Unrivalled torque for new Plug-In Hybrid Ranger pickup

The search for a suitable alternative to diesel in the world of farm pickups has gathered pace following Ford’s decision to break rank with its debut plug-in petrol-electric model.

The aptly named Ranger Plug-In Hybrid (PHEV) is the first of its genre in the UK – albeit not the first zero-emissions contender to land on these shores. That prize went to the lesser-known, two-wheel-drive Maxus T90EV of Chinese origin.

It is powered by a 2.3-litre Ford EcoBoost petrol engine combined with an electric motor and rechargeable lithium-ion battery system, though their capacities are yet to be revealed.

Together, they are said to produce more torque than any other Ranger, including that of the V6 Raptor petrol (289hp/491Nm) and V6 Wildtrak diesel (240hp/600Nm).

See also: Pickup and commercial 4×4 buyer’s guide 2023-24

The obvious appeal of opting for a hybrid system, rather than the all-electric setup of Ford’s US-only F-150 Lightening, is that it eliminates reliance on charging infrastructure that often ranges from patchy to non-existent in the sticks.

Drivers can pick from four driving modes, the default being “auto EV”. This allows the engine to drift in and out of play as required, while electric-only “EV now” offers an estimated smut-free range of 28 miles.

Cleverly, the software also includes a geofencing system, whereby the Ranger automatically switches to electric power as it enters a low-emissions zone and reverts to the auto mode as it leaves.

The other two settings are petrol-only “EV later” and “EV charge”, which sees the engine used partly as a generator to replenish the batteries on the move.

© Ford

Power tools

These are both potentially useful for owners looking to exploit another of the PHEV’s perks – the Pro Power Onboard system.

This allows energy stored in the batteries to be exploited to run plug-in power tools through a trio of three-pin, 230V sockets positioned in the cab and cargo bed, potentially saving the need to lug a generator out to an in-field machinery repair.

© Ford

Beyond that, the trucks are said to be pretty similar to the standard Rangers launched earlier this year, which means they should retain their 3,500kg towing capacity.

Payload figures are vaguer, with the extra weight of the motor and batteries potentially putting the 1,000kg-plus capacity in jeopardy.

That might not be an issue in a practical sense, but there are tax implications for business buyers should it fall short of the arbitrary 1t threshold.

Further details will be available at a later date, with production not scheduled to start until late 2024 and deliveries slated for early the following year.