Ford Ranger PHEV
A pickup powertrain shakeup has thrust plug-in hybrid technology into the spotlight. By John Kendall
Ford Ranger PHEV
A pickup powertrain shakeup has thrust hybrid technology into the spotlight. By John Kendall
Ford has taken a bold step with the Ranger, the best-selling pickup truck in the UK and the best-selling vehicle in both Australia and New Zealand. The company has effectively given most diesel models the push, with the exception of the 3.0-litre V6 models. The 2.0-litre EcoBlue diesel will disappear next year, which shifts the spotlight to the new Ranger PHEV plug-in hybrid.
This model brings together Ford’s EcoBoost 2.3-litre, four-cylinder turbocharged petrol engine and a 75kW (102hp) motor embedded in the transmission. For those with long memories, the 2.3-litre engine can trace its origins back to Ford Scorpios and Galaxys of the 1990s as well as CNG-fuelled Transits. It’s a simple plan. With around 26 miles of range and 11.8kWh battery capacity, the Ranger PHEV has considerably more regeneration capacity than a conventional hybrid, which might offer around two miles of electric range. That should be enough to overcome the relative inefficiency of the petrol engine when compared with the diesel, hence the impressive-looking fuel consumption figures.
Ford claims up to 697Nm of torque from the engine/motor combination – more than any other production Ranger, with a combined power output of 281hp; figures that should satisfy even die-hard diesel fans. Ford claims up to 43km (26.7 miles) of pure electric driving range with 88-91mpg WLTP combined; a figure far better than any diesel model, but no doubt that will depend on the battery being regularly charged to minimise petrol engine use. The battery can be recharged in less than four hours from a 16-amp AC power supply.
Otherwise, the Ranger PHEV has the same four-wheel-drive system you would find on any other Ranger, offering two- and four-wheel-drive high ratio, four-wheel-drive low ratio and an automatic four-wheel-drive option to automatically switch between two- and four-wheel-drive high ratio. Ford’s Pro Power Onboard system from the E-Transit and E-Transit Custom is available on a Ranger for the first time, offering 2.3kW or 6.9kW of electric power from a pair of 13-amp sockets in the load bed sidewall to power tools and equipment.
Buyers will be able to choose from either Double cab or Super cab variants. Although models available at the press launch did not offer a 1,000kg payload, Ford assures us that all UK models will be able to carry the crucial weight to reclaim VAT. It will also be able to tow a 3,500kg trailer.
Ford will offer the Ranger PHEV in a Stormtrak launch edition as well as Wildtrak and XLT variants. There is an extensive list of safety, control and driver assist technologies, including: an integrated electric trailer brake controller; normal, eco, sport, tow/haul, slippery, mud/ruts and sand drive modes; front and rear parking sensors; Hill Descent Control; Pre-Collision Assist with Automatic Emergency Braking; Trailer Reverse Guidance and many more.
Inside, there’s a 12-inch dashboard touchscreen with Ford’s SYNC 4 infotainment system, an 8-inch configurable digital instrument cluster, Apple CarPlay and Android Auto connectivity and many other features. Needless to say, the Ranger is well-equipped.
At the launch in Iceland, Ford provided an extensive off-road course as well as driving on the country’s lightly trafficked roads. It’s no surprise that the Ranger feels like a premium SUV, given the extensive equipment, when you climb aboard. An essential element of this is Ford’s use of active noise cancellation, which reduces interior sound levels noticeably. Ford has revised the suspension settings and fitted wider wheels to allow for the revised weight distribution. The lithium-ion traction battery is fitted beneath the load floor and Ford has re-engineered the rear frame chassis rails to accommodate it and minimise the impact on the load bed.
The Ranger has long impressed with its suspension refinement, soaking up bumps and surface irregularities in a way that few others can match, but the PHEV has arguably taken the ride quality to new heights. It is the best pickup that we have driven in terms of chassis performance and refinement. There are cheaper alternatives without doubt but none can match this level of refinement. Engine noise is muted and it’s hard to detect that it’s a four-cylinder engine, probably thanks to the active noise cancellation. That and the silky-smooth transmission adds to the feeling of luxury. Pickup trucks shouldn’t be this good!
Off road, the Ranger PHEV seems to almost glide over surface irregularities, while the multi-mode transmission and impressive torque means that it can handle just about anything that most drivers will throw at it. Where the Ranger is fitted with Pro Trailer Backup Assist and Trailer Reverse Guidance, reversing a trailer can be simplified for those who are unfamiliar with it. Instead of using the steering wheel and steering in the opposite direction to that required to start turning the trailer, using the drive modes rotary switch on the centre console and turning it in the direction of travel required will steer the trailer where you want it to go.
