This year?s Ranger shows off a completely new interior design, with the six main instruments housed together under a new curved hood. A large black pod next to it contains handy climate and entertainment system controls, as well as two central vents.
What Ford calls its new P100 radio has a larger bezel on all versions, with larger, easier-to-use buttons and controls than the cramped, tiny Ford radios of the past. There?s a new one-piece magnesium steering wheel to hold the airbag, and the Ranger had new seat-covering designs similar to those used on its half-sister, the Explorer.
A 12-volt power point has been added to the instrument panel to facilitate the operation of cellular telephones, radar detectors or other after-market accessories.
Our maxed-out XLT had standard power steering, 60/40 split bench seats with cloth covering, fancy door panels with storage nooks, a mini-console, full carpeting, a color-keyed headliner with a grab handle and an electronic AM/FM stereo, all of which rendered it carlike and comfortable.
New options include a six-way power driver seat on SuperCab models only (no room for this in a Regular Cab version), power windows with a one-touch down feature, all illuminated entry system, 15-in. aluminum wheels, a 6-CD changer, and a remote entry/antitheft system. The electronic speed-control option includes a tap up/tap down feature and illuminated controls mounted on the outer edges of the steering wheel hub.
One problem, though, that the Ranger has had since day one - even after several interior redesigns - is the cramped feeling that comes as standard equipment with all Regular Cab versions. It has less room inside than the larger Dakota or the new GM trucks, and not much legroom or headroom for tall drivers. Of course, the SuperCab version makes all of that disappear, but it costs extra, whereas the competition throws roominess into the base-truck package.
If power is what you need from your 1995 compact pickup, the sales-leader Ranger unfortunately may not be for you. We?re not saying it?s weak, mind you, but with 160 hp from the extra-cost 4.0-liter V6, you?d still be 40 hp short of what Chevrolet offers in its 4.3-liter, 200-hp top engine and 60 hp short of the Dodge Dakota, the only compact truck to offer a 5.2-liter V8, rated at 220 hp.
Engine power aside, our 4.0-liter Ranger XLT was a snap to drive and maneuver. The Ranger still uses a Twin I-Beam front suspension with coil springs and conventional truck-style leaf springs at the rear. The combination provides good - if not great - ride and handling even when the truck is unloaded.
The driving position behind the new dashboard is commanding and provides excellent visibility. The new instrument package is several leaps better than the old panel layout, which in its day was very good. Fit-and-finish quality are top drawer. We noticed that the 4.0-liter engine could, at high rpm, be loud to the point of almost shuddering. But in normal driving it was fine, with plenty of grunt for most hauling chores.