Oliver Keohane takes a look at why the Ranger Wildtrak X, consciously produced with a keen understanding of the aftermarket culture that’s intrinsically linked with bakkies and SUVs, is a wonderful addition to the Ford Ranger family.
At the end of July I was the subject of a truly once in a lifetime experience. That’s not a term that should be thrown around easily, given the ever-increasing access we have to the world, but I do believe it would be hard to get myself from Cape Town to Queenstown, up into the snowy peaks of the “Remarkables” and through the rocky plains of Central Otago in the newest Ford Rangers and Everests.
In a surreal week spent with Ford in Queenstown, we were taken through a day of specialised ice-driving training at the world-renowned Southern Hemisphere Proving Grounds, before spending the day being guided on an extensive off-roading trip through the lower mountainous regions of Central Otago.
On the ice, I got to drive the Ranger Platinum – unavailable in, and at the time of writing, unconfirmed for South Africa. It was an epic experience, but my highlight was getting my hands on the wheel of the new Wildtrak X on the second day.
The Wildtrak X arrives in South Africa in the coming months and it stands as the first bakkie – at least on the South African market – built essentially just for the off-roading enthusiast.
To add to the experience, I got the chance to chat with two of the head engineers involved in the Wildtrak X; David Grice – Chief Program Engineer on Ranger and Everest – and Tim Postgate – Off-Road and Towing Attribute lead for Ranger and Everest. Conversations with them gave added insight into the technological upgrades and physical modifications made to the Wildtrak X.
Without further ado, I would like to make my case for why the Wildtrak X lays claim to the title for ultimate over-landing bakkie in the current market place.
Off-Road Tech
The Wildtrak X possesses the top-range selectable four-wheel drive system offered by Ford, including the new “4A” mode, an optional on-demand four-wheel drive system that can be engaged both on the road and on the trail.
Packaged with this obviously is a low-range transmission, optional two-wheel high range and four-wheel high-range, as well as a rear-locking differential. It would have been nice to see the Wildtrak X get a front diff-lock, as the Ranger Raptor comes kitted with both a rear and front one, however it would be more a luxury than a necessity in a car that is already so capable off-road.
But, these features should be expected in any decent off-roading vehicle. The additional tech is what gives the Wildtrak X the extra edge:
Trail Turn Assist: This feature improves your turning circle for tight off-road manoeuvres by applying the brake on the inside wheel, allowing for up to a 25% reduction in the car’s turning radius.
Trail Control: Cruise control, but not for the highway. This drive mode allows you to select a speed while driving in low range (or high range) off-road, meaning that the throttle modulation is taken care of by the car. This is really helpful for more technical sections off-road. Usually, you run into trouble when you either let off the gas and get stuck, or punch it too hard, miss the mark and bust the car. It was such a comfort to pick my line, drop my feet off the pedals and steer my way up the rocky hill-climbs.
Suspension & Tyre upgrade
A massive case must be made for the Wildtrak X based on it coming fully quipped for off-roading, straight from the showroom. Its the justification for the price-tag of R1 013 000, and the reasoning is sound. Ford designed the Wildtrak X to help customers bypass the aftermarket endeavours that are almost always undertaken by serious off-roaders after purchasing a stock 4×4.
The first thing that’s usually done? A fat set of all-terrain tyres and a suspension lift. So, Ford decided that the Wildtrak X would save you the time and cost of doing this with an aftermarket company.
The Wildtrak X comes off the production line sporting 17-inch alloys and 265/70 R17 General Grabber AT3 all-terrain tyres. These meaty wheels work in tandem with a suspension that has been raised by 26 mm and tuned with Bilstein Position-Sensitive Dampers.
Engine Choice (Bi-turbo over V6)
Perhaps a more contentious point, and as I write this I know some won’t be sold.
The Wildtrak X comes with Ford’s tried and tested four cylinder bi-turbo diesel engine. No V6 option…The Wildtrak on the other hand, let’s customers choose between a bi-turbo motor (for R925 000) or the V6 turbo-diesel (R1 026 000).
As explained by Grice, fuel economy is an essential factor for anyone doing long stretches of over-landing. The day to day difference between the V6 and the four cylinder engine may not be massive, but when you load the car – as one would on an over-land journey – and drive on gravel and dirt, fuel starts getting eaten up a lot quicker. Add to that the fact that petrol stations become a scarce luxury on these trips and the four cylinder option starts to make sense.
I know a case will be made for the better towing capabilities offered by the V6, but I suppose it becomes a matter of preference then; tow more weight or save more petrol. Bear in mind, the Wildtrak X’s engine churns out a very healthy 154kW and 500N.m. Do you need much more torque than that for towing?
Flexible Rack System
As someone who has repeatedly scoured Frontrunner’s website in futile window-shopping missions, Ford’s new Flexible Rack System tickled me.
What looks like your average roof-rack attachments and styled roll-bar, is in fact a very clever adjustable rack system that gives the Wildtrak X a unique bakkie roof-rack and lots of extra loading space. The roll-bar is detachable, and slides back across the load bed slotting in at various points and allowing for weight distribution throughout the length of the vehicle. I find the system so cool because it is a minute mechanical adjustment to the car, for a pretty massive increase in utility.
At the moment, the Ranger Platinum is the only other Ranger to share this system with the Wildtrak X.
Final Thoughts
R1 million bakkies are quickly becoming less of a shock to the system, and when they’ve been built as intentionally as the Wildtrak X, they start to justify the hefty price-tag. I’ve seen many 4x4s whose aftermarket accessorising takes them beyond the R1 million mark, so to have all of that done in-house is a huge pull factor.
But overall, the Wildtrak X really just presents as an awesome car. It’s stylish and smooth and not at all out of place in every day use, but it is supremely capable and logical as an off-roading truck to take you on long journeys or through technical trails. I was impressed, but also very grateful that we were able to test it in the right conditions; ones that proved the calibre of the car’s off-road capability.