It’s shaping up to be an amazing year for midsize trucks. GMC has a new Canyon, Chevrolet has a new Colorado, Toyota has a new Tacoma, and Ford has a new Ranger. The segment hasn’t seen this many new models in years, nor has it seen this many powertrain choices in at least a decade. While we’re on the subject of driveway-sized trucks, the build and price tool for the 2024 Ford Ranger is now up, so it’s time to dive in and spec out our ideal Ranger. As is tradition around here, freight charges are included in all prices. Let’s get cracking.
When you boot up the build and price tool, you might notice that something’s missing. One option that isn’t on the configurator yet is the 2.7-liter turbocharged V6. This 315-horsepower motor sports a robust 400 lb.-ft. of torque but won’t be available until late autumn. For now, the 270-horsepower 2.3-liter turbocharged four-cylinder engine will have to do if you’re not one to pop for a Raptor.
While 2024 Rangers will only come in crew cab configuration, Ford still offers a $34,160 XL base model in fleet white that suits the Danger Ranger legacy to a tee. While that’s all well and good, lots of the stuff people want just isn’t available on the XL. You’d need to jump up a trim level and a package to get heated seats, for example. At the same time, the Lariat is well-equipped with toys like a 12-inch digital instrument cluster, a 360-degree camera system, and a 10-speaker B&O audio system, but it starts at a pricey $45,120 for a two-wheel-drive model.
As many Ford people have known for years, I reckon the sweet spot is the $37,100 XLT trim, the middle ground between base XL and plush Lariat. In an unusual moment of excess, I’ve ticked the box for the $3,485 four-wheel-drive system, which I still reckon is unnecessary for most people. Two-wheel-drive, a good set of winter tires, and a locking diff should do most people just fine, even in deeper snow. However, having four-wheel traction on acceleration to go tubing in public parks during the annual snowmageddon sounds a lot more fun than just staying at home, and the resale bump of a four-wheel-drive truck can help tilt the scales in favor of four-wheel-drive.
Next up comes the simple choice of color, because Ford only offers the XLT in two paint choices that aren’t part of the German rainbow. While Hot Pepper Red Metallic is nice, I’m partial to the jauntiness of Velocity Blue. Naturally, this is paired with beige cloth Ford calls Sandstone, with the theory that a lighter upholstery color will make the cabin a bit cheerier.
As for more granular optional equipment, I’d spec the $420 locking rear diff because it’s a no-brainer, along with the XLT High equipment group that adds heated power seats, dual-zone climate control, a 12-inch screen, and a power-sliding rear window so I can get a lovely through-breeze going without stopping the truck. However, the latter equipment group is a bit deceptive – it’s listed at a price of $945 on the configurator but it actually hikes the price by $1,445 due to a sneaky “XLT Standard – Discount” box with no displayed price being deselected. Um, Ford?
A far more reasonable option is the $825 Advanced Towing Package, which includes a class IV receiver, a harness for your trailer, trailer-compatible reversing aids, and rather importantly, a trailer brake controller. While on the hauling and towing convenience end of the spectrum, $495 for a factory-approved spray-in bedliner doesn’t seem bad, but $215 for a bumper step that every GM truck has hurts a touch. I mean, I’m still going to tick the box, but come on now.
Once those sundries are tallied up, my ideal Ranger comes to $43,985 including a $1,595 freight charge. That’s a lot of money, but it really isn’t terrible for a truck that promises just enough of everything. A similarly-equipped, similar-colored GMC Canyon Elevation stickers for $46,125 including a $1,495 freight charge, and it doesn’t get a two-speed transfer case. On the slightly cheaper end of the scale, a comparably-equipped, comparably-blue Chevrolet Colorado LT with the high-output engine works out to $42,080 including a $1,495 freight charge, or $1,905 less than the Ford. A similarly-equipped Nissan Frontier also lands in that ballpark, even though you have to go way up the range to the Pro-4X trim to get a locking rear differential.
Of course, I’m sure several of you want to know about the Ranger Raptor, and I have good news on that front. It starts at $56,960 including freight, very slightly undercutting the $56,995 GMC Canyon AT4X by $35. It’s also pretty much fully-loaded, with only a handful of options available including a $750 decal kit, a $1,495 set of beadlock-capable wheels, and a couple of different bedliner options. While the 2024 Toyota Tacoma Trailhunter is more geared towards overlanders than the Ranger Raptor is, the incoming 2024 Tacoma TRD Pro will have to work hard to compete with the Ranger Raptor on price.
