Ford Ranger PHEV: It doesn't matter if there are no electrical outlets in the countryside.
Launched in 1982, when in Spain we knew little about pickup trucks except from movies or TV series from across the Atlantic, the Ford Ranger is the best-selling pickup truck in Europe and is now in its fifth generation, unveiled in 2021. This trajectory is adorned by versions as joyful as the Raptor (the latter could almost be used to run a small Dakar). But now we have to change our mindset: without losing its capabilities on and, especially, off the road, it has just launched its first plug-in hybrid (PHEV) variant.
We came to Iceland to test it. It's an often rugged and hostile territory, with volcanic soil, where it's not always easy to get from point A to point B. Going off the long, straight paved stretches sometimes means using the low range, locking the rear differential, or activating hill descent control. We could already do all of this with the 100% combustion-fueled Ford Ranger, but the PHEV allows us to do so at a lower operating cost, as it offers 43 km of electric range, which in the city can reach up to 52 km. According to the brand, a German driver who travels 80 km per day and recharges the battery with a company rate could save 850 euros per year compared to the owner of a 3.0-litre V6 turbodiesel Ranger.
More than 280 hpThe powertrain of this new version of the American pickup truck (although the units arriving in Spain are manufactured in South Africa) consists of a 2.3-liter Ecoboost variable geometry turbocharged engine, coupled with an electric unit integrated into the 10-speed gearbox. An electronically activated clutch engages or disengages this electric motor, depending on the selected driving mode and the power required from the car.
This quiet engine delivers 75 kW (102 hp) and, combined with the combustion engine, achieves a total output of 281 hp and 697 Nm. It's almost as powerful as the V6 diesel (292 hp), which is reflected in the 0-100 km/h time , in a 2.5-tonne vehicle, achieved in just 9.2 seconds.
Details to rememberThe "pantry" of this engine is a lithium-ion battery with a net capacity of 11.8 kWh, which takes just under four hours to fully recharge using a power outlet that supports up to 3.6 kW. Of course, we found it fully charged when we left Reykjavik. It was time to recall features such as the very comfortable seats, which in the Stormtrack version are heated and electrically adjustable; the steering wheel, whose thickness, ergonomics, and appearance make it look like something out of a GTi; or how the vertical layout of its 12-inch screen (the gauge cluster has eight) makes it easy to anticipate the route when the terrain is unfamiliar.
As for the rear, the seatback recline is no longer as steep as it once was and is comfortable, just like the center seat, without the harshness of very hard foam. However, the transmission tunnel is extremely wide, and this fifth passenger will have little room to move their feet.
The Ranger PHEV's start-up is always electric, smooth, and without letting the enormous 255/65 R18 tires make us notice an annoying hum as we gain speed. There are other programs: one that manages the use of both engines according to the circumstances to minimize consumption, one that uses the combustion engine to conserve the current battery level, or one that uses the gasoline engine to recharge the battery.
We also have several driving modes. Normal differs little from Eco in engine response, but Sport differs slightly more. There are more modes, but we won't use them until the terrain gets really complicated. They are Slippery, Mud/Ruts, Sand, and another specific mode for towing a trailer, with the same capacity as the combustion model: up to 3,500 kg, in addition to supporting payloads of up to one ton. And we've found how easy it is to maneuver the trailer with this Ranger... But let's not get ahead of ourselves.
On the road , it racks up miles, enjoying suspensions that feel more like those of an SUV, far removed from those that caused the rear axle to bounce so much. In fact, this version required a specific suspension tune to take into account the increased mass and different weight distribution compared to the turbodiesel.
ScalerThe steering also feels good, faithful to our movements, although a little soft. As for the brakes, we forgive the obvious transition between the initial regenerative braking (less effective) and the subsequent hydraulic braking, because the feel is pleasant and easy to control, and the braking is effective.
But the announcement of a detour on our route means exchanging the sometimes old, whitish asphalt for the black of volcanic soil. Initially, the 2H drive mode (rear in this case) is sufficient (yet another variable to choose from). But soon the road takes us across a stream several times and over slippery terrain... By then we're in four-wheel drive mode, which we maintain until a steep incline prompts our guide (traveling in another Ranger ahead of us) to engage the low range and the rear differential lock.
What we face then is a very steep sandy slope , sometimes with deep potholes that test the grip of each wheel. And this Ranger moves forward as if nothing had happened. Once we reach the top, for the descent we engage another classic feature: hill descent control.
But beyond this capability lies the practical approach Ford has sought to give the car. To achieve this, they conducted 5,000 customer interviews, who proposed solutions such as the Pro Power Onboard system, which allows the car to be used as an electricity source. If you choose the basic version, the system's 2.3 kW power is more than enough to simultaneously charge two electric bicycles (there are two sockets in the cargo box, which fits a Euro pallet) and a small refrigerator . But a second, more professional version offers 6.9 kW and allows, for example, a compact cement mixer, an angle grinder, and several spotlights to be connected simultaneously.
The other surprising solution is the Pro Trailer Backup Assist option, which greatly simplifies reversing with a trailer, allowing us to leave the steering wheel alone and instead operate a specific wheel located between the seats, while always monitoring the maneuver through the screen and controlling the accelerator and brake.
Our test drive ended after 202 km of travel. Although the average fuel consumption under approved conditions is 3.1 l/100 km, our real-life driving reduced this figure to nine liters. Of course, for a while we instructed the combustion engine to partially recharge the battery (thanks to this, we traveled 77 km emission-free, instead of 40 or so), and this contributed to raising this figure.
In addition to the aforementioned Stormtrak variant , the range also includes the entry-level XLT and the mid-range Wildtrak. Including VAT and shipping, the respective prices are €55,260, €61,250, and €67,190, respectively. However, there is a discount campaign that allows you to access the car for €43,500, with no need for a professional buyer and no financing required.
elmundo
