1999 Ford Ranger
1999 Ford Ranger
Ford’s Ranger is one of the best compact pickups on the market. It’s certainly the most popular. Responsive handling on the highway, impressive suspension performance off road and a comfortable ride everywhere make it a great choice as a light-duty truck.
The chassis was re-engineered two years ago and it really paid off. It handles rough dirt roads well, but what’s really impressive is its handling and steering response on paved mountain roads.
This newest-generation Ranger boasts a rigid chassis, a new front suspension, a redesigned interior, improved engines, fresh styling and, on 4×4 models, a clever new four-wheel-drive system-elements that add up to a great truck.
For 1999, the SuperCab models offer four doors as an option.
Walkaround and Interior
While pickup watchers are aware of the Ranger’s new look, the most beneficial improvement comes from its new chassis. The front third of the frame features fully boxed side frame rails for a significant increase in torsional rigidity. (A rigid frame reduces unwanted vibration and allows the engineers to design a suspension that more precisely controls wheel movement for improved ride and handling.)
The new-generation front suspension uses short- and long-arms. The rack-and-pinion steering system came from the Ford Explorer and offers sharp steering response. Two-wheel-drive Rangers use coil springs in the front suspension, two-stage leaf springs in the rear; 4×4 models employ torsion bars in front, single-stage leaf springs in the rear.
The newly developed vacuum-assisted hub lock system provides nearly instantaneous shift-on-the-fly four-wheel drive at any speed. When disengaged, all front driveline components are disconnected at the wheels, so fuel economy is improved and noise and vibration are reduced.
The Ranger’s functional changes are wrapped in a tough new look. New sheet metal from the A-pillars forward lowers the hood line for improved visibility, high-speed stability and fuel efficiency. Ford redesigned the grille, bumpers, head lamps and parking lamps. The hood is aluminum to reduce weight. New, larger wheels with exposed lug nuts and color-keyed door handles on higher series models give the Ranger a sportier look.
Ranger 4×4 models come with new contoured wheel lip moldings, integrated mud flaps and front and rear steel tow hooks. Ford has narrowed the price gap between 4×2 and 4×4 models, making four-wheel drive a more attractive option.
Rangers come with a choice of three engines. Ranger’s base 119-horsepower 2.5-liter inline-4 offers a 10 percent increase in torque over the previous generation, better idle quality and reduced noise and vibration. It is best suited for those who value fuel economy and low emissions. When equipped with the automatic transmission, it allows the Ranger to qualify for California’s Low Emissions Vehicle standard.
Choose one of two V6 engines for serious pulling or hauling power. A 3.0-liter V6 comes with a revised intake manifold that helps increase torque to 178 foot-pounds and 147 horsepower.
A 4.0-liter V6 generates 223 foot-pounds of torque and 158 horsepower; an optional five-speed automatic transmission is available with this engine that we highly recommend.
All engines are kept cooler by bigger radiators. A new rear-wheel antilock braking system reduces braking distances over the previous system and offers improved control on all surfaces.
A huge selection of models and trim levels is available. Regular cab wheelbases have been stretched to 111.6 or 117.5 inches, depending on body style. Extended cab (SuperCab) versions maintain a 125.9-inch wheelbase.
Prices start at $12,295. A well-equipped two-wheel-drive SuperCab XLT with a V6 is available for $16,000-$17,000.
Our truck was a $19,885 Ranger 4×4 SuperCab trimmed in cloth with a $2,745 XLT package. The 4.0-liter V6 added $450, the 5-speed automatic added $1,105. Options added another $665, but discounts totaled $1,445, resulting in a $23,405 bottom line for a top-of-the-line model.
What we didn’t get was the four-door option and we wished we had. Adding the two rear doors to the SuperCab is a $660 option available on XLT. It’s a worthwhile option because it makes it so much easier to get at the extended portion of the cab, whether climbing in or loading gear. The rear doors swing out 90 degrees and there aren’t any B-pillars to interfere with loading. Center-facing jump seats are part of the four-door package along with storage bins.
The Splash model was dropped for ’99, replaced with an appearance package.
Regular cab Rangers have been lengthened 3 inches. That’s a big improvement; the previous generation’s regular cab models offered insufficient legroom for tall drivers and a restricted rake for the seat backs. This newest generation Ranger provides more interior space, increased seat travel, and the seat can be reclined farther. There’s also more space available behind the seat for storage and a tray has been added to make this more convenient.
Four doors make the SuperCab more convenient than ever. We recommend the roomy SuperCab models for all but the most serious of work trucks. The big benefits of the SuperCab are the increased cabin space and convenient storage for gear.
