Not another rough-as-a-badger's-bottom commercial masquerading as some kind of potential leisure machine? Not another rough-as-a-badger's-bottom commercial masquerading as some kind of potential leisure machine.Ford's collection of Ranger pickups filled a gap in the company's LCV catalogue which had been yawning since imports of the Sierra-based P100 were stopped. The P100 was brought in from South Africa, and the Ranger is built in an even more exotic location - the Ford/Mazda AutoAlliance factory in Thailand.But it was designed by Ford's Truck Vehicle Centre in the States, and these guys really know what they're doing. For instance, they might have simply produced a right-hand drive version of their best-selling American F-Series pickup. Ford did the same with the Explorer, after all.However, the truck men knew that, while the F-Series is an all-American howling success, it is simply not the machine for the UK, or for dozens of other export markets. The Ranger may have picked up some of the F100's styling cues, but it's purpose built for different requirements.Forgetting the Regular 4x2, the Regular Cab 4x4 and the Super Cab 4x2, all of which are workhorses pure and simple, the top of the range Double Cab 4x4 really can be a dual-purpose vehicle. It could work for its living during the week, and still be fair enough family or sporting transport at weekends.As a full five-seater with selectable four-wheel drive, which still has plenty of load space out the back, it could be effective transport for folk going sailing, fishing, climbing, club motor racing or anything that calls for hauling around personnel and equipment. And it will tow up to 2200kg with a braked trailer.It's not cheap, though. At an on-the-road price close to £19,000 (with a £2686 reclaimable VAT element) the Double Cab 4x4 has a far more purposeful engine than the other Rangers. It's a 2.5-litre balancer-shaft turbo diesel, with a peak torque figure of nearly 200lb/ft.Out on the road, there's no mistaking sound-wise that this is a diesel, although the engine revs smoothly enough. And the Ranger doesn't lumber about, except when getting off the line to 60mph or so, which is a long and laborious process.Otherwise, the performance of this heavyweight machine is fine. It can potter around in town traffic at 30mph in fifth, but it's also a strong hill climber, has excellent mid-range acceleration and an easy main road cruising gait.Many 4x4 commercials have vague steering and terrible cornering characteristics. The Ranger is far more sophisticated. There's very little kickback at the wheel, and it will steam on quite sportingly on winding country roads, if you bear in mind that it handles differently in two-wheel and four-wheel drive. It's not an all-terrain vehicle, but it's no mug off tarmac.Another advantage it has over most rivals (although not its identical Mazda-badged counterpart) is more supple suspension. The test car didn't lollop around when going quite fast on country roads, although it didn't appreciate potholed surfaces at 30mph in towns.Being built in a Third World country, isn't it rather dodgily put together? Not as far as I could see. The Ranger feels like a robust design properly assembled. And even if there's nothing eye-popping about the interior design, everything you need is there.More than just basic needs, in the case of the Double Cab, which as well as its much more powerful engine, also has creature comforts like air conditioning. There are some sensible security features, and all sorts of extra cost options. I wish one of them was a pull-up handbrake in place of the standard pull-out affair.Second opinion: As I pulled into the fuel station on a Friday night I was sure the Ranger would attract the most admiring glances of all the vehicles there. And so it did until the stretched white Cadillac with the darkened windows arrived. No, honestly. When there are no limos about, the Ranger's bulk makes it an arresting sight, but it's not at all intimidating to drive, and it makes a surprisingly good fist of long-ish motorway cruises too. David Finlay.