the middle, the Ranger doesn't feel strapped for space.

The centre console houdes a large gear selector with manual shift buttons on the side, a circular drive mode selector, and a small array of driving-related buttons – all very easy to access in a pinch.

There are also two USB ports nestled below the screen, and of course wireless Apple CarPlay and Android Auto are standard. Aside from the slight reliance on its touchscreen, the front of the Ranger's cabin is refreshingly traditional.

The second row doesn't quite offer the space that the vehicle's exterior proportions suggest. But that's par for the course in a mid-size dual-cab – except for larger ones like the Kia Tasman, MG U9, LDV Terron 9 and Foton Tunland – because the priority is cargo capacity out the back (more on that in a second).

Back-seat legroom and headroom are both tight, and the bench seat feels quite high and flat. It therefore isn't the most comfortable space for full-grown adults, but you can certainly make it work if need be. The lack of seat bolstering and slippery upholstery doesn't help, though.

However, amenities include dual rear-facing air vents on the back of the centre console, which sit above two more USB ports and a 400W power outlet, plus a soft fold-down armrest with two cupholders.

Extra practicality back here comes in the form of several storage options, particularly the in-floor cubbies found by lifting the base of the bench seat. The requisite ISOFIX anchors and top-tether points are also fitted to the outboard seats.

As ever, the tub is very spacious. The Wildtrak's inclusion of an electric rolling tonneau cover is a handy touch, even if it impacts vertical space at the front of the bed.

A drop-in bedliner is standard, but there aren't any hydraulic dampers for the tailgate. That means it'll come crashing down if you don't take care when opening it, but at least it gets tailgate lift assistance to make closing it a tad easier.

You’ll also notice that our tester was fitted with Ford’s optional Flexible Rack System, which is cheaper than it was 12 months ago. Now available for $1990 instead of $2800, it replaces the Wildtrak’s standard Sports Sailplane and can slide into various positions atop the bed, giving you an additional point to secure long items overhead. This is standard on the Platinum.

Additionally, Ford's Pro Power Onboard system brings a 400W outlet in the tub.

To see how the Ford Ranger stacks up against the competition, check out our comparison tool

What's under the bonnet?

Despite the powertrain changes elsewhere in the lineup, the turbo-diesel V6 remains the same. The single-turbo 3.0-litre unit produces 184kW of power and a buxom 600Nm of torque, with drive sent to a full-time four-wheel drive system through a 10-speed automatic transmission.

Our week with the Ranger primarily involved highway commuting, offset by a lengthy day trip to Phillip Island on Victorian freeways and through Melbourne's inner suburbs. At the end of our test, we pretty much matched Ford's economy claim, which isn't far north of what you'd see in a four-cylinder diesel ute – including a lesser Ranger.

To see how the Ford Ranger stacks up against the competition, check out our comparison tool

How does the Ford Ranger drive?

Ranger is as Ranger was.

Ford Australia has faithfully stuck to its guns in the ute segment, maintaining the same formula when putting together more luxo versions of the Ranger. With its premium-leaning appointments and strong diesel V6, the Wildtrak is pretty close to peak Ranger.

The engine remains the star of the show. Ford has left it untouched since its debut in the current Ranger and it's still as muscular as ever, with plenty of grunt across the rev range. It's hard to look past this V6 in the context of Australia's ute market, even if diesel fuel is getting uncomfortably expensive.

It responds nicely to throttle inputs and has no issue moving the 2.3-tonne Ranger with pace when you lay into it. We don't even think it sounds horrible by diesel standards, though it's hardly quiet behind the firewall.

As always, its best friend is that 10-speed auto. Although busy with its constant shifting, it does a commendably good job of keeping the V6 in a happy rev range and remains consistently smooth during normal operation.

Ford's inclusion of a full-time four-wheel drive setting remains a strong point for the Ranger V6. It's just peace of mind to know the big ute will automatically sort things out if it detects wheel slip, which is something you don't get in a D-Max or a HiLux.

That's more relevant in the context of the Wildtrak's all-terrain rubber, which provides noticeably less on-road grip. It's particularly easy to spin the rear wheels if you take a ham-fisted approach to acceleration off the line, and the front-end is less willing to bite into the road, especially in the wet.

