#North America Truck Bedliners market
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Truck Bedliners Market Analysis 2023-2027
Originally Published on: TechnavioTruck Bedliners Market Analysis North America, Europe, APAC, South America, Middle East and Africa - US, Canada, China, Japan, France - Size and Forecast 2023-2027
The truck bedliners market is poised for substantial growth, with an expected increase of USD 1,245.1 million between 2022 and 2027, projecting a CAGR of 7.31%. Factors such as increasing sales of pickup trucks, heightened availability of truck accessories by OEMs, and a growing preference for spray-on bedliners contribute to this optimistic forecast.
Truck Bedliners Market Size During the Forecast Period
The market size is positioned for significant expansion, with the forecast indicating a CAGR of 7.31% between 2022 and 2027, resulting in a USD 1,245.1 million increase.
Key Drivers, Trends, and Challenges in the Market
Key Driver
The primary driver for market growth is the surge in sales of pickup trucks. The substantial sales and fleet presence enhance the market potential for industry players. Notably, the US leads the global pickup truck market, with sales exceeding 1.2 million units in March 2021, even amid the pandemic. The global demand for pickup trucks continues to rise, propelling the market for truck bedliners. Additionally, the market expands as truck owners increasingly prioritize protecting their vehicles from dents, scratches, and rust.
Key Trends
A noteworthy trend in the market is the growing use of pure polyurea in spray-on bedliners. Global market players focus on developing tough, durable, and scratch-resistant bedliners using advanced elastomers, particularly in spray-on bedliners. The utilization of 100% polyurea ensures maximum strength, flexibility, and toughness, offering superior chemical properties such as higher tensile strength, tear resistance, hardness, elongation, and UV resistance. Moreover, the trend involves creating less hazardous spray-on bedliners with reduced volatile organic compounds (VOCs), contributing to market growth.
Key Challenge
Fluctuating costs and the availability of raw materials pose a significant challenge to market growth. The pricing and accessibility of raw materials, especially plastics and polymers, present challenges for manufacturers. Changes in raw material prices directly impact production costs, potentially reducing profit margins. Furthermore, supply chain disruptions or shortages of certain products can lead to delays in production and order fulfillment, affecting market competitiveness. The industry's dependence on plastics and polymers makes it susceptible to fluctuations in raw material dynamics, posing a challenge that could impede market growth.
Market Customer Landscape
The market research report provides insights into the adoption lifecycle of the market, ranging from innovators to laggards. It evaluates adoption rates in different regions based on penetration and explores key purchase criteria and drivers of price sensitivity, aiding companies in formulating effective growth strategies.
Truck Bedliners Market Companies and Strategies
Major companies in the market are implementing various strategies, including strategic alliances, partnerships, mergers and acquisitions, geographical expansion, and product/service launches, to enhance their market presence. Truck Hero Inc., known for offering bedliners under the brand name BedRug, is among the key players in the market.
Largest-Growing Segment in the Market
The drop-in segment is expected to witness significant growth during the forecast period. Offering a combination of installation cost, quality, and durability that meets customer requirements, drop-in bedliners are considered a value-for-money purchase, especially for first-time buyers. The segment's growth is attributed to ongoing R&D activities to develop high-strength materials for next-generation drop-in bedliners. Additionally, suppliers offering a variety of related truck accessories, such as bed mats and sheets, further contribute to the segment's growth.
Key Regions for Market Growth
North America is estimated to contribute 45% to the global market's growth during the forecast period. The US and Canada, leading markets in North America, show high demand for light trucks, driving the preference for truck accessories like bedliners. The growing availability of spray bedliners DIY kits in the region is a key driver for market growth.
Market Analyst Overview
The global market is witnessing steady growth, driven by the transportation and logistics industry's demand for cargo protection. Safety regulations in the automotive sector are fostering bedliner adoption, offering a nonslip surface and customizable designs. Lucrative opportunities arise from rising disposable income, increasing urban populations, and the need for antiskid layers in multi-purpose applications. However, challenges such as a lack of knowledge and potential damage from immediate investments may hinder market growth. Future Market Insights provides competitive intelligence, emphasizing changing market dynamics and the importance of user-friendly, customizable designs.
Segment Overview
The market report forecasts revenue growth at global, regional, and country levels from 2017 to 2027. It analyzes trends and growth opportunities while categorizing companies based on qualitative and quantitative analyses. The report helps clients understand the business environment and evaluate the strengths and weaknesses of key market players.
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Truck Bedliners Market - Analysis and Forecast, 2023-2027
Originally published on Technavio: Truck Bedliners Market Analysis North America, Europe, APAC, South America, Middle East and Africa - US, Canada, China, Japan, France - Size and Forecast 2023-2027
The Truck Bedliners Market is currently undergoing comprehensive analysis across multiple regions, including North America, Europe, Asia-Pacific (APAC), South America, and the Middle East and Africa (MEA). With a forecast period spanning from 2023 to 2027, this research aims to provide insights into market dynamics, size, and growth trends across these regions.
In North America, particularly in the United States and Canada, the truck bedliners market is expected to witness significant growth. This can be attributed to the robust demand for pickup trucks and light commercial vehicles in these regions, driven by factors such as urbanization, infrastructure development, and the expanding logistics and transportation sector. Additionally, growing awareness among truck owners about the benefits of bedliners in protecting vehicle beds from damage and corrosion further fuels market growth.
Similarly, in Europe, the market for truck bedliners is anticipated to show steady growth, with countries like Germany and France leading the way. The increasing adoption of pickup trucks and utility vehicles, coupled with stringent regulations regarding vehicle safety and maintenance, is expected to drive demand for bedliners in the region. Moreover, the rise in outdoor recreational activities and the need for durable vehicle protection solutions contribute to market expansion.
In the Asia-Pacific region, countries like China and Japan are poised to witness significant growth in the truck bedliners market. Rapid urbanization, infrastructure development, and the flourishing e-commerce sector are driving the demand for pickup trucks and commercial vehicles in these countries. As a result, there is a growing need for bedliners to enhance the durability and longevity of vehicle beds, especially in industries such as construction, agriculture, and logistics.
South America and the Middle East and Africa also present opportunities for market growth, albeit at a slightly slower pace compared to other regions. In countries like Brazil and South Africa, increasing investments in infrastructure projects and the expanding transportation and logistics sector are expected to drive demand for truck bedliners. Moreover, rising consumer awareness about vehicle maintenance and protection further contributes to market expansion in these regions.
To Learn deeper into this report , View Sample PDF
Overall, the truck bedliners market analysis for the period 2023-2027 highlights the significant growth potential across various regions, driven by factors such as increasing vehicle sales, infrastructure development, and growing awareness about vehicle maintenance. By understanding these regional dynamics, market players can strategize and capitalize on emerging opportunities to drive business growth in the competitive landscape of the truck bedliners market.
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Truck Bedliners Market Analytical Overview, Growth Factors, Demand and Trends by 2027
Truck Bedliners Market Analytical Overview, Growth Factors, Demand and Trends by 2027
KandJMarketResearch.com add new report on “Global Truck Bedliners Market” covered new research with Covid-19 Outbreak Impact details. Market Overview The Truck Bedliners market is a small segment of a large industry that tends to the needs of a huge population. Being a small segment in itself, it can be considered as a niche market, but as it tends to a large population, we have considered it…
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Truck Bedliners Market Key Players, SWOT Analysis, Key Indicators & Forecast By 2032
During the forecast period 2022-2032, the truck bedliner market is expected to grow at a value of 4.5% CAGR, according to Future Market Insights. By the year 2032, the global market for truck bedliner is expected to rise up to a market valuation of US$ 777.73 Million. Growth of the truck bedliner market can be credited to increase in transport activities and development in the DIY truck bedliner market.
Bulk cargo safety is crucial for both private and business use. As a result, manufacturers now include safety features and components in their automobiles as a result of protection rules. Truck bedliners now have significant potential thanks to the global expansion of the automotive industry.
Truck bedliners give a truck bed's interior protection and a nonslip surface. The rise in production of medium and heavy-duty trucks is driving up demand for truck covers in the automotive sector. For truck bed suppliers, the Asia Pacific, North America, and Europe regions remain key target areas.
From 2017-2021, the truck bedliner market registered a CAGR of 3.5%. the pandemic played a key role in shaping the landscape for truck bedliner market. This is owing to the non-functioning of several end user industries that affected the demand for truck bedliners. On the other hand, the sales of truck bedliners increased due to the increasing demand for transporting of medical equipment across the globe.
North America and Europe are the major contributing regions to truck bedliners market. This is owing to the strong presence of transportation and logistics industry in North America and automotive industry in Europe. Post-pandemic, the demand for truck bedliners has increased exponentially and is expected to grow in the upcoming forecast period 2022-2032.
For more information: https://www.futuremarketinsights.com/reports/truck-bedliners-market
Key Takeaways from the Market Study
By product, drop-in bedliners are expected to possess 45% market share for truck bedliners in 2022.
By product, spray-out bedliners are expected to possess 35% market share for truck bedliners in 2022.
North America is expected to possess 40% market share for truck bedliners market.
Europe is expected to possess 35% market share for truck bedliners market in 2022.
Germany is expected to register 4.5% CAGR for truck bedliners in the assessment period 2022-2032.
S. is expected to register a CAGR of 4% for truck bedliners in the forecast period 2022-2032.
“The growth of the automotive industry along with increase in transportation and the logistics industry is expected to drive the growth of the truck bedliners market,” states an FMI analyst.
Competitive Landscape
Top Global truck bed liner companies are Aeroklas, Rhino Linings, Toff Liner, Panda Corporation, LINE-X, Homestead Products, Ultimate Linings, Industrial Polymers, Scorpion, Rugged Liner and Dual Liner
LINE-X, a key player in the truck bedliner market is focusing on offering environmentally-friendly and VOC-free bedliners along with providing custom colour options. Moreover, the company is customizing the same according to the need of end user industries.
Rhino Linings, another key player in the truck bedliner market is focusing on manufacturing drop-in bedliners that have a permanent bond and offer no cracking, bubbling or peeling in the long run.
Key Segments Profiled in the Truck Bedliner Industry Survey
By Product:
Drop-in Bedliners
Spray-out Bedliners
By Material:
Polyurethanes
Aluminium Carpet
Other
More Valuable Insights
Future Market Insights, in its new offering, presents an unbiased analysis of the global truck bedliner market, presenting historical analysis from 2017 to 2021 and forecast statistics for the period of 2022-2032.
The study reveals essential insights on the basis of product (Drop-in Bedliners, Spray-out Bedliners), by material (Polyurethanes, Aluminium Carpet, Other) and regions (North America, Latin America, Europe, South Asia, East Asia, Oceania, MEA)
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Truck Bedliners Market Size 2022: Future Growth, Share, New Investments, In-Depth Survey, Industry Demand, Key Player and Forecast 2022-2027
Truck Bedliners Market research report covers inclusive data on prevalent trends, drivers, growth opportunities, and restraints that can variation the market changing aspects of the global industry. This report provides an in-depth analysis of the market segmentation that contains products, applications, and geographical analysis. Global Truck Bedliners market report delivers a close watch on leading participants with strategic analysis, micro and macro market trend and scenarios, pricing analysis, and a complete overview of the industry conditions during the forecast period.
