Ford has blazed a new trail for hybrid pickups with the recent global debut of the Ranger PHEV. But what does it offer offroaders? How can it be used? And what models will be on offer? Here’s what we do know so far.
Just quickly, you’d think that Ford’s presumably hefty marketing budget could come up with something better than “Fev” which sticks in my craw for some reason. Regardless, the Ranger PHEV, which stands for Plug-in Hybrid Electric Vehicle, is actually pretty darn exciting from the 4X4 side of things.
The problem with EVs on the off-road market has essentially boiled down to three main things: range, expense and towing ability. While there are plenty of arguments for getting around those obstacles, the fact remains that they’re issues, plain and simple. Hybrids, which is an internal combustion engine paired with an electrical motor, do away with a lot of the barriers for most of us wheelers, and it has to be said that the PHEV ticks a lot of boxes.
First, let’s look at what it says on the box. Initial South African (where it’s being built) deliveries are expected early next year. It has the full Ranger towing capability of 3500kg and off-road cool points (dual-range transfer case and rear diff-lock), features a 2.3L Ecoboost turbocharged petrol engine and 10-speed auto backed up by a 75kW electric motor and 11.8kWh battery. This allows electric-only driving for a range of about 45km. The electric power is delivered by a Modular Hybrid Transmission (MHT) which integrates the e-motor between the engine and transmission, allowing for hybrid driving. All very cool stuff, but the real advantages come down to how this electric power is accessed and the ways it can be used.
Straight off the bat, 11.8kWh roughly translates to just under 1000Ah, which is a metric buttload. With Ford’s new Pro Power Onboard, owners can run up to a maximum of 6.9kW of power tools directly from the vehicle’s battery – a huge drawcard for tradies. And for the campers, having that much amperage available for running fridges, camp lights, and coffee machines means you won’t have to worry about a piddly dual-battery system. Ever.
The battery is also chargeable via a standard household plug (take notes, Tesla) or from a generator on the job site or campsite if needed. Owners can also choose how and when to use the e-motor’s power using one of four different modes: Auto EV, EV Now, EV Later and EV Charge.
Auto EV keeps the Ranger in the optimum mode for performance and fuel efficiency, while EV Now provides all-electric drive. – perfect for a quick run to the shops for milk or cruising into camp late at night without waking the neighbours. EV Later keeps a portion of the battery capacity in reserve for later use, and EV Charge prioritises battery charging while driving. Pretty nifty eh?
There is a 2.3kW-rated socket in the cab and a pair of 3.45kW outlets in the load bed, so plenty of spots for off-grid use. Realistically, this is one of the most practical, and dare I say useable, hybrid vehicles for off-roaders that we’ve seen so far and is a great evolution that keeps a bunch of the EV advantages while side-stepping the range and towing issues nicely. No word on pricing as yet, however.
PHEV Wildtrak, Sport and XLT models will be available, as well as a limited edition Stormtrak (seriously Ford, who comes up with these names? Slap them, from all of us) features Chill Grey or Agate Black paint and the Flexible Rack System as well as some 18in rims, a few other unique touches and a luxo cabin.
At the end of the day, EVs offer a huge number of advantages to 4X4 enthusiasts, but the battery tech just isn’t there (yet) for them to be a legit realistic replacement for internal combustion. Hybrids like Ford’s PHEV though, well, they may just be the perfect compromise that offers the advantages of both without many (any? Maybe weight?) drawbacks. All we can say is that we can’t wait to get behind the wheel and let you know the verdict as soon as we possibly can.
