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The Blue Oval’s market-leading pick-up truck gets a major reworking

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You might think of a pick-up truck as a purely utilitarian vehicle, a tool simply to haul hay bales, sheep and building materials – but it appears that for many UK buyers, the Ford Ranger is much more than that.

Take this for a stat: in the UK, 80% of Rangers of the previous generation were ordered in Wildtrak spec – the bells-and-whistles one with nice alloy wheels, leather upholstery, soft-touch interior materials and all sorts of other car-like features.

All versions of the Ranger offer enough grunt for outdoorsy, off-road lifestyles.

It’s a trend that seems to have come from the US. The Ford F-150 has been the best-selling vehicle there for years, and quite obviously not all of them are farm trucks; a lot of them are lifestyle vehicles, suited to towing boats, transporting camping gear and the like.

The Ranger line-up is pretty extensive, including chassis-cab, single-cab and double-cab options. The 2.0-litre four-cylinder diesel offers three power outputs and there's a diesel V6 too. The petrol V6 comes only in the Ford Ranger Raptor. If you want any of the more powerful engines, you need to go for a double-cab.

Importantly for Ford’s outdoorsy, independent Ranger owners, there’s now also a plug-in hybrid model with a 2.3-litre petrol four and a 75kW electric motor powered by a 11.8kWh (usable) battery. Ford reckons the PHEV can do everything a diesel can do, just with lower emissions and tax. 

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DESIGN & STYLING

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Ford Ranger PHEV review 2025 02 side panning

Although the Ranger is smaller than the F-150, it's still a very large vehicle, being the same width as a Range Rover and more than 30cm longer.

The Ranger has also clearly turned to its big American cousin for its look, as evidenced by the bluffer, squarer front. Meanwhile, the wheel arches are more neatly incorporated as flares, and there’s a shoulder line running down the sides.

The Ranger doesn’t look as absurd on UK roads as the F-150 Lightning, but you still think twice about where you park a vehicle of this size.

Ford still offers utilitarian versions with unpainted bumpers and steel wheels, but even the posher versions have chunky bumpers that will withstand some actual bumping.

It was developed largely by Ford’s Product Development Center in Australia, which makes sense, given the size of the ute market over there.

European-market Rangers are built alongside the closely related Volkswagen Amarok at Ford’s Silverton plant in South Africa.

The PHEV comes with Ford’s Pro Power system. This is essentially an electric generator with 2.3kW or 6.9kW of electrical output. This can power things like an angular grinder if you’re a tradie, or can even be used to charge an EV, assuming you’re not in a rush. Importantly, the 2.3-litre petrol engine can be used as a generator, so you don’t actually need charge in the battery to charge something external.

INTERIOR

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05 Ranger PHEV 075

When you hoist yourself into the cab of a pick-up truck (and unless you are exceptionally tall, you will be grateful for the handles on the A-pillars and the Wildtrak’s running boards), you expect to be greeted by a sea of black plastic. But in the Ranger, that isn't the case.

Although the hard materials are there if you go looking for them, the tops of the dash and doors are padded with imitation leather, and there are pleasing design touches like the painted trim and chrome decoration around the air vents. You wouldn’t mistake this for a BMW interior, but it is an upgrade from a Ford Focus.

The hidden interior door handles that you have to squeeze are oddly reminiscent of 1970s BMWs. They work better than any modern electronic alternatives.

The experience is somewhat different in the lower trims. Choose XL or XLT and you will get the expected black plastic and you lose the extra cubby on the passenger side (which feels unnecessarily mean). Then again, those hard-wearing materials might very well be preferred on a work vehicle, and everything still feels very solid. There's also a bit of padding on the part of the door where you might rest an elbow.

The general design is the same on all Rangers, including the big screens. Lower trims get a 10.1in item, while Wildtrak and above gets a 12.0in one. The climate functions are permanently displayed at the bottom of the screen and, unlike the Amarok, all Rangers also get a bank of physical controls. On the topic of air conditioning, it's a £500 option on the Ranger XL.

The gauge cluster is digital too, even on the cheapest models, and the Raptor and Platinum gain a larger screen. It’s not the most configurable but is clear enough and easy to navigate using the steering wheel buttons.

