In 1993, the Ford Ranger receives its first major revision and that results in the second-generation Ford Ranger.
The Rangers rather square body stood out in the Ford lineup as everything around it was becoming more aerodynamic. Ford didn’t want to redesign the underpinnings, however, it felt it was time to modernize the look of the Ranger. Ford’s redesign would be complete overhaul of the exterior and eventually the interior of the compact truck.
Would this redesign be accepted by the American buying public?
In this video we look at the changes, the new model offerings, the power trains and finally the production numbers and try to answer those questions at the end of the video.
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A transcript, created by AI and edited by a staffer, is below.
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Transcript:
In 1993, the Ford Ranger received its first major revision, marking the beginning of the second generation. By then, most of the Ford lineup had adopted more aerodynamic styling, and the Ranger’s boxy design stood out. Ford didn’t want to redesign the truck’s proven underpinnings, but it did want to modernize the look. This generation introduced a completely new exterior and, as the years went on, a refreshed interior.
Truck buyers don’t always embrace change quickly, so Ford rolled out updates methodically. The question was whether America’s truck buyers would adopt this new Ranger, which had been the best-selling small truck in the country for years.
The 1993 Ranger featured a new body with a forward-raked front end, softer fenders and hood, and rounded bumpers and corners. The styling carried along the sides and wrapped around the tailgate. It wasn’t just cosmetic—the truck was longer, lower, and wider. Depending on the model, the track grew by half an inch to two inches.
Inside, Ford added 2.6 inches of width between the doors. While the dashboard was mostly carried over, the seats and door panels were all new. Buyers could choose between a regular cab or a four-seat Super Cab.
The standard engine was a 98-horsepower 2.3-liter Lima four-cylinder with multiport fuel injection, available on all models except the STX. Optional engines included a 145-horsepower 3.0-liter Vulcan V6, standard on the STX, and a 160-horsepower 4.0-liter V6 producing 220 lb-ft of torque. These could be paired with a Mazda-sourced five-speed manual or a Ford four-speed automatic.
The Ranger used disc brakes up front, and rear antilock drum brakes became standard. Two-wheel drive models used a twin I-beam front suspension, while four-wheel-drive versions had a twin traction beam setup. Leaf springs supported the rear. Two-wheel drive was standard, with four-wheel drive optional across the lineup.
Trim levels started with the XL, followed by the XL Sport (not offered as a Super Cab), the XLT with added convenience features, and the sporty STX, which included captain’s chairs, a leather-wrapped steering wheel, handling upgrades, and heavy-duty shocks. A new model, the Ranger Splash, featured a flareside bed, lowered suspension, unique paint schemes, bucket seats, and decals.
Options were extensive and included air conditioning, power windows and locks, upgraded audio systems, a performance axle ratio, locking hubs for four-wheel drive models, and aluminum wheels. Tire sizes ranged from P195/70R14s to P265/75R15s. Payload capacity varied from 1,250 to 1,550 pounds, and properly equipped Rangers could tow up to 5,900 pounds.
The Ranger was well received by the press and the public. Car and Driver noted that the best-selling compact truck in America was likely to remain on top, and sales backed that up. Ford sold more than 340,000 Rangers for 1993, an increase of 90,000 over the prior year.
For 1994, changes were minimal, but Ford began building Rangers for Mazda, which sold them as the B-Series. Sales climbed slightly to about 344,000.
The 1995 Ranger received a refresh with a new dashboard, instrument cluster, and steering wheel. A driver’s airbag became standard, along with new stereo systems, adjustable seat belts, and an illuminated entry system. The four-hole grille became standard across the lineup. Engine updates included a revised 2.3-liter four-cylinder with 112 horsepower and a small bump to the Vulcan V6, now at 145 horsepower. Four-wheel ABS became standard on 4×4 models and trucks with the 4.0-liter V6. New options included a six-way power driver’s seat, a CD changer, and keyless entry. Sales totaled about 288,000 units.
In 1996, a passenger airbag became optional with a lockout feature for child seats. The flareside bed was made available on all short-bed models. Sales were similar to 1995.
For 1997, changes were again minimal. A five-speed automatic became optional with the 4.0-liter V6. Sales rose slightly to about 299,000 units. This was the final year for the second-generation Ranger.
Looking back, America embraced this truck. The second-generation Ranger represented the model’s golden era, holding the title of best-selling compact truck multiple times. It was reliable, durable, and practical, with reasonable fuel economy for the segment.
The Ranger was redesigned again in 1998, and that version lasted a long time—longer than some thought it should have—until Ford ultimately discontinued the compact truck in 2012.
