Ranger PHEV has finally had its powertrain details revealed. Picture: Ford of Europe
Unveiled as a production-ready prototype last year after almost three years of speculative reports, Ford has officially divulged technical details of the first-ever plug-in hybrid (PHEV) Ranger.
Shown as the Blue Oval’s centrepiece of the IAA Commercial Expo in Hannover that started this week, the simply titled Ranger PHEV will be made exclusively at the Silverton Plant outside Pretoria rather than forming part of a co-production strategy with the main facility in Rayong, Thailand.
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Confirmed for exportation to Europe and Australasia, the latter receiving its Rangers from Rayong, the PHEV’s production forms part of an additional R5.2-billion investment by Dearborn into Silverton announced at Ford South Africa’s 100th-anniversary celebration last year.
On top of the R15.8 billion invested back in 2021 for assembly of the current T6.1 Ranger, the PHEV conforms to previous rumours by swapping both the Panther and Lion turbodiesel engines for the 2.3 EcoBoost petrol used in the North American-market Ranger and its twin, the Volkswagen Amarok.
Combined with an 11.8-kWh battery pack driving a 75 kW electric motor, the entire setup produces 205kW/690Nm, the former significantly down on the 270 kW alleged by Australia’s carexpert.com.au in 2021 and on the 222 kW made the Volkswagen.
Up 10 Nm on the mentioned prediction though, the PHEV’s amount torque officially makes the torquiest T6.2 Ranger Ford produces with 90 Nm more than the 3.0-litre Lion turbodiesel V6 and 107 Nm more than the Raptor’s 3.0-litre twin-turbo EcoBoost V6.
Set to be imported from the Valencia Engine Plant in Spain rather than the Struandale Engine Plant in Gqeberha, the hybrid has a claimed range of 45 km and is matched to what Ford calls a Modular Hybrid Transmission or MHT.
Still able to carry 1 000 kg and tow 3 500 kg, the hybrid system means the Ranger PHEV has a so-called e-4WD system, still with a rear diff-lock and a low-range transfer case.
New though are four settings for the battery; Auto EV which functions as a hybrid setting; EV Now which relies solely on the battery for propulsion, EV Later which conserves any remaining range, and EV Charge which involves the EcoBoost charging the battery.
Along with brake regeneration, the Ranger PHEV’s only other change involves the rear suspension having been retuned to accommodate to battery and electric motor and a secondary flap on the rear wing that hides the charging port.
Utilising the Pro Power Onboard system from the F-150 in which a generator and series of power outlets are integrated into the walls of the loadbox, the Ranger, being a plug-in hybrid, doesn’t support DC charging and as such, can only be charged from AC outlet or a household socket.
Accordingly, using the latter will require a waiting time of “less than four hours”.
In Europe, the plug-in hybrid hardware will be offered on XLT and Wildtrak variants, as well as for a limited time in Stormtrak guise.
Selecting the latter brings model-specific touches in the form of unique aero 18-inch alloy wheels, decals down the side and base of the doors, a 10-speaker B&O Play sound system, the Matrix LED headlights, Flexible Rack and Pro Trailer Reverse Assist.
The 360-degree camera system and two new colours; Agate Black and Chill Grey complete the unique touches.
On-sale in Europe from next year as mentioned, plans to sell the Ranger PHEV locally, for now, remains unknown.
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