The Ford Ranger Super Duty
Previewed at the Commercial Vehicle Show, the Ranger Super Duty has been available for some time to Australian and New Zealand customers with the model developed specifically for mining, utility and agricultural customers in these markets. The UK market is somewhat different, with DVSA limits for N1 light commercial vehicles (LCV) of a 3.5-tonne towing capacity and a gross vehicle weight of 3.5-tonnes. Most pickups offer a maximum payload of just over 1,000kg once the mass of the base vehicle is accounted for.
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The Super Duty exceeds both with a braked towing capacity of 4.5 tonnes and a chassis payload of 1,982kg. This increase in requirement pushes it into the LGV N2 classification which requires an additional driving test to drive unless the driver passed their test before 1997 and should already have a C1+E (vehicle and towing) allowance on their licence.
The C1+E category allows holders to drive a N2 LCV of between 3.5 and 7.5 tonnes with a trailer over 750kg up a maximum authorable mass (MAM) of 12,000kg.
For the Super Duty, this gross combined mass (GCM) of the vehicle and trailer can be up to 8,000kg. As the first 4.5-tonne braked towing capacity pickup in the UK, it could offer some great potential for those moving plant and machinery or livestock, However, the initial challenge will be the availability of suitable trailers, since few currently exist to fully utilise the vehicle's capacity.
Externally, the Super Duty shares the cabin structure and interior trims with the standard Ranger and utilises the same 3.0-litre V6 engine, although to Super Duty version has been turned to a lower power output of a claimed 209hp but a higher torque of 600Nm. Emission compliance has been rated to Euro 6.2 which is something Ford claims will future proof the Super Duty for global markets and should make export of used vehicles easier.
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Apart from the engine and cabin, the Super Duty uses a completely different chassis with some components pulled from the 7.5-tonne N2 Transit, the axles and eight-stub hubs are lifted from its F250 American cousin and is supplied with a long-range 130-litre fuel tank. For serious off-roading locking differentials and an 850mm wade depth is offered.
Ford describes this as a 鈥榗alibration for heavy duty' but is realistically a reflection of fleet buyers who will value fuel economy over performance, plus all Super Duty vehicles will be required to operate with a tachograph and speed limiter and abide by LGV class N2 vehicle speeds.
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Currently the vehicle is under assessment with several utility companies plus the Ministry of Defence which is tendering for a replacement vehicle platform for the outgoing Defender Wolf, due to be withdrawn this year.
The Super Duty will be offered with single, super and double cab body styles, with a traditional pickup rear tub or a chassis-cab format to accept tipping bodies, access platforms and workshop lockers.
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