.png)
In 2023, the Ford Ranger achieved a significant milestone. It overtook the Toyota Hilux, ending its seven-year reign as Australia’s most popular vehicle. The Ranger has since become a firm favourite among both tradespeople and families, thanks to its potent combination of power, comfort, and affordability. But what makes the Ford Ranger such an attractive package?
The Ranger certainly makes a strong first impression. Its striking design is hard to ignore, and its impressive 3,500kg braked towing capacity is a testament to its raw power. But potential caravan owners often find themselves asking a critical question: Can the Ranger handle the heavy lifting? Is it merely a show pony, or does it offer the complete package?
To answer these questions, we need to look beyond the glossy brochures and sales pitches. Let’s delve deeper into what the Ford Ranger truly brings to the table.
Peeling back the specifications of our class-leading Ford Ranger
The Ford Ranger lineup offers a broad range of options and models. In this article, we’ll focus on the major models you’ll often see towing a caravan around our beautiful country: the Platinum, Wildtrak, and Sport. These models come with two common engine options: a 3.0L V6 Turbo Diesel and a 2.0L Twin-Turbo In-Line 4 cylinder.
Each of these variants boasts a braked towing capacity of 3,500kg, which is among the highest in Australia, surpassed only by American Pickups and light trucks. In Australia, it’s a legal requirement to have brakes fitted to your trailer when the weight exceeds 750kg, so we often focus on braked towing capacity.
Now, let’s delve into the Ranger range. While there are some expected fluctuations between the models and engine variants, the Ranger typically has a Gross Vehicle Mass (GVM) of between 3,230 to 3,350kg and a Gross Combination Mass (GCM) of 6,350 to 6,400kg. These stats underscore the Ranger’s strong value proposition, especially when compared to main competitors like the Hilux.
If you’re unfamiliar with these terms, here’s a brief explanation:
- Gross Vehicle Mass (GVM): This is the maximum allowable weight of the vehicle, including all its contents such as passengers, cargo, accessories, and modifications, and the tow ball weight from the trailer. The last point is particularly critical.
- Gross Combination Mass (GCM): This is the total weight limit for your vehicle and caravan combined. The GCM has always been fairly restrictive with Utes in Australia, so it’s important to keep an eye on the GCM when comparing your options.
The Kerb weight of the empty Ranger varies between 2,296kg to 2,388kg. We typically use this as our basis for calculations as it includes a vehicle weight full of fluids (oils, coolants, and fuel). However, the Kerb weights do not include any vehicle accessories, not even your floor mats or tow hitch; effectively, it’s the base spec with no options selected.
One advantage of the Ranger is its Kerb weight, which is significantly higher than some of its competitors. While this may result in a lower tray payload than the Hilux (in some variants), it’s actually better for towing to have as much mass as you can in your tow vehicle.
Finally, the hidden piece of the puzzle is the Gross Axle Weight Limits. In Australia, Utes are classed as commercial vehicles, so Redbook often has the axle limits already researched for you. If you own a sedan or SUV, you’ll need to check your owner’s manual to find your limits. The axle limits for the Ranger vary from 1,490 to 1,520kg for the Front and 1,959kg for the Rear, depending on the model and variant.
The truth behind that 3,500kg towing capacity…
Now that we’ve covered all the essential specifications, it’s time to piece them together and see how the Ranger truly measures up when it comes to towing.
For our analysis, we’ll focus on the 2024 Ford Ranger Wildtrak Auto 4x4 MY24.50 Double Cab with a 3.0L V6 Diesel engine. This model was chosen for two reasons: it’s one of the most popular variants, and the 2.0L bi-turbo variant is not recommended for serious towing, a point we’ll delve into later.
When hitching a caravan or trailer weighing 3,500kg, it’s vital for safe towing to maintain approximately 10% of the trailer’s mass as tow ball load. This weight contributes to your Gross Vehicle Mass (GVM) limit. The importance of this point is underscored in the Ford owner’s manual:
We’ll use this 350kg tow ball mass a little later in our deep dive, but just remember why it’s there.
