The Ranger's No Cannibal, Ford Says

Steph Willems
by Steph Willems
the rangers no cannibal ford says

Good news: the Ford F-150 will not be discontinued as a result of the runaway popularity of the 2019 Ford Ranger. Phew.

As the Blue Oval readies its midsize pickup for a winter launch, Joe Hinrichs, head of global operations, claimed Monday that the automaker doesn’t expect much cross shopping among would-be Ford pickup buyers. Frankly, this would have only been a concern if buyers focused on a truck’s tow rating and nothing else. Still, Hinrichs felt it needed to be said.

Ranger folks are not F-150 folks.

“There always will be some substitution, but this is more of a lifestyle vehicle for people who want to use it for different purposes,” Hinrichs said at the Ranger’s Detroit-area plant ahead of production kick-off. “The F-150’s gotten bigger over time and more expensive. We believe there’s room now to slot the Ranger in very nicely in the showroom.”

Ford raised considerable ire in the TTAC den with its lofty pricing compared to other midsize options. A base Ranger SuperCab XL starts at $25,395 with destination, rising to just shy of the $30k threshold with four-wheel drive added. Moving to an XLT 4×2 requires an outlay of $29,035. Of course, the sky’s the limit for deep-pocketed buyers.

What Ranger buyers can’t count on at launch is helpful incentives, something 2019 F-150 buyers already have access to. Minus available incentives, a 2019 F-150 XL regular cab starts at $29,68 after destination. The SuperCab XL retails for $33,735. Looking to build from that entry-level starting point? Tack on $4,645 for four-wheel motivation, $995 for Ford’s sweet 2.7-liter EcoBoost V6, or $1,995 for a 5.0-liter V8.

F-150 buyers gain a substantial increase in real estate for their extra cash, which is why the bigger pickup will continue serving a replacement for the traditional family sedan. The lifestyle buyers Hinrichs envisions won’t see much of a decrease in towing capacity, as the Ranger’s turbo 2.3-liter four-cylinder provides enough oomph (270 hp, 310 lb-ft) to tug 7,500 pounds, just 200 lbs shy of the max rating of a base F-150 XL with 3.3-liter V6. That’s more likely to swing buyers from the Ranger’s midsize rivals.

Over the first nine months of 2018, midsize truck sales grew 18 percent in the U.S., despite the market’s overall stagnation.

[Image: Ford Motor Company]

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  • Avid Fan Avid Fan on Oct 24, 2018

    It's the new iFord XS. Perfect for kids and groceries or when the iFord XS Max is just too much. Soon to be available in the King Starbucks Ranchmart Depot Play Edition with lots of fun mocha frappe latte colors!!

  • Drzhivago138 Drzhivago138 on Oct 24, 2018

    "The F-150’s gotten bigger over time and more expensive. We believe there’s room now to slot the Ranger in very nicely in the showroom.” This seems like an odd thing for the head of global operations to say, because while it is technically true, the physical size difference between an old and new F-150 is less than the difference between an old and new Ranger: ford_just_confirmed_that_there_will_be_no_ranger/e87p6tc/

  • Inside Looking Out " the plastic reinforced with cotton waste used on select garbage vehicles assembled by the Soviet Union. "Wrong. The car you are talking about was the product German engineering, East German. It's name was Trabant.
  • Inside Looking Out To me it looks like French version of Hummer. The difference is that while American Hummer projects power French little Oli projects weakness.That vehicle reflects the bleak future for EU. For now they have to survive coming winter but in general population collapse it coming soon, Europeans will be gone in the long run. Only artifacts like this concept and legends will remind us about advanced and proud civilization that populated that small continent the civilization that in the end lacked will to exist.
  • Conundrum "the plastic reinforced with cotton waste used on select garbage vehicles assembled by the Soviet Union." Nah, wrong. But it's Posky, so should I be surprised? That body material, Duroplast, was invented by Germans, used on the East German Trabant car and dulled many a saw blade when trying to cut it. Soviets made regular sheet tin cars. Nothing fancy, they just worked, like Soviet farm tractors you could repair with a pipe wrench and a 14 lb maul. They exported quite a few to Canada in the '60s and '70s and people used to swear by them.I suppose this new Citroen Ollie has LED lights. If they fail, does one go to the Dollarama for a $1 flashlight, then rip out and use those LED "bulbs" for a repair?I think this Ollie thing is off the rails. The Citroen 2CV was ingenious, both in chassis and especially suspension design and execution, but where's the innovation in this thing? Processed cardboard panels, when corrugated tin, a Citroen and Junkers favorite fascination would be just fine. Updated with zinc coating from circa 1912 and as used in garbage cans and outdoor wash tubs ever since, the material lasts for decades. Citroen chose not to zinc plate their 2CVs, just as the car industry only discovered the process in the mid 1980s, lagging garbage can manufacturers by three-quarters of acentury, with Japan holding out until the mid '90s. Not many 1995 Accords still around.This Ollie thing is a swing and a complete miss, IMO. Silly for silly's sake, but that's the modern day automotive designer for you. Obsessed with their own brilliance, like BMW and Toyota's crews creating mugs/maws only a catfish could love, then claiming it's for "brand identity" when people take offense at ugly and say so. They right, you wrong. And another thing -- hell, Ford in the 1950s, if not well before, and innumberable Australians found that a visor stuck out from the roof over the windshield keeps the sun out when necessary, but Citroen delivers first class BS that an upright windshield is the solution. And as GM found out in their newly-introduced late 1930s transit buses, flat windshields are bad for reflections, so they actually changed to a rearward slanting windshield.This design reeks of not applying already learned lessons, instead coming up with useless new "ideas" of almost zero merit. But I'm sure they're proud of themselves, and who gives a damn about history, anyway? "We new young whiz kids know better".
  • Conundrum Can't see that the Espada chassis had much to do with the Miura. The Miura had a rear-mounted transverse V12 with the transmission and final drive all part of the engine block. So it's a bit of a stretch saying the north-south V12 and regular transmission Espada chassis was related to the Miura. It looks to be no more than an update of the 400 GT. And short and long-arm independendent suspension was hardly unique -- a '53 Chev had that in front, it was standard for years on most cars that didn't have Mac struts. The Brits call SLA suspension double wishbone, so Honda thought that sounded more mysterious than SLA and used that terminology in ads, but it's the same thing. Only a few mid '30s cars had same length upper and lower A-arms like a '36 Chev, before the obvious advantage of a short upper arm for camber control was introduced. Of course Ford used a dead beam front axle until 1949, so it was last to climb out of the stone age.Do you have a link to a reference that says the Miura and Espada chassis were related?
  • FreedMike One of the things that we here in North America often forget about Europe is that it's a COMPLETELY different world to drive in. Imagine driving in the downtown area of the city you live in 24/7, and never leaving it, and you have a decent simulation of what it's like to drive in a place like Paris, or London, or Rome - or Manhattan, for that matter. As far as the "dystopia" is concerned, I don't really see it that way. This isn't made for people living in the 'burbs - it's for urban dwellers. And for that application, this car would be about perfect. The big question is how successful the effort to provide large-scale EV charging in urban areas will be.