Electrifying the Ranger Ute Without Shocking the Purists
The automotive world, bless its CO2-belching heart, has an emissions problem. The current darling solution? Electrification. But whisper “EV” in the hallowed halls of the ute segment, and you’ll likely hear a chorus of “but can it even see a dirt road without whimpering?” Ford, it seems, has been listening to these campfire concerns and has rolled out its answer: the Ranger Hybrid PHEV, a plug-in hybrid ute that promises to be, and I quote, their “best mass market Ranger yet.” Let’s see if it’s truly got the volts to jolt the market.
First things first, the Ford Ranger isn’t just some ute; it’s a global pickup phenomenon, designed and engineered in Melbourne, Australia, and sold in over 180 markets (sorry, Antarctica, you miss out). It’s the second best-selling mid-sized pickup globally and has been New Zealand’s top-selling vehicle for a decade. So, when Ford decided to slap a battery and an electric motor into its golden goose, the brief was clear: it had to be a Ranger first, with “zero compromises” on towing, payload, and its legendary knack for getting muddy. After all, Ranger owners apparently use their utes for, well, everything – 80% tow, and the average daily drive is a mere 40km or less, yet they still engage all manner of 4WD modes.
So, what electrifying concoction has Ford cooked up? The Ranger Hybrid PHEV pairs a 2.3-litre turbocharged four-cylinder EcoBoost petrol engine with a 75kW electric motor and an 11.8kWh (usable) battery pack. This dynamic duo (or trio) reportedly churns out more power and torque than its diesel brethren – a hefty 237 kW and a stump-pulling 697 Nm – all while sipping fuel at a claimed 2.9 L/100 km and having an EV-only range of around 43km. That’s like having your cake, eating it, and then using the leftover crumbs to power a small village. The magic happens through a ten-speed automatic modular hybrid transmission (MHT) that cleverly integrates the electric motor, ensuring it retains the Ranger’s go-anywhere mechanical transfer case for true four-wheel-drive capability (2H, 4A, 4H, and 4L modes are all present and correct). For our Kiwi friends, this electrifying Ranger will initially grace showrooms in XLT, Wildtrak, and a special launch edition Stormtrak.
Perhaps one of the PHEV’s most electrifying party tricks is Pro Power Onboard (PPOB), standard on every variant. This system turns your ute into a mobile power station, offering a substantial 6.9 kW output from two tray sockets and one in the cabin. That’s enough juice to power your tools, campsite, or even a caravan, potentially making that noisy generator a relic of the past. And if the battery runs low? The 2.3-litre engine gallantly steps in as a generator, backed by a 70-litre fuel tank.
But does adding a battery pack turn this rugged Ranger into a delicate daisy when the going gets tough? Ford emphatically says no. It boasts a Gross Vehicle Mass of 3,500 kg, the same maximum braked towing capacity, and a payload of up to 973 kg. It even has a slightly longer load box than its conventional siblings, exceeding 1,600 mm. For the off-road adventurers, there’s enhanced underbody protection for the battery and transmission, an 800mm water wading depth, and the ability to engage rear diff lock, 4H, and 4A even in EV Now mode.
The proof of the pudding, as they say, is in the eating – or in this case, the Melbourne mud. Test drives involved on-road cruising and some serious off-roading, culminating at the Australian Automotive Research Centre. On tarmac, the Ranger Hybrid reportedly drives like a Ranger, but “marginally better thanks to the additional battery weight.” The powertrain transitions seamlessly between petrol and electric, and even the General Tyre ‘Grabber’ All Terrains kept road noise to a minimum.
Then came the real test: Melbourne’s challenging off-road tracks. Hill climbs, deep mud ruts, rock crawling, and steep drops – the Ranger Hybrid PHEV took it all in its stride, “articulating and jouncing” its way to a pass with “flying colours.” Even the odd belly scrape only served to highlight its robustness. At the AARC, the PHEV, in EV-only mode with hill-descent activated, tackled 30% grade and then “unnerving” 60% grade inclines. It only called on the petrol engine for a boost when deliberately stopped halfway up the 60% slope, then continued its climb “seamlessly.” More wading and articulation tests followed, ending in a muddy donut session where no PHEV required a tow out.
So, is this the best mass-market Ranger yet? With an EV-only range of up to 43km, all variants packing PPOB, and prices in NZ ranging from $82,990 for the XLT to $94,990 for the showpony Stormtrak, it makes a compelling case. It seems Ford has managed to thread the needle, creating a Ranger that’s ready for the future without forgetting its rugged, capable past. It’s a Ranger, just with a bit more spark.