So, full-time four-wheel drive helps everything hook up, at least under acceleration. That doesn't mean the Ranger V6's automatic '4A' mode is completely flawless, though.

This setting apportions torque according to the level of traction available, and it still prioritises rear-wheel drive in high-grip situations. But there's a slight delay between the rear tyres losing traction and the front axle engaging, something that became clear when we were navigating a slippery grass slope at low speed.

Even with the all-terrains, the rears spun up easily and, for a brief moment, the Ranger was stuck. There was then a noticeable shift when the front axle engaged, getting things moving. Of course, selecting '4H' made the same wet grass incline easy the second time round.

And that's the other benefit of the Ranger's drivetrain. You can switch between the different four-wheel drive modes on the fly and quickly set yourself right if you underestimate the difficulty of the terrain ahead. In many ways, the Ranger can be quite foolproof.

Of course, that sort of driving doesn't push the Ranger's off-road capabilities, but it's similar to what you might encounter when putting the vehicle to work on a country property. The driveline/all-terrain combo is perfect for that, if you can bear to put your plush Wildtrak to that sort of work.

Beyond that, this ute remains among Australia's best in terms of on-road comfort and refinement. Us media folk love to harp on about the fact this platform was developed locally, but there's more to that than just patriotic pride.

The Ranger is commendably comfortable, stable, and generally easy to drive. That's true even if the stiff ladder frame is still noticeable over mid-corner bumps and potholes, because the suspension is tuned well enough to maintain commendable compliance on sealed surfaces.

Unlike many cheaper utes, it doesn't bounce or jolt excessively over surface imperfections, despite the rigid underpinnings that give it its go-anywhere all-terrain capability. Its mature on-road character is underlined by a sensible steering tune that errs on the lighter side but never feels flimsy. Its ratio is fairly slow, but that's typical for this class of vehicle, and it heads faithfully where you point it.

Steering feel is subdued, as in most utes, and road noise is kept fairly well in check. It may be slightly louder on the Wildtrak's all-terrains than on conventional highway rubber, but the difference is negligible. That, along with nicely managed wind noise and a high level of overall refinement, makes the Ranger perfect for long freeway stints.

Outward visibility is strong and the Ranger avoids feeling too big on the road. You'll also notice the side mirrors are massive, just as they should be.

All this is rounded out by a full suite of well-tuned safety gear. Prominent complaints about these systems, primarily the oversensitive lane-keep assist and associated 'hands-on-wheel' warnings, are things of the past, and nothing piped up with any undue warnings in our time with the Wildtrak.

That said, the reminders to keep your hands on the wheel with adaptive cruise control and lane-centring active are too pushy. The Ranger requires constant steering input to stay happy, even with the auto lane-following function enabled on the freeway.

That's annoying, especially when you have your hands on the wheel anyway, so perhaps it needs to be more sensitive to driver inputs, or to adopt a more sophisticated capacitive system that 'senses' when your hands are actually on the wheel to get around this issue. The car's cruise systems at least have no issue following lanes or matching traffic.

There's also a high-resolution surround-view camera, which is very useful for off-roading, parking, or lining up a trailer, and all of the other driver-assist system are unintrusive and work well. Out of the box, the Ranger seems to just work.

For a detailed look at the Ford Ranger’s off-road capabilities, check out our video review here.

To see how the Ford Ranger stacks up against the competition, check out our comparison tool

What do you get?

For 2027, new additions to the 'regular-size' Ranger lineup include the XL-based Black Edition, the Sport (plug-in) Hybrid, and the re-introduced Wildtrak X. The Super Duty is a step higher in both size and price, and is yet to be updated since its release.

