A Ford Ranger that starts silently feel like a strange thing, add to this the ability to drive a ute in pure EV mode and power home or workshop appliances and you have the somewhat remarkable Ranger Plug-In Hybrid (PHEV). Available in XLT, Sport, Wildtrak, and Stormtrak grades the Ranger PHEV adds a fifth powertrain option to the award-winning Ranger line-up.
The 2.3-litre EcoBoost inline four-cylinder petrol engine has been mated to the Modular Hybrid Transmission (MHT) and is shared across multiple Ford products and is from Ford’s new Modular Power Cylinder (MPC) family line, replacing the older 2.3-litre EcoBoost that was in service for a number of years and found in numerous nameplates.
The MHT integrates Ranger PHEV’s e-motor between the engine and 10-speed automatic transmission, allowing for a range of hybrid and EV modes with the traction battery is packaged between specially engineered frame rails underneath the tub and has necessitated a rise in the tub floor. It also incorporates regenerative braking, allowing the driver to capture and store energy during braking, which would otherwise be lost. This system is activated by decelerating (either releasing the accelerator pedal, or applying the brake), and can be observed through the EV Coach in the driver cluster screen.
The Ranger PHEV comes with a home charging plug with a long lead and the charge port on the vehicle is located on the passenger side above the rear tyre and has a button to release the plug when you are done charging. The estimated charge time from 0-100% using the 2.3kW (10A @ 230V) cord at home is just under seven hours. While the maximum AC charge rate is 3.5kW and is estimated to take four hours for a 0-100% charge.
Combining a 2.3-litre turbocharged four-cylinder EcoBoost petrol engine with a 75kW electric motor (e-motor) and 11.8kWh (usable) battery results in maximum total system outputs of 207kW of power at 4,600rpm and 697Nm of torque at 2,500rpm. The official combined fuel economy is 2.9L/100km, but despite charging the battery every night and driving in the Auto EV mode, I averaged 10.2L/100km, which is more than what I used in the diesel-powered Ford Tremor.
The drive modes available on the Ranger PHEV include Normal, Eco, Sport Auto EV, Tow/Haul Auto EV, Slippery, Mud Ruts Auto EV, and Sand Auto EV with the display on the driver’s dash changing with the drive mode selection. Auto EV keeps the Ranger PHEV in the optimal mode for performance and efficiency and it’s best for normal daily driving for many drivers. In Normal drive mode you have the additional options of selecting EV Now that provides an all-electric drive experience by preventing engine starts unless commanded by the driver. The claimed pure EV range of the Ranger PHEV is 49km, but I felt this was more like 40km in the real-world.
There’s also EV Later that keeps the current state of charge in reserve so that it can be deployed later and is best for saving battery charge for use of Pro Power Onboard, or for full EV driving later. Lastly is EV Charge, which increases the High Voltage battery energy by charging it using the vehicle’s engine and using this I saw the battery increase by 15% on a 30-minute drive using it.
Ranger PHEV carries over the advanced full-time 4WD system first introduced to Ranger with the 3.0L V6 Turbo Diesel. It utilises an electronically controlled on-demand two-speed transfer case ensuring both axles can deliver the required power to all four wheels, even when climbing steep and rugged hills. This system offers the driver 2H, 4A, 4H, and 4L as available modes of operation. It also features a locking rear differential that elevates its off-road capabilities in rugged and rough terrain and has downhill descent control.
When 4A is selected, the system continuously varies power to the front wheels for optimum performance for all on-road conditions essentially giving the Ranger PHEV all-wheel drive a very important safety feature in a ute in my opinion. But it’s not quite as seamless in its operation as other Ford’s I have driven and did grab when turning at low speed on a number of occasions.
The Ranger PHEV Sport 4×4 Double Cab Pick-Up has a kerb weight of 2,566kg, whereas the Ranger 3.0L V6 turbo-diesel Sport 4×4 Double Cab Pick-Up has a kerb weight of 2346kg, with the weight difference between the two coming in at 220kg. To ensure there is no compromise in its payload capacity, our Ford Design Team engineered the GVM of the Ranger Plug-in Hybrid Sport 4×4 Double Cab Pick-Up to come in at 3500kg, an increase of 220kg over the Ranger 3.0L V6 turbo-diesel Sport 4×4 Double Cab Pick-Up’s 3280kg GVM. This means that the payload capacity between the two variants is identical at 934kg. However, fitting accessories or selecting options when configuring the Ranger will impact the available payload capacity.