Let’s begin by examining the Wildtrak’s Gross Combination Mass (GCM). Here’s how the calculations unfold:
- Starting with the Wildtrak’s Kerb weight of 2,388kg,
- Adding the trailer weight of 3,500kg,
- We arrive at a combined weight of 5,888kg.
Given the GCM limit of 6,400kg, subtracting our combined weight leaves us with a 512kg payload capacity for the Wildtrak. Quite impressive, isn’t it?
However, if you’ve been following closely, you’ll notice that this 512kg payload, derived from the GCM limits, differs from the GVM rating alone.
The Wildtrak’s Kerb weight of 2,388kg + 512kg of payload + 350kg tow ball mass from our trailer equals 3,250kg, while our GVM rating is 3,350kg. This 100kg difference is our GCM penalty, which means 100kg of possible payload on your GVM is forfeited when we maximise our towing capacity of 3,500kg.
This is important to be aware of, as with some other Utes, it is a lot more significant.
While 512kg of payload for your Wildtrak sounds abundant, there’s one more critical piece of the puzzle that we need to address, and that’s those axle limits. From a load perspective, the weight your trailer applies to your tow hitch is significantly amplified when it reaches the rear axles of your vehicle. This is due to the lever and fulcrum effect of the weight being applied to your tow hitch being amplified onto your rear axles, which is a function of the distance between your axles and your tow hitch – one reason we always recommend never extending your hitch further than you need to! Doing so not only amplifies the load on your axles but decreases stability and increases the risk of yawing or being pushed around by your trailer.
Without boring you too much more, when we take into account the hitch overhang, our rear axle limits, and the tow ball mass from our trailer, we are left with approximately 363kg of payload for our rear axles before we start hitting our limits. But just remember, it’s not just what you put into your tray that adds to your rear axles; even your driver and passengers will contribute to this.
Taking into account the rear axles, the Ranger’s payload is actually pretty good, giving many people plenty of options to comfortably hit the road while towing a 3,500kg trailer. However, just because the Wildtrak’s specifications support its towing capacity, it’s not a green light to hit the road just yet! We’ll get to that soon.
For those needing a refresher on all these terms and how everything interconnects when looking at Braked Towing Capacities, consider visiting our high-level guide here.
Navigating the Complexities of Towing Capacity Without an Engineering Degree
While some towing limits are straightforward to define, others require intricate calculations tailored to your specific rig setup. We’ve touched on some of these complexities above, but we’ve kept it simple for our readers.
It’s easy to think everything is in order, but even the most seasoned experts can encounter challenges, especially when trying to ensure overall compliance. This is where LoadMate steps in.
LoadMate employs thousands of complex calculations, tailored to your rig, vehicle, caravan, and specific situation. This ensures you receive precise advice and a detailed towing profile of your limits and available payloads across various compliances.
LoadMate doesn’t just provide you with a customized towing profile; it also integrates with weighbridges or mobile weigh checks to offer dynamic, up-to-date, accurate reports. Remember, these weigh checks are just a snapshot in time. The moment you move, add, or remove anything from your vehicle or caravan, your weights and compliance can change. Without LoadMate’s assistance, keeping on top of these changes can be an arduous task.
We leverage this sophisticated engine for our analyses in these articles, but we encourage you to experience it for yourself. It’s an investment in peace of mind – arguably the most affordable insurance and confidence booster you can find.
Now, let’s dive back into our detailed exploration of the Ford Ranger Towing Capacity.
Want more? Let's explore your options.
While the Ranger is quite impressive compared to its competitors on paper, some readers may find that they’ve consumed their available payload quicker than expected and need a little more. So, what options are out there for them?
The GVM & GCM Upgrade Route
One viable solution for Ford Ranger owners seeking to maximise their vehicle’s towing and payload capacities is the GVM (Gross Vehicle Mass) and GCM (Gross Combination Mass) upgrades. These upgrades, offered by Second Stage Manufacturers like Lovells, can significantly enhance your vehicle’s capabilities. They offer a GVM upgrade to 3,505kg or 3,700kg and a GCM upgrade to 6,350kg to 7,200kg, applicable before the initial registration in states such as NSW and VIC. This package also elevates the Rear Axle Limits from 2,050kg to 2,120kg.
