BETTER EV RANGE (some text hidden) --NONE--

By Jonathan Crouch

You didn't really want an EV pick-up did you? This is better: Ford's Ranger PHEV. Jonathan Crouch takes a look.

Ten Second Reviewword count: 21

Instead of an EV pickup, Ford has brought us this, the Ranger PHEV. Perhaps it's a better solution. Let's find out.

Backgroundword count: 141

Given how nasty the tax man has been to pick-up owners in recent times, if you drive one, you might well be looking for the running cost savings of an electric model. But your choices in that regard are limited. Only Chinese maker Maxus currently sells an EV pick-up here (actually, they sell two, the T90 EV and the eTerron 9). Otherwise, there's only the ineffectually-electrified mild hybrid Toyota Hilux 48V. And this model, the Ford Ranger PHEV. As the name suggests, this Ranger is a Plug-in Hybrid. Ford sells an EV pick-up in the US (the F-150 Lightning) but that model wouldn't suit the European market. The Ranger PHEV definitely does. There's commuting EV range, the ability to act as an off-grid generator and more torque than any other model in the Ranger line-up. Plus tax-beating efficiency stats. Interested yet?

Driving Experienceword count: 436

Most Plug-in Hybrids are chosen for two reasons; length of EV drive range: and tax efficiency. Those attributes will be ownership draws for this Ranger PHEV too - but probably not the primary ones. So why might you choose one? Well for a start, this plug-able Ford has an impressive 690Nm of torque, more than any other Ranger - even the Ranger Raptor. Which makes it an even better towing tool than the standard diesel version (with which it shares its 3,500kg braked towing weight). Buyers will also be attracted by the Ford Pro Power options that will allow the 11.8kWh drive battery to power all manner of worksite devices. So that battery isn't just there for the drivetrain. Which sees those lithium-ion cells energising a 75kW electric motor paired with a 2.3-litre four-cylinder EcoBoost petrol engine. Total output is 281PS and EV range is 25.5 miles. Don't expect that plump output figure to translate into startling performance; all that hardware is heavy and the 2,450kg kerb weight translates into a Gross Vehicle Weight of 3,500kg (300kg more than the diesel version). The petrol engine's smooth and responsive, working with a 10-speed auto gearbox and it all works pretty smoothly, with no real shunt between the drive sources. As you'd expect, there are various drive modes. Mostly, you'll just leave this Ranger in 'EV Auto', which manages EV or combustion power for you, defaulting to the battery whenever possible. 'EV Now' provides all-electric driving if there's battery charge for it; 'EV Later' stores battery charge for later in your trip: and 'EV Charge' (rather inefficiently) uses the engine to charge the high voltage battery. Off road, this PHEV Ranger is as good as any other variant in the line-up - and better in some ways as the powertrain's prodigious torque propels this pick-up easily up steep inclines, while extra motor braking from the regenerative charging system helps maximise the benefit of the integrated hill descent control set-up. As you'd expect, this Plug-in Hybrid variant gets the more advanced of the two all-wheel drive Ranger packages - Ford's full-time e-4WD system with its incorporated 'Terrain Management System'. This is activated by a rotary dial that lets you shift between NORMAL, ECO or SPORT for ordinary roads; TOW HAUL when towing; SLIPPERY for loose surfaces; and MUD/RUTS or SAND for more rugged off-roading. In the centre of the dial are your main drivetrain buttons - '2H' for two-wheel drive tarmac use, then the 4x4 settings - '4H', low range '4L' and the 'set-and-forget' '4A' auto 4WD setting. There's also a selectable rear differential lock for really challenging conditions.

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