Ford Ranger PHEV Wildtrak Review

Introduction

The Ford Ranger continues to dominate the UK pickup market, regularly accounting for more than half of all sales. Now three years into its latest generation, the Ranger has evolved with more car-like comfort, improved tech, and broader appeal to both professional and private buyers.

But the big news for 2025 is under the skin. Fordis dropping the basic 2.0-litre diesel engine and replacing it with this, a new plug-in hybrid version. It combines a petrol engine with an electric motor, aiming to lower emissions, improve fuel economy, and reduce company car tax bills. All without compromising the Ranger’s toughness.

It’s the first proper electrified pickup available in the UK — we’re not really counting the compromised Maxus T90 EV, and the compact KGM Musso EV arriving later this year is going to be less rugged. So, is ditching diesel and plugging in a step forward, or a step too far?

Performance and Drive

The Ranger PHEV is powered by a 2.3-litre petrol engine — the same one you’ll find in the Ford Mustang and Focus ST — paired with an electric motor and an 11.8kWh battery. Combined, the system produces 281hp and a hefty 697Nm of torque, making it second only to the racey Ranger Raptor in outright performance.

The electric-only range is quoted at 26 miles. That may not sound like much, but Ford reckons it covers the daily mileage of more than half of all Ranger buyers. During our testing, we managed around 15 miles on a half charge, and even recovered some energy on the move using the engine’s Charge mode. Over 50 miles or so, we averaged 70mpg, which then dropped once the battery ran out completely.

Driven normally, the Ranger PHEV could realistically average around 50mpg with regular charging – far better than any diesel pickup. But if you run it on petrol alone, fuel economy quickly drops below 30mpg.

You can’t rapid charge, but the small battery takes about four hours to fill up from a standard three-pin plug socket.

Despite the added weight of the battery, the Ranger still handles well. It’s stable at motorway speeds, smooth around town, and doesn’t feel strained when accelerating. You can always feel its weight, especially in corners, but the wide tyres and surprisingly capable suspension ensure there’s confidence even when chicking it around.

Off-road, it’s still a Ranger: all-wheel drive, low-range gearing, and a locking rear diff come as standard. Our jaunt through some Buxkinghashire countryside wasn’t exactly a facsimile of trying to cross the Darian Gap, but it proved that it can cope with steep climbs, tricky axle twists, and deep water without breaking a sweat. There’s also something rather pleasing about covering a cross-country run in silence, every twig snap (and branches scraping along the paintwork) clearly audible in the absence of diesel clatter.

Interior and Tech

Inside, the Ranger PHEV looks much the same as the diesel versions. The only obvious difference is a button that controls the EV modes: There’s Auto, Hold (which saves the battery for later, ideal for heading to low-emission city centres), Charge (which uses the engine to recharge the battery), and EV Now (electric-only driving).

The rest of the cabin is familiar and well-sorted. There’s a large, vertically mounted touchscreen in the centre, a chunky steering wheel, physical climate controls, and useful storage options like countless cupholders and phone trays. The materials are robust, and the overall layout leans more towards SUV comfort than commercial austerity.

Trim levels range from the work-focused XLT to the high-spec Wildtrak, and the PHEV-exclusive Stormtrak, featuring equipment such as heated seats, LED headlights, leather trim, and advanced driver aids, depending on the model.

However, there’s a caveat. All the toys you want on your Wildtrak — the sports bar, roof rails, side steps, and so on — are a no-cost option, and it’s the same with the Stormtak and even XLT models. Make sure to thoroughly check what you’re ordering, what’s included in the truck, and what that means for your pocket.

Practicality

That caveat could change everything for the Ranger’s appeal. Yes, Ford says the Ranger PHEV doesn’t compromise on capability, and for the most part, that’s true. It retains a 1,000kg payload and can still tow 3,500kg, which matches the outgoing diesel version.

The load bay is also the same length and width, though it’s around 3cm shallower due to the battery mounted underneath. That does drop the load volume marginally, but it’s unlikely to affect most users.

However, to stay within the magic one-tonne payload threshold (which keeps it classed as a commercial vehicle), you’ll need to do without those optional items. There’ll be no sports bar, side steps, roof rails or even integrated bumper step. These are no-cost options on the Wildtrak, but they’ll drop your payload just below 1,000kg if fitted.

The load area itself is well thought out, with multiple tie-down points, LED lighting, and optional load liners and power outlets.

Costs

The Ranger PHEV carries a roughly £2,500 premium over the equivalent diesel, which means you’ll be paying around £45,000 for the Wildtrak model — plus VAT, of course. That sits bang in the middle of the range, with the workhorse-like XLT being £5k cheaper, and the lifestyle-friendly Stormtrak adding five grand.

That’s a big asking price, however you look at it, but running costs could be significantly lower for the PHEV over the regular diesel models — Reckon on a saving of around £600 every 10,000 miles.

In a nutshell, regularly plugging it in can result in significant fuel savings, especially in urban or stop-start driving conditions. Rely solely on petrol and it becomes thirsty, quickly.

Company car drivers will benefit most — the well-documented changes to Benefit in Kind taxation by the HMRC have bitten pickup buyers, but the PHEV addresses that, at least to a degree. For now, the days of laughably low company car taxation are over, but the PHEV’s bill is around 40% lower than the diesel model, saving a 40% taxpayer more than £3,000 a year.

Avoid the no-cost options, and businesses can also reclaim the VAT for qualifying purchases, bringing costs down. And happily, pickups still benefit from commercial vehicle road tax, meaning there’s a bill of just £345 a year.

Servicing intervals remain the same as the diesel models, and Ford’s dealer network is well equipped to handle PHEV maintenance thanks to its range of PHEV-powered road cars. The standard warranty is three years or 60,000 miles, which is a bit tight compared to rivals, including the mechanically identical Volkswagen Amarok’s five-year warranty.

Rivals

There’s no direct rival to the Ranger PHEV yet. The all-electric Maxus T90 EV is the only other electrified pickup on sale, but its limited payload and poor refinement make it unsuitable for most serious users.

The Toyota Hilux and Isuzu D-Max remain popular diesel alternatives, and the new Amarok shares much of its DNA with the Ranger, but none offer a plug-in hybrid option just yet.

The KGM Musso EV is on the way, but it’s a smaller truck with lower payload and towing capacity.

Verdict

The Ford Ranger PHEV won’t please the purists, but it’s a logical next step in a changing market. For fleet operators, SMEs, and anyone who drives a pickup in and out of urban areas, the electrified Ranger offers lower fuel bills, a reduced tax burden, and the flexibility to drive short distances with zero emissions.

Crucially, it still feels like a Ranger. It’s tough, capable, and comfortable, a proper pickup that just happens to be part electric. If your usage suits the hybrid system, this could be the most versatile version yet, whether you’re looking at it as a business or private purchase. Just bear in mind you get a different version for each, too.

Where to next?

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**Score based on Select’s unique meta score analysis, taking into account the UK’s top leading independent car website reviews of the Ford Ranger Wildtrak

**Correct as of 08/07/2025. Based on 9 months initial payment, 5,000 miles annually, over a 36month lease. Initial payment equivalent to 9 monthly payments, or £5,144.64 (Plus admin fee) Ts and Cs apply. Credit is subject to status.