With a nice variety of engine options and competitive pricing, the 2024 Ford Ranger looks like a promising contender in the enthusiast-focused midsize truck segment. Of course, we still have to drive the thing to know if it’s good in the real world, but early signs look a-okay so far. How would you spec a new Ranger? Hit this link to play around with Ford’s configurator and then let us know in the comments below.
(Photo credits: Ford)
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I like the ranger. It is significantly more expensive than the previous generation, but pricing is going to be cheaper than the Tacoma. And the GM twins and Tacoma are overstyled. Ranger looks like a simple truck. I’d take the XLT high package in cactus gray and upgrade suspension in the aftermarket to get rid of the rake.
Green Raptor with almost all the desired fixings (spray-in bed liner, keypad, splash guards, etc.) comes to $58,500 before TTL. Inflation blows. That’s $20K more than the original 2010 SVT Raptor was, not counting inflation (which would be $53K today).
If not that, then pretty much the same as the OP, blue XLT 4X4 with all the niceties.
Can someone tell me why the power sliding rear window is so tiny, it’s not even worth it. Why can’t they go fully top to bottom?
Guessing from issues with earlier power-sliding windows that were too heavy that the frames, mounts, and/or mechanisms had a higher failure rate than desired. Especially because the ‘correct’ fix is to replace the entire rear window and moving parts assembly, not just glue the part back on/together.
I’m with the other comments here. If I’m stuck with a crew cab/short box, I’ll just get a Maverick.
Depends on needs and intended use. Ranger can carry 4’x8′ sheets of material between the wheel arches now thanks to an improved design and the new suspension. Maverick can only carry those on top of the wheel arches. Ranger is RWD-based and has good off-road ground clearance, Maverick is FWD-based and you have to get at least the FX4 if not the Tremor to get decent ground clearance. Etc. Etc.
is there a future for a 4×4 work truck extended cab 6ft bed models?
If I was daft enough to stoop for the Ranger then I’d go for the XLS 4×4 dual cab with the 2.0L Bi-Turbo Diesel. Manual is not an option so it’s 10 spd auto only. Add in the Tech Pack, Tow Pack, the AT tyre option and the fancy blue paint and it’s AU$64,389 drive away. Say about AU$60,000 if you want to take registration, insurance and fees out of that. So thats US$39,000.
But I wouldn’t given how cheaply put together these things are…and, based on our fleet Rangers, they appear to have the durability of a plastic watering can.
Man, I was in till I saw the pricing. I’m leasing a 2020 Ranger XLT with the FX2 package and the tow package. The msrp was a little over $32k. I priced the a similar package and msrp is $40k. That is 17.5% bump and the FX2 package is no longer available. So disappointing.
I don’t mind that Ford dropped the Supercab option, but it sucks this truck is only offered with a 5 foot bed. The Ranger is big enough that it should be useful for “real truck” tasks instead of being limited to commuting and weekend Home Depot runs. I previously thought of the Ranger as a manageably sized F150. With the long bed variant cancelled, the Ranger instead strikes me as a bloated and inefficient Maverick. I know a lot of buyers opt for the short bed variant of the F150, but that vehicle at least is spacious inside and has a high towing capacity. I’m struggling to see the appeal of a short bed/crew cab Ranger.
I don’t think there is an ideal configuration of a new Ranger. I would buy an F150 or Maverick instead.
SuperCab is coming back along with the longer bed, but since they’re in the minority they’re delayed. GM and Toyota are doing similar with their new trucks.
I’d choose green, even though the green they chose is kind of lame and drab. No orange, either 🙁
Buying a brand new Ford product?
nope nope nope nope
No usable bed size, no sale.
How big do you need? It’s got a bigger bed than many, and trailers still exist.
6 foot bed minimum. A trailer costs an additional $2000 and up, plus the towing package.
since this is ether money, I went for a fully loaded Blue Raptor @ 60k. 🙂
model year closeout sale, bone-stock: single cab, black, grey vinyl bench, 5 speed, 2.3 liter, crank windows, no radio, no ac, no floor mats. $2K down, $6k financed. (what do you mean it’s not 1997 anymore?)
I had one just like that, but with the tan vinyl bench.
Opened up the builder, selected the base trim 4×4, saw the price of 38k including destination without a single option, and immediately closed the tab.
No thanks. I’d rather compete in thunderdome for the chance to buy a mythical Maverick Hybrid than inevitably spend 40k+ on a Ranger.
🙂 for Thunderdome reference…”who run Bartertown?” RIP Tina.
I wouldn’t. I’d get a Maverick Hybrid.
Mavericks are great, but they’re not directly comparable other than both meeting the “front-engine 4-door open bed” criteria.