Report Coverage:
The research report of the defending coatings industry offers an inclusive analysis of existing companies that can affect the market outlook throughout the forthcoming years. In addition to that, it affords an accurate assessment by highlighting data on multiple aspects that may contain growth drivers, opportunities, trends, and hindrances. It also represents the overall: Truck Bedliners market size from a global perception by analysing historical data and qualitative insights.
Truck Bedliners Market is envisaged to record an expansion at the CAGR of 3.6% over the forecast period, 2022 – 2027.
Strong expertise with attention to detail makes our market research reports stand apart, Request a Report Sample PDF here:
Major Players Operating in the: Truck Bedliners Market:
Panda Corporation, LINE-X, Aeroklas, SPEEDLINER, Rugged Liner, International Liner, DualLiner, Rhino Linings, Scorpion, Toff Liner, Ultimate Linings, Industrial Polymers, Aeroklas, Huayu
Truck Bedliners Market Analysis:
The Truck Bedliners market research report provides an in-depth examination of the key factors stimulating market expansion. It also sheds light on the challenges or restraining factors that are poised to hinder industry growth over the forecast timeframe. The segmentation chapters enable readers to understand aspects of the market such as its products, market size, manufacturer details, share, available technology, and applications. The research report also provides detailed information on new trends that may define the development of these segments in the coming years.
On the basis of types, the: Truck Bedliners market is primarily split into
Drop-In Bedliners
Spray-On Bedliners
On the basis of applications, the: Truck Bedliners market covers:
Original Equipment Markets
Aftermarket
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The report provides insights on the following pointers:
Market Penetration: Comprehensive information on the product portfolios of the top players in Truck Bedliners market.
Product Development/Innovation: Detailed insights on the upcoming technologies, R&D activities, and product launches in the market.
Competitive Assessment: In-depth assessment of the market strategies, geographic and business segments of the leading players in the market.
Market Development: Comprehensive information about emerging markets. This report analyzes the market for various segments across geographies.
Market Diversification: Exhaustive information about new products, untapped geographies, recent developments, and investments in Truck Bedliners market.
Considering the Geographical Landscape of Truck Bedliners market:
Truck Bedliners Market report provides information about the market area, which is further subdivided into sub-regions and countries/regions. In addition to the market share in each country and sub-region, this chapter of this report also contains information on profit opportunities.
➤ North America (United States, Canada, and Mexico)
➤ Europe (UK, Germany, France, Russia, and Italy)
➤ Asia-Pacific (China, Korea, Japan, India, and Southeast Asia)
➤ South America (Brazil, Colombia, Argentina, etc.)
➤ The Middle East and Africa (Saudi Arabia, UAE, Nigeria, Egypt, and South Africa)
Research Methodology:
This report offers actionable growth insights and an extensive report comprising secondary research, primary interviews with industry stakeholders, competitors, validation, and triangulation with the Worldwide Market Reports regional database. Experts have detailed primary records with the market players across the value chain in all regions and industry experts to obtain qualitative and quantitative insights.
Key Benefits for: Truck Bedliners Market Reports:
✦ What is the global sales value, production value, consumption value, import, and export of industry?
✦ Who are the global key manufacturers of Truck Bedliners industry? What is their operating situation?
✦ What are Truck Bedliners market opportunities and threats faced by the vendors in the global Truck Bedliners Industry?
✦ Which application/end-user or product type may seek incremental growth prospects?
✦ What focused approach and constraints are holding the market?
✦ What are the different sales, marketing, and distribution channels in the global industry?
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#Truck Bedliners Market Opportunity#Truck Bedliners Market Size#Truck Bedliners Market Growth#Truck Bedliners Market Research#Truck Bedliners Market Share#Truck Bedliners
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New Post has been published on https://www.vividracing.com/blog/top-5-best-tonneau-covers-for-the-jeep-gladiator/
Top 5 Best Tonneau Covers for the Jeep Gladiator
The Jeep Gladiator represents the brand’s return to the pickup truck market after a hiatus of almost 30 years. To the untrained eye, it may just look like a Wrangler with a pickup truck bed, but it is so much more than that. Jeep claims that the Gladiator is the “truck that does it all” with legendary capability, outstanding utility, and intuitive technology to get you where you need to go and encourage you to take on new roads. With that said, one of the most important modifications you can do to your Jeep Gladiator is invest in a tonneau cover.
There are numerous benefits to adding a truck bed cover to your Gladiator, with the most obvious being added protection for your belongings. It also gives it a sleeker appearance at the rear and offers a more streamlined look for your vehicle. With so many options out there ranging from fold-up covers to roll-up covers in soft and hard variants, it can be overwhelming to sift through the plentiful options on the aftermarket to find the one for you. That’s where Vivid Racing comes in.
We have compiled the following list of the top five choices when it comes to tonneau covers for your Jeep Gladiator. These are based on factors like quality materials, ease of operation, installation process, utility, and price. If you would like to browse through Vivid Racing’s complete inventory of truck bed covers, you can do so here.
#1 Tyger Auto T3 Soft Tri-Fold Tonneau Cover
Tyger Auto focuses on developing premium aftermarket auto parts that meet or exceed OE quality standards and deliver added protection and convenience for your vehicle. The Tyger Auto T3 Soft Tri-Fold Tonneau Cover for the Jeep Gladiator is a top choice when it comes to affordability, functionality, and simplicity. This cover comes completely assembled with stainless steel clamps for a seamless installation process with no drilling required. Small holes will need to be cut, however, for vehicles equipped with an over-the-bedrail bedliner to secure the clamps. It will work with under-the-bedrail bedliners without any modifications.
The Tyger Auto tonneau cover folds easily for speedy access to your Gladiator’s truck bed and also acts as a great line of defense for your cargo. The sleek design mounts right over the top of the truck bed rails for an integrated yet customized appearance. Finally, this tonneau cover will offer 13 percent gas savings on average!
Features:
For 2020-2021 Jeep Gladiator models with or without the Rail System
Cab size does not matter as long as you have the correct model and bed size
Dual-coated and made from heavy-duty 24 oz. Marine-grade vinyl, with aircraft-grade aluminum frames.
Includes stainless steel clamps for easy installation and great durability.
Pre-assembled horizontal crossbars offer support and conveniently fold up with the cover providing full bed access when needed.
Easy, no drilling installation with instruction and mounting hardware provided.
U.S. Design Patented
Limited Lifetime Warranty
Buy It Here!
#2 Truxedo Lo Pro Tonneau Truck Bed Cover
Stylish design, simple functionality, and durable bed protection are what make the Truxedo Lo Pro North America’s number one best-selling roll-up truck bed cover. Its sleek, low-profile design (as suggested by its name) is the signature point of this tonnea cover. Made from industrial-grade leather grain, this tear-resistant fabric sits only ¾-inch above the truck bed to enhance your truck’s overall appearance without bringing too much attention to itself. The heavy-duty construction and patented automatic tension control maintain a tight fit and keep the cover looking pristine in any weather condition.
The Lo Pro mounts inside the rails of your truck bed with stake pocket holes for use with additional accessories. A slanted rail design with 1-inch wide Velcro strips allows for a super low appearance and holds the cover down better than stretching it over the rail. These Velcro strips are free-floating in the track, which allows them to expand and contract in extreme temperatures. It also features a quick-release system making the cover super simple to remove in just seconds without any tools needed, providing full bed access at a moment’s notice. Such design keeps your items safe and sound with an ingenious rear latching system that locks into place and can only be opened after opening the tailgate.
Features
Industrial-grade leather grain finish
Vinyl and Aircraft-grade aluminum
For models with the trail rail system
Lifetime Warranty on all parts
Low-profile appearance with free-floating Velcro technology
10 to 20 minute average installation time with no tools required
Patented tension control system automatically self-adjusts to keep the cover tight
Easy single trigger release requires only one finger to open the cover
Cover can be easily removed without any tools, providing 100% bed access
Buy It Here!
#3 Extang Trifecta 2.0 Tonneau Cover
America’s best-selling affordable soft tri-fold cover just got better. The Extang Trifecta 2.0 spotlights softer curves and a sleek design that creates a smoother, more countered low-profile appearance. It begins with the strongest frame in the industry, crafted from lightweight aircraft-grade aluminum and heavy-duty, fade-resistant leather-grained fabric. The integrated corner tuck system has improved tarp tension and keeps your truck looking great while protecting the belongings underneath it. All parts have been rigorously tested to ensure they can stand up to even the strongest of weather elements.
The Trifecta 2.0’s newly redesigned frame and rugged MAX hinges with double pivot design offer more structural strength than the previous version. The exclusive snap-on seals eliminate adhesive and remain in place for the ultimate in weather protection. This tonneau cover requires no assembly and can be installed in just a few minutes. Just square it up on your truck, tighten the clamps, and you’re all set! The EZ-lock clamps require minimal effort and self-lock in place when attached to the bed flange for additional security.
Features:
Durable tarp made from leather-grain fabric
Lightweight aircraft-grade aluminum construction
Enhanced styling with smooth contours and a sleek low profile
Deflects water and guards your bed from the elements
Exclusive non-adhesive snap-on style perimeter seals
Fast and easy to install; Easy to operate
Two EZ-Lock clamps at the tailgate keep the cover locked
Made for utility; Pairs well with your favorite toys
Made right here in the USA
Maximum Strength Lifetime Warranty
Buy It Here!
#4 Bak Industries BAKFlip MX4 Bed Cover
The Bak Industries BAKFlip MX4 tonneau cover is one of the best-selling hard folding covers, now available with new features like matte-finished caps, clamps, and bolts for a more streamlined appearance. Other MX4 highlights include enhanced functionality with pre-molded shock-absorbent bumpers, secure prop rod clips, and integrated tailgate seal. From its sleek contemporary styling to its state-of-the-art utility, the new and improved MX4 literally does it all. The solid and robust design is flush for a more appealing look and easier full/partial access to your Jeep’s bed.
The BAKFlip MX4 tonneau cover is made from aircraft-grade aluminum and finished in a rugged black powder-coated finish to make it one of the most durable products on the market. This heavy-duty, all-season truck bed cover will keep all your valuable cargo dry and safe while providing the peace of mind you want and deserve. It is designed to perform optimally in even the most extreme conditions and spotlights a resilient infrastructure that is designed for everyday use with upgraded parts to deliver heightened protection.
Features:
Premium matte finish
Durable aluminum panels
Rated up to 400 lbs. of evenly distributed weight
Backed by a 5-year warranty
Dual-action tailgate seal
Quick and easy, complete bed access
NEW finished corner caps featuring a softer seal for a more finished appearance
NEW pre-molded and die-cut A-panel and B-side bumpers
NEW prop rod clips securely designed for durability
NEW matte-finished elevator bolts and clamps
Buy It Here!
#5 Bestop EZ-Roll Soft Tonneau Cover
Every pickup truck bed deserves a cover and Bestop knows just what Jeep owners look for in one. With that said, Bestop redesigned the EZ-Roll soft tonneau cover to get the job done in every climate and weather condition to ensure your belongings are always protected. It has been treated for excellent mildew and UV resistance and is easy to use in the extreme cold thanks to the hook and loop system. This cover simply rolls open and attaches behind the cab using durable restraint straps. The tightly rolled configuration gives drivers full access to their truck bed in order to reach larger-sized hauls.