To ensure there is no compromise to its towing and load-carrying capacity, the Ford Design Team reinforced sections of the ladder-frame chassis and developed new heavy-duty rear leaf springs with retuned the dampers to accommodate the position and mass of the high-voltage battery located beneath the load bed. The ride feels rougher than a normal Ranger and I noticed the stiffer suspension that the engineers have had to incorporate to accommodate weight for the battery infrastructure. So, its lost some of the excellent “Ranger-ness” from the ride quality, but still better than other utes out there in this regard.
Ranger PHEV not only has a unique visual wheel design, but they are also wider than standard compared to diesel variants, have new lip mouldings, and a bespoke higher walled tyre which has been developed with a higher load rating to ensure zero compromise with managing the additional weight of the high-voltage battery whilst maintaining payload capacity and handling ability.
Clever tech like the Trailer Light Check is standard across the range, while Pro Trailer Back-Up Assist is optional on Sport variants (part of the Technology Pack $950) and standard on Wildtrak and Stormtrak. The maximum braked towing capacity remains the same as the entire Ranger line-up at 3,500kg (apart from the Raptor). The Tow Bar with Integrated Trailer Brake Controller and Towing Vehicle Integration with Towing Checklist come standard across the Ranger PHEV range.
But the Ranger PHEV’s real party piece is the 6.9kW of power available via Pro Power Onboard with three power outlets, two 15-Amp outlets in the load box and one 10-Amp outlet in the cabin. 3.45kW can be drawn from a single load box socket or a total of 6.9kW across both load box sockets; the cabin socket output is limited to 2.3kW. The two plugs are located on the passenger side of the tub at the rear and are well enclosed to prevent damage. The Pro Power Onboard uses the 11.8kWh battery to provide potentially hours of energy to worksite equipment, campsites, or even a caravan directly from Ranger PHEV. I tried it out with my coffee machine and sandwich press and it worked really well.
The Pro Power Onboard has been designed to operate with the engine off, in complete silence, with the vehicle locked and secured. To make use of the 11.8kWh battery and Pro Power Onboard, ACC mode needs to be selected which will power the outlets and allow the driver to monitor draw via the 12-inch Portrait Touchscreen. However, if the battery is drained during this process, the driver has the option to recharge the 11.8kWh battery via the petrol engine, effectively acting like a generator. The system can also be accessed and power appliances, devices and equipment while the vehicle is on and driving, so you can charge power tool batteries between jobs for example, further increasing the versatility of the Ranger PHEV and its usage cases.
The system runs AC mains powered electrical equipment, up to a combined power demand within the maximum output capability of the integrated DC-AC inverter (6.9kVA) and each power outlet are protected with an individual circuit breaker. The 220V power socket complies with AS/NZS 3100:2017, 3112:2017 and 3191:2008 safety standards. These standards include several design requirements, for example terminal spacing, material properties and wiring insulation. The system also includes safety mechanisms to protect from faults such as over-load, short circuit, over-temperature, and output ground faults.
The Sport variant may be the second lowest in Ranger PHEV line-up but still comes with plenty of standard kit. On the exterior its delineated by a dark accent grille, dark exterior accents, a sports bar, two front tow hooks, and Asphalt Black 18” alloy wheels.
Beyond the keyless entry on both front doors is keyless start, so key fob can remain in your handbag at all times. The seats are upholstered in leather accented trim making them easy to wipe down. Both front seats are heated and the driver’s seat has power adjustment for recline, forward/back, single seat height adjustment, two-way lumber support but no memory positions. The front passenger seat has manual recline and forward/back adjustment only. The rest of the cabin is covered with quite a lot of hard plastic though across the doors, centre console, and the dash.
Much of the interior is similar to the rest of the Ranger family with copious amounts of storage including an upper and lower glovebox with a storage ledge covered with grippy plastic in between. There’s the famous Ranger chip holder in the centre console along with two cup holders and another pull-out cup holder on either side of the dash. Along with good size drink bottle storage cubbies in the all four doors with enough room for two bottles in each door. One difference I did note though was the heater and the heated seats worked very well thanks to the Ranger PHEV utilising a high voltage electric air conditioning and heating to ensure optimum operating conditions, including when the petrol engine is off.