These upgrades are available for both the 3.0L V6 and the 2.0L Bi-turbo variants, with slightly differing limits depending on your model and powertrain.
However, it’s important to note that while this approach will allow owners additional payload capacity, it also puts a lot more significant stresses on the vehicle’s running gear. Engine, gearbox, axles, bearings, etc., are all under a load that Ford never intended. So, keep in mind that while a GVM/GCM upgrade can enhance your payload capacity, it doesn’t inherently boost the vehicle’s overall durability.
This poses a larger overarching question: What happens if something goes wrong with my Ranger after I get a GVM upgrade?
Understanding the Implications of GVM and GCM Upgrades
The decision to upgrade isn’t without its complexities, especially concerning the vehicle’s warranty. Here are some key considerations:
- Safe Towing Ratios: A GVM upgrade can significantly benefit towing, particularly by allowing you to load more weight into the tow vehicle itself, thereby achieving a higher vehicle-to-trailer weight ratio. This can enhance stability and safety while towing.
- Extra Capacity: The GVM upgrade enables more comfortable and legal payloads, allowing you to make the most of your travels with the Ranger.
- Warranty Concerns: Non-genuine modifications may affect the vehicle’s warranty. Ford’s warranty documentation explicitly states that damage or performance issues resulting from modifications with non-genuine products will not be covered.
- Increased wear and tear: Operating your vehicle at its maximum capacity, and beyond with a GVM upgrade, places a significant load on the vehicle itself. This extra burden inevitably accelerates the wear and tear on the vehicle, especially on critical driveline components.
For those considering these modifications, thorough research is advisable. Our definitive guide on Gross Vehicle Mass offers a comprehensive review of GVM upgrades, including detailed insights into the process and critical considerations you need to be aware of.
While we’re here, let’s cover the Weight Distribution Hitch (WDH).
In Australia, you’ll often hear recommendations to use a Weight Distribution Hitch (WDH) for various reasons, some backed by decades of supposed safe towing experience. However, it’s wise to approach such advice with caution.
A WDH is designed to evenly distribute the load across the towing vehicle and trailer, enhancing stability and handling. For those unfamiliar with the principles of a WDH, it utilises spring bar tensioners to adjust the distribution of weight across the vehicle’s axles. Contrary to common misconceptions, a WDH does not reduce the tow ball mass. Instead, it redistributes the weight from the vehicle’s rear axle primarily to the front axle (approximately 2/3 of the redistributed weight) and the trailer’s axle group (the remaining 1/3).
Consider an 800lb rated WDH for a 350kg tow ball mass. When fully tensioned, it shifts around 337kg from the vehicle’s rear axle, adding approximately 228kg to the front axle and 109kg to the caravan’s axles. This is achieved by applying significant torsion stress on the vehicle’s chassis, the A-frame of the trailer, and the tow ball interface.
By using a WDH, you can redistribute weight from the rear axle to the front axle and the caravan, helping to utilise the vehicle’s towing capacity more effectively. This facilitates more balanced towing dynamics and allows for a reasonable payload for your occupants and belongings.
However, it’s important to note that Ford does not recommend nor support the use of WDHs for towing. In fact, when used properly, WDHs can be restrictive: they are not advisable for off-road driving and should be disconnected on many common driving surfaces and when reversing. The significant stress a WDH places on the vehicle’s chassis could introduce risks.
Deciding whether a WDH fits your towing needs demands a thorough understanding of its operation and the appropriate contexts for its use. Many people mistakenly view it as a universal solution, not recognising the nuanced considerations required. Educating yourself on how and when a WDH should be employed is crucial to avoid over-reliance on it as a catch-all solution.
Bi-Turbo 2.0L vs. 3.0L V6 Turbo – Understanding the Towing Dilemma
When it comes to the engines of the Ford Ranger, we face an intriguing dilemma. The 3.0L engine, with its robust 184kW and 600Nm of torque active between 1,750 to 2,250rpm, is certainly impressive. On the other hand, the smaller 2.0L Bi-Turbo engine is no less remarkable, producing 154kW and 500Nm of torque within a similar rpm range. While both engines boast notable strengths, their towing capabilities and suitability present a more nuanced picture.