The EZ-Roll soft tonneau cover is made from tough, premium-grade leather-grain vinyl-coated polyester with integrated bows for a quick roll-up time. It also features black finished aluminum rails for a more streamlined OEM look. This cover boasts an easy installation directly to the Jeep bed with no drilling using Bestop’s bolt-on clamp system and bed rails. Dual pull tabs at either rear corner make rolling up this tonneau cover super easy with full access to the bed in half a minute.
Features:
Leather-grain vinyl-coated polyester withstands any climate or weather
Treated for excellent mildew and UV resistance
Bows are integrated into the fabric for quick roll-up
Tonneau sits on top of bed and secures to rail with hook and loop fastener
Features black finish aluminum rails for an OEM-style look
Rolls conveniently to the back of the truck bed in 30 seconds
Allows access to the tailgate without removing the cover
Restraint straps secure rolled Tonneau behind cab
Hook and loop system makes the EZ Roll easy to use, even in extreme cold.
Limited lifetime warranty
Buy It Here!
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2019 Ford Ranger: The Midsize Truck Battle Is On Like Donkey Kong
LA JOLLA, California — Ford mercifully avoided piping in country music into the events accompanying launch of the new Ford Ranger pickup truck. It was early 2000s music instead, with groups like Coldplay in heavy rotation, attempting to appeal to the millennials that the Blue Oval hopes will buy the truck for urban commuting during the week and bicycle/kayak/motorcycle/camping gear hauling on the weekends—more likely full of REI gear than that from Cabela’s.
By adapting the global-market Ranger for North America, Ford hopes to recapture its title as the pickup-truck leader in the United States. Although the F-series remains the bestselling anything in all the land, Ford doesn’t have the absolute sales numbers for the pickup title. Add up the Chevrolet Silverado and Colorado with the GMC Sierra and Canyon, and General Motors’ pickups collectively outsold the F-series by 52,145 units in 2017. While Ford is loath to project any sales estimates, it’s easy to predict they’ll sell more than enough Rangers to bridge the gap. That said, the Ranger faces stiff competition. The bestseller in the segment remains the Toyota Tacoma, at 198,124 in 2017, and there’s more competition on the way: The Jeep Gladiator arrives in showrooms next year, and a new midsize, Dodge Dakota–style Ram will arrive shortly thereafter.
Relying on its global Ranger pickup, Ford was able to rush a new competitor to market while engineering a North America–specific variant that could become the segment’s bestseller by relying on a cocktail of brand equity and good overall design. Deliveries of the ’19 Ranger will start any day now, with just one powertrain choice, a 2.3-liter EcoBoost four and 10-speed automatic driving either the rear or all four wheels. In contrast, Toyota’s Taco comes with a choice of naturalyl aspirated four-cylinder or V-6 gas engines, and the GM twins offer both four- and six-cylinder gas engines and a four-cylinder diesel, and all these models are available with a manual transmission with certain engines.
“This is the perfect powertrain for our customers,” Ranger marketing manager Brian Bell tells us, although the single-engine strategy stands in stark contrast to the F-150’s offering of six engines and two transmissions. Based on the same 2.3-liter EcoBoost turbo four available in the Mustang, the Ranger’s engine is rated for 270 horsepower and 310 lb-ft of torque. Ford has done its best, though, to have this setup serve several masters. The Ranger offers the best gasoline-fueled economy in it its class, the payload rating is 1,800 pounds, and maximum towing capacity is 7,500 pounds. That last number is also best-in-class until the Jeep Gladiator and its 7,650 max tow rating hit the scene.
On northeast San Diego County’s twisty, mountainous roads, the 2019 Ford Ranger is smooth and quiet. We started with a 4×2 XLT SuperCab Lariat and found the EcoBoost four pulled nicely in the mid- to upper rev ranges, though from a standing start, there’s a definite turbo lag enhanced by the engine stop-start system. You can mitigate this by brake-torquing the Ranger’s EcoBoost and revving it up to roughly 2,800 rpm; doing so evens out the acceleration considerably, but this is admittedly a solution highly future owners are highly unlikely to use often.
The Ranger turns into tighter corners in a nice, predictable, and easy way, with more resistance evident as you push it hard—though this is still a tall, heavy vehicle and few are likely to drive it in such a manner. Still, there’s fluidity to the truck’s moves that you won’t find in a full-size pickup, or even the Ranger’s Tacoma competitor. (Ford had a few of the Toyotas on hand for comparison, though not any Chevy Colorados or GMC Canyons.) We were also unable to induce wheel hop despite the empty six-foot bed—the bed is five feet long in the bigger, four-door SuperCab—a common issue in most full-size trucks save the Ram 1500 with its rear coil springs. The Ranger uses a live axle with semi-elliptical leaf springs and outboard dampers out back and an independent control-arm setup with tubular anti-roll bar up front.
The Lightning Blue Lariat 4×2 SuperCab we drove, which has a base price of $33,305, came with adaptive cruise control, five-inch rectangular chrome running boards, a chrome appearance package, the trailer tow package, 18-inch chrome wheels, and the obligatory spray-in bedliner, for a bottom line of $38,320. All Ford Rangers come with automatic emergency braking and a blind-spot-recognition system. Ford’s Co-Pilot 360 suite of advanced driver-assist systems is included on the XLT and Lariat, and optional on the base XL model.
We also had a chance to test the Ranger’s chops off-road on a pre-prepared course designed to show off the advantages of the new truck versus the competition. With that in mind, we did find the Ford’s Trail Control off-road cruise control—standard on 4×4 models—operated more smoothly than did the Tacoma’s. With Trail Control active, the Ranger barely elicited a single electronic grunt on a bumpy downhill trail, while the Tacoma’s similar system jerked that truck through the demonstration as its ABS brake sensors played an industrial metal band soundtrack.
Ford’s Trail Control may be used in four-and two-wheel-drive high range as well as 2-Lo at speeds of up to 20 mph. On the longer, winding off-road trail prepared for the event, the Ranger 4×4 with its 17- or 18-inch all-terrain tires (we took three laps, each in a different-spec truck) and terrain control handled everything from loose dirt to downhill steps to an articulation course, plus a mud bath. We’re sure this truck won’t be able to follow the Jeep Gladiator along a Moab trail—that’s what the upcoming Bronco and Bronco Jr. will be for—but anyone who wants to take his or her bike far off-trail will be able to get a good head start with the Ranger.
The terrain control adjusts for mud and snow, on-road, off-road, etc., with the twist of a dial on the center console. The interior layout is refreshingly simple, with tough seat fabrics and upgrade leathers befitting a work-or-play truck. The standard instrument panel features a real tachometer with a physical dial, while the tech package gets you configurable instruments including a digital rev counter. We prefer the real tach, natch.
In another staged exercise, we drove a 4×2 SuperCab XLT along a few miles of San Diego County canyon roads with about 450 pounds’ worth of two KTM 450 SX-F dirt bikes. Again, the EcoBoost four proved plenty powerful for this situation, although the suspension feels just a slight bit more jittery here than when unladen. You probably won’t feel that wobble if your choice of two-wheeler is an aluminum-framed mountain bike.
Our final stint was in a 4×4 SuperCrew Lariat, with the FX4 off-road package. The base price of this one was $39,490, and our example stickered at $44,255. The 4×4 Ranger CrewCab was no less pleasant to drive in suburban and urban settings than the 4×4 SuperCab, nor did did it exhibit any of the dive or squat of full-size pickups. The Ranger lineup as a whole feels right-sized and well-suited to working in all sorts of traffic situations.
Ford’s new Ranger is a worthy rival for the Chevy Colorado and GMC Canyon, and it may make some headway against the older, more traditional-feeling Toyota Tacoma. While the Ranger’s slight fuel-economy advantage isn’t great enough to overcome the GM twins’ wider variety of powertrain and trim choices, especially with oil remaining dirt-cheap, having another choice in the market is no bad thing, and this is no bad truck.
Yes, but what about a Ranger Raptor? Basically, you can forget about it for a while. Ford’s under-the-skin rework of the Ranger for North America included adding a fully boxed frame, which reportedly precludes the global Ranger Raptor’s Watts-link rear suspension. In addition, the non-U.S. Ranger Raptor comes with a number of engine choices and our Ranger has a streamlined lineup. But body-on-frame trucks are easier to redesign than unibody cars and SUVs, so keep your hopes alive and check back again when the next-gen Ranger is engineered with America in mind from the outset.
2019 Ford Ranger Specifications
ON SALE Now PRICE $25,395–$39,480 ENGINE 2.3L DOHC 16-valve turbocharged I-4; 270 hp @ 5,500 rpm, 310 lb-ft @ 3,000 rpm TRANSMISSION 10-speed automatic LAYOUT front-engine, 2+2 or 4-door, 5-passenger, RWD or 4WD pickup truck EPA MILEAGE 20–21/24–26 mpg (RWD/4WD) L x W x H 210.8 x 85.8 x 70.7–71.5 in WHEELBASE 126.8 in WEIGHT 4,145–4,441 lb 0–60 MPH N/A TOP SPEED N/A
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2019 Ford Ranger: The Midsize Truck Battle Is On Like Donkey Kong
LA JOLLA, California — Ford mercifully avoided piping in country music into the events accompanying launch of the new Ford Ranger pickup truck. It was early 2000s music instead, with groups like Coldplay in heavy rotation, attempting to appeal to the millennials that the Blue Oval hopes will buy the truck for urban commuting during the week and bicycle/kayak/motorcycle/camping gear hauling on the weekends—more likely full of REI gear than that from Cabela’s.
By adapting the global-market Ranger for North America, Ford hopes to recapture its title as the pickup-truck leader in the United States. Although the F-series remains the bestselling anything in all the land, Ford doesn’t have the absolute sales numbers for the pickup title. Add up the Chevrolet Silverado and Colorado with the GMC Sierra and Canyon, and General Motors’ pickups collectively outsold the F-series by 52,145 units in 2017. While Ford is loath to project any sales estimates, it’s easy to predict they’ll sell more than enough Rangers to bridge the gap. That said, the Ranger faces stiff competition. The bestseller in the segment remains the Toyota Tacoma, at 198,124 in 2017, and there’s more competition on the way: The Jeep Gladiator arrives in showrooms next year, and a new midsize, Dodge Dakota–style Ram will arrive shortly thereafter.
Relying on its global Ranger pickup, Ford was able to rush a new competitor to market while engineering a North America–specific variant that could become the segment’s bestseller by relying on a cocktail of brand equity and good overall design. Deliveries of the ’19 Ranger will start any day now, with just one powertrain choice, a 2.3-liter EcoBoost four and 10-speed automatic driving either the rear or all four wheels. In contrast, Toyota’s Taco comes with a choice of naturalyl aspirated four-cylinder or V-6 gas engines, and the GM twins offer both four- and six-cylinder gas engines and a four-cylinder diesel, and all these models are available with a manual transmission with certain engines.
