You see them everywhere – Ford Rangers. In spite of the fact it has been notoriously under powered since it’s debut, the Ranger has still been the best-selling compact truck for more than a dozen straight years. And with the changes Ford has made to the 2001 Ranger — including a potent new V6 — there’s no reason to believe that will change.

This segment of the truck market just keeps getting more competitive, so Ford freshened up the Ranger, adding more standard equipment, like 4-wheel anti-lock brakes for all models, a smoother ride, quieter interior and slightly enhanced styling — as well as more power.

Ford also debuted a sporty new model — the Edge — which boasts a monochromatic exterior and a high-riding 4-wheel-drive stance — even on two wheel-drive models. It’s obviously targeted at younger buyers, and our test vehicle by the way was a bright yellow Edge.

Part of the Ranger’s popularity stems from its affordability. With prices ranging from just under $12,000 for the entry-level rear-drive 4-cylinder XL with a regular cab and short bed, to more than double that, for an extended cab XLT with the Off-Road package, four doors, the new V6, the sporty Flareside short bed, and lots of other equipment, there is seemingly a configuration of the Ranger for just about everyone.

The secret to buying a Ranger is not to visit a dealer without doing your homework first. The combinations of body styles, powertrains, trim levels and equipment can be mind boggling. However, it’s precisely that number of possibilities that give the Ranger its market edge.

I’ll save you some homework here. Basically, there are rear wheel-drive XL and upscale two and four-wheel-drive Edge and XLT models. All except the XL offer SuperCab extended bodies with two fold-down jump seats. Trust me on this — those are best suited for children or folded up for cargo. An adult won’t want to sit back there.

Rangers with the regular cab have a choice of a six or seven-foot cargo bed, while SuperCabs only have the 6-foot bed. The XLT and the Edge also offer a six-foot bed in the Flareside body style.

The handy bed extender Ford introduced with the Sport Trac is also a $195 option on the Ranger — and in my view is well worth the money. It easily flips out from the cargo bed and allows it to be lengthened by about two feet. Folded in, it’s also dandy for transporting small items as well as grocery bags, without securing them.

The Ranger, like all of Ford’s other trucks has a well earned reputation. However, it’s always surprised me that it has been such a consistent top-seller despite being what I would consider seriously underpowered — its top-of-the-line V6 offered only 160 horses.

However, rapid acceleration is now available under the hood of the Ranger in the form of a new 4.0-liter SOHC V6 that delivers 207 ponies to the pavement and replaces the old 4.0-liter pushrod V6.

Still offered is the 3.0-liter 150-horse V6, which is a much better choice than what I would consider the marginal, 2.5-liter 119-horse 4-banger. That engine — which will soon be replaced with a more potent 4-cylinder — can be married to a 5-speed manual or a 4-speed automatic transmission, but in my view really should be ordered only with the stick. The 3.0-liter V6 comes with the manual or a more flexible 5-speed automatic, as does the new V6.

The manual has been revised to shift better, and the 5-speed automatic is quieter and more responsive.

The Edge has been fitted with a new hood and wheel lip moldings, while the other models have a new grille, bumper and headlights. Exterior differentiation between two and four wheel-drive Rangers has been increased as well. The optional narrow step bars are designed to ease entry into the tall-standing 4-wheel-drive and Edge 2-wheel-drive models, but frankly, they’re mostly cosmetic.

Interiorwise, the driver sits up higher in what is a quieter cab. Instrumentation is easy to read and the Edge I test drove offered enough gauges to satisfy a sports-car buff, while the other controls are large and easy to use. There’s also a new 6-disc in-dash CD player available.

Behind the wheel, the Ranger handles fine, and its off-road capabilities, which are easily activated from a dial on the dash, are more than adequate. To me, the steering seemed almost too light, but it is quick and has pretty good road feel. The ride is fairly smooth for a compact pickup, due partly to a revised suspension, although the rear end tends to jiggle over bad bumps.

Whines:
The Ranger’s optional rear-hinged half doors only open in conjunction with the front doors, while most of its extended cab rivals offer four car-like doors that open independently. This feature is in increasing demand by people who tend to use a compact pickup like a car. The four-cylinder power plant is pretty anemic and in my view, one of the sixes is the only way to go.

Applause:
The hot new V6 is like a shot of Viagra for the middle-aged Ranger. Also, the standard four-wheel anti-lock brakes offer electronic brake force distribution, a feature which adjusts rear brake pressure according to vehicle load for the best stopping distances. This is a great feature for a pickup because weight over the rear wheels can vary considerably making stopping somewhat dicey at times.

Bottom Line:
The new Ranger is significantly improved in a number of areas. Those upgrades coupled with the wide variety of options and configurations available should keep it on the top of the small pickup heap for the foreseeable future.