When Ford unveiled its latest Ranger I could not help thinking of The Hitchhiker’s Guide to the Galaxy.

What’s that? How? Why?

It’s because the new drive-away starting price for the first Ranger in Ford’s showroom walk-up, the XL Double Cab, is $42,000.  Get it now?

The absolute cheapest Ranger actually carries a showroom sticker of $37,130 as the XL dual-cab with rear-wheel drive, with the flagship Raptor still hitting the high notes at $90,690, but there are big deals between now and June 30 including cash cards for fuel. And the showroom stickers are generally down, like-for-like.

The bargaining in showrooms is part of a major re-set for the Ranger and Everest, Ford’s top sellers in Australia, which arrive as the 26.5 update.

There are almost zero visual cues to the changes, mostly just blacked-out chrome, but the changes are important and not only driven by dollars.

In the engine room, there is a new 2-litre turbo-diesel for a range of reasons. It’s to boost fuel economy, help with the impact of the government’s NVES penalties, and answer complaints about the previous 2-litre with its expensive ‘wet belt’ system.

The newbie has a traditional timing chain and is proven in a range of foreign Fords, most notably the Transit van. The output numbers are 125 kiloWatts and 405 Newton-metres of torque, coupled to the 10-speed automatic gearbox, and already it’s being criticised despite delivering peak torque from less than 2000 revs.

More on that soon.

There is also a new model, the Range Wolftrak, to inject some extra interest.

Jumping into the 26.5-mobiles at the You Yangs proving ground is a reminder of the great work done by the Ford team in Australia. In a range of tough conditions, from high-speed laps – well beyond our nanny-state 110 limits – through to genuinely challenging off-road obstacles, the Ranger and Everest both excel. As they have done since Day One.

They are still as good as it gets, even with the Kia Tasman, updated Toyota HiLux and the rising tide of Chinese pick-ups. It’s the fundamental engineering that makes the difference, not a big display screen or pop-out electric doorhandles.

There was plenty to see and drive at the 26.5 event, but the most important thing is the new engine.

Yes, it’s already being criticised because it could limit heavyweight towing or fail to deliver the punchy push demanded by tradies.

But, is it fit for the real purpose? The people who want a Ranger as a family car, or a work-and-play compromise that works well across the board?

The answer must be yes. At least until I can spend more time and kilometres in the cabin.

The step-off is fine, the mid-range power is good, and the economy promises a solid return.

And, perhaps best of all, it ends the complaints and worry about the ‘wet belt’ system which has been a trigger point for plenty of owner complaints.

Driven back-to-back with V6 Rangers, you only notice the straight-line difference at full throttle and the 2-litre is actually better balanced in corners and a little lighter over lumps and bumps.

What does it mean?

The 26.5 is proof that Ford is watching and listening. It’s watching its rivals, especially the dollar-driven Chinese arrivals, and listening to its owners.

What it’s delivered in the latest Ranger, and the family-first Everest, is what looks like a very mild tweak but in reality gives its showrooms plenty of new appeal.

The HiLux still stars, and the Tasman is a hidden gem, but the Ranger is still the benchmark.

FORD RANGER

Price: from $37,130
Position: four-door pick-up
Engine: 2-litre turbodiesle, 125kW/405Nm.
Gearbox: 10-speed auto, four-wheel drive
Economy: 7.2 litres/100km
Safety: 5-star NCAP

The tick: still the one