There’s something effortlessly cool about a pick-up truck, but I’ve always wondered whether they’re really a better choice than a capable van. After driving the new Ford Ranger PHEV, it turns out I was thinking about practicality in the wrong way.
To me, a van seems like the sensible option for many installers, but the Ford Ranger PHEV (plug-in hybrid electric vehicle) makes a strong case for a different kind of practicality built around towing, traction, and flexibility rather than pure load volume. Practicality isn’t only about how much you can carry, but also where you can get to and what you can power once you’re there.
Let’s start with the important figures: The Ford Ranger PHEV combines a 2.3L Ecoboost petrol engine with an 11.5 kWh (usable) battery. This setup makes 277 bhp and 697 Nm of torque, allowing the pick-up to tow up to 3,500 kg. It can also carry just over 1000kg.
You might assume that, being a plug-in model, these numbers fall short of diesel versions of the Ranger. Well, you’d be wrong. The Ranger PHEV can go toe-to-toe with its diesel counterpart in both towing and payload. In real terms, it’s a proper workhorse, whether you’re hauling a trailer, carrying tools and materials, or pulling away on a muddy site access road.
Practicality on site
I drove the Stormtrak model, which is far from a small vehicle, but the double cab is useful if you have a crew to move around. This is one area where the Ranger has an advantage over a van, offering proper rear-seat space while still retaining a usable load area. That extra space is also useful if you’re looking for a commercial vehicle that’s also practical for personal use.
For installers who regularly tackle rough terrain, a pickup is a no-brainer. With four-wheel drive, a bit of mud is unlikely to stop you on the way to a tricky job site. If you’re working in rural areas or need to access off-road locations, you’ll appreciate the selectable drive modes, as well as high and low gearing.
The high-range four-wheel drive and rear differential lock work while in EV mode, too. If you need the low-range, however, the engine will kick in to assist. The selectable drive modes cover Normal, Eco, Sport, Slippery, Tow/Haul, Mud/Ruts, and Sand. Depending on how you’re driving or on what surface, these will adjust the torque distribution for the best grip in those conditions.
Of course, compared with a van, the load area is exposed, so security and weather protection become more important considerations. For installers used to working out of a van, the Ranger’s load bed is better for bulky or dirty items, but less suited to loose tools unless it’s properly kitted out. Bear this in mind if you’re considering switching from a van to a pick-up.
Useful features for installers
The Stormtrak model comes with several features that make it easier to use as a working vehicle. The electric roller shutter on the bed helps keep the load secure and can be opened or closed from inside the cab, adding a layer of protection for tools and materials. Though on an icy day during this test, I did have to wait for it to thaw out before I could properly access the bed.
If you need to carry long or awkward items, the sliding load rack allows you to transport materials such as pipework or ladders on top while keeping the main load bed free for equipment. The tailgate also doubles as a work surface, giving you a stable platform for cutting, measuring, or sorting kit.
The model I drove was also fitted with Ford’s Pro Power system, which provides power sockets that can run directly from the battery. This allows you to plug in tools or charge equipment without relying on site electricity, effectively turning the Ranger into a mobile power source. This is particularly useful for new-build or remote sites where access to mains power is limited. While the petrol engine can also be used to supply power, using the battery is quieter and more efficient.
Inside the cab, there are the expected modern conveniences, including wireless phone charging, smartphone connectivity, satellite navigation, multiple USB ports and generous storage. For installers who cover long distances or tow regularly, the driver assistance systems also help reduce fatigue and make manoeuvring trailers or reversing into tight spaces less stressful.
Drivability
Despite its size, the Ranger PHEV is easy to live with. The 360-degree camera makes manoeuvring and reversing much simpler, particularly in tight driveways or narrow country lanes, and the cross-traffic alert is useful when reversing out onto busy roads.
On the move, it feels every bit as heavy as you’d expect, and the handling reflects that, but it’s still an engaging drive. Pulling away on electric power is smooth and quiet, which suits stop-start driving around jobs.
You have several options for how the hybrid system operates and these can be changed with the touch of a button. The default hybrid mode switches between petrol and electric power automatically and generally improves fuel economy compared with running on petrol alone. There is also a pure EV mode, which is ideal for short urban journeys and offers around 25 miles of electric range when fully charged. If you want to save that electric range for later, you can force the vehicle to run on petrol only.
There is also a recharge mode that uses the petrol engine to top up the battery while driving. I tested this out and over around 50 miles of all-petrol driving, I gained roughly 30% battery, equivalent to about seven miles of electric range. This isn’t a particularly effective way to use the hybrid powertrain, though. You’re better off using the standard hybrid driving mode and then plugging in overnight.
The official WLTP combined fuel economy is around 88 mpg, but over 120 miles of mixed driving, starting on a full battery and then relying on recharge mode rather than plugging in again, I averaged 35 mpg. That is better than the 3.0-litre diesel Ranger, which returns around 28 mpg, but it shows that to get anywhere near the headline figures, regular charging is essential. Without plugging in, the Ranger PHEV effectively becomes a heavy petrol pick-up rather than a fuel-saving hybrid.
A good choice if you need to tackle rough terrain
The Ford Ranger PHEV makes most sense for installers who tow regularly, work in rural or off-road locations, or want a single vehicle that can serve as both a work truck and a family vehcile. Its combination of towing capacity, four-wheel drive and onboard power makes it more versatile than a conventional van, depending on your work.
For purely urban jobs, or for anyone who cannot reliably charge overnight, a traditional van or diesel pick-up may still be the more straightforward option. But for the right type of installer, the Ranger PHEV shows that electrification doesn’t have to come at the expense of capability.
Contributors
Jess Shanahan (author)
Jess Shanahan is a data storyteller, journalist and speaker specialising in electric vehicles, energy and technology. She turns complex topics into stories that inspire adoption and challenge misconceptions.