2027 Ford Ranger XL equipment highlights:

• 16-inch steel wheels (2.0L only)
• 17-inch steel wheels (V6 only)
• Full-size spare wheel
• All-season tyres (2.0L only)
• All-terrain tyres (V6 only)
• Heavy-duty suspension
• Front disc brakes
• Rear drum brakes (2.0L only)
• Rear disc brakes (V6 only)
• Locking rear differential (4×4 only)
• Automatic halogen headlights
• LED tail-lights (pickup only)
• Power-adjustable side mirrors
• Power-folding side mirrors (dual-cab only)
• Vinyl flooring
• Cloth seat upholstery
• 8-way manual driver's seat
• 4-way manual front passenger seat
• 8.0-inch digital instrument display
• 12.0-inch touchscreen infotainment system
• Wireless Apple CarPlay and Android Auto
• Bluetooth
• 2-speaker sound system (single-cab only)
• 4-speaker sound system (super-cab and dual-cab only)
• Ford App connectivity
• 400W power inverter in rear console (super-cab and dual-cab only)
• Dual-zone climate control
• Rear air vents (dual-cab only)
• Tailgate with lift assistance (pickup only)
• Electronic gear shifter (V6 only)
• Selectable drive modes (V6 only)

Ranger Black Edition adds:

• 17-inch Asphalt Black alloy wheels
• All-terrain tyres
• Rear disc brakes (2.0L only)
• Black grille
• Black side steps
• Carpet flooring
• Driver's floor mat
• Drop-in tub liner
• Long-legged sports bar
• Cargo management system
• Selectable drive modes

Ranger XLS adds (over XL):

• 17-inch Ebony alloy wheels
• All-terrain tyres
• Side steps
• Carpet flooring
• Driver's floor mat

Ranger XLT adds:

• 17-inch Ebony alloy wheels
• All-season tyres (2.0L only)
• All-terrain tyres (V6 only)
• Rear disc brakes
• Automatic LED headlights
• LED daytime running lights
• LED front fog lights (4×4 only)
• LED tail lights (pickup only)
• Rain-sensing wipers
• Privacy glass
• Premium cloth upholstery
• Satellite navigation
• Electrochromatic rear-view mirror
• Proximity entry with push-button start
• 6-speaker sound system
• Wireless phone charger
• Black tubular sports bar (pickup only)
• Integrated tailgate workbench with power tailgate lock (pickup only)
• Drop-in tub liner (dual-cab pickup only)
• Spray-in tub liner (super-cab pickup only)
• 400W power inverter in tub (pickup only)
• Towbar receiver
• Integrated trailer brake controller

Ranger Sport (Hybrid only) equipment highlights:

• 2.3-litre turbocharged petrol plug-in hybrid powertrain
• 75kW electric motor
• 11.8kWh battery
• 18-inch alloy wheels
• All-season tyres
• Automatic LED headlights
• LED daytime running lights
• LED front fog lights
• Automatic high-beam
• Puddle lamps
• Power-adjustable, power-folding side mirrors
• Side steps
• Black tubular sports bar
• Drop-in tub liner
• Leather-accented upholstery
• Heated front seats
• 8-way power driver's seat
• 12.4-inch digital instrument cluster
• Wireless phone charger
• Electrochromatic rear-view mirror
• 360-degree camera
• Off-Road Screen
• Pro Trailer Backup Assist
• Pro Power Onboard – 6.9kW
• Volumetric and perimeter alarm
• Seven selectable drive modes:
• • Normal
  • Eco
  • Tow/Haul
  • Slippery
  • Mud/Ruts
  • Sand
  • Sport
• Four EV drive modes:
• • Auto EV
  • EV Now
  • EV Later
  • EV Charge

Ranger Wildtrak adds (over XLT):

• 18-inch alloy wheels
• All-terrain tyres
• Matrix LED headlights
• Roof rails
• Leather-accented seat upholstery
• 8-way power driver's seat
• Heated front seats
• 10-speaker Bang & Olufsen sound system
• Interior ambient lighting
• Off-Road Screen
• Pro Trailer Backup Assist
• Sports sailplane
• Aluminium tie-down rails
• Power roller shutter
• Tow hitch

Ranger Wildtrak X adds:

• Equipment TBC – Ford Australia has not yet released MY27 Wildtrak X specifications

Ranger Platinum adds:

• 20-inch machine-faced alloy wheels
• All-season tyres
• Black-painted roof
• Roof rails with folding roof racks
• Cargo management system
• Flexible Rack System
• Damped tailgate with lift assistance
• 12.4-inch digital instrument cluster
• Quilted leather-accented upholstery
• 10-way power driver's seat with position memory
• 10-way power front passenger seat
• Ventilated front seats
• Heated leather-wrapped steering wheel
• Auxiliary switch bank

Ranger Raptor equipment highlights:

• 3.0-litre twin-turbo petrol V6
• 17-inch alloy wheels
• BFGoodrich KO2 all-terrain tyres
• FOX 2.5-inch Live Valve suspension
• Locking front and rear differentials
• 272mm ground clearance
• 'Tough Bed' spray-in bedliner with tailgate ruler
• Ford Performance Raptor front seats
• 10-way power driver's seat
• 8-way power front passenger seat
• Raptor leather-wrapped steering wheel with R button
• Seven selectable drive modes, including:
• • Sport
  • Baja
  • Rock Crawl

To see how the Ford Ranger stacks up against the competition, check out our comparison tool

Is the Ford Ranger safe?

The Ford Ranger has a five-star ANCAP safety rating based on testing conducted in 2022. That score applies to all variants except the Raptor.

Standard safety equipment highlights:

• 9 airbags, incl:
  • Dual front
  • Dual front-side
  • Dual curtain
  • Driver's knee
  • Front passenger's knee
  • Front-centre
• Adaptive cruise control
• Autonomous emergency braking (AEB)
  • Vehicle detection
  • Pedestrian detection
  • Cyclist detection
  • Junction assist
• Blind-spot monitoring
• Driver attention monitoring
• Front and rear parking sensors
• Lane departure warning
• Lane-keep assist
• Rear cross-traffic alert
• Reversing camera
• Trailer sway control

Ranger XLT adds:

• Lane-centring
• Intelligent adaptive cruise control with stop/go
• Traffic sign recognition
• Tyre pressure monitoring

Ranger Sport (Hybrid only) and Wildtrak add:

• Pro Trailer Backup Assist
• Surround-view monitor

To see how the Ford Ranger stacks up against the competition, check out our comparison tool

How much does the Ford Ranger cost to run?

As of September 2026, Ford Australia backs its range with a conditional seven-year, unlimited-kilometre warranty, up from its previous five-year, unlimited-kilometre coverage. Servicing for the Ranger is required every 12 months or 15,000km, whichever comes first.

Ford's extended warranty is only available if the vehicle is serviced on time at a Ford dealer. If not, the brand's standard five-year, unlimited-kilometre warranty applies.

Importantly, Ford's new, longer warranty doesn't change if you use your vehicle for commercial purposes, a key advantage over rivals like Toyota. The Japanese brand offers five-year, unlimited-kilometre coverage as standard, but that drops to 160,000km for commercial use.

Not only that, the HiLux has shorter six-month, 10,000km service intervals. Over five years, HiLux maintenance costs $3950.

Isuzu, meanwhile, outlines a five-year service price of $2445 for the D-Max. Its warranty is also shorter than Ford's at six years or 150,000km.

To see how the Ford Ranger stacks up against the competition, check out our comparison tool

CarExpert's Take on the Ford Ranger Wildtrak V6

The Ranger V6 is as good as ever, and the Wildtrak remains a sweet spot in the range.

It's comfortable, punchy, and immensely capable both on-road and off. Its interior feels upmarket but not delicate, striking a good balance of luxury appointments and commercial-grade strength.

However, price remains a key issue, because $75,000 is a lot to pay for a dual-cab ute. It's arguably better value than the equivalent HiLux, which is expensive in its own right, but you may get a better deal elsewhere.

And of course, the Ranger still can't match the Shark for on-road refinement or outright performance, but that doesn't seem to concern the massive number of Aussie ute buyers who continue to make the Ranger more popular than any other model on the market.

The question is how long that will last, because there are now more utes available than ever, and they're getting more advanced all the time. As it stands, the Ranger remains a commendable unit and arguably still the best in its class, but it's difficult to predict what the next few years will bring.

For now, the Wildtrak is a great all-rounder, and a prime example of how good a ute designed and engineered by Australians for Australians can be.

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MORE: Explore the Ford Ranger showroom