The Ford Ranger Super Duty ute lineup is here, with multiple body styles and a big step up in capacity and capability for the best ute in the segment.
It comes at a cost, however, with some extreme price tags that might put potential buyers off – but for those who need huge towing capacity and massive payload usability, it could be worth every cent.
Read on to find out more about what it’s like to live with the Ranger Super Duty Double Cab Chassis in this real-world review.
How much does the Ford Ranger Super Duty cost?
You could save yourself tens of thousands of dollars by choosing a ‘Non-Super Duty’… or, I guess, ‘Regular Duty’ Ranger, and that might make more sense so long as you can work within the parameters of the non-Super Duty models.
| Model | Price before on-road costs |
|---|---|
| 2026 Ford Ranger Super Duty single-cab/chassis | $82,990 |
| 2026 Ford Ranger Super Duty super-cab/chassis | $86,490 |
| 2026 Ford Ranger Super Duty double-cab/chassis | $89,990 |
| 2026 Ford Ranger Super Duty double-cab pick-up | $93,990 |
| 2026 Ford Ranger Super Duty XLT double-cab/chassis | $95,990 |
| 2026 Ford Ranger Super Duty XLT double-cab pick-up | $99,990 |
For a refresher, the Super Duty lineup has seen significant underbody changes to enable it to have the highest towing and payload capabilities of any Ranger offered to date – more details on that below.
It is worth noting that the cab/chassis models don’t include a tray of any type, and there are dozens of configurations to choose from directly through Ford – and if you buy them through the Blue Oval, you’ll get their accessory warranty, too.
Read all about the ways you can build your Super Duty here.
To see how the Ford Ranger Super Duty lines up against the competition, check out our comparison tool
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What is the Ford Ranger Super Duty like on the inside?
Let’s put it this way – if you’re a fan of the finer things in life, it might be worth waiting until the XLT model arrives mid-2026.
That’s because the standard Super Duty has a work-focused interior, with rubber flooring (but no standard floor mats), and manually adjustable seats with cloth trim, so you might question whether the money is justified for the experience you’re getting.
But the XLT model will add heated and ventilated front seats with electric adjustment and, believe it or not, carpet on the floor.
The seats themselves are comfortable and offer good adjustment and support, but there are no height-adjustable seatbelts, which isn’t ideal. Overhead there are vanity mirrors in the sun visors, but they’re not illuminated.
Beyond that, this entry-level variant still gets niceties such as pop-out cupholders at the outboard edges of the dashboard (normally reserved for high-grade regular Rangers), and there are the same good-sized cupholders between the seats, a wireless phone charger and storage section in front of the shifter, a sizeable centre console bin, and big holsters for bottles in the doors, too.
Further, the Super Duty gets a set of six auxiliary overhead switches for additional systems like lights, leaning into the ‘build it for what you need’ mindset.
And in front of the passenger there’s a glovebox, open shelf with a rubber mat, and a dash-top storage box, too. The vehicle tested here had a device rail fitted, for workers with tablet displays that need to be holstered in place.
There’s a standard 12.0-inch portrait touchscreen display, unlike in the lower regular Rangers which have a 10.1-inch touch panel. There’s sat-nav included, as well as wireless Apple CarPlay and Android Auto, and digital radio (DAB+).
I had no issues with the connectivity on test, and beyond the smartphone mirroring tech, the on-screen menus are simple to get the hang of. Super Duty models get a few handy inclusions like the OnBoard Scale system that can tell you how close you’re getting to the payload limit of the vehicle.
You can also set up different trailers as favourites, and there’s an automated blinker and brake lights check system for you, if you need it.
The bank of buttons for climate control and fan settings below the screen makes living with the Ranger far easier than some of those utes in which you have to do more through the touchscreen. Yes, I’m talking about the related Volkswagen Amarok, as an example.
High-spec Rangers have a 12.3-inch digital instrument display, but the Super Duty instead has the same 8.0-inch part-digital unit as seen in the cheaper models. It is really easy to learn, though, with simple controls for the trip computer and other settings and displays on the steering wheel.
Because it has the same body and interior as other Rangers, there’s no change in terms of the family- or workmate-friendly practicality in the dual-cab models.
With the driver’s seat set for my driving position (I’m 182cm/six-foot tall), I had enough room in the back to be comfortable. Knee-room is fine, but there’s also good foot, head and shoulder room. Three big adults across the back will be tight, but two grown-ups is easily done.
There is a pair of top-tether points for child seats behind the seat – better than those utes that persist with the single, centrally-mounted tether loop – and there are ISOFIX points in the window seats, too.
Between the back seats is an armrest with cupholders, not to mention map pockets on the seatbacks, decent door pockets, directional air vents, and a 12-volt plug as well as a 230-volt powerpoint (400W).
If you need it, there is extra storage capacity under the seat base, which you can fold up in a single piece – some other utes have split/folding bases which are a bit more practical.
Now, there’s not much use in my detailing the tray, because there are dozens of potential configurations you can choose from – but I will say this: it’s very, very high to reach up and into the tray area, so shorties beware.