The Ranger shares the Explorer’s dash and easy to use switchgear and instrument panel. Attractive new seating offers more comfort and support, particularly for off-road driving. Dual airbags come standard with a passenger-side deactivation switch.
New stereos provide improved audio performance, including the one that came on our truck outfitted with in-dash compact disc and cassette players matched with 80 watts of power and four speakers, all tuned to the Ranger’s interior.
The new Ranger does not drive like a traditional truck. Steering response and handling in transient maneuvers could almost be described in sports car terms. Winding over narrow mountain roads north of Los Angeles, we found the Ranger to be a vehicle that inspires confidence in the driver. Before long we were rounding curves with bravado usually reserved for sports sedans.
It rides nice, too. Only the slightest choppiness on the four-wheel-drive versions betrays their off-road suspensions with front torsion bars and multi-leaf rear springs. The standard two-wheel-drive versions ride even better than the four-wheel-drive models, a benefit of their front coil springs and two-stage rear leaf springs. A load improves the ride quality of all of these trucks as the rear tires hop around over bumps when the bed is empty.
While the ride quality of the two-wheel-drive trucks provides a compelling case, it seems a shame to pass up the superb four-wheel-drive system. The vacuum-assisted hublock system works seamlessly, allowing the driver to shift in and out of four-wheel drive at any speed. Shift out of four-wheel drive, and the 4×4 model rides only slightly rougher than the two-wheel-drive model. The ride quality is still surprisingly good. Four-wheel-drive models handle twisty roads with amazing prowess. Rough dirt roads failed to upset this truck when we drove it quickly around rutted turns in Southern California’s Hungry Valley off-road vehicle park. Point it where you want to go and it goes there. It absorbs big bumps, while showing remarkable stability.
Our 4×4 SuperCab came with the 4.0-liter V6, which really shined with the optional five-speed automatic transmission. This five-speed automatic shifts as smoothly as a Lexus and always keeps the V6 in its primary torque range and its efficiency matches that of the 5-speed manual. It’s a great combination.
Summary, Prices, Specs
The new Ranger may be the best compact pickup truck on the market. Its driving qualities leave the other trucks in the dust, yet it offers plenty of power and hauling capacity to get the work done. Handling is superb for a pickup and the optional five-speed automatic offers impressive response, making this truck a good companion for everyday driving.
Mazda is selling mechanically identical models, the B-2500, B-3000 and B-4000, each named for engine displacement. The styling is completely different, however, giving each a distinctive appearance. While the Ford looks tough, the Mazda looks sporty. They are both good-looking trucks and a debate rages as to which is more attractive. Mazda B-Series trucks offer a compelling alternative to the Toyota Tacoma, with the Mazda delivering more truck per dollar.
|Model Line Overview|
|Engines:||119-hp 2.5-liter inline 4-cylinder; 150-hp 3.0-liter ohv V6|
|Transmissions:||5-speed manual, 4-speed automatic|
|Safety equipment (standard):||Dual airbags|
|Safety equipment (optional):||N/A|
|Basic warranty:||3 years/50,000 miles|
|Assembled in:||Louisville, Kentucky; Twin Cities, Minnesota; Edison, New Jersey|
|Specifications As Tested|
|Model tested (MSPR):||4x4 XLT SuperCab|
|Standard equipment:||ABS, AM/FM/cassette stereo, intermittent wipers|
|Options as tested (MSPR):||XLT trim with air conditioning, cruise control, power windows, door locks and mirrors, aluminum wheels and sliding rear window; 4.0-liter V6, 5-speed automatic, AM/FM/CD/cassette, flip-out quarter windows, leather-wrapped steering wheel, fog lamps, two-tone paint|
|Gas guzzler tax:||N/A|
|Price as tested (MSPR):||$23405|
|Engine:||4.0-liter ohv V6|
|Horsepower (lb.-ft @ rpm):||160 @ 4200|
|Torque (lb.-ft @ rpm):||225 @ 2750|
|EPA fuel economy, city/hwy:||16/20 mpg|
|Track, f/r:||58.6/57.3 in.|
|Head/hip/leg room, f:||39.2/52.7/42.2 in.|
|Head/hip/leg room, m:||N/A|
|Head/hip/leg room, r:||N/A|
|Unless otherwise indicated, specifications refer to test vehicle. All prices are manufacturer's suggested retail prices (MSPR) effective as of November 10, 1999.Prices do not include manufacturer's destination and delivery charges. N/A: Information not available or not applicable. Manufacturer Info Sources: 1-800-392-3673 - www.ford.com|