“This is the perfect powertrain for our customers,” Ranger marketing manager Brian Bell tells us, although the single-engine strategy stands in stark contrast to the F-150’s offering of six engines and two transmissions. Based on the same 2.3-liter EcoBoost turbo four available in the Mustang, the Ranger’s engine is rated for 270 horsepower and 310 lb-ft of torque. Ford has done its best, though, to have this setup serve several masters. The Ranger offers the best gasoline-fueled economy in it its class, the payload rating is 1,800 pounds, and maximum towing capacity is 7,500 pounds. That last number is also best-in-class until the Jeep Gladiator and its 7,650 max tow rating hit the scene.
On northeast San Diego County’s twisty, mountainous roads, the 2019 Ford Ranger is smooth and quiet. We started with a 4×2 XLT SuperCab Lariat and found the EcoBoost four pulled nicely in the mid- to upper rev ranges, though from a standing start, there’s a definite turbo lag enhanced by the engine stop-start system. You can mitigate this by brake-torquing the Ranger’s EcoBoost and revving it up to roughly 2,800 rpm; doing so evens out the acceleration considerably, but this is admittedly a solution highly future owners are highly unlikely to use often.
The Ranger turns into tighter corners in a nice, predictable, and easy way, with more resistance evident as you push it hard—though this is still a tall, heavy pickup truck and few are likely to drive it in such a manner. Still, there’s fluidity to the truck’s moves that you won’t find in a full-size F-150 or even in the aging Toyota Tacoma. (Ford had a few of the Toyotas on hand for comparison, though not any Chevy Colorados or GMC Canyons.) We were also unable to induce wheel hop despite the empty six-foot bed—the bed is five feet long in the bigger, four-door SuperCab—a common issue in most full-size trucks save the Ram 1500 with its rear coil springs. The Ranger uses a live axle with semi-elliptical leaf springs and outboard dampers out back and an independent control-arm setup with tubular anti-roll bar up front.
The Lightning Blue Lariat 4×2 SuperCab we drove, which has a base price of $33,305, came with adaptive cruise control, five-inch rectangular chrome running boards, a chrome appearance package, the trailer tow package, 18-inch chrome wheels, and the obligatory spray-in bedliner, for a bottom line of $38,320. All Ford Rangers come with automatic emergency braking and a blind-spot-recognition system. Ford’s Co-Pilot 360 suite of advanced driver-assist systems is included on the XLT and Lariat, and optional on the base XL model.
We also had a chance to test the Ranger’s chops off-road on a pre-prepared course designed to show off the advantages of the new truck versus the competition. With that in mind, we did find the Ford’s Trail Control off-road cruise control—standard on 4×4 models—operated more smoothly than did the Tacoma’s. With Trail Control active, the Ranger barely elicited a single electronic grunt on a bumpy downhill trail, while the Tacoma’s similar system jerked that truck through the demonstration as its ABS brake sensors played an industrial metal band soundtrack.
Ford’s Trail Control may be used in four-and two-wheel-drive high range as well as 2-Lo at speeds of up to 20 mph. On the longer, winding off-road trail prepared for the event, the Ranger 4×4 with its 17- or 18-inch all-terrain tires (we took three laps, each in a different-spec truck) and terrain control handled everything from loose dirt to downhill steps to an articulation course, plus a mud bath. We’re sure this truck won’t be able to follow the Jeep Gladiator along a Moab trail—that’s what the upcoming Bronco and Bronco Jr. will be for—but anyone who wants to take his or her bike far off-trail will be able to get a good head start with the Ranger.
The terrain control adjusts for mud and snow, on-road, off-road, etc., with the twist of a dial on the center console. The interior layout is refreshingly simple, with tough seat fabrics and upgrade leathers befitting a work-or-play truck. The standard instrument panel features a real tachometer with a physical dial, while the tech package gets you configurable instruments including a digital rev counter. We prefer the real tach, natch.
In another staged exercise, we drove a 4×2 SuperCab XLT along a few miles of San Diego County canyon roads with about 450 pounds’ worth of two KTM 450 SX-F dirt bikes. Again, the EcoBoost four proved plenty powerful for this situation, although the suspension feels just a slight bit more jittery here than when unladen. You probably won’t feel that wobble if your choice of two-wheeler is an aluminum-framed mountain bike.
Our final stint was in a 4×4 SuperCrew Lariat, with the FX4 off-road package. The base price of this one was $39,490, and our example stickered at $44,255. The 4×4 Ranger CrewCab was no less pleasant to drive in suburban and urban settings than the 4×4 SuperCab, nor did did it exhibit any of the dive or squat of full-size pickups. The Ranger lineup as a whole feels right-sized and well-suited to working in all sorts of traffic situations.
Ford’s new Ranger is a worthy rival for the Chevy Colorado and GMC Canyon, and it may make some headway against the older, more traditional-feeling Toyota Tacoma. While the Ranger’s slight fuel-economy advantage isn’t great enough to overcome the GM twins’ wider variety of powertrain and trim choices, especially with oil remaining dirt-cheap, having another choice in the market is no bad thing, and this is no bad truck.
Yes, but what about a Ranger Raptor? Basically, you can forget about it for a while. Ford’s under-the-skin rework of the Ranger for North America included adding a fully boxed frame, which reportedly precludes the global Ranger Raptor’s Watts-link rear suspension. In addition, the non-U.S. Ranger Raptor comes with a number of engine choices and our Ranger has a streamlined lineup. But body-on-frame trucks are easier to redesign than unibody cars and SUVs, so keep your hopes alive and check back again when the next-gen Ranger is engineered with America in mind from the outset.
2019 Ford Ranger Specifications
ON SALE Now PRICE $25,395–$39,480 ENGINE 2.3L DOHC 16-valve turbocharged I-4; 270 hp @ 5,500 rpm, 310 lb-ft @ 3,000 rpm TRANSMISSION 10-speed automatic LAYOUT front-engine, 2+2 or 4-door, 5-passenger, RWD or 4WD pickup truck EPA MILEAGE 20–21/24–26 mpg (RWD/4WD) L x W x H 210.8 x 85.8 x 70.7–71.5 in WHEELBASE 126.8 in WEIGHT 4,145–4,441 lb 0–60 MPH N/A TOP SPEED N/A
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2019 Ford Ranger: The Midsize Truck Battle Is On Like Donkey Kong
LA JOLLA, California — Ford mercifully avoided piping in country music into the events accompanying launch of the new Ford Ranger pickup truck. It was early 2000s music instead, with groups like Coldplay in heavy rotation, attempting to appeal to the millennials that the Blue Oval hopes will buy the truck for urban commuting during the week and bicycle/kayak/motorcycle/camping gear hauling on the weekends—more likely full of REI gear than that from Cabela’s.
By adapting the global-market Ranger for North America, Ford hopes to recapture its title as the pickup-truck leader in the United States. Although the F-series remains the bestselling anything in all the land, Ford doesn’t have the absolute sales numbers for the pickup title. Add up the Chevrolet Silverado and Colorado with the GMC Sierra and Canyon, and General Motors’ pickups collectively outsold the F-series by 52,145 units in 2017. While Ford is loath to project any sales estimates, it’s easy to predict they’ll sell more than enough Rangers to bridge the gap. That said, the Ranger faces stiff competition. The bestseller in the segment remains the Toyota Tacoma, at 198,124 in 2017, and there’s more competition on the way: The Jeep Gladiator arrives in showrooms next year, and a new midsize, Dodge Dakota–style Ram will arrive shortly thereafter.
Relying on its global Ranger pickup, Ford was able to rush a new competitor to market while engineering a North America–specific variant that could become the segment’s bestseller by relying on a cocktail of brand equity and good overall design. Deliveries of the ’19 Ranger will start any day now, with just one powertrain choice, a 2.3-liter EcoBoost four and 10-speed automatic driving either the rear or all four wheels. In contrast, Toyota’s Taco comes with a choice of naturalyl aspirated four-cylinder or V-6 gas engines, and the GM twins offer both four- and six-cylinder gas engines and a four-cylinder diesel, and all these models are available with a manual transmission with certain engines.
“This is the perfect powertrain for our customers,” Ranger marketing manager Brian Bell tells us, although the single-engine strategy stands in stark contrast to the F-150’s offering of six engines and two transmissions. Based on the same 2.3-liter EcoBoost turbo four available in the Mustang, the Ranger’s engine is rated for 270 horsepower and 310 lb-ft of torque. Ford has done its best, though, to have this setup serve several masters. The Ranger offers the best gasoline-fueled economy in it its class, the payload rating is 1,800 pounds, and maximum towing capacity is 7,500 pounds. That last number is also best-in-class until the Jeep Gladiator and its 7,650 max tow rating hit the scene.
On northeast San Diego County’s twisty, mountainous roads, the 2019 Ford Ranger is smooth and quiet. We started with a 4×2 XLT SuperCab Lariat and found the EcoBoost four pulled nicely in the mid- to upper rev ranges, though from a standing start, there’s a definite turbo lag enhanced by the engine stop-start system. You can mitigate this by brake-torquing the Ranger’s EcoBoost and revving it up to roughly 2,800 rpm; doing so evens out the acceleration considerably, but this is admittedly a solution highly future owners are highly unlikely to use often.
The Ranger turns into tighter corners in a nice, predictable, and easy way, with more resistance evident as you push it hard—though this is still a tall, heavy pickup truck and few are likely to drive it in such a manner. Still, there’s fluidity to the truck’s moves that you won’t find in a full-size F-150 or even in the aging Toyota Tacoma. (Ford had a few of the Toyotas on hand for comparison, though not any Chevy Colorados or GMC Canyons.) We were also unable to induce wheel hop despite the empty six-foot bed—the bed is five feet long in the bigger, four-door SuperCab—a common issue in most full-size trucks save the Ram 1500 with its rear coil springs. The Ranger uses a live axle with semi-elliptical leaf springs and outboard dampers out back and an independent control-arm setup with tubular anti-roll bar up front.
The Lightning Blue Lariat 4×2 SuperCab we drove, which has a base price of $33,305, came with adaptive cruise control, five-inch rectangular chrome running boards, a chrome appearance package, the trailer tow package, 18-inch chrome wheels, and the obligatory spray-in bedliner, for a bottom line of $38,320. All Ford Rangers come with automatic emergency braking and a blind-spot-recognition system. Ford’s Co-Pilot 360 suite of advanced driver-assist systems is included on the XLT and Lariat, and optional on the base XL model.
We also had a chance to test the Ranger’s chops off-road on a pre-prepared course designed to show off the advantages of the new truck versus the competition. With that in mind, we did find the Ford’s Trail Control off-road cruise control—standard on 4×4 models—operated more smoothly than did the Tacoma’s. With Trail Control active, the Ranger barely elicited a single electronic grunt on a bumpy downhill trail, while the Tacoma’s similar system jerked that truck through the demonstration as its ABS brake sensors played an industrial metal band soundtrack.
Ford’s Trail Control may be used in four-and two-wheel-drive high range as well as 2-Lo at speeds of up to 20 mph. On the longer, winding off-road trail prepared for the event, the Ranger 4×4 with its 17- or 18-inch all-terrain tires (we took three laps, each in a different-spec truck) and terrain control handled everything from loose dirt to downhill steps to an articulation course, plus a mud bath. We’re sure this truck won’t be able to follow the Jeep Gladiator along a Moab trail—that’s what the upcoming Bronco and Bronco Jr. will be for—but anyone who wants to take his or her bike far off-trail will be able to get a good head start with the Ranger.
