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Auto Express
10 hours ago
- Automotive
- Auto Express
New Ford Ranger PHEV 2025 review: plug-in pick-up sets the standard
The Ford Ranger PHEV manages to deliver lower emissions that will benefit business users while still offering all of the cargo carrying and towing capability that the standard diesel model can offer. For that reason alone the PHEV will be a top choice with buyers, while the Stormtrak trim has some added visual appeal that will draw more customers in. Advertisement - Article continues below As it stands, there's not much wrong with the Ford Ranger, but changes in legislation mean that this big-selling machine is in need of a revamp to help it keep pace with buyer demands. Emissions are now an important factor when it comes to business taxation, and the arrival of the new Ranger PHEV will be the perfect double-cab pick-up for those keen to keep their contributions to the taxman as low as possible. From the outside, not a lot looks different, although the new Stormtrak trim is exclusive to the PHEV model (it also comes in XLT and Wildtrak trims), Chill Grey is a cool blue hue that's unique to the Stormtrak (black is also offered), while there are unique wheel designs to mark the petrol-electric model out. The Stormtrak also has the option of a sliding sports bar that allows racks to be attached above the cargo bed, while Ford's Pro Power system allows users to connect any device with a three-pin plug to the truck's drive battery - which could come in handy for anybody wanting to take the Ranger off grid and out into the wilds. Skip advert Advertisement - Article continues below View Corsa View X3 View I-PACE The other visual clue to the alternative powertrain is the fact there are two filler flaps on the nearside rear wing. One (the one with a lightning bolt set into it) pops open to reveal the charging port for the drive battery, while the other flap ahead of it is the fuel filler, which is released with the push of a button on the dashboard. Advertisement - Article continues below These are used to refill an 11.8kWh battery and a 70-litre fuel tank respectively, with the latter supplying petrol to a 2.3-litre turbocharged four-cylinder that we've seen previously in the UK in the Ford Focus RS/ST and Mustang. The set-up in the Ranger PHEV makes 277bhp and 697Nm of torque, so the plug-in model is second only to the petrol Ranger Raptor for power, while Ford's familiar 10-speed automatic gearbox is fitted as standard. There's a 0-62mph time of 9.2 seconds, while the Ranger PHEV also boasts a towing weight of 3.5 tonnes and a payload of more than a tonne, so there are no compromises there when compared with the diesel versions. One area where there is a bit of compromise is with the load bed, because there is a subtle rise in the floor that is designed to help accommodate the drive battery. That means cargo volume isn't quite a match for the diesel Ranger, but it's not far behind. Skip advert Advertisement - Article continues below This might be a small enough price to pay for business users looking to cut their outgoings. Previously, double cab pick-up trucks faced a flat rate of Benefit-in-Kind taxation (currently set at £3,960pa for vans weighing less than 3.5 tonnes), but now the rates are calculated based upon emissions. Seeing as diesel double cab pick-ups are quite heavy polluters, that places them in the top emissions-based category for BiK at 37 per cent. For top-rate earners, that means tax bills in the region of £7,000 for a diesel Ranger Wildtrak, but the 71g/km emissions of the PHEV mean costs are slashed to £4,600 a year. So that's the reason for introducing the Ranger PHEV, but what's it like to drive? In brief, pretty much like any other automatic Ranger. The combination of electric motor and petrol engine is good, with the former delivering instant responses while the engine gets up to speed, and the petrol engine is reasonably hushed and distant when it does cut in. The powertrain is decent, with no real shunt between drive sources, and the brakes are positive, too, with plenty of stopping power. Advertisement - Article continues below In corners the Ranger gives the game away in terms of weight, but while there's some body roll, it's no worse here in the heavier PHEV than in the standard car. The ride is pretty compliant, too, although the slow steering and a slightly bouncy edge at higher speeds means the Ranger could be a bit more comfortable, but then it's no worse than a lot of supposedly family-friendly SUVs. Skip advert Advertisement - Article continues below The usual suite of drive modes is selectable via the push-button controls down behind the drive selector, including an EV button that allows you to either drive the PHEV in standard hybrid mode – switching between power sources as the electronics see fit – switch to silent EV running, save the charge for later or recharge the battery using the engine while on the move. We wouldn't say the latter is particularly economical, but can give you some extra charge if you need it. We tried the Ranger PHEV off-road, where it proved to be just as adept as the standard model. That means the long-wheelbase struggles a little with a series of ruts that can see the side steps scrape the ground, but otherwise the Ranger is surprisingly capable. There's something eerie about driving an electric 4x4 in virtual silence, only hearing the surrounding countryside crack and scrunch as you drive through. The Ranger's standard-fit high range 4WD and rear diff lock can function while in EV mode, but low-range sees the engine cut in to assist at all times. Either way, the only other limiting factor might be the petrol engine's exhaust, which points down to the ground behind the rear axle, and looks low enough that it might scrape when exiting a particularly steep transition. Model: Ford