Ford Ranger plug-in hybrid first drive review

NZ Autocar

a day ago

The Ford Ranger plug-in hybrid was announced sometime ago (back in 2023!) and finally we get to drive it ahead of its imminent arrival. Ford says its hybrid allows 'ute buyers to begin their electrification journey without sacrificing any of the core capability that they need from a truck.' And that's not far from the mark after getting an introductory drive across the Tasman.
Remind me again what it's all about
The powertrain of the Ford Ranger plug-in hybrid combines a 138kW/411Nm 2.3-litre turbo-petrol and a 75kW/300Nm motor. This lies between the engine and the 10-speed auto (or Modular Hybrid Transmission), drawing from an 11.8kWh NMC battery. Ford says that gives the Ranger PHEV a 49km EV range (ADR/NEDC).
You might wonder, is that enough though? Especially when GWM offers a quoted 115km for its PHEV ute, and the Shark is good for around 70km.
Ford cites its own connected-car data from Ranger owners around the world, which says they average 40km a day. Ok, some will be doing a lot more, but then for those that aren't a PHEV might be an option. Other connected-car data figures; 45 per cent of Ranger owners engage 4H and use the diff lock, 11 per cent use 4L, while 80 per cent tow. And on that, the plug-in Ranger has the same 3.5 tonne braked rating as the diesels. That's thanks to the total system output of 207kW at 6000rpm with 697Nm made at 2500rpm.
The PHEV uses Ford's full-time 4WD system with the on-demand 2-speed transfer case to vary the torque flow to the front wheels. This offers 2H, 4A, 4H, and 4L and a rear diff lock. So it's just as capable as a regular Ranger, as we found out.
It's a hybrid so there are a few drive modes including Auto EV, described as the best balance of the two power sources, EV Now is all electric drive (battery charge permitting), EV Later maintains charge if you want to keep the battery for later use, and EV Charge has the engine pumping more effort into charging the battery. It also has a Sport and Tow Haul mode and various off road modes, all of which use the Auto EV setting to gain access to maximum output.
What is the fuel consumption of Ford Ranger plug-in hybrid?
Ford rates the PHEV at 2.9L/100km via the NEDC test cycle, which is a far cry from 'real world' use. As with any plug-in hybrid, consumption depends on many factors. In Auto EV mode, plying mainly free flowing highway/freeway type roads, the Ranger was recording between 6.5 and 8.5L/100km, depending on the state of charge when we set out for each leg of the trip.
Compared to an XLT 4×4 bi-turbo, the 2527kg XLT PHEV is 251kg heavier, with a GVM of 3500kg (3230kg for the bi-turbo). The hybrid's payload is 973kg, bettering the 954kg of the diesel, but that is without the 39kg spare wheel, which is a no cost option for the hybrid. Departure and approach angles are similar, though ground clearance is inferior (215mm v 234mm) due to the battery underneath but wading depth of 800mm is unchanged.
The other difference is the shape of the tray. To accommodate the battery beneath, the deck is set 30mm higher. The Pro Power set up (truck as mobile electricity generator) has a 10-amp, 2.3kW socket in the cabin and twin 15-amp, 3.45kW plugs in the tray.
As to charge times Ford says it takes four hours at its 3.5kW (15A) AC max, while at 2.3kW (10A) it'll take seven. There are no DC charging capabilities.
The hybrid is only available as a wellside which could limit interest from those needing a cab chassis version and a more specialised deck for work purposes. Ford advises against the removal of the wellside because of the Pro Power gubbins, and also the electronic fuel filler release. A PHEV's fuel vapours and tank pressures need to be managed and so the fuel filler door is locked until the button is pressed and the vapour purged.
So how does it drive?
The powertrain is refined for a ute. There is adequate urge in EV running, and is suitably brisk in hybrid mode. This PHEV blends the power nicely when the engine kicks in, the delivery more linear rather than arriving in a big surge. You can't influence the amount of regen, which is mild, and while the brake pedal bites early, it otherwise feels okay under foot.
The hybrid has an extra leaf in its rear suspension to handle the additional weight, and the ride of the XLT we thought was a bit bumpier than usual. The heavier Stormtrak rode slightly better however.
Off road, and into 4L, diff lock on, the hybrid walked up a steep rocky incline as you'd expect any Ranger too. Activating 4L puts it into Auto EV for maximum output, and the low end torque gets the job done. The progressive delivery allows you to be smooth when needed, while the power is there for when you need to 'get into it' in order to make it up and over obstacles.
It's also capable in EV Now, cruising up a 60 per cent incline at a proving ground without the need of ICE intervention. It also slides around in the mud fine and waded simply through 600mm of water.
Any deal breakers?
What is harder to digest is the premium. The XLT PHEV is $82,990, some $15,500 more than the diesel version. That will be too much for some. The Wildtrak is $89,990, $13k more than the bi-turbo version while the launch edition Stormtrak is $94,990. That the Chinese offer hybrids with more electric range and cheaper price tags will make it that bit harder for the Ranger too.