The terrain control adjusts for mud and snow, on-road, off-road, etc., with the twist of a dial on the center console. The interior layout is refreshingly simple, with tough seat fabrics and upgrade leathers befitting a work-or-play truck. The standard instrument panel features a real tachometer with a physical dial, while the tech package gets you configurable instruments including a digital rev counter. We prefer the real tach, natch.
In another staged exercise, we drove a 4×2 SuperCab XLT along a few miles of San Diego County canyon roads with about 450 pounds’ worth of two KTM 450 SX-F dirt bikes. Again, the EcoBoost four proved plenty powerful for this situation, although the suspension feels just a slight bit more jittery here than when unladen. You probably won’t feel that wobble if your choice of two-wheeler is an aluminum-framed mountain bike.
Our final stint was in a 4×4 SuperCrew Lariat, with the FX4 off-road package. The base price of this one was $39,490, and our example stickered at $44,255. The 4×4 Ranger CrewCab was no less pleasant to drive in suburban and urban settings than the 4×4 SuperCab, nor did did it exhibit any of the dive or squat of full-size pickups. The Ranger lineup as a whole feels right-sized and well-suited to working in all sorts of traffic situations.
Ford’s new Ranger is a worthy rival for the Chevy Colorado and GMC Canyon, and it may make some headway against the older, more traditional-feeling Toyota Tacoma. While the Ranger’s slight fuel-economy advantage isn’t great enough to overcome the GM twins’ wider variety of powertrain and trim choices, especially with oil remaining dirt-cheap, having another choice in the market is no bad thing, and this is no bad truck.
Yes, but what about a Ranger Raptor? Basically, you can forget about it for a while. Ford’s under-the-skin rework of the Ranger for North America included adding a fully boxed frame, which reportedly precludes the global Ranger Raptor’s Watts-link rear suspension. In addition, the non-U.S. Ranger Raptor comes with a number of engine choices and our Ranger has a streamlined lineup. But body-on-frame trucks are easier to redesign than unibody cars and SUVs, so keep your hopes alive and check back again when the next-gen Ranger is engineered with America in mind from the outset.
2019 Ford Ranger Specifications
ON SALE Now PRICE $25,395–$39,480 ENGINE 2.3L DOHC 16-valve turbocharged I-4; 270 hp @ 5,500 rpm, 310 lb-ft @ 3,000 rpm TRANSMISSION 10-speed automatic LAYOUT front-engine, 2+2 or 4-door, 5-passenger, RWD or 4WD pickup truck EPA MILEAGE 20–21/24–26 mpg (RWD/4WD) L x W x H 210.8 x 85.8 x 70.7–71.5 in WHEELBASE 126.8 in WEIGHT 4,145–4,441 lb 0–60 MPH N/A TOP SPEED N/A
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Ram Rides Into SEMA With Two 1500 Pickup Truck Concepts
They’re rolling Mopar advertisements.
The SEMA Show is the go-to venue for automakers and aftermarket tuners alike that want to show off their latest and greatest automotive accessories. Concepts to finished products descend upon Las Vegas for several days of automotive extravagance. And Ram isn’t missing out on the action, bringing 14 personalized rides to the show. But there are two the automaker is highlighting before the show even begins – Rebel and Big Horn “Low Down” concepts. Both will be on display during the show at the brand’s 15,345-square-foot exhibit.
What to expect from SEMA:
The Ram 1500 Rebel concept showcases both Mopar accessories and conceptual products. The Rebel sports a custom blue exterior color called Rebel Smoke. To add to the trucks tough aesthetic is a Moper lift kit that raises the Ram two inches for additional ground clearance. The Mopar Ram Airflow cold-air intake gives the 5.7-liter Hemi V8 an undisclosed performance bump.
Thirty-five-inch Goodyear DuraTrac tires wrap around 18-inch satin black wheels on the Rebel. Other exterior upgrades include Mopar off-road running boards, a conceptual performance hood, and a Ram bar in the bed with five five-inch LED lights attached. Other features include a conceptual rear spare tire carrier, Mopar rear bed step, spray-in bedliner, Mopar five-inch gloss black exhaust tips, and black satin graphics. Inside, there’s a conceptual pedal kit, wireless charging, all-weather floor mats, and brushed and polished door sill guards. More than 200 Mopar parts and accessories are on the Rebel concept.
The Ram 1500 Big Horn “Low Down” is the Rebel’s polar opposite, with a prototype suspension that lowers the truck by two inches. The 22-inch wheels with gloss black and brass monkey color accents, give the 1500 Big Horn a sleek appearance. One of the truck’s stand-out features is the one-piece Mopar hard tonneau cover, which is painted in gloss black. The Big Horn sports a 5.7-liter Hemi V8 and a Mopar Ram Airflow cold-air intake, as well.
All Ram and Big Horn badging is colored gloss black while the exterior is two-tone – black and silver. Mopar conceptual wheel flares are painted the same silver color. Glass black five-inch exhaust tips complete the exterior look. Inside, the Big Horn sports all-weather floor mats, a conceptual pedal kit, and brushed and polished door sill guards.
Expect SEMA to have a host of cool reveals ranging from wild concepts to production-ready accessories, and these two trucks aren’t the only thing coming from Mopar.
Source: Ram
Hide press releaseShow press release
Mopar to Showcase Customized Ram 1500 Trucks at SEMA
October 26, 2018 , Auburn Hills, Mich. – Mopar is giving a sneak-peek preview of two modified Ram 1500 trucks that will be featured in the Mopar exhibit at the 2018 Specialty Equipment Market Association (SEMA) Show. The event is the premier automotive specialty products trade show in the world and is scheduled to take place October 30 – November 2 in Las Vegas.
The pickup trucks, customized with a combination of Mopar production and prototype parts and accessories, are two of 14 personalized rides, as well as hundreds of Mopar products, that will be on display in the brand’s 15,345-square-foot exhibit in the Las Vegas Convention Center.
Mopar will also announce more news at its annual SEMA press briefing, which will take place on Tuesday, October 30, at 7:26 p.m. ET/4:26 p.m. PT. The presentation can be viewed live online at https://livestream.com/FCALive/MoparSEMA2018.
“The SEMA Show is truly the greatest stage for our brand to demonstrate what owners and enthusiasts can create with a little imagination and a selection of Mopar parts and accessories,” said Steve Beahm, Head of Parts & Service (Mopar) and Passenger Car Brands, FCA – North America. “There is a method to our SEMA madness — we use this show as a venue to gauge enthusiast interest in prototype parts that may become production offerings in the future.”
Mopar-modified Ram 1500 Rebel Concept
Mopar pulled from its palette more than 200 parts and accessories for the all-new Ram 1500 and also bolted on select concept products to reinforce the already off-road capable personality of the Ram 1500 Rebel.
The Ram 1500 Rebel is painted a custom neutral blue, nicknamed “Rebel Smoke,” and is outfitted for the trail with a Mopar lift kit that raises the Ram two inches for enhanced off-road clearance. One-piece cast-aluminum black Mopar off-road running boards provide easy ingress and egress. Mopar Satin Black 18 x 8-inch cast-aluminum beadlock wheels are trimmed with “Rebel Smoke” body-color wheel rings and wrapped with 35-inch Goodyear DuraTrac tires, putting proper traction and tread to the trail. Production wheel flares and Grey Metallic skid plates deliver an extra dose of off-road protection.
A Mopar conceptual performance hood covers the 5.7-liter HEMI® engine, which receives an additional performance bump thanks to the Mopar “Ram Airflow” cold-air intake system, stamped up front with a molded R-A-M logo. The appearance of the performance hood pops even more with a Grey Metallic Mopar graphic and a Ram 1500 HEMI badge for those who want to share with the world what’s underneath. All vehicle badging has been turned Grey Metallic.
A Ram Bar in the bed acts as a mounting location for five 5-inch LED lights that illuminate the trail at a bright 4,800 lumens each. The bed also incorporates a conceptual rear spare tire carrier, Mopar rear bed step and black spray-in bedliner. Satin Black Rebel graphics from Mopar dress up the bed sides and Mopar 5-inch Gloss Black exhaust tips complete the rear custom touches.
Inside, soft and hard interior trim has been transformed to carry a black monochromatic look, a distinct change from the standard red anodized Rebel trim. Mopar accessories complete the interior, including all-weather mats, brushed and polished door sill guards with the R-A-M logo, wireless charging and a conceptual pedal kit.
Ram 1500 Big Horn “Low Down” Concept
The Ram 1500 Big Horn “Low Down” is Mopar-modified with slammed-to-the-street style and unique, clean exterior flourishes.
The “Low Down” builds off the Ram 1500 Big Horn trim level. The concept features a custom “Brassphault” color palette and the upper body, including the Mopar conceptual performance hood, is custom Gloss Black. The lower body is Billet Silver and a thin Brass Monkey stripe wraps around the Ram, serving as both an accent point and a dividing line. All Ram and Big Horn exterior badging is colored Gloss Black.
The Ram 1500 “Low Down” is dropped two inches closer to the street by a prototype lowering kit, providing a more aggressive stance and appearance. The “Low Down” rides on 22-inch oversized production wheels colored custom Gloss Black with Brass Monkey accents to connect with the exterior color theme. Mopar conceptual wheel flares are smoothed out and painted to match the Billet Silver lower body.
The one-piece Mopar hard tonneau cover stands out in body color Gloss Black as do the 5-inch exhaust tips. Heading inside, Mopar accessories include Mopar all-weather mats, brushed and polished door sill guards with the R-A-M logo and conceptual bright pedal kits.
The “Low Down” packs a 5.7-liter HEMI engine under the performance hood and is augmented with a Mopar “Ram Airflow” cold-air intake system featuring the R-A-M logo molded at the front.
Source: https://bloghyped.com/ram-rides-into-sema-with-two-1500-pickup-truck-concepts/
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Global Truck Bedliners Industry Market Analysis & Forecast 2018-2023
In the Global Truck Bedliners Industry Market Analysis & Forecast 2018-2023, the revenue is valued at USD XX million in 2017 and is expected to reach USD XX million by the end of 2023, growing at a CAGR of XX% between 2018 and 2023. The production is estimated at XX million in 2017 and is forecasted to reach XX million by the end of 2023, growing at a CAGR of XX% between 2018 and 2023.
It covers Regional Segment Analysis, Type, Appliction, Major Manufactures, Industry Chain Analysis, Competitive Insights and Macroeconomic Analysis.
