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Ford Ranger PHEV review: Does plug-in power make the perfect pick-up?

February 6, 2026 Matt Allan

While battery-powered pick-up trucks are still finding their feet we see if hybrid power is the answer in this Ford Ranger PHEV review

Pick-up trucks have proved tricky for a world trying to go electric. The weight of batteries and motors generally compromise the payload and towing abilities. Where they don’t there’s an equally large compromise on range.

We’re seeing more all-electric trucks arriving but, realistically, for most users they’re still not right. However, tax changes and corporate responsibilities mean operators (and private customers) still want ways to be greener, which is where the Ford Ranger PHEV fits in.

This plug-in hybrid offers the usual pick-up capabilities but adds the promise of more than 25 miles zero-emission motoring and a lower tax burden for company users. But does it actually work in the real world?

Design, interior and technology

We won’t get too hung up on the Ranger PHEV’s design. It’s a pick-up truck, so it’s big, chunky and pretty aggressive looking. The C-shaped headlights copied from the larger F-150 give it some character, as do the various trim elements of the Stormtrak spec, which include a gloss black grille and matte black side steps, roof rails and roll-over hoop.

Inside, the Stormtrak spec gets a bespoke seat finish and dash/door trim but otherwise looks and feels like the diesel version, which is no bad thing. Pick-up trucks have come a long way in recent years and high-spec models are now designed to work as family vehicles as well as workhorses.

That means SUV-like levels of kit and comfort – from hard-wearing leather upholstery to heated seats, an eight-speaker sound system and a 12-inch touchscreen. The seats are supportive and comfortable, with plenty of space up front and room for a couple of smaller adults in the back.

Most of the touchpoints strike a careful balance between rugged and refined, with robust build quality and a decent finish. My only doubts are about the small and slightly flimsy feeling climate dials, but it’s nice to at least have dials.

There’s also a dial for selecting drive modes and four-wheel-drive settings, plus solid-feeling steering wheel buttons, but most secondary functions are controlled via the Sync4 screen. This is a massive portrait affair that’s easy to read and features big clear icons, but is still bogged down with too many menus and a slightly sluggish response time.

Powertrain

Powering the whole plug-in pick-up proposition is a 2.3-litre turbocharged petrol engine and a 75kW electric motor, backed up by an 11.8kWh battery. In combination that lot produces 277bhp, and a whopping 514lb ft – more than any diesel Ranger ever.

As you’d expect, the Ranger PHEV offers switchable four-wheel-drive with high- and low-ratio options, plus a two-wheel-drive setting, trailer mode and various drive modes – from eco to sand and mud – that adjust throttle mapping and traction control.

There’s also a 10-speed automatic gearbox that’s been updated to manage the hybrid powertrains EV/ICE partnership. And it does this well. The transition between the modes is handled smoothly, with none of the jerkiness or hesitation such setups sometimes display.

It’s also remarkably quiet during handover and when cruising. Obviously when it’s operating in EV-only mode there’s no drivetrain noise but even the petrol engine is reasonably restrained. It gets a bit gruff under heavy throttle but at a cruise it’s hardly noticeable, even at motorway speeds.

The ride is also impressively refined. Even on leaf springs and unladen, it is a world away from trucks of even five or 10 years ago. Perhaps not quite up to levels of a proper monocoque SUV, but not so bad that you’d dread using it. I covered 500 miles in two days and never once winced or groaned at the ride quality.

Fuel consumption figures are always a bit hard to pin down when it comes to PHEVs. Ford actually quotes two different numbers – with motor and without. The former translates to 91mpg, the latter is 28mpg. Neither bears much resemblance to my experience.

With the battery fully charged and nipping between towns on country roads, I saw up to 70mpg. Once the battery was depleted and I’d covered nearly 500 miles on the motorway without charging, it had dropped to around 35mpg. I reckon with more frequent charging and less sustained high-speed driving, mid-40s is easily achievable long-term. Pretty good for a 2.5-tonne truck with a turbocharged petrol motor.

Payload and practicality

One of the big challenges for all-electric pick-ups is the compromises in payload and towing that come with an EV powertrain. The Ranger PHEV has no such concerns.

Like any diesel truck, this hybrid is rated to tow up to 3,500kg and can carry up to one tonne in its bed.

There’s a caveat here, though. When equipped with features such as the Stormtrak Wheel Pack or the powered roller cover, the gross payload drops below the all-important 1,000kg mark. That could be a dealbreaker for business buyers who need the VAT benefits of a commercial vehicle, so choose your extras carefully.

That aside, the Ranger is smartly appointed for practical use. Useful side steps aid access alongside the step-up rear bumper. The tailgate has clever cutouts for attaching tools and there are permanent lashing points on the sides.

The powered roller cover (part of an £1,800 pack) is fancy and convenient but does take longer to open than a regular hand-powered one and the button is hidden in the bed, so you need to open the tailgate to access. The box for it is also massive, and eats into the load space.

More usefully in the options list is the Pro Power OnBoard, which provides power outlets to run tools and accessories from the truck’s drive battery. Buyers can specify a lifestyle-friendly 2.3kW system or a heavier-duty 6.9kW one for professional use.

Price and specification

The Ranger PHEV line-up starts at just under £41,000 before VAT for the basic XLT spec. Above that there’s the Wildtrak at £42,350 and the tested Stormtrak at £49,800.

As well as its fancy styling pack including 18-inch alloys, that top-level trim brings all the gadgets you’d find on a straightforward SUV like the Kuga. So as well as your heated seats and big touchscreen, there’s a heated steering wheel and windscreen, automatic dual-zone air conditioning, power adjustable driver’s seat, ambient lighting and full LED headlights.

You’ll also currently get a free Ohme home charger with your new truck, regardless of trim level.

Verdict

Some pick-up buyers will bemoan a shift away from diesel, but for most customers, the Ranger PHEV makes a lot of sense.

It has all the practicality of an oil-burner and all the gadgets and comforts of a modern SUV, plus it is refined enough that it could realistically be used as a family car and company workhorse.

And here the PHEV powertrain offers a clear advantage. Since last year double cab trucks like this have been subject to company car tax at the same level as “proper” passenger cars. That’s bad news for any diesel-powered pick-up but the lower-emitted PHEV attracts a Benefit in Kind rate of 20% rather than the 37% of the diesel.

Those are potentially big savings for anyone in the market for a new work and family vehicle.