Rolling on Thunder |
All good things must come to an end… or so the saying goes, and so too has our long-term loan of the Ford Ranger Thunder, which we have lived with for the past few months. Now, as we say goodbye to the Thunder, here are some of our thoughts on this beloved bakkie.
Some may say that the current generation Ranger, on sale since 2011, is a little long in the tooth. However, even though this bakkie is one of the oldest in the segment, it seems public appreciation for the model has not waned over the years. During our time with the Thunder, we were pleased to receive a notable amount of appreciation from passers-by. Sure the Ranger is an all too familiar design on the road, but with the cosmetic upgrades that come with the Thunder moniker, the bakkie definitely has public appeal. The redesigned grille with red ‘nostril’ inserts, black trim finishes around the vehicle, raised Thunder badges and 18” alloys all give the Thunder a formidable road presence.
CABIN AND PRACTICALITY
Living with the Ranger helped form a solid opinion on its cabin. Given that the Thunder is based on the Wildtrak, it features the same specification and build quality. This means that the cabin comes with an 8” Sync3 infotainment system replete with Apple CarPlay and Android Auto. In addition to the leather with the red contrast stitching, the front seats are heated, with the driver’s seat having electronic adjustability. Overall, I am tempted to go as far as saying the Thunder’s interior leans more towards an SUV feel than a traditional commercial bakkie. The build quality and finish are top-notch, making the interior a welcoming place to spend time in. Sure the interior is not without its shortcomings, but considering the value for money the bakkie proposes, it would be nit-picking to list any minor niggles.
Cabin practically is as much as you would expect from a Ford Ranger. There is enough room to accommodate five adults, while the rear seats come with ISOFIX points. The rear load bed is also available for hauling a tonne should the need arise, while the bakkie is suitable for towing a 3,500 kg payload.
LIVING WITH THE THUNDER
When we took delivery of the Thunder, we knew we had to test the bakkie both on-road and off-road to give a well-rounded review of its capabilities. The Thunder comes with a 2.0-litre bi-turbo diesel unit that churns out 157 kW at 3,750 r/min and 500 Nm between 1,500 and 2,000 r/min. The engine is mated to a 10-speed automatic, the same transmission you get in the Ford Mustang. With these impressive stats, we knew it was going to be a fun time ahead.
Because of lockdown restrictions, for the most part, we were confined to city drives. During this time, the one thing that stuck out the most for me was the Thunder’s ride refinement. For a spot of context, the Thunder, like most bakkies, is built on a ladder-frame chassis. To those not familiar with this terminology, the body and engine are mounted onto a ladder frame. This is the favoured application in commercial trucks that carry a heavy load for extended periods as the structure provides good torsional rigidity. However, having a ladder frame does not always bode well for road manners. For starters, the heavy nature of the chassis and the higher centre of gravity makes for sketchy handling. Also, the rear suspension is usually stiffened up to accommodate heavy payloads, giving a bouncy characteristic when the rear is empty. Not so with the Thunder, though. I will wager that this is easily one of the best riding bakkies in the segment, with the only notable competition coming from the X-Class and perhaps the new Hilux. The Thunder takes rough roads like a champ, only ever being upset by the worst imaginable potholes.
I found the steering to be confidence-inspiring, which you would not typically expect in this segment. Driving in the city was no challenge either. As much as it is a big vehicle, you can easily navigate city roads and parking lots. The visibility all around is amazing, and the high seating position helps to look over traffic during rush hour. Cabin insulation is also commendable, as it kept exterior noise to a minimum.
We also managed to squeeze in a few off-road exercises. With just a swivel of the rotary knob, you can switch the Thunder from two-wheel to four-wheel-drive for the best performance once the tarmac ends. Like the Wildtrak, the Thunder comes equipped to tackle the off-road life. The bakkie comes with engine and transfer case protection and fuel tank protection to protect the underside from bottoming out on uneven ground. Italso has competitive approach and departure angles, which help when traversing steep inclines.
To make life easier, the Thunder also comes with electronic aids. Traction control comes in handy when driving in sand, mud and the recent snowy SA weather. Should you be tackling steep inclines, you will get a reassuring hand from the hill start assist and hill descent control. It also has an electronic locking rear diff which helps in increasing overall traction. Overall, we found the Thunder to be a competent off-road machine. Unless you do extreme rock climbing, the Thunder will take care of you when you are off the tarmac.
LAST WORD
The Ford Thunder has been a well-rounded car to live with. It packs the looks and the charm to fit into the lifestyle segment of the market whilst making sure that the typical Ranger performance and practicality have not been compromised. It may not have the most potent engine nor the best-designed interior, but it manages to strike a great balance between an off-road commercial truck and a daily city driver. Despite its age, the Ranger continues to impress, with the Thunder doing a solid job of keeping the Ranger moniker relevant on the streets. We honestly cannot wait to get our hands on another tester from Ford, given our infatuation with their off-roader. And for the rest of you, you can rock up to any dealership and get your own, starting from R759,200.
Report by BRYAN KAYAVHU | Images © FORD SA