Global Truck Bedliners Market: Regional Segment Analysis
North America
Europe
China
Japan
Southeast Asia
India Read full report @: https://www.upmarketresearch.com/reports/Global-Truck-Bedliners-Industry-Market-Analysis-Forecast-2018-2023
company 1
company 2
company 3
company 4
company 5
company 6
company 7
company 8
company 9
The Major players reported in the market include:
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Key Topics Covered In This Report
Chapter 1 Truck Bedliners Market Overview
Chapter 2 Global Economic Impact on Truck Bedliners Industry
Chapter 3 Global Truck Bedliners Market Competition by Manufacturers
Chapter 4 Global Truck Bedliners Production, Revenue (Value) by Region (2013-2018)
Chapter 5 Global Truck Bedliners Supply (Production), Consumption, Export, Import by Regions (2013-2018)
Chapter 6 Global Truck Bedliners Production, Revenue (Value), Price Trend by Type
Chapter 7 Global Truck Bedliners Market Analysis by Application
Chapter 8 Global Truck Bedliners Manufacturers Analysis
Chapter 9 Truck Bedliners Manufacturing Cost Analysis
Chapter 10 Industrial Chain, Sourcing Strategy and Downstream Buyers
Chapter 11 Marketing Strategy Analysis, Distributors/Traders
Chapter 12 Market Effect Factors Analysis
Chapter 13 Global Truck Bedliners Market Forecast (2018-2023)
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Global Truck Bedliners Market: Product Segment Analysis
Type 1
Type 2
Type 3
Application 1
Application 2
Application 3
Global Truck Bedliners Market: Application Segment Analysis
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It provides pin point analysis of changing competition dynamics and keeps you ahead of competitors
It helps in making informed business decisions by having complete insights of market and by making in-depth analysis of market segments
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Future of United States Truck Bedliners Market Growth, Size, Trends and Regional Forecast from 2017 to 2022
The United States Truck Bedliners Market Research Report 2017 renders deep perception of the key regional market status of the Truck Bedliners Industry on a United States level that primarily aims the core regions which comprises of continents like Europe, North America, and Asia and the key countries such as United States, Germany, China and Japan.
The report on “United States Truck Bedliners Market” is a professional report which provides thorough knowledge along with complete information pertaining to the Truck Bedliners industry a propos classifications, definitions, applications, industry chain summary, industry policies in addition to plans, product specifications, manufacturing processes, cost structures, etc.
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The potential of this industry segment has been rigorously investigated in conjunction with primary market challenges. The present market condition and future prospects of the segment has also been examined. Moreover, key strategies in the market that includes product developments, partnerships, mergers and acquisitions, etc., are discussed. Besides, upstream raw materials and equipment and downstream demand analysis is also conducted.
Report Includes:-
The report cloaks the market analysis and projection of “Truck Bedliners Market” on a regional as well as United States level. The report constitutes qualitative and quantitative valuation by industry analysts, first-hand data, assistance from industry experts along with their most recent verbatim and each industry manufacturers via the market value chain. The research experts have additionally assessed the in general sales and revenue generation of this particular market. In addition, this report also delivers widespread analysis of root market trends, several governing elements and macro-economic indicators, coupled with market improvements as per every segment. Furthermore, the report contains diverse profiles of primary market players of “Truck Bedliners Market”.
Geographically, this report is segmented into several key Regions, with production, consumption, revenue (million USD), market share and growth rate of Truck Bedliners in these regions, from 2012 to 2022 (forecast), covering:
North America
China
Europe
Southeast Asia
Japan
India
United States Truck Bedliners market competition by top manufacturers, with production, price, revenue (value) and market share for each manufacturer; the top players including:
Panda Corporation
LINE-X
Aeroklas
SPEEDLINER
Rugged Liner
International Liner
DualLiner
Rhino Linings
Scorpion
Toff Liner
Ultimate Linings
Industrial Polymers
Homestead Products
Huayu
The report is generically segmented into six parts and every part aims on the overview of the Truck Bedliners industry, present condition of the market, feasibleness of the investment along with several strategies and policies. Apart from the definition and classification, the report also discusses the analysis of import and export and describes a comparison of the market that is focused on the trends and development. Along with entire framework in addition to in-depth details, one can prepare and stay ahead of the competitors across the targeted locations. The fact that this market report renders details about the major market players along with their product development and current trends proves to be very beneficial for fresh entrants to comprehend and recognize the industry in an improved manner. The report also enlightens the productions, sales, supply, market condition, demand, growth, and forecast of the Truck Bedliners industry in the United States markets.
Every region’s market has been studied thoroughly in this report which deals with the precise information pertaining to the Marketing Channels and novel project investments so that the new entrants as well as the established market players conduct intricate research of trends and analysis in these regional markets. Acknowledging the status of the environment and products’ up gradation, the market report foretells each and every detail.
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So as to fabricate this report, complete key details, strategies and variables are examined so that entire useful information is amalgamated together for the understanding and studying the key facts pertaining the United States Truck Bedliners Industry. The production value and market share in conjunction with the SWOT analysis everything is integrated in this report.
Table of Contents
6 United States Truck Bedliners Players/Suppliers Profiles and Sales Data 6.1 Panda Corporation 6.1.1 Company Basic Information, Manufacturing Base and Competitors 6.1.2 Truck Bedliners Product Category, Application and Specification 6.1.2.1 Product A 6.1.2.2 Product B 6.1.3 Panda Corporation Truck Bedliners Sales, Revenue, Price and Gross Margin (2012-2017) 6.1.4 Main Business/Business Overview 6.2 LINE-X 6.2.2 Truck Bedliners Product Category, Application and Specification 6.2.2.1 Product A 6.2.2.2 Product B 6.2.3 LINE-X Truck Bedliners Sales, Revenue, Price and Gross Margin (2012-2017) 6.2.4 Main Business/Business Overview 6.3 Aeroklas 6.3.2 Truck Bedliners Product Category, Application and Specification 6.3.2.1 Product A 6.3.2.2 Product B 6.3.3 Aeroklas Truck Bedliners Sales, Revenue, Price and Gross Margin (2012-2017) 6.3.4 Main Business/Business Overview 6.4 SPEEDLINER 6.4.2 Truck Bedliners Product Category, Application and Specification 6.4.2.1 Product A 6.4.2.2 Product B 6.4.3 SPEEDLINER Truck Bedliners Sales, Revenue, Price and Gross Margin (2012-2017) 6.4.4 Main Business/Business Overview 6.5 Rugged Liner 6.5.2 Truck Bedliners Product Category, Application and Specification 6.5.2.1 Product A 6.5.2.2 Product B 6.5.3 Rugged Liner Truck Bedliners Sales, Revenue, Price and Gross Margin (2012-2017) 6.5.4 Main Business/Business Overview 6.6 International Liner 6.6.2 Truck Bedliners Product Category, Application and Specification 6.6.2.1 Product A 6.6.2.2 Product B 6.6.3 International Liner Truck Bedliners Sales, Revenue, Price and Gross Margin (2012-2017) 6.6.4 Main Business/Business Overview 6.7 DualLiner 6.7.2 Truck Bedliners Product Category, Application and Specification 6.7.2.1 Product A 6.7.2.2 Product B 6.7.3 DualLiner Truck Bedliners Sales, Revenue, Price and Gross Margin (2012-2017) 6.7.4 Main Business/Business Overview 6.8 Rhino Linings 6.8.2 Truck Bedliners Product Category, Application and Specification 6.8.2.1 Product A 6.8.2.2 Product B 6.8.3 Rhino Linings Truck Bedliners Sales, Revenue, Price and Gross Margin (2012-2017) 6.8.4 Main Business/Business Overview 6.9 Scorpion 6.9.2 Truck Bedliners Product Category, Application and Specification 6.9.2.1 Product A 6.9.2.2 Product B 6.9.3 Scorpion Truck Bedliners Sales, Revenue, Price and Gross Margin (2012-2017) 6.9.4 Main Business/Business Overview 6.10 Toff Liner 6.10.2 Truck Bedliners Product Category, Application and Specification 6.10.2.1 Product A 6.10.2.2 Product B 6.10.3 Toff Liner Truck Bedliners Sales, Revenue, Price and Gross Margin (2012-2017) 6.10.4 Main Business/Business Overview 6.11 Ultimate Linings 6.12 Industrial Polymers 6.13 Homestead Products 6.14 Huayu
……….continued
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2019 Ford Ranger: The Midsize Truck Battle Is On Like Donkey Kong
LA JOLLA, California — Ford mercifully avoided piping in country music into the events accompanying launch of the new Ford Ranger pickup truck. It was early 2000s music instead, with groups like Coldplay in heavy rotation, attempting to appeal to the millennials that the Blue Oval hopes will buy the truck for urban commuting during the week and bicycle/kayak/motorcycle/camping gear hauling on the weekends—more likely full of REI gear than that from Cabela’s.
By adapting the global-market Ranger for North America, Ford hopes to recapture its title as the pickup-truck leader in the United States. Although the F-series remains the bestselling anything in all the land, Ford doesn’t have the absolute sales numbers for the pickup title. Add up the Chevrolet Silverado and Colorado with the GMC Sierra and Canyon, and General Motors’ pickups collectively outsold the F-series by 52,145 units in 2017. While Ford is loath to project any sales estimates, it’s easy to predict they’ll sell more than enough Rangers to bridge the gap. That said, the Ranger faces stiff competition. The bestseller in the segment remains the Toyota Tacoma, at 198,124 in 2017, and there’s more competition on the way: The Jeep Gladiator arrives in showrooms next year, and a new midsize, Dodge Dakota–style Ram will arrive shortly thereafter.
Relying on its global Ranger pickup, Ford was able to rush a new competitor to market while engineering a North America–specific variant that could become the segment’s bestseller by relying on a cocktail of brand equity and good overall design. Deliveries of the ’19 Ranger will start any day now, with just one powertrain choice, a 2.3-liter EcoBoost four and 10-speed automatic driving either the rear or all four wheels. In contrast, Toyota’s Taco comes with a choice of naturalyl aspirated four-cylinder or V-6 gas engines, and the GM twins offer both four- and six-cylinder gas engines and a four-cylinder diesel, and all these models are available with a manual transmission with certain engines.
“This is the perfect powertrain for our customers,” Ranger marketing manager Brian Bell tells us, although the single-engine strategy stands in stark contrast to the F-150’s offering of six engines and two transmissions. Based on the same 2.3-liter EcoBoost turbo four available in the Mustang, the Ranger’s engine is rated for 270 horsepower and 310 lb-ft of torque. Ford has done its best, though, to have this setup serve several masters. The Ranger offers the best gasoline-fueled economy in it its class, the payload rating is 1,800 pounds, and maximum towing capacity is 7,500 pounds. That last number is also best-in-class until the Jeep Gladiator and its 7,650 max tow rating hit the scene.
On northeast San Diego County’s twisty, mountainous roads, the 2019 Ford Ranger is smooth and quiet. We started with a 4×2 XLT SuperCab Lariat and found the EcoBoost four pulled nicely in the mid- to upper rev ranges, though from a standing start, there’s a definite turbo lag enhanced by the engine stop-start system. You can mitigate this by brake-torquing the Ranger’s EcoBoost and revving it up to roughly 2,800 rpm; doing so evens out the acceleration considerably, but this is admittedly a solution highly future owners are highly unlikely to use often.
The Ranger turns into tighter corners in a nice, predictable, and easy way, with more resistance evident as you push it hard—though this is still a tall, heavy vehicle and few are likely to drive it in such a manner. Still, there’s fluidity to the truck’s moves that you won’t find in a full-size pickup, or even the Ranger’s Tacoma competitor. (Ford had a few of the Toyotas on hand for comparison, though not any Chevy Colorados or GMC Canyons.) We were also unable to induce wheel hop despite the empty six-foot bed—the bed is five feet long in the bigger, four-door SuperCab—a common issue in most full-size trucks save the Ram 1500 with its rear coil springs. The Ranger uses a live axle with semi-elliptical leaf springs and outboard dampers out back and an independent control-arm setup with tubular anti-roll bar up front.
