Ford Ranger plug-in hybrid review

Make and model: Ford Ranger PHEV
Description: Plug-in hybrid pickup truck
Price as tested: £52,941 (plus options)

Ford says: “Uncompromised load carrying. Exceptional towing. Outstanding off-road capability.”
We say: An excellent compromise between diesel power and full battery electric.

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Introduction

The popular Ford Ranger has been electrified. Instead of going full EV, however, the Ranger gets a neat plug-in hybrid system that delivers more torque to the ground than the more powerful Ranger Raptor does.

It’s available in three trim levels: XLT, Wildtrak, and Stormtrak and is priced from just over £32K.

What is it?

The Ford Ranger has a very strong, dedicated following because of its versatility.

Need a workhorse? There’s a Ford Ranger for that. Need a posher family pickup truck? There’s also a Ford Ranger for that. One thing the Ranger hasn’t quite balanced is environmentally friendliness and performance, until now.

The plug-in hybrid powertrain is made up of a 2.3-litre petrol engine that has previously been found in versions of the Focus and Mustang, paired with an 12kWh battery. This means it’ll travel up to 27 miles on electric power alone.

Who is this pickup aimed at?

Like with most Rangers, Ford has ensured that the plug-in hybrid appeals to almost anyone. Its base XLT form is perfect for smaller businesses looking to cut costs, while the Stormtrak and Wildtrak are ideal for those who want a bit more comfort.

The Ranger plug-in hybrid can also act as a mobile workstation thanks to the Ford Pro Power system. Available in two power outputs, 2.3kW (10 amp) and 6.9kW (16 amp), the system will allow you to power or charge tools and equipment from the pickup’s bed.

Who won’t like it?

The Ranger plug-in hybrid benchmarks the hybrid pickup market, and other manufacturers will need to try hard to get anywhere close to what it can deliver. That said, some might not like the petrol engine under the bonnet because it uses wet belt technology.

While this tech is designed to improve engine performance and efficiency, many have reported engine failure at lower mileage on other cars that use it. However, as of early 2026, there are no reports of catastrophic engine failures in the Ranger plug-in hybrid.

What do you get for your money?

Before diving into trim levels and standard equipment, it’s worth noting the potential business savings of choosing the hybrid over the diesel version.

Previously, double-cab pickup trucks had a flat Benefit-in-Kind (BIK) rate of £3,960 per annum for those weighing less than 3.5 tonnes. Rates are now calculated by emissions, meaning heavy-polluting diesel pickups are placed at the top of the emissions category. Put simply, that’s a tax bill of £7,000 per year for a diesel Ranger Wildtrack. The plug-in hybrid, however, generates just 71g/km of CO₂, slashing costs to £4,600.

Economy aside, the entry-level XLT gets a rear-view camera, electric windshield defroster, manual 6-way driver seat adjustment, tie-down hooks, heated mirrors, a tachograph and a 12-inch screen.

For an extra £10k, you can have the Wildtrack, which includes an eight-way electrically adjustable driver’s seat, nicer exterior and interior trim, a heated steering wheel, a tie-down rail with rope hooks, and privacy glass. Adding an extra £7k gets you the Stormtrak. This adds sporty trimmings and includes a sliding sports bar that allows racks to be attached above the cargo bed.

We like: Ability to save money on BIK. Plug-in powertrain is available across the line-up. Decent entry-level equipment.
We don’t like: Jumping to the Wildtrak is pricy. Stormtrak seems a little overkill.

What can you get in it?

The load bed is almost as large as the diesel Ranger counterparts, but the underfloor battery slightly compromises space. Still, this shouldn’t be too much of a concern as all versions can still accommodate a Euro pallet between the wheelhouses.

Our review vehicle was equipped with the £1,800 roller shutter, an option that came in handy during various tip runs after emptying our shed of junk. It can be controlled via a switch in the pickup’s bed or from inside the cabin. There’s also a nifty automatic LED light which activates whenever the shutter is opened. However, it’s worth noting that the roller shutter mechanism eats into the bed’s rear space.

What’s the Ford Ranger plug-in hybrid like inside?

As with most cars and pickups, this depends on which version you go for. Luckily, all Rangers get the usual layout: a big centralised touchscreen, a digital instrument cluster, physical buttons, cup holders and a gear selector.

The Wildtrak expands the XLT by adding orange stitching on the leather seats and dashboard. There’s also nicer aluminium trimming on the vents and doors. Stormtrak models get white stitching. Regardless of model, all offer ample rear leg and headroom, and a rotary dial for switching between two- and four-wheel-drive modes.

We like: Physical switches. Base spec is well laid out. Plenty of legroom.
We don’t like: Stormtrak doesn’t add much over the Wildtrak to justify extra price.

How safe is the Ford Ranger plug-in hybrid?

The plug-in version hasn’t undergone Euro NCAP’s rigorous testing yet, but the standard Ranger received a five-star safety rating. Its adult occupancy score was 84%, child occupancy was 90%, and safety assist was 84%.

What’s the Ford Ranger plug-in hybrid like to drive?

Having driven every Ranger, the new hybrid is my second favourite. The Raptor, however, didn’t need to try hard to secure a spot in my dream car garage.

Charging the 12kWh battery via a 7kWh home wallbox took less than four hours and used just 14kWh of electricity. Once full, the readout showed 27 miles of range, although in real-world driving, it’s closer to 21 miles.

With the motor working together with the engine, Ford claims the Ranger will return 94mpg, although I saw returns of 32mpg while drifting around two-wheel drive and eco mode.

On the road, the truck feels mighty. Acceleration is brisk, and the gearbox is quick to downshift whenever you need extra oomph; it doesn’t awkwardly shuffle between gears and is predictable around town. At motorway speeds, the cabin is quiet thanks to extra noise cancellation. On faster tarmac, the steering requires a bit more correction, which can be tiring.

Off-road is where it really comes alive. I put the plug-in hybrid through its paces last year on Iceland’s challenging terrain. It effortlessly waded through rivers thanks to its 800mm wade depth, towed a loaded trailer, and traversed volcanoes. It really is a fantastic brute.

We like: Powerful and efficient. Charges fairly quickly. Quiet at speed. Laughs at volcanoes.
We don’t like: Electric range isn’t anything to shout about.

Verdict

The Ford Ranger plug-in hybrid is a fantastic machine, and once again, it’s aimed at a broad market. Sure, it’s not perfect, but it’s easily one of the most capable and convincing machines we’ve ever tested. Of course, it has a wet belt engine, but Ford’s three-year/60,000-mile warranty covers the overall vehicle, while the battery gets a separate eight-year/100,000-mile warranty.

We also recommend the mid-range Wildtrak, as this offers more than enough standard equipment.

Similar pickups

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Key specifications

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