Ranger 2.3 EcoBoost PHEV Stormtrak Price: £49,800 ( On sale: Now Powertrain: 2.3-litre turbo petrol PHEV Power/torque: 277bhp/697Nm Transmission: 10-speed automatic, four-wheel drive 0-62mph: 9.2 seconds Top speed: TBC EV range: 25.5 miles Economy/CO2: 94.2mpg/71g/km Size (L/W/H): 5,370/2,015/1,878mm New Volvo EM90 2025 review: the ultimate SUV killer New Volvo EM90 2025 review: the ultimate SUV killer Volvo has made an ultra-luxurious van. Intrigued? You should be, but sadly it's for China only Smart Roadster could return as an electric Mazda MX-5 rival Smart Roadster could return as an electric Mazda MX-5 rival The Smart Roadster could be set for a comeback and our exclusive image previews how it could look New Audi Q3 reinvents the indicator stalk, but there's a whole lot more too New Audi Q3 reinvents the indicator stalk, but there's a whole lot more too Audi's not taking any risks with its all-new Q3; watch it sell like crazy
The Citizen
26-04-2025
- Automotive
- The Citizen
Even without a fancy badge, Ford Ranger XLT is a lot of bakkie
Single turbo diesel mill and six-speed auto box powertrain delivers great fuel economy. Keeping up with Ford Ranger badges is a bit like keeping up with the Jones'. Over the last five years or so, our long-term fleet saw the likes of the Ford Ranger Wildtrak, Thunder, Raptor, Stormtrak, Wildtrak X, Tremor, Platinum and Stormtrak. The Silverton-assembled Wolftrak would have probably been on that list was it not only for export markets. Ford Ranger XLT a familiar face It was a bit like putting on an old but comfortable pair of shoes when The Citizen Motoring's latest long-term Ford Ranger arrived in XLT guise. Despite the impressive list of mentioned model names, the XL and XLT grading system goes back many years on Ford products. This scribe owning a Ford Bantam XL more than 20 years ago. The XLT is one cut above the entry-level XL bakkies in the Ranger food chain. Our tester is a double cab 4×2 which is only offered in automatic transmission at R681 500. While it is bereft of fancy factory-fitted trim like sports bar, roof rails, side steps, steel roller shutter and pretty stickers, it does at least have a towbar and aftermarket tonneau cover. The loadbox is covered with spray-in loadbin-liner. ALSO READ: Can this Ford Ranger give the Toyota Hilux a Tremor or two? The exterior importance of the addition of the T to the XL means that this Ford Ranger comes standard with the auto C-clamp shaped LED headlights. The headlamps on the XL consist of blocks of very yellowish halogen lights which are not a patch on the commanding look created by the C-clamp LEDs. The Ford Ranger XLT's 17 inch rims are wrapped in chunky rubberware. Picture: Charl Bosch Chunky tyres The standard 17 inch alloy wheels are also clad in chunky 255/70 R16 rubberware. This make the alloys virtually pothole and pavement-scratch proof, something some of the lower profile fancier tyres and rims can't attest to. Inside, the XLT is fairly humble compared to its shinier siblings. There is no leather apart from the gear lever and no fancy finishes. Yet it doesn't bother us one little bit. It comes with a 10.1 inch portrait-style infotainment system and 8 inch fully digital instrument cluster, which makes a huge difference. Not that long ago tech like this didn't even feature in the top bakkies, nevermind in Plain Janes. Lots of tech The SYNC4A infotainment system features wireless Apple CarPlay and Android Auto as well as FordPass Connect via embedded modem. It also features keyless entry and remote start, six-way manual driver's seat adjustment, reach and rake steering wheel adjustment, rain-sensing wipers, wireless charger and USB Type-A and Type-C ports in the front and rear and rear seat air vents. Safety features come in the form of seven airbags, traction control, dynamic stability control, pre-collision braking, cruise control, blind-spot monitoring with trailer coverage, cross traffic alert, lane-keeping assist and hill-descent control. The Ford Ranger XLT also comes with front and rear parking sensors and reverse camera. ALSO READ: Isuzu D-Max X-Rider loses out to Ford Ranger, Toyota Hilux Superb single turbo One of the bakkie's best features in our opinion is its 2.0 litre single turbodiesel engine. It makes 125kW of power and 405Nm of torque which is sent to the rear wheels via a six-speed auto box. The single turbo has been very much underappreciated ever since it was introduced alongside its 2.0 litre biturbo sibling on the previous generation Ford Ranger. While it looks much less than the biturbo's 154kW/500Nm on paper, it is anything but a slouch as our tests against the clock have proven over the years. And yet the best of the mill is its fuel consumption. We have struggled to get the new bi-turbo under 11L/100km and the 3.0 litre V6 models under 13L/100km. Yet the single turbo mill hardly threatens double figures. The cabin is bereft of top-end creature comforts, but still very comfortable. Picture: Charl Bosch Over the first 1 600km of its stay with us, the Ford Ranger XLT achieved 8.9L/100km. And to be fair, that included a lot of stop/start city traffic. We are sure that with more open road driving, we can get close to Ford's claim of 7.5L/100km. Ford Ranger XLT a plush ride We'll even predict that it can achieve a 'from Joburg to Cape Town on one tank' challenge. It does come with an 80 -litre fuel tank after all. There is the added benefit of an Eco driving mode, which is available alongside Normal, Tow and Slippery. If we do undertake a ride like that, it is guaranteed to be a comfortable one. The Ford Ranger has raised the bar in ride quality. The XLT is no different, albeit not having any of the fancier dampers of its pricier siblings. It is an honest bakkie which versatility allows it to be anything from a rugged worker to a city clicker. We look forward to spending some more time with it.
