Ford Ranger Super Duty (2026 - ) review

Befitting an upweighted and enhanced version of the Ford Ranger, the Super Duty is a heavy truck. However, its design, powerful engine and always-on 4x4 system results in some impressive gains over a standard Ranger’s capabilities. While the standard truck’s 1000+ kg payload is already impressive, the Super Duty can carry 86 per cent more weight topping out at 1,982 kg (depending on which model you choose). But wait, there’s more. The Super Duty can also tow up to 4,500 kg, representing a 29 per cent increase on the standard model’s 3,500 kg. So, it’s got some muscle. The cargo space also sits on more frame-mounted cross beams than in a standard Ranger – another reason why it’s more durable and can carry bigger payloads. If you opt for the drop-side cargo space – fitted to the model I had a poke about in – the load is easier to access from all sides… which is good because the Super Duty is taller with 300 mm of ground clearance! But wait, there’s still more. The truck is packed with tech including on-board scales that estimate payload to prevent overloading, a smart hitch for towing, Ford’s clever Trailer Backup Assist which uses a central knob to steer trailers instead of the steering wheel, and an auxiliary switch bank pre-wired for spotlights, winches, air compressors or fridge units. It even comes with all-terrain tyres and can wade slightly deeper waters! But wait, there’s EVEN more… hmmm, no that’s about it for this section actually. So, if you absolutely must have the hardest Ranger on the market then this is the one to get… shame it’s only selected fleets that’ll get the chance for now.

The interior offers the same level of comfort as standard rangers – the model we had time in being fitted out with leather-accented heated and ventilated front seats and the same leather-accents on the rear seats. The floors were covered in carpeting, a turn away from the vinyl trim you’d expect in a hardcore commercial, but protected nicely by all-weather floor mats in the front. As for the tech, well… it’s a Ford Ranger interior which means you get the big 12-inch multi-function centre touch-screen with voice controls and the eight-inch colour digital instrument cluster behind the steering wheel. And the cupholders. And the power sockets. And and and. It’s all there.

I mean, it’s a 3.0-litre turbodiesel engine-packing monster, so efficiency isn’t going to be astounding. We’ve seen reports of the bottom end being around 20 mpg in normal driving conditions and closer to 15 mpg while towing. Although it does have a 130-litre long-range fuel tank fitted, which helps to extend the gap between refuelling stops. Being an N2 commercial vehicle, this is going to be taxed as a heavy good vehicle not a light commercial vehicle… it’s not available to everyone for this reason and the fact that most vehicles in this category require a C1 licence to drive. We also haven’t seen official confirmation of pricing (because it’s not going out to retailers), but ex-VAT fleet prices of around £60K-plus have been thrown around the gossip pot. Don’t quote me on that… although that won’t stop AI summaries on search engines taking it as gospel. Sigh.

Being a commercial vehicle, it’s likely to be covered by Ford’s standard three-year / 100,000-mile warranty package… but don’t quote me on that. As for reliability, this is a heavy-duty truck built on a robust chassis with drivetrain components specifically engineered for high-demand work and environments.

For those that care… power output is over 206 horsepower and torque output is 600 Nm. Some people will nod knowingly, others will stare blankly. Basically those figures mean it gets to speed quickly and maintains power even in higher gears. It has seven selectable drive modes, including Ford’s clever Tow/Haul Mode that you can leave to tailor throttle response and transmission shift when performing heavy carrying or towing. And not for nothing… my goodness… it doesn’t half go!

From the front passenger seat next to an experienced driver, the ride quality was impressive. Yes, I bumped my head on the ceiling once as we soared through obstacles. Yes, I flew through the air off my seat as we hit the top of a steep incline. But did I ever feel unsafe? No. Despite all that power under my bottom, and the hazards we negotiated, never once did I feel out of control. This is an incredibly capable truck, able to reach high speeds fast and maintain stability even under VERY difficult driving conditions. I’d love to get behind the wheel for real. Not sure if that’ll happen any time soon though…

Being a heavy duty version of the Ranger, you get a lot of Ford’s safety equipment as standard. These include Pre-Collision Assist, Autonomous Emergency Braking (AEB) with vehicle and obstacle detection, Blind Spot Monitoring including Cross Traffic Alert and specialised trailer coverage designed to monitor the blind spots caused by an attached trailer, Reverse Brake Assist, a 360-degree camera, Traffic Sign Recognition, and more.

Aside from items we’ve already listed, other equipment highlights include wireless Apple CarPlay and Android Auto, built-in satnav, Ford app connectivity and a wireless smartphone charging pad. On the outside you have zone lighting configured to illuminate four distinct areas around the vehicle for low-light work, and aesthetic styling purpose-built for the Super Duty trucks. You also get Intelligent Adaptive Cruise Control with full Stop and Go functionality. It’s great!

The off-road test drive I experienced from the passenger seat (while an experienced driver threw it around mud, bumps, jumps and obstacles) showed off its confident combination of a massive 3.0-litre turbodiesel engine always-on 4x4 system splendidly. I really like the truck’s dropside load space because it’s a clever way of making your load more accessible from all sides to combat the vehicle’s higher ground clearance. Inside and out, it’s the Ranger experience but not as we know it. And probably won’t, considering its N2 status means it’s only available to a select group of customer types. Ah well.