Given Ford's recent decline as a serious passenger car brand, the continued success of its Ranger pick-up has never been more important.
Sold in 180 markets around the world, there is no doubt that the Ranger is a global success story. Aiming to stay abreast of the electrification of today's transport solutions, Ford has introduced a new plug-in hybrid electric vehicle (PHEV ) version of its Ranger, alongside the diesel-powered stalwart.
The Ranger PHEV combines Ford’s 2.3-litre Ford EcoBoost petrol engine and 10-speed automatic gearbox with a 75kW electric motor (e-motor ) and an 11.8kWh (useable ) lithium-ion traction battery. Crucially, this engine does not use a wet belt, instead a conventional timing chain.
Up to 697Nm of torque from the combined e-motor and EcoBoost petrol engine is the highest of any production Ranger ever – and peak power of 281hp is more than a Ranger 3.0-litre V6 turbodiesel. And like the diesel-powered Rangers, the PHEV can carry a one-tonne payload and tow a trailer weighing up to 3,500kg. Suspension tuning has also been revised compared to the diesel version.
While Ford claims an all-electric range of up to 43km from the small 11.8kWh battery, a return of around 35km is more likely. It takes roughly four hours to charge using a single-phase 16 amp charger.
On the surface that does seem like a massive let-down, but there is method to Ford's madness. The Ranger PHEV is essentially a workstation on wheels. The vehicle’s Pro Power Onboard system lets owners use the Ranger as a mobile power source, rather than relying on a separate portable generator.
Utilising the 11.8kWh battery pack, the Pro Power Onboard option is available in a choice of two power outputs – 2.3kW or 6.9kW, with the power split across three 230V outlets. On the more powerful 6.9kW system, there is one outlet inside the vehicle’s cabin (10A and 2.3kW ), and two in the load box (15A and 3.45kW per outlet ) to meet the power demands of heavier duty equipment.
An added benefit of the new hybrid powertrain is the Ranger's e-4WD system, which can automatically send petrol, electric or hybrid torque to all four wheels, supported by a dual-range transfer box and rear differential lock. Depending on the surface, drivers can select the relevant mode and the vehicle will adjust the torque distribution to the wheels for the best performance.
The Ranger PHEV is only offered as a five-seat double cab and starts at €62,458 for the XLT, rising to €69,452 for the Wildtrak and over €77,000 for the Stormtrak (all including VAT ). That is considerably more than the diesel variant and similar to the Ranger Raptor pricing.
The load bed on all versions of the PHEV can hold a Euro pallet between the wheelhouses and is accessed via an Easy Lift tailgate. The Wildtrak trim I tested had an electrical-powered roller shutter.
Compared to previous generations of the Ranger, and indeed the first generation Raptor sold here, the PHEV's interior is greatly improved. There is a responsive 12-inch vertical touchscreen as standard along with an eight-inch digital instrument cluster and wireless phone charging.
Wildtrak variants add unique interior and exterior details, heated front seats and steering wheel, and 360-degree zone lighting for better visibility around the pick-up when working or setting up camp in low-light conditions. Standard driver assistance technologies include pre-collision assist, lane keeping aid and rear-view camera.
I do think the Ranger PHEV taps into a new cohort of buyer while matching the workhorse credentials of its diesel-powered siblings.