If you’re not used to modern pick-ups, the prospect of driving such a large vehicle might be daunting, but it’s remarkable how quickly one feels at home in the Ranger. The driver’s seat goes quite far down, but you actually want to set it fairly high for a commanding view out over the long flat bonnet.

The square corners and straight sides of the body, and the huge side mirrors and fairly thin pillars, ensure excellent visibility, making this a surprisingly easy vehicle to place on the road. The way you look down on most SUVs reinforces the imperious feel.

With as much length as possible going to the load bay, the rear leg room is only similar to what you will find in a family hatchback, but the flat roof and vertical rear window mean that head room is pretty generous. This is all typical for a double-cab pick-up, and the Ranger is even slightly roomier than the Toyota Hilux. The seat base can be flipped up to reveal a few cubbies that hold the toolkit and jack, or the back rest can be folded down to create a shelf for storage.

That brings us to the most important part of a pick-up truck: the bed. All versions of the Ranger apart from the Raptor have a payload of at least one tonne, ranging from 1035kg for a 2.0-litre 202bhp Wildtrak X to 1207kg for a single-cab XL. Being wider than before also means the bed fits a Euro pallet, like the Ranger’s rivals.

All Rangers have various hooks and tie-down points along the bed. The sides are topped with plastic to protect the paint, while little flaps hide further mounting points. Ford has a lengthy list of accessories including rack systems, divider systems and hard tops, and if that’s not enough, there are plenty of aftermarket suppliers that produce additional kit.

Multimedia system

All Rangers run Ford’s latest infotainment software, Sync 4, on a large, portrait-orientated touchscreen. The screen is completely vertical and positioned fairly low compared with your eyeline. That makes it less distracting on the move, but also means the viewing angle is less than ideal.

The interface itself is excellent, however. The big screen ensures that the most frequently used functions can remain visible at all times. The lower quarter permanently displays the climate controls, the next quarter gives you quick access to recently used functions, while the top half can display things like phone mirroring, the navigation (which generally works well, but failed to recognise some points of interest) or the media player. Tapping the car icon in the top right corner instantly brings up the settings.

Android Auto and Apple CarPlay can both connect wirelessly, while the Bang & Olufsen stereo found in top spec cars, equipped with eight speakers, sounds good but not exceptional.

ENGINES & PERFORMANCE

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Ford Ranger PHEV review 2025 40 engine

Modern diesel engines mean your pick-up needn’t be slow. The 202bhp 2.0-litre occupies a healthy middle ground between the 168bhp base model and the 237bhp Ranger V6 diesel. It’s mated exclusively to a 10-speed torque-converter automatic gearbox.

The Wildtrak model clocked in at 2348kg on our scales. This ‘light’ commercial vehicle is pretty heavy by passenger car standards, and a good 100kg heavier than the Toyota Hilux. Nevertheless, this spec Ranger with the 2.0-litre diesel managed to be slightly faster to 60mph, needing 9.8sec.

Wildtraks get rear disc brakes but lesser versions are stuck with drums. A step in the rear bumper helps you access the box without having to stand on the tyre. Wildtraks get 18in alloys but 16in steel wheels are standard.

More important is the powertrain’s everyday flexibility, and there’s no shortage of that, thanks in large part to the gearbox. Ten ratios are a lot to keep track of, but the ’box manages them expertly. It’s smooth and responsive, quickly dropping down one or two gears when you flex your right foot.

Under hard acceleration, the transmission quickly rifles through the closely stacked intermediate gears, each time only dropping a few hundred RPM. It certainly feels more direct than the Hilux’s slushy six-speeder, if a little CVT-like.

There are two manual modes of sorts. Press the M button on the side of the selector, and the gearbox will be locked in whatever gear you select with the + and – buttons. Use them without pressing the M button first and it will act as a limiter, ensuring the transmission never shifts beyond the selected gear.

The engine itself gets the job done but overall is less impressive. The sequential turbocharging gives it a reasonably flat torque curve, which is reflected in the 10.7sec 30-70mph time in fifth (it won’t reach 70mph in fourth). However, when it has to work at all hard, it sounds like a typically clattery commercial vehicle diesel. It’s by no means terrible, but it also doesn’t set new standards for refinement.

