By Otsile Kadiege

Last September, Ford unveiled a new plug-in hybrid version of the current generation Ranger without revealing much about its engine specs and specifications. Fast forward just over a year later, the automaker has shed some light on the PHEV bakkie’s battery size and capacity, its claimed range, hybrid transmission and EV modes.

Performance

At the heart of the Ranger PHEV is a 2.3-litre turbocharged four-cylinder EcoBoost petrol engine. Ford hasn’t confirmed its power and torque figures but we do know that the EcoBoost powerplant develops 222kW and 452Nm without assistance from the electric motor (e-Motor) which adds 75kW.

The Ranger PHEV’s EcoBoost engine is coupled with Ford’s 10-speed automatic transmission, Advanced 4WD system with electronically controlled two-speed transfer case (offering 2H, 4A, 4H and 4L), Selectable Drive Modes and a rear differential lock. The hybrid powertrain can tow up to 3500kg, provide exportable power via Pro Power Onboard, and deliver more than 45 kilometres of electric-only driving range thanks to an 11.8kWh (usable) battery pack.

Modular Hybrid Transmission

In a bid to ensure the Ranger PHEV wouldn’t compromise on the bakkie’s capability, Ford has integrated a modular hybrid transmission (MHT) into the drive-line, sitting neatly between the petrol engine and 10-speed automatic transmission. The MHT consists of the e-motor and separator clutch nestled between the engine and transmission (forward of the torque converter), adding just 160 millimetres to the transmission’s overall length. Not a bolt-on component, the MHT is built on the same line as the 10-speed automatic transmission and is a completely integrated component.

The separator clutch allows torque from the internal combustion engine (ICE) to blend with torque from the e-motor for full hybrid performance and efficiency, or it can decouple the two propulsion systems and allow Ranger PHEV to be driven as a regular ICE vehicle or as an EV. By keeping the 10-speed automatic transmission, Ranger PHEV maintains the truck’s excellent towing, load carrying and all-round performance capabilities. The e-motor housed in the MHT provides additional torque, an extra hit of power and regenerative braking to help improve fuel efficiency as well as supporting Pro Power Onboard when generator mode is active. The system offers up to a maximum of 6.9kW with a cabin socket output of 2.3kW and two outlets in the load bed with an individual outlet limit of 3.45kW.

New model-specific drive modes

Drivers can choose when and how they deploy battery power using either Auto EV, EV Now, EV Later or EV Charge modes. 

Auto EV: keeps Ranger PHEV in the best mode for performance and efficiency

EV Now: provides all-electric drive3

EV Later: keeps a portion of the battery charge in reserve so that it can be deployed later

EV Charge: recharges the battery while driving

When the battery reaches its lowest state-of-charge, the powertrain automatically reverts to Auto EV mode – supplementing petrol engine power with electric motor assistance using recaptured energy for optimised fuel-efficiency.