Ford has announced some details on the Ranger plug-in hybrid electric vehicle (PHEV) and although light on key details like gross combined mass (GCM), price and performance, there is a lot to dig into for us that tow so let's get into it.
What is the Ranger PHEV model?
The Ranger PHEV is an extension of the ever-popular Ranger range incorporating what Ford dubs Pro Power Onboard. This adds an electric motor at the gearbox of the Ranger and a battery bank between the chassis rails, under the tub, giving it the performance and efficiency benefits of a hybrid plus the option to use the battery as a source of 230V power.
There are three outlets able to charge and run power tools and pass on power at up to 6.9kW combined from its usable 11.8kWh battery. There is one outlet in the cabin and two to the rear passenger side of the tub.
There are four variants at launch in three popular trim levels in the XLT, Sport and Wildtrak Rangers and a new halo model, the Stormtrak which has exclusive colours and trim.
All use a 2.3L inline four-cylinder turbocharged petrol engine connected to a 10-speed automatic transmission gearbox and two-speed transfer case for 4X4.
Power and torque ratings for the petrol engine have not been announced but the e-motor will offer up to 75kW and allow for electric-only driving of a claimed up to 45km.
The claimed maximum braked towing capacity is the same as the rest of the 4X4 Ranger range at 3500kg. We do not know what the gross combined mass (GCM), gross vehicle mass (GVM) or the kerb weights will be but can make some guesses.
Going by Ford UK’s specification for its Ranger PHEV, the GVM could be a fair bit higher than other Rangers as the UK suggests some models will have up to 1000kg of payload. With our version also maintaining a 3500kg max braked tow capacity, its GCM will also be higher than current Rangers.
With a payload of around 1000kg and a kerb weight of around 240 kg we can guess GVM will be in the region of 3400kg. Ford tends to do well at GCM in the Ranger range with some topping out at 6400kg. If the PHEV gets the same with a 3500kg trailer in tow, you are left with 500kg to take ball weight out of and load your Ranger PHEV. That might seem low but it’s better than most utes in its class. And like most utes in its class, I’d suggest the usable towing capacity limit of the Ranger PHEV will be 3000kg to allow for realistic loading in the tub and gear onboard.
Will the PHEV Ranger work as a mobile power bank for a caravan or camper?
Firstly, the basics. The 11.8kWh battery is substantial — based on the best guess that the Ford battery is 48V, it is the equivalent of a 980A/hr battery bank at 12V. That's more than most new, high-end caravans and camper trailers come with and more than typically seen in high-end, canopy installations featuring inverters, large batteries and high-capacity chargers.
Ford does not say that the outlets in the tub or cabin are 230V, but it is safe to assume they are for us in Australia and New Zealand.
The system offers up to a maximum combined 6.9kW output with a cabin socket limited to 2.3kW and two outlets in the tub with an individual outlet limit of 3.45kW each.
Where that will shine is with owners of more basic vans and older vans that have an air-conditioner but no means to run it off-grid.
You can reasonably expect the battery to power your trailer’s AC for four to five hours of continuous use, or eight to 10 hours if the AC is cycling on and off — that's substantial if all you are trying to do is take the edge off of a hot day a few times, and it will have no issue running induction cooktops or air-fryers.
Where it will also be of value is if the weather is bad or your solar is playing up or broken and you need to charge your trailer battery to keep the fridge and lights on. Recharging 200A of 12V battery through a 10–25A 230V AC charger will be a cakewalk for the Ranger PHEV’s battery; it should be able to do it five times without issue.
How do you charge the Ranger PHEV?
Unfortunately, not directly off of solar but you could charge it off excess from your solar on your caravan. With some vans rolling around with over 3000W of solar panels like seen in our Electric Van Special , you could plug in your Ranger PHEV to a 230V outlet on your van and top up its battery.
You can plug the Ranger PHEV into a household 230V, 10A plug and charge it in what Ford claims is ‘overnight’ (so eight hours?) but more likely you’ll charge the battery while driving or stationary.
Users can charge the battery when stationary, opening up the possibility of it working as a mobile generator and when underway and there are four selectable Drive Modes that dictate how energy is used and collected.