Because of the lifted body of the Super Duty, reaching up and into the tray zone – let alone trying to climb in! – is harder than you might be expecting. There are solutions including a fold-down step, but make sure you don’t step on the rear rail under the tray, which incorporates the safety-related radar and sensor systems.
There is a full-sized spare wheel under the tray.
| Dimensions | Ford Ranger Super Duty double-cab/chassis |
|---|---|
| Length | 5470mm (5644mm with tongue) |
| Width | 2032mm (2197mm with mirrors extended) |
| Height | 1985mm |
| Wheelbase | 3270mm |
To see how the Ford Ranger Super Duty lines up against the competition, check out our comparison tool
What’s under the bonnet?
The Super Duty lineup is only available with the Ranger’s V6 diesel engine, and it has received some changes compared to the other V6 Rangers. As with those models, though, it still has a 10-speed automatic transmission as standard, and a full-time four-wheel drive system with a 4A mode that will apportion torque to front or rear axles (or both) as required, allowing on-road use. Of course, there is also 4H (high range) or 4L (low-range), and a range of off-road features beyond that.
| Specifications | Ford Ranger Super Duty double-cab/chassis |
|---|---|
| Engine | 3.0L V6 turbo-diesel |
| Power | 154kW @ 3250rpm |
| Torque | 600Nm @ 1750rpm |
| Transmission | 10-speed auto |
| Drive type | Full-time four-wheel drive |
| Fuel economy (claimed) | N/A |
| Fuel economy (as tested) | 13.5L/100km |
| CO2 emissions (claimed) | N/A |
| Emissions standard | Euro 6 |
| Fuel tank | 130L |
| Weight (excluding tray) | 2675kg |
| Payload(excluding tray) | 1825kg |
| Braked towing capacity | 4500kg |
| Gross vehicle mass (GVM) | 4500kg |
| Gross combination mass (GCM) | 8000kg |
The Super Duty’s 154kW of power (alongside 600Nm of torque) is down 30kW from the standard Ranger V6’s 184kW, but Ford has also changed the emissions system – it doesn’t have engine idle stop/start technology, but does have AdBlue exhaust gas after-treatment.
It also doesn’t have an official fuel consumption figure due to the fact it’s classed as an N2 light commercial vehicle. But on my test, which was purely focused on liveability and day-to-day driving – so no towing or off-roading – I saw a return of 13.5L/100km displayed on the dash, and I have to say I wasn’t thrilled by that.
To see how the Ford Ranger Super Duty lines up against the competition, check out our comparison tool
How does the Ford Ranger Super Duty drive?
As I mentioned above, we didn’t intend to do an off-road review because, well, you’ve probably seen that done to death already. We just want to show you what it’s actually like to live with.
And the drive experience? I mean, of course – it’s really good.
The regular Ranger is excellent already, and this – with the extra capability, practicality, and hardcoreness that’s been added – massively impressed me.
Sure, there are some penalties to pay for the extra body stiffness, not to mention the additional weight on board this version of the Ranger, but it is still so liveable and likeable in terms of the drive experience.
The engine doesn’t necessarily feel like it’s 30kW down on the regular V6 Rangers in normal, daily driving.
There’s still oodles of grunt when you put your foot down – with 600Nm, you’ve got the urge you need. So even though it is several hundred kilograms heavier than a regular, more powerful V6 Ranger, it is certainly not disappointing in terms of the powertrain.
The 10-speed auto is pretty well-mannered and measured in terms of the way that it behaves. It’s got good logic to the gear changes, and if you really want to you can drive it in manual mode.
It’s really one of the best powertrains in the segment in terms of drivability. Reliability? Well, based on stuff I’ve read and heard, maybe not so much… but this is certainly a very strong powertrain in what feels like a really strong ute to drive.
Another way it feels stronger than other Rangers is the planted feeling of the ride. It obviously has a wider track width, so it’s got more purchase on the surface, and those General Grabber tyres feel grippier than some other all-terrains out there.
It’s got a bigger footprint and it feels like it is very, very sturdy on the road surface, with the permanent four-wheel drive system helping a lot in that regard, especially when what’s below the rubber is wet or loose.
I really found it to be enjoyable in day-to-day driving, despite the fact it is such a beast of a thing. It is just so easygoing and easy to drive.
The ride is certainly stiffer feeling than other Rangers, which are supple and actually SUV-like in a lot of ways.
This feels more like a hardcore work truck – but still nowhere near as firm as some of other rivals in the segment, especially the work-focused ones like the Toyota LandCruiser 70 Series. The Ranger Super Duty’s ride is firm, but still polished.
The Ranger has always had brilliant steering, and in the Super Duty it is a different kind of experience – there’s more heft to it, but the weighting to the steering is still very easy to manage, and very urban-friendly for the size of this thing and the capability it offers. It doesn’t feel intimidating to drive like some other bigger dual-cabs in the segment. And I reckon that even for the uninitiated dual-cab driver, it will feel pretty easy to get along with.
