Headlining the range is the 3.0-liter turbodiesel V6, and this engine makes 250 horsepower at 3,250 rpm and 600 Nm of torque from 1,750 to 2,250 rpm. By comparison, it has slightly less horsepower (down three), but more torque (up four) compared to the powerplant found in the F-150 Powerstroke Diesel. The V6 turbodiesel uses a compacted graphite iron (CGI) block that makes it 75 percent stronger and 75 percent stiffer than the iron used in traditional engine blocks.

As of the rest of the engine range, Ford has confirmed that its 2.0-liter single-turbo 4-cylinder diesel will be made available in two states of tune. The first has 150 horsepower at 3,500 rpm and 350 Nm of torque from 1,750 to 2,750 rpm. The second has 170 horsepower at 3,500 rpm and 405 Nm of torque from 1,750 to 2,500 rpm.

Meanwhile, the proven bi-turbo 2.0-liter makes 210 horsepower at 3,750 rpm and 500 Nm of torque from 1,750 to 2,000 rpm. This engine has a bypass system that determines the optimum operating mode, meaning the turbochargers can operate in series (at lower engine speeds for enhanced torque and responsiveness), or the smaller turbo can be bypassed allowing the larger turbocharger to deliver high power.

Transmission choices include a 10-speed automatic for the 3.0-liter V6 and 2.0-liter bi-turbo, while the single-turbo versions will get a 6-speed automatic. For those who prefer to do their own shifting, the higher-powered engines will get a 6-speed manual, while lower-powered engines will make do with either a 6-speed or 5-speed ‘box. Ford says its new manual transmission was developed in the course of four years across four continents, and boasts of a new gear set for smoother shifts.

Protecting the drivetrain, including the steering, sump, transmission, and transfer case, the Ranger has protective underbody shields made from pressed and folded laser-cut steel. The recessed mounting bolts are protected from damage and easy to remove for servicing, and because the shields are bolted directly to the chassis they add to the structural integrity of the vehicle.

As for off-road credentials, a 50mm track and wheelbase increase for next-gen Ranger has improved vehicle stability on- and off-road. It has also improved the front approach angle to 30 degrees (up from 28.5 degrees in the prior model) and rear departure angle to 23 degrees (up from 21 degrees in the prior model). The latter is the same when a tow bar is fitted due to packaging improvements.