2017
Manual
Tax: n/a
Mileage: 87,000
Diesel
2024
Automatic
Mileage: 20,766
2023
Mileage: 46,456
2014
Mileage: 121,340
2016
Mileage: 85,000
2022
2025
Mileage: 2,935
Other
Mileage: 9,393
Petrol
Mileage: 20,836
2021
Mileage: 42,000
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Given how nasty the tax man has been to pick-up owners in recent times, if you drive one, you might well be looking for the running cost savings of an electric model. But your choices in that regard are limited. To Chinese maker Maxus's eTerron 9, the KGM Musso EV, the Isuzu D-Max EV and the Toyota Hilux BEV. Otherwise, there's only the ineffectually-electrified mild hybrid Toyota Hilux 48V. And two Plug-in Hybrids; the powerful but pricey and payload-restricted BYD Shark. And this model, the Ford Ranger PHEV. As the name suggests, this Ranger is a Plug-in Hybrid. Ford sells an EV pick-up in the US (the F-150 Lightning) but that model wouldn't suit the European market. The Ranger PHEV definitely does. There's commuting EV range, the ability to act as an off-grid generator and more torque than any other model in the Ranger line-up. Plus tax-beating efficiency stats. Interested yet?
If you're concerned about the lack of EV choice in the pick-up sector, maybe there's no need to be. Perhaps what an efficient light pick-up actually requires is what this PHEV Ranger provides. Namely, everything you need from an electrified powertrain (loads of torque, EV commuting mileage, tax breaks); and nothing you don't (limited driving range, overly heavy weight, inflated asking prices). If you're a pick-up regular, you're probably questioning whether a petrol Plug-in Hybrid powertrain can really deliver in tough conditions just like a diesel. But try this Ranger PHEV and you'll find it has most of the answers you're looking for. So it turns out that the EV pick-up you might really want isn't actually an EV. But it's as much of one as you'll probably ever need it to be.