The Ranger PHEV also has the 12-inch touchscreen for infotainment, audio, and communication controls and has wireless Apple CarPlay/Android Auto, the latter working well for me with no drop outs. Media options include AM, FM, Digital Audio (DAB+), Bluetooth, and smart phone with a quick access button at the base of the screen. One feature I would like on the Ranger infotainment screen is for the short cut buttons at the bottom of the infotainment screen to be customisable and have the option for Android Auto to be one of those buttons instead of the small button for this that is currently located at the top of the screen.
There’s a wireless charge pad at the very front of the centre console with one USB-C and one USB-A located here and under the arm rest there one 12V socket. This Ranger PHEV had the optional Adventure Pack ($500) that includes six AUX switches mounted on the roof near the sunglass holder and the Cargo Management System, the internal rails with sliding cleats located in the tub.
There’s plenty of head room and leg room and adequate under thigh support for me in the rear seats. My favourite safety feature on the Ranger’s are the two ISOFix/two rear tether child seat restraint points with proper anchorage points behind the seat back that are clearly labelled. The centre seat folds down as an arm rest with two rigid cup holders in it. This arm rest is still hard to pull out though and this is one issue that needs to be fixed on all next-gen Rangers. There are two central air vents with individual direction and on/off controls and below the vents is the 230V/10A plug, one USB-C port and one USB-A port. Disappointingly the Sport variant does not come with rear floor mats and I think this should be a standard inclusion.
The unique-to-PHEV tub design is longer than the regular Ranger meaning the tray length now exceeds 1,600mm and is able to accommodate two European pallets. This extra length has been achieved via a scooped-out section at the front so if you are carrying bikes the wheel would rest in there adding that bit more length. The tub width is 1,200mm between wheel arches at narrowest point. One thing that Ford does need to develop though is a lockable water proof grocery box for the tub to secure groceries and other loose items and keeping them dry when it rains otherwise you have to put the groceries in the cabin.
The Ranger Sport only has a manually lockable tailgate and clamping points on the tailgate, without the built-in ruler. There are six substantial tie down points located in the tub and it has a light in the tub that can be turned on and off from in the cabin and a handy step on each side behind the rear tyre and this ute was fitted with the optional Flexible Rack System ($2,800). There’s a full-size spare tyre located under the rear of the vehicle.
Th Ford Ranger PHEV is unrated by ANCAP and not included under the 5-star rating of the rest of the Ranger line-up. It does have plenty of driver safety aids though including Intelligent Adaptive Cruise Control with Stop & Go, Traffic Sign Recognition, Lane Centreing, Blind Spot Monitoring with Cross Traffic Alert and Trailer Coverage, Evasive Steer Assist, Lane Keeping Aid with Road Edge Detection, Pre-Collision Assist with Autonomous Emergency Braking, and Reverse Brake Assist.
The Ranger PHEV Sport gets LED headlamps and daytime running lamps, LED front fog lamps, and exterior mirrors with puddle lamps and zone lighting that illuminates down the side of the vehicle when you come to a stop. These are auto lights and it has auto wipers but no auto high beam. A camera system with multiple views and front and rear parking sensors comes as standard on the Sport and the Technology Pack adds the 360-degree view camera. Another small thing I would like Ford to fix on the Ranger/Everest is when you go from reverse into drive the camera display disappears from the screen and I would like it to remain on for a short time longer until I finish my parking manoeuvrer.
All new Ford models come with a five years/unlimited kilometres warranty and Ford National Roadside Assistance and Auto Club Lifestyle Membership for up to seven years if an eligible General Service is undertaken at a participating Ford Dealer. The service interval for the Ranger PHEV is one year or 15,000kms, whichever occurs first, and for MY26.00 Rangers onwards the service plan can be purchased up front for $1,596 and includes five services and brake fluid (Year 3).
The ground-braking Ford Ranger Plug-in Hybrid Sport starts at $75,990 excluding on road costs and as tested with the optional Lucid Red paint ($700), Flexible Rack System ($2800), Adventure Pack ($500), and Technology Pack ($950) this powered Ranger is $80,940 plus on-road costs. You can Build & Price your Ranger PHEV online or visit your preferred Ford dealer for more information.
| Pros | Cons |
| The Pro Power Onboard system | Fuel efficiency was not as good as expected |
| The high voltage electric air conditioning and heating system | Rear floor mats do not come as standard |
| Proper, clearly labelled rear tether points | Needs a lockable, waterproof box in the tub for groceries |
Photographs by Driven Women Magazine.