The Lightning Blue Lariat 4×2 SuperCab we drove, which has a base price of $33,305, came with adaptive cruise control, five-inch rectangular chrome running boards, a chrome appearance package, the trailer tow package, 18-inch chrome wheels, and the obligatory spray-in bedliner, for a bottom line of $38,320. All Ford Rangers come with automatic emergency braking and a blind-spot-recognition system. Ford’s Co-Pilot 360 suite of advanced driver-assist systems is included on the XLT and Lariat, and optional on the base XL model.
We also had a chance to test the Ranger’s chops off-road on a pre-prepared course designed to show off the advantages of the new truck versus the competition. With that in mind, we did find the Ford’s Trail Control off-road cruise control—standard on 4×4 models—operated more smoothly than did the Tacoma’s. With Trail Control active, the Ranger barely elicited a single electronic grunt on a bumpy downhill trail, while the Tacoma’s similar system jerked that truck through the demonstration as its ABS brake sensors played an industrial metal band soundtrack.
Ford’s Trail Control may be used in four-and two-wheel-drive high range as well as 2-Lo at speeds of up to 20 mph. On the longer, winding off-road trail prepared for the event, the Ranger 4×4 with its 17- or 18-inch all-terrain tires (we took three laps, each in a different-spec truck) and terrain control handled everything from loose dirt to downhill steps to an articulation course, plus a mud bath. We’re sure this truck won’t be able to follow the Jeep Gladiator along a Moab trail—that’s what the upcoming Bronco and Bronco Jr. will be for—but anyone who wants to take his or her bike far off-trail will be able to get a good head start with the Ranger.
The terrain control adjusts for mud and snow, on-road, off-road, etc., with the twist of a dial on the center console. The interior layout is refreshingly simple, with tough seat fabrics and upgrade leathers befitting a work-or-play truck. The standard instrument panel features a real tachometer with a physical dial, while the tech package gets you configurable instruments including a digital rev counter. We prefer the real tach, natch.
In another staged exercise, we drove a 4×2 SuperCab XLT along a few miles of San Diego County canyon roads with about 450 pounds’ worth of two KTM 450 SX-F dirt bikes. Again, the EcoBoost four proved plenty powerful for this situation, although the suspension feels just a slight bit more jittery here than when unladen. You probably won’t feel that wobble if your choice of two-wheeler is an aluminum-framed mountain bike.
Our final stint was in a 4×4 SuperCrew Lariat, with the FX4 off-road package. The base price of this one was $39,490, and our example stickered at $44,255. The 4×4 Ranger CrewCab was no less pleasant to drive in suburban and urban settings than the 4×4 SuperCab, nor did did it exhibit any of the dive or squat of full-size pickups. The Ranger lineup as a whole feels right-sized and well-suited to working in all sorts of traffic situations.
Ford’s new Ranger is a worthy rival for the Chevy Colorado and GMC Canyon, and it may make some headway against the older, more traditional-feeling Toyota Tacoma. While the Ranger’s slight fuel-economy advantage isn’t great enough to overcome the GM twins’ wider variety of powertrain and trim choices, especially with oil remaining dirt-cheap, having another choice in the market is no bad thing, and this is no bad truck.
Yes, but what about a Ranger Raptor? Basically, you can forget about it for a while. Ford’s under-the-skin rework of the Ranger for North America included adding a fully boxed frame, which reportedly precludes the global Ranger Raptor’s Watts-link rear suspension. In addition, the non-U.S. Ranger Raptor comes with a number of engine choices and our Ranger has a streamlined lineup. But body-on-frame trucks are easier to redesign than unibody cars and SUVs, so keep your hopes alive and check back again when the next-gen Ranger is engineered with America in mind from the outset.
2019 Ford Ranger Specifications
ON SALE Now PRICE $25,395–$39,480 ENGINE 2.3L DOHC 16-valve turbocharged I-4; 270 hp @ 5,500 rpm, 310 lb-ft @ 3,000 rpm TRANSMISSION 10-speed automatic LAYOUT front-engine, 2+2 or 4-door, 5-passenger, RWD or 4WD pickup truck EPA MILEAGE 20–21/24–26 mpg (RWD/4WD) L x W x H 210.8 x 85.8 x 70.7–71.5 in WHEELBASE 126.8 in WEIGHT 4,145–4,441 lb 0–60 MPH N/A TOP SPEED N/A
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2019 Ford Ranger: The Midsize Truck Battle Is On Like Donkey Kong
LA JOLLA, California — Ford mercifully avoided piping in country music into the events accompanying launch of the new Ford Ranger pickup truck. It was early 2000s music instead, with groups like Coldplay in heavy rotation, attempting to appeal to the millennials that the Blue Oval hopes will buy the truck for urban commuting during the week and bicycle/kayak/motorcycle/camping gear hauling on the weekends—more likely full of REI gear than that from Cabela’s.
By adapting the global-market Ranger for North America, Ford hopes to recapture its title as the pickup-truck leader in the United States. Although the F-series remains the bestselling anything in all the land, Ford doesn’t have the absolute sales numbers for the pickup title. Add up the Chevrolet Silverado and Colorado with the GMC Sierra and Canyon, and General Motors’ pickups collectively outsold the F-series by 52,145 units in 2017. While Ford is loath to project any sales estimates, it’s easy to predict they’ll sell more than enough Rangers to bridge the gap. That said, the Ranger faces stiff competition. The bestseller in the segment remains the Toyota Tacoma, at 198,124 in 2017, and there’s more competition on the way: The Jeep Gladiator arrives in showrooms next year, and a new midsize, Dodge Dakota–style Ram will arrive shortly thereafter.
Relying on its global Ranger pickup, Ford was able to rush a new competitor to market while engineering a North America–specific variant that could become the segment’s bestseller by relying on a cocktail of brand equity and good overall design. Deliveries of the ’19 Ranger will start any day now, with just one powertrain choice, a 2.3-liter EcoBoost four and 10-speed automatic driving either the rear or all four wheels. In contrast, Toyota’s Taco comes with a choice of naturalyl aspirated four-cylinder or V-6 gas engines, and the GM twins offer both four- and six-cylinder gas engines and a four-cylinder diesel, and all these models are available with a manual transmission with certain engines.
“This is the perfect powertrain for our customers,” Ranger marketing manager Brian Bell tells us, although the single-engine strategy stands in stark contrast to the F-150’s offering of six engines and two transmissions. Based on the same 2.3-liter EcoBoost turbo four available in the Mustang, the Ranger’s engine is rated for 270 horsepower and 310 lb-ft of torque. Ford has done its best, though, to have this setup serve several masters. The Ranger offers the best gasoline-fueled economy in it its class, the payload rating is 1,800 pounds, and maximum towing capacity is 7,500 pounds. That last number is also best-in-class until the Jeep Gladiator and its 7,650 max tow rating hit the scene.
On northeast San Diego County’s twisty, mountainous roads, the 2019 Ford Ranger is smooth and quiet. We started with a 4×2 XLT SuperCab Lariat and found the EcoBoost four pulled nicely in the mid- to upper rev ranges, though from a standing start, there’s a definite turbo lag enhanced by the engine stop-start system. You can mitigate this by brake-torquing the Ranger’s EcoBoost and revving it up to roughly 2,800 rpm; doing so evens out the acceleration considerably, but this is admittedly a solution highly future owners are highly unlikely to use often.
The Ranger turns into tighter corners in a nice, predictable, and easy way, with more resistance evident as you push it hard—though this is still a tall, heavy pickup truck and few are likely to drive it in such a manner. Still, there’s fluidity to the truck’s moves that you won’t find in a full-size F-150 or even in the aging Toyota Tacoma. (Ford had a few of the Toyotas on hand for comparison, though not any Chevy Colorados or GMC Canyons.) We were also unable to induce wheel hop despite the empty six-foot bed—the bed is five feet long in the bigger, four-door SuperCab—a common issue in most full-size trucks save the Ram 1500 with its rear coil springs. The Ranger uses a live axle with semi-elliptical leaf springs and outboard dampers out back and an independent control-arm setup with tubular anti-roll bar up front.
The Lightning Blue Lariat 4×2 SuperCab we drove, which has a base price of $33,305, came with adaptive cruise control, five-inch rectangular chrome running boards, a chrome appearance package, the trailer tow package, 18-inch chrome wheels, and the obligatory spray-in bedliner, for a bottom line of $38,320. All Ford Rangers come with automatic emergency braking and a blind-spot-recognition system. Ford’s Co-Pilot 360 suite of advanced driver-assist systems is included on the XLT and Lariat, and optional on the base XL model.
We also had a chance to test the Ranger’s chops off-road on a pre-prepared course designed to show off the advantages of the new truck versus the competition. With that in mind, we did find the Ford’s Trail Control off-road cruise control—standard on 4×4 models—operated more smoothly than did the Tacoma’s. With Trail Control active, the Ranger barely elicited a single electronic grunt on a bumpy downhill trail, while the Tacoma’s similar system jerked that truck through the demonstration as its ABS brake sensors played an industrial metal band soundtrack.
Ford’s Trail Control may be used in four-and two-wheel-drive high range as well as 2-Lo at speeds of up to 20 mph. On the longer, winding off-road trail prepared for the event, the Ranger 4×4 with its 17- or 18-inch all-terrain tires (we took three laps, each in a different-spec truck) and terrain control handled everything from loose dirt to downhill steps to an articulation course, plus a mud bath. We’re sure this truck won’t be able to follow the Jeep Gladiator along a Moab trail—that’s what the upcoming Bronco and Bronco Jr. will be for—but anyone who wants to take his or her bike far off-trail will be able to get a good head start with the Ranger.
The terrain control adjusts for mud and snow, on-road, off-road, etc., with the twist of a dial on the center console. The interior layout is refreshingly simple, with tough seat fabrics and upgrade leathers befitting a work-or-play truck. The standard instrument panel features a real tachometer with a physical dial, while the tech package gets you configurable instruments including a digital rev counter. We prefer the real tach, natch.
In another staged exercise, we drove a 4×2 SuperCab XLT along a few miles of San Diego County canyon roads with about 450 pounds’ worth of two KTM 450 SX-F dirt bikes. Again, the EcoBoost four proved plenty powerful for this situation, although the suspension feels just a slight bit more jittery here than when unladen. You probably won’t feel that wobble if your choice of two-wheeler is an aluminum-framed mountain bike.
Our final stint was in a 4×4 SuperCrew Lariat, with the FX4 off-road package. The base price of this one was $39,490, and our example stickered at $44,255. The 4×4 Ranger CrewCab was no less pleasant to drive in suburban and urban settings than the 4×4 SuperCab, nor did did it exhibit any of the dive or squat of full-size pickups. The Ranger lineup as a whole feels right-sized and well-suited to working in all sorts of traffic situations.
Ford’s new Ranger is a worthy rival for the Chevy Colorado and GMC Canyon, and it may make some headway against the older, more traditional-feeling Toyota Tacoma. While the Ranger’s slight fuel-economy advantage isn’t great enough to overcome the GM twins’ wider variety of powertrain and trim choices, especially with oil remaining dirt-cheap, having another choice in the market is no bad thing, and this is no bad truck.
