Another of the pickups built in Thailand, whose home market takes a higher percentage of these vehicles than any other country in the world, and is number two in actual numbers only to the US, the current Ford Ranger is a freshened-up version of the one we rather liked in its previous manifestation. It's a product of the Ford/Mazda AutoAlliance factory; so it has a Mazda counterpart, while the UK market leader is another Thai-built vehicle, the Mitsubishi L200.A little more American in style than the previous model, the Ranger is promoted with the commercial, dual-use and leisure markets in mind. That being so, there's an entry-level two-seat Regular Cab version, the still-workhorse four-seat Super Cab, the five-seat Double Cab with its less utility interior, and the top of the range XLT Double Cab, at which point we're firmly in lifestyle territory.All these variants use a 2.5-litre turbo diesel engine, the two-wheel drive models in 82bhp form and the 4x4s, like the XLT, with the much more satisfactory 107bhp type, which also delivers a really businesslike 166lb/ft of torque from 2000rpm.The XLT is well presented, with two-tone metallic paint (preferable, let's face it, on a lifestyle vehicle, to get away from the builder's truck connections) a no-cost option. Ford offers Amber, Spruce Green or Midnight Blue over Steel Silver, and it's the Amber which probably looks smartest. Wheels are quite chunky 15" six-spoke alloys, with a steel spare.In its space, trim and equipment levels, the XLT interior is another example of just how far pickups of this kind have moved on from the strictly utilitarian designs of previous decades. It has velour upholstery and floor mats, a stereo radio/CD system, air conditioning, blue-tinted instruments, electrically operated rear windows and stainless steel scuff plates on the sills. In fact, the non-XLT Ranger is pretty well kitted out anyway, with steering wheel rake adjustment, twin front airbags and ABS on all the four-wheel drive types.The front seats are far more comfortable than truck seats used to be, with good side support, and there's more generous passenger space in the back than the Super Cab offers, with plenty of headroom and legroom. As in most vehicles of this kind, the XLT has a very upright rear seat back, and that's the limiting comfort factor, although, of course, double cab pickups aren't usually bought by people preparing to do really long main road runs in them.Over the back, the load deck is obviously shorter than the one in the two-seater, but it's still able to take a handy amount of equipment. Even in the XLT there's no prettying-up. The ribbed plastic load floor covering is intended to take a fair amount of bumping and scraping, and there are tie-down hooks for bulky loads.The net payload for the XLT in standard form is 1060kg; so it qualifies for a VAT refund to VAT-registered owners, although you have to be careful not to load it with extra equipment to the point where the payload concession no longer applies. A stainless steel stop bar and similar side styling bars are standard on the XLT, but a roll-over sports bar is on the extra-cost accessories list, along with items like different types of tow bar (towing capacity is an improved 2800kg braked and 750kg unbaked) and a load area hardtop with side and rear windows.Out on public roads the XLT goes strongly, as well as much more quietly than older Ford diesels. It handles quite lightly for a 4x4 pickup, has considerable mid-range pull, and can be moved pretty smartly along country byways where, unless roughly driven, it doesn't demonstrate the serious understeer that used to be so common.The ride quality is pretty fair, although you can't entirely get away from the basically commercial suspension and the effect of the bulky wheels and tyres. On bumpy roads taken over-enthusiastically the Ranger can't avoid giving a bumpy ride. But then, all its direct rivals are the same.Off-Road TestThe most impressive thing about the Ranger in off-road conditions is how slowly it will travel both up and down steep gradients. It's quite tractable even at engine speeds only barely higher than tickover, and while I admit to stalling on one occasion I should also point out that this was done deliberately by switching off the ignition while the car was still in gear. Restarting the superbly flexible engine allowed the Ranger to purr along once more at what would have been less than walking speed if the ground had made walking possible at all.I travelled in convoy on this test, and the Ranger in front seemed to behave in a rather alarming fashion. But tackling exactly the same ground a matter of seconds later, mine felt perfectly composed. Clearly the Ranger performs tasks that the driver doesn't have to worry about - and that's despite the fact that it isn't loaded with electronic trickery like many more upmarket off-roaders, gadgets that always make me slightly nervous when I think what would happen if any of them failed at the crucial moment.Without the benefit of descent controls and I don't know all what, the Ranger behaves exceptionally well. Whoever set it up for off-roading did a pretty impressive job.There's an enormous amount of overhang at the back, so I was convinced there were going to be several graunching noises as the tailgate came into sharp contact with the pastoral scene. Not a bit of it. The spare tyre, exposed to the elements just forward of the rear bumper, had barely a speck of mud on it after I'd finished the course.It's only fair to point out that the course was designed by Ford people and was by no means the most challenging I've attempted. But I'm not being critical. All it really lacked was the familiar array of unlikely obstacles that you would only ever find on a specially created off-road route. For anyone such as, let's say, a hill farmer who occasionally needs to drive into difficult areas, the Ranger is just the job. David Finlay.