Ranger frame vs F150 frame

[stufus]

Hey all,

After spending a week in a Tacoma rental and looking under a friend's Colorado, I'm amazed at how much beefier the Ranger frame rails seem. Visually, the Ranger frame looks much heavier than any other midsize I've crawled under.

Did some digging and, interestingly, looks like the largest section of the Ranger frame rail shares identical dimensions to the F150 "light duty" frame.

For those unaware, the F150 is built on 3 frames, depending on wheelbase, GVWR, and payload package. The outside dimensions are the same between all 3. The difference is in the gauge of steel used. Also, interesting to note that the F150 light duty frame uses a lower quality steel (lower yield strength) than the 2 heavier frames.

Not sure if this has been discussed before here, but I'm very impressed with the spec of the 5g Ranger frame. Note that it is not the same gauge as the current gen F150 light duty frame, but made of the higher strength steel for the 2 heavier duty frames.

Ranger 5G frame specs:

Current gen F150 frame specs (2021+):

Just found this interesting and didn't see any other threads discussing this, so thought I'd share.

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[stufus]

After a bit more digging, it seems the Ranger frame is identical to the previous gen F150 (2015-2020) "light duty" frame.

It seems the last gen F150 had a slightly more robust frame, across all three variants. Not a fan of the lower quality steel / lesser gauge used on the 2021+ models.

Regardless, it would seem a 2019/2020 F150 with the LD frame shares the same frame rails as all 5G Rangers. Ultimately, I think the frame is the most robust you'll find in a midsize truck.

It will be interesting to see what the 6G frame specs are...I fear we will see a similar trend to the F150. Lower yield strength, perhaps?

 

[stufus]

The more I compare F150 / Ranger specs, the more I'm convinced the "modifications for the North American market" consisted of using existing F150 parts and making them work for a smaller platform. This is certainly not a bad thing, and makes financial sense as well.

The 5G Ranger comes with 4 different front springs...note that these are identical to the 4 lightest F150 parts. Pretty interesting...

Weight rating, working height, inside diameter, wire diameter, and deflection rate are all the same.

Now, I wish they'd offer a heavy duty payload package on the Ranger...but I'm sure Ford would much rather sell you an F150.

 

[Northwet Neil]

Well you have my interest piqued since I am trying to plan a way to put the Demco 13k Auto slide 5th wheel hitch in my SCAB for a small light (under 7500 gross) 25-26' fifth wheel camper. Been looking at different bracket instructions for the f-150 and I am encouraged!

 

[stufus]

Well you have my interest piqued since I am trying to plan a way to put the Demco 13k Auto slide 5th wheel hitch in my SCAB for a small light (under 7500 gross) 25-26' fifth wheel camper. Been looking at different bracket instructions for the f-150 and I am encouraged!

I wish I knew more about the differences between the F150 / Ranger frame in the rear section. Unfortunately, this chart only references "max side rail section," which is in the center of the truck (under the cab).

One thing to note is that the Ranger has fewer crossmembers than the F150 (6 vs 8). However, the Ranger does feature through-welded cross members like the F150.

 

[stufus]

Some additional info about the Ranger frame I stumbled across...

 

[bill_AUS]

Interesting stuff stufus.
When I attended the launch of the 6G Ranger in Australia, I was able to speak the the platform Chief Engineer, and he explained that the north American 5G Ranger was actually on the T6.2 version of the chassis, dimensioned to the same wheelbase as the 5G. Essentially it's a 50mm shorter wheelbase T6.2, with the T6 body sitting on it, and a blend of the electronics.

 

[stufus]

Interesting stuff stufus.
When I attended the launch of the 6G Ranger in Australia, I was able to speak the the platform Chief Engineer, and he explained that the north American 5G Ranger was actually on the T6.2 version of the chassis, dimensioned to the same wheelbase as the 5G. Essentially it's a 50mm shorter wheelbase T6.2, with the T6 body sitting on it, and a blend of the electronics.

Interesting. So frame specs, etc... should be largely the same as the 5G for the upcoming 6G in North America?

Makes me wonder if the only significant changes in platform for the 2024 model will be slightly widened frame rails / slightly longer wheelbase. Perhaps the frame rail specs will stay the same.

It will be interesting to see the differences when Ford publishes the data for 6G Ranger (should happen in the next couple months).

I wish Ford published the frame data for the Bronco for the sake of comparison. I imagine it would be the same. My understanding is the Bronco is built on the T6.2 platform.

 

[bill_AUS]

Interesting. So frame specs, etc... should be largely the same as the 5G for the upcoming 6G in North America?

Makes me wonder if the only significant changes in platform for the 2024 model will be slightly widened frame rails / slightly longer wheelbase. Perhaps the frame rail specs will stay the same.

It will be interesting to see the differences when Ford publishes the data for 6G Ranger (should happen in the next couple months).

I wish Ford published the frame data for the Bronco for the sake of comparison. I imagine it would be the same. My understanding is the Bronco is built on the T6.2 platform.

Most likely. Anecdotally the North American 5G had a lighter frame than the Australian market, due to lower gross vehicle mass requirements.

The frame is no wider on the 6G, the front control arms are longer. The front suspension was redesigned to make the engine bay more spacious, but the majority of the changes to the engine bay are actually in the body. The rear suspension has the shock absorbers outside the frame now to enable the tub to fit a Euro Pallet (a VW requirement).

The Bronco is a blend of T6.2 Everest and a unique rear suspension module. The main change for the T6.2 update was to make the frame modular, so there is a front module, a centre module and a rear module. The centre module can scale, and the rear module is swappable to suit the vehicle. the T6 Everest has a T6 Ranger chassis for 2/3 its length, then the Everest rear suspension module is blended in. The Raptor stole a beefed up version of the Everest rear suspension design.

 

[stufus]

Most likely. Anecdotally the North American 5G had a lighter frame than the Australian market, due to lower gross vehicle mass requirements.

The frame is no wider on the 6G, the front control arms are longer. The front suspension was redesigned to make the engine bay more spacious, but the majority of the changes to the engine bay are actually in the body. The rear suspension has the shock absorbers outside the frame now to enable the tub to fit a Euro Pallet (a VW requirement).

The Bronco is a blend of T6.2 Everest and a unique rear suspension module. The main change for the T6.2 update was to make the frame modular, so there is a front module, a centre module and a rear module. The centre module can scale, and the rear module is swappable to suit the vehicle. the T6 Everest has a T6 Ranger chassis for 2/3 its length, then the Everest rear suspension module is blended in. The Raptor stole a beefed up version of the Everest rear suspension design.

Interesting. Makes sense the design changes are in suspension mounting points and the frame rails will stay the same width - forgot they were switching to outboard shocks!

I have a feeling that, even though the NA frame might be lighter than the global version, it is not the weak point in GVWR / towing. This is likely a result of suspension components / axles / brakes / etc...

F150s with the LD frame have GVWRs of 6100 - 6600ish lbs and I see no reason why the Ranger frame couldn't support that sort of rating.

To me, the frame is the absolute last place I would want Ford to "cut corners." For North America, at least, it seems like the frame is certainly not the weakest link when running a truck at / near the GVWR.

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