With the new Ranger for the US market at least your only option is a 4 door short bed no matter what trim you get even though it is a BOF vehicle
The Maverick is a unibody 4 door short bed pickup.
If I had to buy a new automobile with a bed from Ford it would be a Maverick Hybrid.
And that’s coming from someone who has a TON of problems with the Maverick and is generally pretty upset about what the Maverick ended up being.
Since the Super Cab with the longer bed is discontinued, reality would be a,used truck or a few dollars more for an F150.
Hypothetically, an XL 4×4 in metallic blue with tow package and rear locker. I’d probably add a ladder rack for kayaks, ladders and lumber
Supercab will be back next year for MY25
No 90’s teal Splash edition, no sale.
With a wrap, such a thing is possible.
Splash is actually available right now but it’s not the glorious ’90s icon that it was.
I’m sure it gets tiresome reading comments about price but, damn. It doesn’t feel all that long ago that you could sneak a 4×4 base midsize under $30k. Now that number is closing in on $40k. I’m glad I got in on a Base manual Bronco while Ford had it at the bait price of $30k(minus pocket change).
Gun to my head, I’d probably also go with XLT 4×4 with the locker. But I’d feel like I’m overpaying.
Remember when dealers would go below MSRP? I got a 2019 XLT 4×4 with the locker and a spray in bedliner for $31,500 plus tax/tag in December 2019.
I too picked out a Shitter Green Raptor, with the bead lock wheels, but skipped the graphics, added the key pad, and a spray in bed liner.
XL 4×4 in Carbonized Grey with the locking rear diff. $38k and some change.
I spec about the same as you, but also spring for the $95 keypad. I won’t be buying one, regardless, but that keypad can be nice to have if you’re camping, rafting, or whatever else might mean you need in for something and may not have your keys on you.
I’m all about that base. No options – other than the towing package. Will these come with the mandatory $5,000 to $10,000 dealer markups like other Ford products in my area?
I don’t know about you, but avoiding ADMs is worth a lot to me on principle. Find a good dealer out of state and have it shipped. I’d go so far as to end up at the same out of pocket just to avoid a dealership that adds that kind of markup, or any mandatory options/stacked fees.
Seconded, or at least find a dealer that will agree on MSRP for a special order. I got a Maverick a couple of weeks ago and not being yanked around on price was a big plus for me.
Luckily, due to Ford making customer orders separate from regular dealer allotment, custom order is the best way to go, since they want those extra sales.
Where did you get that info? The allocation model being held against customer orders is the primary reason I’ve been waiting over 2 1/2 yrs for my Bronco.
I got that from the dealers who were competing to get my Maverick order. They were able to offer invoice pricing on custom orders despite marking up any dealer allotment, because they wanted to get as many of them as they could. Maybe that’s not true on all models (and quite possibly no longer true on the Maverick), but that was my understanding of the system based on the info I was given.
Now, the production of dealer allotment and customer orders is a different story, which is possibly behind the delays. Though dealers receive their allotments and the customer orders do not count against them, those allotment orders still need to be produced. They aren’t putting customer orders ahead of allotment, they just aren’t counting them against dealer allotment.
According to information I’ve found, including on the Maverick, that was never the case. There are Stock allocations and Order allocations, so they are different numbers. If they hit that allocation number for the month, gotta wait for scheduling next month. However, historical orders add to allocation numbers going forward. Which is why it would benefit them to get your business.
The dealers that went hard on earning customers nationwide have had long lines on all of the big releases because Ford doesn’t want to disrupt the allocation model and piss off NADA.
That sounds like separating regular dealer allotment from customer orders. Sure, you can end up in a backlog of customer orders, but they want to have the most orders in order to get the most customer allocations.
But, yeah, it’s not quite as simple as I made it sound. Still incentivizes customer orders in a way that leads to fewer markups.
Care to share where this dealer is who is selling Maverick orders without BS?
Ford would be at the very bottom of my list of medium duty trucks if I was in the market for one.
In contrast – and working at a shop where I see nearly every make and model every so often, and having a close network of acquaintances in the service departments of almost all the local OEM dealerships – Ford is, has been, and will continue to be at the top of my truck-buying list, were I to be in the market, in every class they compete in.
Ram would probably be my backup in the 1/2-ton class but I wouldn’t be happy with it. Toyota designed themselves out of consideration. GM was never in consideration.
Toyota would be my backup for this class, but I’d wait for the new model, if given the option. If I couldn’t wait then probably a Frontier, since I can’t stand (or sit, as it were) in the Tacoma without being treated to considerable back and leg pain due to the high floor and wretched seats.