2022 Ford Ranger towing capacity explained

While new-generation Ford Ranger’s maximum payload has improved only slightly for most variants (increasing by about 30kg over their outgoing MY21.75 equivalents), and maximum towing capacity remains the same (3500kg with a braked trailer, with a 350kg maximum tow ball mass, or TBM), its real-world towing capacity has improved significantly.

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However, the new MY22 Wildtrak premium variant fitted with a similar 2.0-litre Bi-Turbo diesel powertrain can realistically tow 270kg more than its predecessor.

Among the volume-selling dual-cab 4x4 automatic utes, the outgoing MY21.75 Ranger Wildtrak and the current Toyota HiLux Rogue have the equal-lowest real-world towing capacity, at just 2800kg.

However, the equivalent new Ranger can now tow 3070kg while still carrying a 678kg payload.

Based on this load/towing calculation, Ford’s new Aussie-developed global ute is no more than an average payload carrier in its class, but it goes to the top of the charts for realistic towing capacity. The next-best 3500kg-capable ute is the Isuzu D-MAX, which has a realistic towing capacity of 2850kg.

But what if you must tow a trailer right at the legal maximum of 3500kg? Here, the new Ford Ranger’s increased gross combined mass (GCM, or the legal maximum weight of vehicle and trailer combination as it sits on the road) gives it the biggest remaining payload.

Assuming that 10 per cent of payload capacity is absorbed by TBM (350kg), the new Ford Ranger Wildtrak 2.0 Bi-Turbo has 555kg of payload to play with before reaching its GCM, a healthy 301kg more than the previous model.

Despite having a 50kg higher GCM and 12kg more total payload capacity, the new Ranger Wildtrak 3.0-litre V6 diesel only has a 14kg payload advantage (692kg) over the four-cylinder version when calculating realistic towing/payload figures.

The Ford Ranger Wildtrak V6 also has a realistic 3050kg tow capacity (20kg less than the Bi-Turbo), and 547kg of payload remaining if towing a full 3500kg, which is actually 8kg less than the Wildtrak 2.0BiT.

Among the volume-selling utes, only the Mitsubishi Triton betters the new Ford Ranger Wildtrak with 590kg of usable payload, but it only has a 3100kg towing capacity.

The dual-cab 4x4 ute that has the least payload remaining while towing 3.5 tonnes is the Toyota HiLux. Australia’s top-selling vehicle can legally carry just 119kg of payload (remember that’s including everything including occupants and their cargo) at its maximum towing capacity.

As we’ve outlined before, towing and payload weights are a common problem for dual-cab utes, and one that Ford engineers haven’t fully resolved with new Ford Ranger.

Simply put, if you were to load up a new Ford Ranger Wildtrak Bi-Turbo to its 985kg maximum payload and then hitch up a trailer weighing 3500kg, you would exceed the ute’s legal payload amount by about 350kg (the trailer’s estimated TBM, which becomes part of payload) while the GCM would be exceeded by 80kg.

GCM has increased from 6000kg maximum across all dual-cab, 3500kg tow-capable Ford Ranger 4x4s to 6350kg (2.0 Bi-Turbo) or 6400kg (3.0 V6) in the new model, but kerb weight is also up.

The heaviest outgoing Ford Ranger Wildtrak was the 3.2-litre auto (2278kg kerb); the new Wildtrak V6 is 75kg heavier at 2353kg, 58kg more than the new Wildtrak BiT (2295kg).

No ute manufacturer can possibly know what each vehicle operator’s individual tow ball mass is going to be. The better ones calculate a GCM that equals the total of both gross vehicle mass (GVM, the maximum weight of the ute by itself, including all passengers, cargo and accessories) and maximum towing capacity, in this case 3500kg.

Otherwise, any towing weight assumptions cannot account for any margin of error or the large variable that is TBM. The result is that some ute owners can unwittingly overload their vehicles.

The "realistic safe tow/payload masses" method we’ve used theoretically assumes a zero TBM, which is neither safe nor recommended when towing. But when estimating what a safe towing capacity is without exceeding GCM, it is a reasonable assumption and allows a margin of safety.

For those planning to do a lot of towing in the new Ford Ranger, there is not only an improvement in real-world towing capacity but also a host of new towing features standard in upper-spec models.

Ford’s factory-fitted tow pack now includes an integrated trailer brake controller that ensures smooth and effective trailer braking by powering the trailer's electric brakes with a proportional output based on the tow vehicle's brake pressure.

The controller is a bit more clever than aftermarket systems in that it adapts its output based on the status of the Ford Ranger's anti-lock braking system (ABS). When the ABS module senses the tow vehicle's brakes are approaching lock-up, the controller's braking strategy changes to compensate for traction conditions, reducing the risk of trailer brake lock-up. The system also provides an instant visual/audible warning in case of an unexpected trailer disconnect.

This integrated trailer brake controller is standard on Ford's Wildtrak and Raptor models, and comes as part of the Touring Pack in XLT Pick-Up and Sport models (which are already fitted with a standard tow bar). The Touring Pack also includes a 360-degree bird’s-eye camera view, and zone lighting.

Meanwhile, the Ford Ranger 4x4 XL and XLS tow bar is part of an optional tow pack that also includes the integrated trailer brake controller.

Also standard from XL level upwards is a tow/haul mode designed for those towing or carrying a heavy load. When selected, it optimises gearshift timing of the Ford Ranger's 10-speed automatic transmission to maintain power when climbing a hill and delivers more engine braking when descending.

The new Ford Ranger also features – as part of the tow packs mentioned above – a trailer connection checklist and trailer light check (via the Ford Pass Connect app) to simplify the process of hooking up a trailer.

As well, the new Ford Ranger’s BLIS (Blind Spot Information System) driver aid allows drivers to program the size of their trailer,. It enables BLIS to provide more coverage of the trailer in the vehicle’s blind spots when towing.

If all this sounds confusing to you the bottom line is this: Ford has taken the biggest step of any 3500kg-capable ute manufacturer to address the realistic towing/payload capacities issues affecting all one-tonne utes, including the old Ranger and, especially, the current Toyota HiLux.

In the real world, with 555kg of remaining payload available with a full 3500kg attached to its tow ball, the new Ford Ranger can realistically accommodate at least a couple of occupants, a bullbar, driving lights and some cargo without breaking the law.