Go for one of the cheaper trims and you get drums at the back. Even with the discs, however, the Ranger’s braking performance is limited by the standard mud and snow tyres. Optional all-terrain tyres are available, but those would be even worse for braking on dry Tarmac. The resulting 55-metre stopping distance from 70mph would be disappointing in a passenger car, but is only slightly longer than what we recorded in the Hilux.

We've also tried the V6 and the entry-level 168bhp four-cylinder. The former makes performance even more effortless and adds a more cultured growl. The single-turbo four, meanwhile, feels very much like the commercial vehicle engine. It will lug loads and climb hills, just not very quickly, and it sounds the most like an old-school diesel. It's always mated to a six-speed manual, which is tight and tactile when you take your time, but can be quite baulky when you try to rush it.

The PHEV uses the same petrol engine as the Ford Focus ST, plus a 101bhp electric motor and a 11.8kWh (usable) battery. It’s chaperoned by a hybrid transmission wherein the motor sits in the bellhousing of the 10-speed gearbox. 

Ford’s 10-speed auto in other applications is a touch indecisive. But in this, with the motor’s help, it’s a delight. Movements up and down are pretty smooth and are performed without much hesitancy. Flooring the accelerator is met by an accompanying shift down of two or three gears, rather than four or five and an accompanying and awkward one or two back up.

It’s certainly not slow: 277bhp means it’s more powerful than the 3.0-litre V6 diesel and torque is a faintly ludicrous 514 lb ft. Of course these figures are only achievable when there’s enough charge, but drop-off in performance, while noticeable, isn't too bad. 

RIDE & HANDLING

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Ford Ranger PHEV review 2025 44

Is it too much to expect Ford’s reputation for fine-handling cars to rub off on its commercial vehicles? The Ford Transit van consistently suggests it isn’t, and the Ranger’s initial ‘handshake’ confirms it.

The steering isn’t as slow as you might expect from a ‘truck’, and superficially has a similar feel to Ford cars in that it is slightly springy around the dead-ahead. Once you get into the meat of the turn, it’s reassuringly but not excessively weighted. It’s quicker and more accurate than in most cars of its kind too, and the suspension keeps body roll in check reasonably well.

The Ranger has a steel ladder chassis with a separate body, double wishbones at the front and a leaf-sprung live axle at the rear.

Still, with those mildly off-road-capable tyres, one shouldn’t expect any miracles. There’s no steering feedback to speak of, and grip is ultimately quite limited if you’re used to normal cars. You’ll know you’re getting to the limit of what they can handle from the pronounced squealing.

The PHEV’s battery sits at the front of the bed. This model has a unique suspension tune and re-engineered frame rails to cope with the additional weight of the battery, and if anything, the ride is a touch less jittery than you would find in a diesel Ranger. It’s often said that pick-ups benefit from having some kind of cargo in the rear, after all.

21 Ford ranger rt 2023 cornering rear

Comfort and isolation

Similarly, you might not expect much of the ride comfort of a vehicle with a ladder chassis and a live rear axle. True, the Ranger can’t entirely avoid the ill effects of its make-up, and over rutted roads it can occasionally crash and shimmy a bit, despite having relatively soft suspension and 65-profile tyres.

By and large, though, this is quite a comfortable vehicle to travel in. The long-travel suspension is fairly soft by car standards, but is firmer and more tightly controlled than some other off-roaders, giving it quite a serene primary gait.

And there is something very relaxing and reassuring about being able to power through potholes, mount kerbs and take to verges in the knowledge that you’re not going to bend a wheel or bottom out.

The noise isolation also makes you forget you’re in a commercial vehicle – 67dBA at 70mph is on a par with many premium crossovers and hatchbacks. The seats are broad and mostly comfortable, with the Wildtrak’s gaining electric adjustment and lumbar support. We did miss an extendable thigh bolster and some tilt adjustment for the cushion, however.

Off-road notes

22 Ford ranger rt 2023 off road

The Ranger is slightly down on the Toyota Hilux in most areas apart from its approach angle (30deg plays 29deg) and wading depth (800mm plays 700mm). Its departure angle, breakover angle and ground clearance are slightly inferior to the Hilux’s 26deg, 23deg and 310mm.

It has most of the hardware you would expect of a pick-up truck with some off-road chops. It has an automatic four-wheel-drive mode, low gearing, a locking rear axle, some off-road driving modes and a low-set camera to help you see forwards when climbing a steep hill. All-terrain tyres are optional, but the standard all-season tyres will be able to handle most situations in the UK.