The 2.0L Bi-Turbocharged four-cylinder engine, particularly with optimal gearing, offers an impressive driving experience. It excels in everyday scenarios, balancing fuel efficiency with power and responsiveness. Surprisingly, these compact, high-compression engines can rival the towing capacities of their larger counterparts. But does this make them a wise choice for towing?
For occasional or short-distance towing, the 2.0L Bi-Turbo In-Line Four is a viable option. However, challenges arise when this engine is tasked with consistently towing heavy loads, especially over long distances or challenging terrains like mountains and high altitudes. The turbocharged engine’s ability to generate high power and torque is contingent on being ‘on boost’, a state that places the engine under significant stress and generates considerable heat.
Continuous operation under these conditions can lead to accelerated engine wear and a marked reduction in engine lifespan. This wear often goes unnoticed by owners without aftermarket tools like ScanGauge’s, as the signs of stress, such as increased engine temperature, may only become apparent when it’s too late, potentially leading to extensive damage and the need for major repairs or even engine replacement.
In contrast, a large displacement, normally aspirated V8 engine behaves differently under similar load conditions. While a V8 might struggle under extreme load, it doesn’t exhibit the same increase in engine and transmission temperatures, thus enduring less wear. With a smaller yet equally powerful turbocharged engine, the absence of power drop-off might be misleading. The engine won’t bog down as a V8 would, but the escalating temperature under load indicates a highly stressed engine, leading to increased wear and a higher likelihood of significant engine damage.
This situation presents one of the key dichotomies of the Ford Ranger: the 3.0L V6 engine, with its robust output, seems inherently more suited to towing heavier loads. Yet, the 2.0L Bi-Turbo is marketed as just as capable yet more efficient and suited for urban uses. We recommend that if you are serious about towing with the Ranger, consider the engine options carefully, with a lean towards the 3.0L V6 for more demanding towing needs.
A Sensible Approach to Towing with the Ranger
When considering the Ranger for towing purposes, especially with a trailer weighing in at 3,500kg, you’re essentially pairing the vehicle with a load that surpasses its own mass by 120%. The trailer’s weight is significantly higher than the Ranger’s own weight of approximately 2,900kg, if you fully maximise your available payload. But in reality, this difference will be more significant.
This discrepancy underscores a vital towing principle: the mass of the tow vehicle should ideally exceed that of the trailer it’s towing. Globally recognised safety guidelines—and legal mandates in certain countries—advocate for this, suggesting that the weight of the loaded trailer not exceed 90% of the tow vehicle’s laden weight.
This recommendation is established for safety, aiming to mitigate risks posed by various factors such as wind, the turbulence from passing road trains, hilly terrains, the potential for driver error or fatigue, and challenging road conditions, among others.
While caravan stability control systems offer a layer of emergency support, relying solely on these technologies in all scenarios, especially at high speeds, is misguided. They are not an answer for the inherent risks of towing a load that is heavier than the vehicle itself. The principle behind the guideline is that a tow vehicle with a higher mass relative to the trailer can leverage its weight for greater stability, enhancing safety across a multitude of driving conditions.
For Ranger owners, it’s advisable to target a trailer weight that falls within 90% of the vehicle’s laden weight. Although specific capacities may vary depending on the model and its configuration, and your particular setup, a general safe range would be around the 3,000kg mark. This strategic consideration optimises the balance between vehicle capability and towing safety.
Conclusion
The nuances of towing, safety, and compliance are challenging at the best of times. Here at LoadMate, we consider all facets with an unbiased, factual approach. The advice above is provided as a general guide, but each individual will have their own details that need consideration as part of these calculations. Trying to cover all the complexities can confuse many, including professionals in the field. It’s important to consider your unique scenario, your travels, and your caravan, using tools like LoadMate to assist.
Remember, this is just one part, a critical one at that, of the towing equation. What we don’t cover here but makes a huge impact on safe towing is load distribution and how you actually set up your rig. So, staying within 3,000kg is a fantastic start; next is making sure you’re set up for success by ensuring your loads are distributed and placed for the utmost safety and stability on your journey – our overarching benefit we offer our users with the LoadMate app.
