# data.attributes.metatag[].attributes.content
The Ford Ranger was already Europe’s best-selling pick-up, and on this evidence it will hold that title for a long while yet

# data.attributes.metatag[].attributes.content
The Ford Ranger was already Europe’s best-selling pick-up, and on this evidence it will hold that title for a long while yet

# data.attributes.metatag[].attributes.content
The Ford Ranger was already Europe’s best-selling pick-up, and on this evidence it will hold that title for a long while yet

# data.attributes.metatag[].attributes.content
The Ford Ranger was already Europe’s best-selling pick-up, and on this evidence it will hold that title for a long while yet

# data.attributes.metatag[].attributes.content.description[]
The Ford Ranger was already Europe’s best-selling pick-up

# data.attributes.metatag[].attributes.content.description[]
and on this evidence it will hold that title for a long while yet

# data.attributes.metatag[].attributes.content[]
"description":"The Ford Ranger was already Europe’s best-selling pick-up

# data.attributes.metatag[].attributes.content[]
and on this evidence it will hold that title for a long while yet"

# data.attributes.field_cars_driving.value
A reminder, then: in diesel form the Ford Ranger is available with the choice of two 2.0-litre turbodiesels, plus a 3.0-litre twin-turbo V6. The entry model gets 168bhp and 299lb ft of torque and a six-speed manual gearbox, the upper-powered version 202bhp and 369lb ft, and the twin-turbo V6 237bhp and 333lb ft, both mated to a 10-speed auto box.

Zero to 62mph pickup times matter little, but you’re looking at 11.6 seconds, 10.5s and 8.7s respectively as you move up the range. The V6 we tried felt perky enough when travelling light – and we doubt you’re going to be flooring it fully loaded.

Done with the numbers yet?

For now. The first thing that strikes you when you get in is the hugely commanding driving position: you really do tower above everyone else in this. Below lorry drivers but somewhere around the same height as bus drivers. It's an addictive place to sit. Prod the start/stop button and the instrument cluster cuts to a Ranger graphic together with the words ‘BUILT TOUGH’. In case you weren’t already aware.

Still, it handles any on-road stuff with aplomb. The steering is light and disguises the weight well, and while it’s best to be gentle with the throttle to avoid any jerkiness, it’s pleasingly tidy around town. Threading your way around narrow streets can be terrifying due to the Ranger's sheer size, but the reversing camera and sensors are a godsend when it comes to parking. We did find the gear shifter a little fiddly when switching between D and R, mind.

We tried the self-parking in the top-spec car which was a white knuckle experience. It worked fine, but parking a little far from the kerb for our high standards. You haven't got the luxury of giving yourself a wide berth in something this huge.

For heading off the beaten track, there are two- and four-wheel-drive modes with low and high range options, a new ‘set and forget’ mode that automatically switches between the two when required, and selectable off-road driving modes that optimise the set-up depending on the terrain you’re on. Plus you’ve got a locking rear diff, so you’ve really no more excuses for getting stuck in the mud.

Dare we ask about fuel economy?

Ah, yes. Ford claims (sorry, more numbers coming up) between 27.4 and 33.2mpg for the four-pots and 28mpg for the V6, but in our experience we averaged a rather sorry 20.2 miles per gallon in the latter. Regular longer distance runs might result in a slight improvement, but it ain’t going to be cheap to run.

This is where the PHEV comes in, surely?

Absolutely. To recap, the plug-in hybrid Ranger pairs a 2.3-litre four-cylinder petrol engine with a 10-speed auto gearbox, an electric motor integrated into the bellhousing and an 11.8kWh battery.

Any difference in the way the hybrid drives?

The addition of a battery and other electrical gubbins means the PHEV tips the scales at just over 2.5 tonnes. Yikes. In fact, the hybrid is around 300kg heavier than the diesel Ranger, so Ford has beefed up the suspension and when unladen the ride is quite firm and fidgety.

The brakes can be slightly grabby too as it balances regen and friction braking, but the steering is still pleasant, and the auto gearbox is smooth. The PHEV will run in all-electric mode for 27 miles, reckons Ford, and you’re able to select a mode to go EV-only, petrol-only or petrol-charging-electric. You can also leave it in auto and let the car decide, and if you do, you’ll find a strong wave of torque and impressive acceleration when required.

The engine itself – which initially kicks in without too much fuss – is actually from the old Focus RS or four-pot Mustangs, and it can get a little noisy when asked to work hard, but this thing still gets a payload of almost a tonne and can tow 3.5 tonnes. Oh, and there’s a great bit of turbo whoosh at times too.