- Auto EV
- EV Now
- EV Later
- EV Charge
The Auto EV mode will save you the most fuel by collecting energy under deceleration and feeding it back in when accelerating. EV Now is just an EV mode with a claimed up to 45km range; I’d expect that to halve if towing but when parking your van, it would make the process completely silent, nice for your neighbours and for communicating. EV Later aims to reduce battery consumption when driving; this would be of use when you want to arrive at camp with some power in reserve. And EV Charge is what it says on the label, it prioritises charging the battery till full.
What will the Ranger PHEV cost?
Officially, no pricing has been announced but typically PHEV variants of other vehicles are around $7500 to $15,000 more than the standard models. Should Ford price Ranger PHEV models at the top end of that, an XLT could come in at around $83,000, a Sport could jump to around $86,000 and the Wildtrak to around $90,000 plus on-road additional costs. The new model Stormtrak looks to be positioned at the top-end of the range so it’s likely to come in closer to six figures which could make it the most expensive Ranger to date.
What will be cheaper — upgrading to a PHEV or a decent canopy power system?
A good canopy set-up from the likes of REDARC or Enerdrive could set you back $9000 to $12,000 to get over 300Ah of battery, a 3000W inverter and a powerful charger and so on. If you wanted to match the combined 6.9kW output and 11.8kWh battery of the PHEV, you’ll spend a lot more than $15,000 though and most of your canopy will be full. Plus, you’ll be adding all that weight, more than what I expect the PHEV adds to the Ranger.
What about offsetting costs in a new caravan build?
If you are ordering a high-end van like a gasless Evernew, Bushtracker or Wonderland RV, I would expect that you are getting 1000W–1300W of solar, at least 3000W inverter (likely twin inverters) and 800+Ah of battery which will have added $20,000–$25,000 to your build price. You could trim that cost to a few thousand with a more traditional fit-out with GPOs powered by the Ranger PHEV only and a 12V system with 200Ah battery and 450W of solar which will handle a good fridge, LED lights and charging of things like phones with ease.
The Ranger PHEV could see the return of moderate power-systems in caravan builds which will reduce build costs and importantly weight in the van — a double win.
Will you save enough fuel with the PHEV to offset its higher buy price?
Probably not, but there is a trend building here between saving in a canopy or tub build and either not upgrading your existing caravan’s power system or building a new caravan power system which is compelling.
Official consumption figures have not been released for the Ranger PHEV, but it would be safe to guess it will use around 10 per cent less fuel than its non-hybrid siblings. Given that the Ranger PHEV is being built with the 2.3L four-cylinder turbo petrol engine only, we have to look at the Ranger’s VW sibling, the non-hybrid Amarok Aventura which runs the same engine and gearbox and has a claimed combined fuel of 9.9L/100km travelled.
We haven’t tested the Amarok Aventura yet but considering that is the claimed combined fuel consumption, we’d assume closer to 15L/100km around town. Take 10 per cent off of that and it’s getting near to what we see around town with its diesel engine counterparts, but I doubt it will end up bettering a diesel on efficiency.
How will the Ranger PHEV perform and feel?
Big guesses here but I’d like to think I won’t be far off based on my experience with the Next Gen Ranger range.
The 2.3L in the VW features 222kW if coupled with the 75kW motor, the Ranger PHEV could have close to 300kW, expect it not to overshadow the Ranger Raptor’s 292kW though.
It will be smoother and quieter than its diesel counterparts, it will have more punch off of the line with and without a trailer in-tow thanks to the instantaneous nature of e-motor hybrids and when in EV Now mode, it will be stealthy quiet.
Like all Rangers, it will drive exceptionally well, for a ute. The Ranger is one of if not the best handling utes in its class. The added weight of the battery pack (likely 80–120kg) will probably help its unladen ride and it might not affect payload, more on that in a bit.
When is the new Ranger PHEV available?
Billboard advertising has been up for months already, and basic specs are available online along with your ability to register interest in buying one. Deliveries are expected in the first quarter of 2025.
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