Ford was willing to sacrifice performance for efficiency in the development of his first Ranger Plug-in Hybrid (PHEV) Ute, which found a strongly dismissed version of the Turbo-Petrol four-cylinder engine in the Ford Mustang Ecoboost.
While standard variants of the ranger are offered with a choice of two turbo godysel engines-a 2.0-liter four-cylinder and 3.0-liter V6 combine a 2.3-liter four-cylinder turbo engine with an electric motor of 75 kW.
It is a version of the same engine that is used to feed both past and present, from the Focus ST and RS to the current Mustang Ecoboost. The Ecoboost powertrain also has a house in the American market Ranger and the Volkswagen Amarok Ute, which shares his platform with the ranger.
But while the outputs 232 kW/475 Nm and 222 kW/452Nm for the Mustang and Amarok, the Ranger PHEV, respectively, it does it with only 138 kW and 411 Nm, albeit with electric current.
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Senior Global Product Executive, Jim Baumbick, says that the decision to design the engine for this application was taken in the name of efficiency.
“Could you add more performance? Yes. Could it be with considerations? You bet you – fuel consumption,” said Mr Baumbick, the vice president of advanced product development, cycles planning and programs, Australian media in Iceland told.
“One of the critical characteristics of a hybrid is the total property costs and fuel efficiency.”
Ford claims average fuel consumption of 2.9 l/100 km for the Ranger PHEV, while the carbon emissions are 66 g/km.
Depending on the plug-in hybrid versions of the ranger are an environmentally friendly option in the medium-sized UTE market. Important Chinese rivals, however, have the Ranger -Beat in terms of efficiency – the BYD Shark 6 and GWM Cannon Alpha PHEV consume a claimed 2L/100 km and 1.7 l/100 km, respectively.
Both also have combined power outputs of more than 300 kW, draw north of the 207 kW of the ranger, with coupling figures that fall on either side of its 697 Nm.
Despite its lack of electricity, the Ranger PHEV offers a benchmark 3.5-ton baked towing capacity and up to 973 kg cargo.
Ford claims that the Ranger PHEV finds the right balance between performance and efficiency, even in comparison with both segment competitors and other Ranger variants.
“For us it was about optimizing the system for performance, dragging and possibilities,” said Mr Baumbick.
“Our target was diesel [performance] Or better.
“The PHEV offers hybrid propulsion, [better] Fuel consumption and the super power of Pro Power Onboard. “
The Ranger PHEV will serve as an important pillar of Ford’s first reaction to the new vehicle emission standard in Australia, set up with the sale of the greener UTE to compensate for fines that are made up by other models in the Lineup.
“As we know, things will change a bit from July 1, so it’s a very important part of our mix,” said Ford Australia and Nieuw -Zeelandse CEO, Andrew Birkic, said Carexper Back in April.
“I believe with electrification, what you need is that balance. There is clearly a compliance element, but it must be customer-driven.
“It must be customer-driven, because that is what will stimulate your sale, and that is why we have built a vehicle that is the best of both worlds, whether it drags or wears or off-road capacity, that is what the PHEV does and that separates.”
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