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Pros: Efficient powertrain, no compromise on practicality
Cons: Lack of support for PHEV in general, much more costly to buy
Ford Ranger PHEV Design
The Ford Ranger has continually been one of the most popular choices for both commercial and private buyers seeking out a pickup, and now Ford is adding a plug-in hybrid variant for those looking to reduce their tailpipe emissions without wanting to sacrifice performance.
The current iteration of the Ford Ranger has seen it bulk up over previous generations, and that robust and chunky design is a big part of the model’s attraction for buyers. Now the addition of a plug-in hybrid powertrain broadens its appeal, and it does so without noticeably altering the exterior image. In fact, aside from the additional charging port cover on the left side of the load bed’s exterior, there’s little else to visually distinguish the PHEV.
It comes in a few different specifications, starting with a function-matching-form XLT double-cab. Ford does offer single-cab variants of the Ranger, but only with the 170hp 2.0-litre diesel engine. The mid-grade Wildtrak is the one that most will go for due to its more overt off-road styling that includes 18-inch alloy wheels, a ‘sports hoop’ behind the cabin and partial leather interior.
A range-topping Stormtrak version gains exclusive colour options of Chill Grey or Agate Black plus LED matrix headlights, a unique honeycomb front grille and specific badging.
Regardless of which version you choose, there’s virtually no trade-off in how functional the Ranger PHEV’s design is. The load bed is more or less the same size overall, only a marginal increase in floor height due to the 11.8kWh battery being housed underneath is how you can tell it apart from the diesel Ranger. The load bed is 1,638mm long and measures 1,224mm between the wheel arches, with a height of 498mm, and it can carry up to 940kg in Wildtrak and Stormtrak specification, or 993kg in the XLT.
Ford Ranger PHEV Interior
Ford’s designers know that for many the interior of the Ranger PHEV isn’t simply about time spent driving, it can often be a mobile office for much of the day, so practicality and comfort rank highly here. The cabin is unchanged, save for some additional EV buttons for choosing different drive modes.
Wildtrak models get a part-leather upholstery with the model’s name stitched into the seat backs, plus a heated leather multifunction steering wheel. We’re pleased to see Ford’s sensible approach in keeping chunky physical buttons on the steering wheel, and the digital instrument display offers a host of information in an easy-to-read layout.
Just as impressive to use is the 12-inch portrait touchscreen that runs Ford’s latest SYNC infotainment system. The native software is intuitive to use, and the screen reacts quickly to any input. Apple and Android smartphone connectivity is also available as is a wireless charging pad and additional USB charge ports and a 12-volt power socket, all within easy reach. Continuing the functional layout, there are physical dials for climate and volume settings at the base of the screen, though you can also adjust temperature on the display itself.
The materials used through the cabin strike a good balance between making it feel civilised without falling short in robustness, something those who use their vehicle in more challenging and demanding conditions will likely appreciate. Between the electrically adjustable front seats and the steering wheel that’s manually adjustable for reach and rake, it’s very easy to find a comfortable driving position in the Ranger. Its rear seats are almost as generous, but it’s best suited to no more than two adults in the back, though three will fit in with a bit of a squeeze. It’s also worth mentioning that the two outer rear seats are equipped with ISOFIX child-seat mounting points.
Ford Ranger PHEV Performance & Drive
To create the PHEV powertrain Ford employs the 2.3-litre EcoBoost engine that it uses in US-market Rangers, and pairs this with a 75kW electric motor that sits between the combustion engine and the input shaft. The Ranger PHEV uses the same 10-speed automatic, four-wheel-drive transmission that features in the diesel. The combined system maximum outputs are 281hp and 697Nm, while the CO2 emissions rating is 70-72g/km.
Energy for the electric motor comes via an 11.8kWh lithium-ion battery that is housed beneath the load bed. With a full charge (which takes less than four hours using a single-phase 16A charger) the Ranger PHEV can travel up to 43 kilometres on electric power alone. The driver can also choose how and when they want to use that electric power, enabling them to switch to the petrol engine if that is the preferred case.
There are four selectable EV settings that are available: EV Auto where the car decides the best use of energy; EV Now is an electric-only mode until the battery depletes; EV Later switches to the petrol engine and holds the current state of battery charge; and EV Charge does what few other PHEVs do these days: actively charges the battery via energy from the petrol engine. That latter option is acknowledged to be the least efficient way of recharging the hybrid system’s battery, but it may be necessary in certain instances, especially if the high-voltage battery is being used for other purposes.
That’s because the Pro Power Onboard system can power exterior tools or leisure equipment at 2.3kW as standard or up to 6.9kW optionally. Such a setup means work doesn’t have to stop on site if there’s a power cut or if work needs to be done in a remote setting.
Aside from its Swiss Army knife-like versatility, the Ranger still drives like one of the best all-round pickups on the market. While the suspension isn’t quite as supple as the performance-orientated Ranger Raptor, it does retain a fair degree of ride comfort for a pickup, even when it isn’t carrying a load in the bed. One important fact to note is the PHEV can still pull the same 3,500kg as the diesel.
The elevated driving position provides great visibility, and for when you need to back up into a tighter spot there’s a 360-degree camera available (standard on Stormtrak). On the move the vehicle remains planted and the 10-speed auto shifts between gears so smoothly you’d hardly notice when driving at a steady speed. This aspect of the drive is something the PHEV powertrain has helped to improve thanks to the calibration of the electric motor.
When driving in the fully electric mode it behaves as you might expect. There is ample torque on hand, and it moves in near silence. Equally, the petrol engine does a decent job of providing smooth operation and functions as a hybrid setup even when the battery has depleted its charge.
Ford Ranger PHEV Pricing
Ford prices the Ranger PHEV at €62,458 for the LT specification. In comparison, the 2.0-litre diesel in the same specification costs €49,868, while the Wildtrak comes in at the same price as the V6 diesel — €69,452. The range-topping Stormtrak costs €78,194.
Carzone Verdict
The Ranger PHEV is a much more costly option than its diesel equivalent, and even though it has more performance on paper and doesn’t compromise when it comes to carrying or towing ability, that price gulf and the lack of any notable supports or incentives for plug-in-hybrid vehicles in general, may limit the Ranger’s success in Ireland. Leaving finances aside, it’s a pickup that’s every bit as capable and the added perks of the electrical side to its personality shouldn’t be dismissed that quickly.