The safety tech doesn’t have any annoying bing-bong chimes, which is great. There is a speed sign recognition system, but it doesn’t beep at you to tell you that it thinks you’re speeding or it’s seen a new sign. And the easy-to-turn-off lane-keeping assist makes it simple to adjust to, too.
There are four-wheel disc brakes as well, so it feels like it pulls up strongly. But it does have extra weight to contend with, so I would thoroughly recommend you don’t go thinking it’s just going to behave like a regular Ranger.
The Super Duty is bloody excellent, so if you need something with even more capability and practicality than a standard Ranger, just go buy it.
| Off-road dimensions | Ford Ranger Super Duty dual-cab/chassis |
|---|---|
| Track front and rear | 1710mm |
| Ground clearance | 295mm |
| Approach angle | 36.1 degrees |
| Departure angle | 28.6 degrees |
| Ramp breakover angle | 26.3 degrees |
| Wading depth | 850mm |
To see how the Ford Ranger Super Duty lines up against the competition, check out our comparison tool
What do you get?
For the full list of options and what they entail, head to our pricing and specifications article here.
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2026 Ford Ranger Super Duty cab/chassis equipment highlights:
- Automatic LED headlights
- LED front fog lights
- Zone lighting
- Rain-sensing wipers
- Proximity entry with push-button start
- 18-inch steel wheels with eight-stud wheel hub
- General Grabber A/T LT 275/70 R18 tyres
- 18-inch spare steel wheel
- Composite side steps
- Onboard scales
- Pro Trailer Back-up Assist
- Integrated trailer brake controller
- 4.5T compatible tow bar and hitch
- 2 x front rated recovery points
- 2 x rear rated recovery points
- Moulded mudguards
- Heavy-duty mount kit
- Trail Control
- Trail Turn Assist
- Hill descent control
- Power-folding, heated exterior mirrors
- Puddle lights
- Selectable drive modes (Eco, Tow/Haul, Slippery, Mud/Ruts, Sand, Rock Crawl)
- Cloth upholstery
- Vinyl floors
- 8-way manual driver’s seat
- 4-way manual passenger seat
- Steering wheel height and reach adjustment
- Electric park brake
- Electrochromatic rear-view mirror
- 8.0-inch digital instrument cluster
- 12-inch touchscreen infotainment system
- Wireless Apple CarPlay and Android Auto
- Satellite navigation
- DAB+ digital radio
- 2-speaker sound system (single cab/chassis)
- 6-speaker sound system (super and double cab/chassis)
- Wireless phone charger
- Dual-zone climate control
- Auxiliary switch bank (6 x switches)
- 400W 230V inverter (rear of centre console)
To see how the Ford Ranger Super Duty lines up against the competition, check out our comparison tool
Is the Ford Ranger Super Duty safe?
The current-generation Ford Ranger has the maximum five-star ANCAP safety rating based on 2022 testing. The Super Duty hasn’t been classified as a five-star ANCAP vehicle, but fleet customers and business buyers who require a top safety rating will take comfort in knowing that it is loaded with safety tech and gear.
2026 Ford Ranger Super Duty standard safety equipment includes:
- Autonomous emergency braking (AEB) with car, pedestrian and cyclist detection
- Post-impact braking
- Junction assist
- Adaptive cruise control
- Blind-spot assist
- Rear cross-traffic alert
- Lane departure warning
- Lane keep assist
- Speed sign recognition
- Speed adaptive cruise control
- Surround-view camera system
- Front and rear parking sensors
- Trailer coverage
The Ranger has nine airbags, including dual front, front side, front centre, driver’s knee, front passenger’s knee, and full-length curtain coverage.
Don’t like lane keeping? Double-press the button on the steering wheel. Thankfully, the safety systems are otherwise well-mannered, apart from the speed-sign system constantly misreading electronic signage on Sydney’s smart motorways.
To see how the Ford Ranger Super Duty lines up against the competition, check out our comparison tool
How much does the Ford Ranger Super Duty cost to run?
Buy any new Ford in Australia and you get a five-year, unlimited-kilometre warranty.
| Servicing and Warranty | Ford Ranger Super Duty |
|---|---|
| Warranty | 5 years, unlimited kilometres |
| Roadside assistance | 7 years (conditional) |
| Service intervals | 12 months or 15,000km |
| Capped-price servicing | 5 years |
| Annual service cost | $469 |
| Total capped-price service cost | $2345 |
Service requirements for the Ranger are pegged at 12 months/15,000km, which is better than what you get with a Toyota HiLux (six months/10,000km) but not as generous as a Nissan Navara (12 months/20,000km).
There is a five-year capped-price service program, with each visit pegged at $469 – affordable by modern ute standards.
There’s up to seven years of roadside assistance if you maintain your vehicle at Ford workshops.
To see how the Ford Ranger Super Duty lines up against the competition, check out our comparison tool
CarExpert’s Take on the Ford Ranger Super Duty
It’s way easier to live with than you might expect a hardcore truck like this to be.
There’s a huge level of inherent capability on offer here, and for those customers who really need that level of payload and towing capacity, it’ll be a walk-up start for sure.
For those who don’t? You could just buy a cheaper regular Ranger, and arguably get more value as a result.
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