Ford Ranger PHEV has global debut in Germany

The auto industry is committed to electrification, with the goal of totally ending use of internal combustion engines. That goal had a target year of 2030 as a starting point but now that sales of fully electric vehicles are not progressing as fast as expected, the industry is slowing its rush (and investment) in developing battery electric vehicles (BEVs) and instead giving more attention to hybrid electric vehicles (HEVs).

HEVs, which can be produced and sold at lower prices, offer a compromise solution: they may still use engines that have emissions but the emissions are lower because the engine is not used all the time. As more people are willing to buy a HEV, there will be a positive effect on the environment starting faster, than to wait for people to make the big change to BEVs.

Ford has had HEV models for some 20 years now and it is using that accumulated knowledge to develop a plug-in hybrid (PHEV) version of the popular Ranger pick-up truck. The automaker first revealed the development program a year ago and today, it made its global debut at IAA TRANSPORTATION in Germany.

While HEVs are self-charging and can go limited distances on just electricity, PHEVs have larger battery packs that allow them to go further and also run on electricity for much longer distances than HEVs. While it’s not good for efficiency if the battery pack is not recharged to power the electric motor, it is still possible for the vehicle to keep running in cases where a recharging station cannot be found.

Thus a PHEV drivetrain would be practical for a pick-up truck, reducing emissions while having a good range and, in the case of the Ranger, coupled with the truck’s proven payload and off-road performance.

The PHEV configuration that Ford has chosen is the parallel system, which differs from the mild hybrid (MHEV) approach that Toyota is using for its Hilux Hybrid. The Ranger PHEV has a 2.3-litre turbocharged 4-cylinder EcoBoost petrol engine with a 75kW electric motor (e-motor), powered by an 11.8 kWh (usable) battery pack.

“Not all hybrid vehicles are the same, and our mission was to ensure the Ford Ranger was as versatile and capable as possible,” said Sharples. “Our engineering teams worked very hard on keeping Ranger’s core off-road capability while adding in the performance and efficiency of a hybrid powertrain.”

The parallel hybrid architecture enables the full combined power and torque of both the petrol engine and e-motor to be deployed simultaneously for enhanced performance on and off-road.

Key to ensuring that there is no compromise on the truck’s capability was the integration of Ford’s modular hybrid transmission (MHT) into the driveline, sitting neatly between the petrol engine and 10-speed automatic transmission.

The MHT consists of an e-motor and separator clutch nestled between the engine and transmission (forward of the torque converter), adding just 160 mm 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 e-motor housed in the MHT provides additional torque, an extra hit of power and regenerative braking to help improve fuel efficiency. The separator clutch allows torque from the engine to blend with torque from the e-motor for full hybrid performance and efficiency, or it can decouple the two propulsion systems and allow the Ranger PHEV to be driven as a regular vehicle with a combustion engine or as an EV. In high-demand situations, like overtaking, the combined power and torque of the petrol engine and e-motor can be sent to all four wheels.

Like other PHEVs, the Ranger will be able to run on electric power alone. The driver will be able to choose EV drive modes and decide how and when to use the EV battery power.  The modes available are Auto EV, EV Now, EV Later or EV Charge. EV Later keeps a portion of the battery charge in reserve so that it can be deployed later, while EV Charge initiates recharging while driving. The range in pure electric mode is expected to be more than 45 kms.

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.

The battery pack can be recharged as needed and with regenerative braking and energy recovery, it will also get some charge as the vehicle is being driven. Because the battery pack is not as large as a BEV’s, it can be fully recharged within a shorter time. So even with an AC charger, the time will not be as long as recharging a BEV.

The Ranger PHEV will also have Pro Power Onboard, which is Ford’s name for what the EV industry refers to as V2L or Vehicle-to-Load. This allows the battery pack’s energy to also be used to power external devices or tools, with up to 6.9 kW available to sockets in the cargo bed and cabin.

Using the truck to power external equipment is not new as some versions of the Ranger also have power outlets on the side of the cargo bed. An onboard inverter supplies 240V and up to 400W of power while the engine is running. This means it will be unnecessary to bring along noisy, bulky and heavy generators, leaving the cargo bay more space for other gear or equipment.

“The Ranger PHEV delivers the benefits of electrification together with the hard-working performance that has built Ranger a loyal customer base in Australia and New Zealand. We ensured our first PHEV pickup in Australia and New Zealand would be a hugely capable tool for work and off-roading, as well as a smart vehicle with the tech, connectivity and EV-only capability for family life,” said Andrew Birkic, President and CEO, Ford Australia and New Zealand.

The Ranger PHEV will be produced at Ford’s factory in Silverton, South Africa, with initial customer deliveries expected in 2025. So far, it seems that Ford is talking about the model being for Australia/New Zealand but as it is also made in Thailand, it could also be sold in the ASEAN region.

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