This is the 2025 Ford Ranger Plug-In Hybrid, and I took it all the way to Iceland to see how it really performs. We’re talking off-road climbs, towing, battery life, and whether it can actually replace the trusty diesel version. Is it just a way for Ford to look greener, or is this the future of pickups?
Key Takeaways
- The Ranger PHEV aims for "no compromise" on utility, maintaining 3.5-ton towing and a 1-ton payload.
- It features a 2.3L petrol engine with an EV range of about 43 km.
- Real-world testing showed a 30 km trip depleted 100% of the battery without towing.
- The PHEV version is not available on the Raptor model.
- Irish buyers might find tax perks related to charging infrastructure.
- Fuel economy varies: charging on the move uses about 12L/100km, hybrid mode around 3L/100km, and pure petrol around 8-9L/100km.
The New Ranger PHEV: A Look Around
The Ford Ranger has been around since 1982, and now, in 2025, it’s gone plug-in hybrid. This move comes at a time when fuel economy is a big deal, just like it was during the original oil crisis. I headed to Iceland to get a close look at this new version. We’ll see how it stacks up against the diesel, how it handles tough terrain, its towing power, and if it’s a smart choice or just a way for Ford to cut down on emissions.
This particular model is in a color called Cyber Orange, which is pretty striking. Ford’s big promise for this vehicle is "no compromise." That means it can still tow 3.5 tons and has a payload of around 1 ton. It’s powered by a 2.3-liter engine and offers an electric-only range of about 43 kilometers. Ford claims that for about half of their Ranger customers, this electric range is enough for their daily round trips. However, during my testing, I found that a 30-kilometer drive, even without towing anything, used up the entire 100% battery charge. So, keep those terms and conditions in mind.
On the outside, it looks much like the Ranger that came out in 2021. You’ve got those distinctive daytime running lights and a solid front end. The PHEV badging on the side clearly marks it as the plug-in hybrid. It also has side steps, Wild Track details, and roof rails. A key difference is the charging port, usually located on the side, allowing for easy overnight charging. For those in Ireland, there’s a potential tax benefit if you have a charger at your business premises that your staff can also use, with zero Benefit-in-Kind tax.
Performance and Practicality
Getting into the back is made easier with a step, and there’s even a way to reach tools stored under the load cover. The battery pack itself is 11.8 kWh, which does add a bit of weight. The suspension is still leaf springs, similar to the standard Ranger, and it handles normal roads pretty well. It can get a bit bumpy off-road, but honestly, it felt comparable to some other vehicles on decent tarmac. You won’t find the PHEV system on the Raptor model, which has a different suspension setup.
Ford made sure that towing capacity wasn’t sacrificed. This is a big deal for many pickup truck buyers, and unlike some other plug-in or electric vehicles, the Ranger PHEV can still tow 3.5 tons. It boasts 697 Nm of torque, which is plenty. However, the gross payload is just under 1000 kilos (940 kg), so you’ll need to check if that works for your needs, especially if you’re in the UK. A point for Irish buyers: you still can’t claim back VAT on fuel for this as a commercial vehicle because it’s not diesel. This is something the government needs to address.
The tailgate has a button to open the shutter, and you can get up to 6.9 kW of power output from the truck bed. This means you can power tools like saws directly from the Ranger. There are two power outlets, and Ford even added a handy loop for the Type 2 charging cable. While it doesn’t have the fold-out steering wheel work surface found on the Transit, it’s still a practical vehicle. Ford says customers use the Ranger for work, powering tools, commuting, and also for family trips on the weekend. It’s designed to be a multi-purpose vehicle.
Inside, there are two ISOFIX seats in the back, an armrest, and USB ports for charging devices. There’s also a 2.3 kW power outlet in the rear. Legroom is decent, making it suitable for families. For those who are shorter, there are handles to help get in and out.
Driving Modes and Fuel Economy
The Ranger PHEV still has selectable four-wheel-drive modes, including 4 Low and 4 High. For the plug-in hybrid system, you have a few options: EV Now, EV Later, and EV Drive. You can drive in pure EV mode for up to 43 km. It feels a bit strange driving such a large vehicle in silence, but it’s great for low-emission zones or just a quiet drive. If you want to save the battery power for later, you can use the 2.3-liter engine to charge it up. While this isn’t the most efficient way to charge, it offers flexibility.
Using the engine to charge the battery will likely result in fuel consumption around 12 liters per 100 km. If you use the hybrid mode, mixing battery and petrol, you can expect about 3 liters per 100 km. Once the battery is depleted and you’re running on the petrol engine alone, fuel economy will be between 8 and 9 liters per 100 km. For comparison, a diesel Ranger would likely use a similar amount of fuel. However, the inability to claim back VAT on petrol in Ireland is a drawback.
The torque from the engine means the Ranger accelerates well. On normal roads, its ride quality is surprisingly good, almost impeccable for a pickup truck. Usually, pickups can be a bit bouncy without a load, but the battery pack in the rear of the PHEV actually helps to smooth out the ride, acting like a constant weight. It picks up speed nicely and isn’t overly noisy. While it might not be as refined as the 3-liter petrol in the Ranger Raptor, it has enough power and plenty of torque for most tasks. Essentially, it’s like a diesel Ranger but with lower CO2 emissions.
Iceland: The Perfect Testing Ground
Driving the Ranger PHEV in Iceland offered some truly breathtaking scenery, even with the rain. The country uses renewable resources like geothermal steam to generate electricity, with some massive power plants visible. Reykjavik, the world’s northernmost capital, is at 66 degrees north latitude. The landscape, with its mountains and geothermal activity, was stunning, reminding some of New Zealand or Chile. The turning circle is also quite good, making it easy to maneuver.
Final Thoughts
Overall, the Ford Ranger PHEV is a vehicle that can do a lot of the same off-road tasks as the regular Ranger. The interior is still good, and it’s a decent vehicle to drive, with plenty of power and torque from the 2.3-liter engine. However, there are a few things to consider. The payload capacity might be an issue for some, and the tax rules in Ireland regarding non-diesel commercial vehicles need updating. If you don’t need the full capability of a Ranger but like the idea of one, the PHEV might be a good fit, especially if it’s cheaper to buy due to emissions-based systems. If you can charge it regularly, running costs could be low. But if the electric range runs out, you’re essentially driving a heavy vehicle with a 2.3-liter petrol engine, which can be thirsty.
It’s a vehicle that aims to be a no-compromise option, and in many ways, it succeeds. It’s practical, capable off-road, and offers a quieter, more fuel-efficient way to drive when using electric power. Just be mindful of the payload and the ongoing fuel costs when running solely on petrol.