The Ranger coped with a mild off-road course with no drama and hardly any wheelspin. Ultimately, you will be limited in how far off the beaten path you can take a Ranger by its sheer size. Green lanes that a Suzuki Jimny would saunter through will scratch both sides of a modern pick-up truck.

MPG & RUNNING COSTS

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Ford Ranger PHEV review 2025 01 front tracking

The Ranger's load bed is roughly the same size as in rivals (although the PHEV's battery does eat into space), it has just over a tonne of payload (some versions a bit more still) and it can tow up to 3.5 tonnes. So while it doesn’t excel in any of them, it’s on a par with the competition and there is nothing here to put you off.

The Ranger is certainly not the cheapest pick-up truck, whether in stripped-down workhorse spec or posher, Wildtrak form. With similar equipment, it’s marginally more expensive than the Toyota Hilux, and the Isuzu D-Max and KGM Musso are even cheaper. The Amarok, which is based on the Ranger but positioned as a plusher, more lifestyle alternative, is a few thousand pounds more.

Spec advice? XLT doesn’t offer all that much more than XL, so we would stick with that for a basic work truck. Wildtrak is a good daily driver spec, while off-road enthusiasts will want Wildtrak.

We averaged 28.9mpg over a week with the Ranger that included performance testing, which is exactly the same as we got from the Hilux, despite the Ford’s more modern engine and gearbox. However, the Ranger’s 36.6mpg touring MPG was significantly better. For a heavy, bluff-fronted vehicle, it should be fairly efficient at a steady motorway cruise. With the 168bhp engine, we saw an average of 35mpg, whereas the V6 struggled to better 24 mpg.

The official electric-only range of the PHEV is 26 miles. That doesn’t sound like a great deal compared with the monster numbers that PHEV cars are capable of now, but Ford reckons most Ranger owners don’t typically do this many miles in a day anyway. 

The PHEV's combined MPG is said to be around the 98 mark, including battery help. We're yet to test that much, but during a morning’s worth of driving at 56mph with no battery, we achieved 35mpg, which isn’t too bad.

VERDICT

Ford Ranger PHEV review 2025 47 charging

The Ranger looks great, whether in work truck or lifestyle trim, it rides better than quite a few cars that don’t have half its off-road ability, and it handles remarkably like a big SUV. In Wildtrak trim, its interior isn’t too dissimilar from one either. Importantly, it does all the truck stuff well too.

It can’t completely cover up the effects of its heavy-duty make-up, but then neither can its rivals, and the gruff diesel engine is ultimately quite a minor complaint in the context of this class. It’s easily fixable too, albeit at a price, by opting for the V6 or the PHEV.

The PHEV, with its cheaper running costs and generator-abilities, is very adaptable. The diesel, with its relative simplicity, will suit most though.

It's a complete pick-up that lets you forget you’re driving a commercial vehicle more often than it reminds you of that fact. It aces the modern truck brief of marrying work and leisure, which is no mean feat.

Murray Scullion

Murray Scullion
Title: Digital editor

Murray has been a journalist for more than a decade. During that time he’s written for magazines, newspapers and websites, but he now finds himself as Autocar’s digital editor.

He leads the output of the website and contributes to all other digital aspects, including the social media channels, podcasts and videos. During his time he has reviewed cars ranging from £50 - £500,000, including Austin Allegros and Ferrari 812 Superfasts. He has also interviewed F1 megastars, knows his PCPs from his HPs and has written, researched and experimented with behavioural surplus and driverless technology.

Murray graduated from the University of Derby with a BA in Journalism in 2014 and has previously written for Classic Car Weekly, Modern Classics Magazine, buyacar.co.uk, parkers.co.uk and CAR Magazine, as well as carmagazine.co.uk.

Illya Verpraet

Illya Verpraet Road Tester Autocar
Title: Road Tester

As a road tester, Illya drives everything from superminis to supercars, and writes reviews and comparison tests, while also managing the magazine’s Drives section. Much of his time is spent wrangling the data logger and wielding the tape measure to gather the data for Autocar’s in-depth instrumented road tests.

He loves cars that are fun and usable on the road – whether piston-powered or electric – or just cars that are very fit for purpose. When not in test cars, he drives an R53-generation Mini Cooper S.