Yes, but what about a Ranger Raptor? Basically, you can forget about it for a while. Ford’s under-the-skin rework of the Ranger for North America included adding a fully boxed frame, which reportedly precludes the global Ranger Raptor’s Watts-link rear suspension. In addition, the non-U.S. Ranger Raptor comes with a number of engine choices and our Ranger has a streamlined lineup. But body-on-frame trucks are easier to redesign than unibody cars and SUVs, so keep your hopes alive and check back again when the next-gen Ranger is engineered with America in mind from the outset.
2019 Ford Ranger Specifications
ON SALE Now PRICE $25,395–$39,480 ENGINE 2.3L DOHC 16-valve turbocharged I-4; 270 hp @ 5,500 rpm, 310 lb-ft @ 3,000 rpm TRANSMISSION 10-speed automatic LAYOUT front-engine, 2+2 or 4-door, 5-passenger, RWD or 4WD pickup truck EPA MILEAGE 20–21/24–26 mpg (RWD/4WD) L x W x H 210.8 x 85.8 x 70.7–71.5 in WHEELBASE 126.8 in WEIGHT 4,145–4,441 lb 0–60 MPH N/A TOP SPEED N/A
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The 2019 Ford Ranger Is Smooth and Simple
LA JOLLA, California — Ford mercifully avoided piping in country music into the events accompanying launch of the new Ford Ranger pickup truck. It was early 2000s music instead, with groups like Coldplay in heavy rotation, attempting to appeal to the millennials that the Blue Oval hopes will buy the truck for urban commuting during the week and bicycle/kayak/motorcycle/camping gear hauling on the weekends—more likely full of REI gear than that from Cabela’s.
By adapting the global-market Ranger for North America, Ford hopes to recapture its title as the pickup-truck leader in the United States. Although the F-series remains the bestselling anything in all the land, Ford doesn’t have the absolute sales numbers for the pickup title. Add up the Chevrolet Silverado and Colorado with the GMC Sierra and Canyon, and General Motors’ pickups collectively outsold the F-series by 52,145 units in 2017. While Ford is loath to project any sales estimates, it’s easy to predict they’ll sell more than enough Rangers to bridge the gap. That said, the Ranger faces stiff competition. The bestseller in the segment remains the Toyota Tacoma, at 198,124 in 2017, and there’s more competition on the way: The Jeep Gladiator arrives in showrooms next year, and a new midsize, Dodge Dakota–style Ram will arrive shortly thereafter.
Relying on its global Ranger pickup, Ford was able to rush a new competitor to market while engineering a North America–specific variant that could become the segment’s bestseller by relying on a cocktail of brand equity and good overall design. Deliveries of the ’19 Ranger will start any day now, with just one powertrain choice, a 2.3-liter EcoBoost four and 10-speed automatic driving either the rear or all four wheels. In contrast, Toyota’s Taco comes with a choice of naturalyl aspirated four-cylinder or V-6 gas engines, and the GM twins offer both four- and six-cylinder gas engines and a four-cylinder diesel, and all these models are available with a manual transmission with certain engines.
“This is the perfect powertrain for our customers,” Ranger marketing manager Brian Bell tells us, although the single-engine strategy stands in stark contrast to the F-150’s offering of six engines and two transmissions. Based on the same 2.3-liter EcoBoost turbo four available in the Mustang, the Ranger’s engine is rated for 270 horsepower and 310 lb-ft of torque. Ford has done its best, though, to have this setup serve several masters. The Ranger offers the best gasoline-fueled economy in it its class, the payload rating is 1,800 pounds, and maximum towing capacity is 7,500 pounds. That last number is also best-in-class until the Jeep Gladiator and its 7,650 max tow rating hit the scene.
On northeast San Diego County’s twisty, mountainous roads, the 2019 Ford Ranger is smooth and quiet. We started with a 4×2 XLT SuperCab Lariat and found the EcoBoost four pulled nicely in the mid- to upper rev ranges, though from a standing start, there’s a definite turbo lag enhanced by the engine stop-start system. You can mitigate this by brake-torquing the Ranger’s EcoBoost and revving it up to roughly 2,800 rpm; doing so evens out the acceleration considerably, but this is admittedly a solution highly future owners are highly unlikely to use often.
The Ranger turns into tighter corners in a nice, predictable, and easy way, with more resistance evident as you push it hard—though this is still a tall, heavy pickup truck and few are likely to drive it in such a manner. Still, there’s fluidity to the truck’s moves that you won’t find in a full-size F-150 or even in the aging Toyota Tacoma. (Ford had a few of the Toyotas on hand for comparison, though not any Chevy Colorados or GMC Canyons.) We were also unable to induce wheel hop despite the empty six-foot bed—the bed is five feet long in the bigger, four-door SuperCab—a common issue in most full-size trucks save the Ram 1500 with its rear coil springs. The Ranger uses a live axle with semi-elliptical leaf springs and outboard dampers out back and an independent control-arm setup with tubular anti-roll bar up front.
The Lightning Blue Lariat 4×2 SuperCab we drove, which has a base price of $33,305, came with adaptive cruise control, five-inch rectangular chrome running boards, a chrome appearance package, the trailer tow package, 18-inch chrome wheels, and the obligatory spray-in bedliner, for a bottom line of $38,320. All Ford Rangers come with automatic emergency braking and a blind-spot-recognition system. Ford’s Co-Pilot 360 suite of advanced driver-assist systems is included on the XLT and Lariat, and optional on the base XL model.
We also had a chance to test the Ranger’s chops off-road on a pre-prepared course designed to show off the advantages of the new truck versus the competition. With that in mind, we did find the Ford’s Trail Control off-road cruise control—standard on 4×4 models—operated more smoothly than did the Tacoma’s. With Trail Control active, the Ranger barely elicited a single electronic grunt on a bumpy downhill trail, while the Tacoma’s similar system jerked that truck through the demonstration as its ABS brake sensors played an industrial metal band soundtrack.
Ford’s Trail Control may be used in four-and two-wheel-drive high range as well as 2-Lo at speeds of up to 20 mph. On the longer, winding off-road trail prepared for the event, the Ranger 4×4 with its 17- or 18-inch all-terrain tires (we took three laps, each in a different-spec truck) and terrain control handled everything from loose dirt to downhill steps to an articulation course, plus a mud bath. We’re sure this truck won’t be able to follow the Jeep Gladiator along a Moab trail—that’s what the upcoming Bronco and Bronco Jr. will be for—but anyone who wants to take his or her bike far off-trail will be able to get a good head start with the Ranger.
The terrain control adjusts for mud and snow, on-road, off-road, etc., with the twist of a dial on the center console. The interior layout is refreshingly simple, with tough seat fabrics and upgrade leathers befitting a work-or-play truck. The standard instrument panel features a real tachometer with a physical dial, while the tech package gets you configurable instruments including a digital rev counter. We prefer the real tach, natch.
In another staged exercise, we drove a 4×2 SuperCab XLT along a few miles of San Diego County canyon roads with about 450 pounds’ worth of two KTM 450 SX-F dirt bikes. Again, the EcoBoost four proved plenty powerful for this situation, although the suspension feels just a slight bit more jittery here than when unladen. You probably won’t feel that wobble if your choice of two-wheeler is an aluminum-framed mountain bicycle.
Our final stint was in a 4×4 SuperCrew Lariat, with the FX4 off-road package. The base price of this one was $39,490, and our example stickered at $44,255. The 4×4 Ranger CrewCab was no less pleasant to drive in suburban and urban settings than the 4×4 SuperCab, nor did did it exhibit any of the dive or squat of full-size pickups. The Ranger lineup as a whole feels right-sized and well-suited to working in all sorts of traffic situations.
Ford’s new Ranger is a worthy rival for the Chevy Colorado and GMC Canyon, and it may make some headway against the older, more traditional-feeling Toyota Tacoma. While the Ranger’s slight fuel-economy advantage isn’t great enough to overcome the GM twins’ wider variety of powertrain and trim choices, especially with oil remaining dirt-cheap, having another choice in the market is no bad thing, and this is no bad truck.
Yes, but what about a Ranger Raptor? Basically, you can forget about it for a while. Ford’s under-the-skin rework of the Ranger for North America included adding a fully boxed frame, which reportedly precludes the global Ranger Raptor’s Watts-link rear suspension. In addition, the non-U.S. Ranger Raptor comes with a number of engine choices and our Ranger has a streamlined lineup. But body-on-frame trucks are easier to redesign than unibody cars and SUVs, so keep your hopes alive and check back again when the next-gen Ranger is engineered with America in mind from the outset.
2019 Ford Ranger Specifications
ON SALE Now PRICE $25,395–$39,480 ENGINE 2.3L DOHC 16-valve turbocharged I-4; 270 hp @ 5,500 rpm, 310 lb-ft @ 3,000 rpm TRANSMISSION 10-speed automatic LAYOUT front-engine, 2+2 or 4-door, 5-passenger, RWD or 4WD pickup truck EPA MILEAGE 20–21/24–26 mpg (RWD/4WD) L x W x H 210.8 x 85.8 x 70.7–71.5 in WHEELBASE 126.8 in WEIGHT 4,145–4,441 lb 0–60 MPH N/A TOP SPEED N/A
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Ram Goes High, Goes Low, with Two SEMA 1500 Concepts
The 2019 Ram Rebel 1500 concept making its debut at the Specialty Equipment Marketing Association’s (SEMA) big show in Las Vegas gets a two-inch hike in ride height, while the 2019 Ram LowDown 1500 is lowered by two inches. The two pickup trucks are a combination of off-the shelf Mopar bits, and one- or two-off custom parts that could make it into production, like the power bulge hood with a cold-air intake, on both pickup trucks.
Ram dressed a 1500 Longhorn, the model’s most popular trim level, with a two-tone black-over-billet silver tuxedo-style paint job, signature Mopar “brass monkey” wheels and suspension lowered by two inches to create the LowDown. The Mopar body color fender flares have body color-painted exposed fasteners, a Mopar bed cover over a spray-in bedliner, five-inch exhaust tips painted glossy black, Mopar sill plates, and billet aluminum pedals.
Under the power bulge hood, the cold air intake atop the engine, which already is a Mopar part, has been redesigned for straight-shot airflow, for better efficiency, says Joe Dehner, Ram’s exterior design chief and chief of Mopar design.
Ram gave the Rebel, a trim option already in production, the same power bulge hood, though with different graphics, and raised the truck by two inches to better represent its off-road creds.
“It’s the 1980s all over again,” Dehner says of the Ram Bar, not yet in production, added behind the cab. The off-road light cluster atop the bar is available through Mopar. In typical off-road style, the 35-inch (outer diameter) spare tire is mounted in the bed. The sill plate and cast-aluminum running boards also are Mopar production accessories. The bead-lock wheels feature both a “beauty” ring and a functional ring.
“SEMA is the show for Mopar,” says Steve Beahm, parts & service chief, and head of Fiat Chrysler’s passenger car brands in North America. While the volume of concepts from major automakers seems to be smaller in Las Vegas this year, he cites a $1 billion market in customization parts.
“We just want a piece of that pie,” Beahm says.
The post Ram Goes High, Goes Low, with Two SEMA 1500 Concepts appeared first on Automobile Magazine.
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