2001 Ford Ranger Review

The Ford Ranger has been the best selling compact pickup truck for 13 straight years, and the revamped 2001 model has a good shot at keeping it in that enviable spot.

Highlights are a more powerful V-6, revised styling, standard four-wheel anti-lock brakes, smoother ride, quieter interior and more standard equipment.

There's also a sporty new Edge model for younger buyers. It has a monochromatic interior and popular high-riding four-wheel-drive stance even for rear-drive models.

Base prices range from $11,840 to $24,070, and there's seemingly a model for everyone.

Basically, there are rear-drive XL and higher-line two- and four-wheel-drive Edge and XLT models. All except the XL offer extended SuperCab bodies with two small fold-down, uncomfortable jump seats.

Available rear-hinged half doors only open in conjunction with the front doors. Alas, there's no crew cab Ranger with four carlike doors that open independently--a increasingly hot style offered by rival pickups. And the Ranger rear seat area is suited only for toddlers or cargo.

Rangers with regular cabs have a six- or seven-foot cargo bed, while SuperCabs have a six-foot bed. The Edges and XLTs offer a six-foot bed in the flare-fender Flareside body style. An $195 bed extender flips from the cargo bed and allows it to be lengthened about two feet.

The Ranger has been a top-seller despite being underpowered even with its top-line V-6, which provided only 160 horsepower and ho-hum acceleration in the 2000 model year. After all, many Rangers are bought instead of cars by younger buyers who like swift acceleration.

Such acceleration finally has arrived because the new Ranger gets a 4-liter, overhead-camshaft V-6 with 217 horsepower that replaces the old-style 4-liter pushrod V-6. Carried over are a decent 3-liter, 150-horsepower V-6 and a marginal 2.5-liter, 119-horsepower four-cylinder, which will be replaced as the base Ranger engine this winter with a larger, more-powerful four.

The four-cylinder comes with a five-speed manual transmission or four-speed automatic. The 3-liter V-6 comes with the manual or a five-speed automatic, while the new V-6 comes only with the five-speed automatic. The manual shifts more slickly and the five-speed automatic is quieter and more responsive.

The anti-lock brakes have electronic brake force distribution, which adjusts rear brake pressure according to vehicle load for optimum stopping distances. That's important for a pickup, where weight over the rear wheels can vary a lot and make stopping a little dicey.


The new V-6 provides strong acceleration. The steering has almost excessive power assist, but is quick and provides decent road feel. You sit high in the quieter cab, which has good front seats and large controls. An Edge I tested was loaded with gauges--a welcome relief from clusters of warning lights. The new available 6-disc in-dash CD player is handy.


The brake pedal feels too stiff, but stopping distances are OK. Handling is fine, as are off-road abilities. The ride is smooth for a small pickup thanks to a revised suspension, although nasty bumps cause the rear to jiggle--especially with an unloaded cargo bed.


There's a new grille, bumper and headlights for all models and a new hood and wheel lip moldings for the Edge. The costlier the model, the more equipment you get. Optional are narrow step bars to help entry to higher-standing four-wheel drive and Edge two-wheel drive models, but they're just cosmetic items for those with large shoe sizes.


The solidly built new Ranger is better than ever. It has a lot more competition, but is among the best compact pickups.