Ford Ranger reviews

1999 Ford Ranger Walkaround

While pickup watchers are aware of the Ranger's new look, the most beneficial improvement comes from its new chassis. The front third of the frame features fully boxed side frame rails for a significant increase in torsional rigidity. (A rigid frame reduces unwanted vibration and allows the engineers to design a suspension that more precisely controls wheel movement for improved ride and handling.)

The new-generation front suspension uses short- and long-arms. The rack-and-pinion steering system came from the Ford Explorer and offers sharp steering response. Two-wheel-drive Rangers use coil springs in the front suspension, two-stage leaf springs in the rear; 4x4 models employ torsion bars in front, single-stage leaf springs in the rear.

The newly developed vacuum-assisted hub lock system provides nearly instantaneous shift-on-the-fly four-wheel drive at any speed. When disengaged, all front driveline components are disconnected at the wheels, so fuel economy is improved and noise and vibration are reduced.

The Ranger's functional changes are wrapped in a tough new look. New sheet metal from the A-pillars forward lowers the hood line for improved visibility, high-speed stability and fuel efficiency. Ford redesigned the grille, bumpers, head lamps and parking lamps. The hood is aluminum to reduce weight. New, larger wheels with exposed lug nuts and color-keyed door handles on higher series models give the Ranger a sportier look.

Ranger 4x4 models come with new contoured wheel lip moldings, integrated mud flaps and front and rear steel tow hooks. Ford has narrowed the price gap between 4x2 and 4x4 models, making four-wheel drive a more attractive option.

Rangers come with a choice of three engines. Ranger's base 119-horsepower 2.5-liter inline-4 offers a 10 percent increase in torque over the previous generation, better idle quality and reduced noise and vibration. It is best suited for those who value fuel economy and low emissions. When equipped with the automatic transmission, it allows the Ranger to qualify for California's Low Emissions Vehicle standard.

Choose one of two V6 engines for serious pulling or hauling power. A 3.0-liter V6 comes with a revised intake manifold that helps increase torque to 178 foot-pounds and 147 horsepower.

A 4.0-liter V6 generates 223 foot-pounds of torque and 158 horsepower; an optional five-speed automatic transmission is available with this engine that we highly recommend.

All engines are kept cooler by bigger radiators. A new rear-wheel antilock braking system reduces braking distances over the previous system and offers improved control on all surfaces.

A huge selection of models and trim levels is available. Regular cab wheelbases have been stretched to 111.6 or 117.5 inches, depending on body style. Extended cab (SuperCab) versions maintain a 125.9-inch wheelbase.

Prices start at $12,295. A well-equipped two-wheel-drive SuperCab XLT with a V6 is available for $16,000-$17,000.

Our truck was a $19,885 Ranger 4x4 SuperCab trimmed in cloth with a $2,745 XLT package. The 4.0-liter V6 added $450, the 5-speed automatic added $1,105. Options added another $665, but discounts totaled $1,445, resulting in a $23,405 bottom line for a top-of-the-line model.

What we didn't get was the four-door option and we wished we had. Adding the two rear doors to the SuperCab is a $660 option available on XLT. It's a worthwhile option because it makes it so much easier to get at the extended portion of the cab, whether climbing in or loading gear. The rear doors swing out 90 degrees and there aren't any B-pillars to interfere with loading. Center-facing jump seats are part of the four-door package along with storage bins.

The Splash model was dropped for '99, replaced with an appearance package.