How efficient is the PHEV?

On a short on-road drive using a mix of roads and modes, we saw a very impressive 35.9mpg. Ford also reckons that the hybrid is more efficient to run than the 3.0-litre diesel even without regular charging, so combined with the tax breaks this should be much cheaper to operate even if you never plug it in.

It’ll also do the off-road stuff just as well as the diesels, with an 800mm wading depth, a locking rear diff, low range gearbox and all the same off-road modes. Even on road tyres we found it able to stroll through some fairly serious rough stuff.

# data.attributes.field_cars_driving.processed
A reminder, then: in diesel form the Ford Ranger is available with the choice of two 2.0-litre turbodiesels, plus a 3.0-litre twin-turbo V6. The entry model gets 168bhp and 299lb ft of torque and a six-speed manual gearbox, the upper-powered version 202bhp and 369lb ft, and the twin-turbo V6 237bhp and 333lb ft, both mated to a 10-speed auto box.

Zero to 62mph pickup times matter little, but you’re looking at 11.6 seconds, 10.5s and 8.7s respectively as you move up the range. The V6 we tried felt perky enough when travelling light – and we doubt you’re going to be flooring it fully loaded.

Done with the numbers yet?

For now. The first thing that strikes you when you get in is the hugely commanding driving position: you really do tower above everyone else in this. Below lorry drivers but somewhere around the same height as bus drivers. It's an addictive place to sit. Prod the start/stop button and the instrument cluster cuts to a Ranger graphic together with the words ‘BUILT TOUGH’. In case you weren’t already aware.

Still, it handles any on-road stuff with aplomb. The steering is light and disguises the weight well, and while it’s best to be gentle with the throttle to avoid any jerkiness, it’s pleasingly tidy around town. Threading your way around narrow streets can be terrifying due to the Ranger's sheer size, but the reversing camera and sensors are a godsend when it comes to parking. We did find the gear shifter a little fiddly when switching between D and R, mind.

We tried the self-parking in the top-spec car which was a white knuckle experience. It worked fine, but parking a little far from the kerb for our high standards. You haven't got the luxury of giving yourself a wide berth in something this huge.

For heading off the beaten track, there are two- and four-wheel-drive modes with low and high range options, a new ‘set and forget’ mode that automatically switches between the two when required, and selectable off-road driving modes that optimise the set-up depending on the terrain you’re on. Plus you’ve got a locking rear diff, so you’ve really no more excuses for getting stuck in the mud.

Dare we ask about fuel economy?

Ah, yes. Ford claims (sorry, more numbers coming up) between 27.4 and 33.2mpg for the four-pots and 28mpg for the V6, but in our experience we averaged a rather sorry 20.2 miles per gallon in the latter. Regular longer distance runs might result in a slight improvement, but it ain’t going to be cheap to run.

This is where the PHEV comes in, surely?

Absolutely. To recap, the plug-in hybrid Ranger pairs a 2.3-litre four-cylinder petrol engine with a 10-speed auto gearbox, an electric motor integrated into the bellhousing and an 11.8kWh battery.

Any difference in the way the hybrid drives?

The addition of a battery and other electrical gubbins means the PHEV tips the scales at just over 2.5 tonnes. Yikes. In fact, the hybrid is around 300kg heavier than the diesel Ranger, so Ford has beefed up the suspension and when unladen the ride is quite firm and fidgety.

The brakes can be slightly grabby too as it balances regen and friction braking, but the steering is still pleasant, and the auto gearbox is smooth. The PHEV will run in all-electric mode for 27 miles, reckons Ford, and you’re able to select a mode to go EV-only, petrol-only or petrol-charging-electric. You can also leave it in auto and let the car decide, and if you do, you’ll find a strong wave of torque and impressive acceleration when required.

The engine itself – which initially kicks in without too much fuss – is actually from the old Focus RS or four-pot Mustangs, and it can get a little noisy when asked to work hard, but this thing still gets a payload of almost a tonne and can tow 3.5 tonnes. Oh, and there’s a great bit of turbo whoosh at times too.

How efficient is the PHEV?

On a short on-road drive using a mix of roads and modes, we saw a very impressive 35.9mpg. Ford also reckons that the hybrid is more efficient to run than the 3.0-litre diesel even without regular charging, so combined with the tax breaks this should be much cheaper to operate even if you never plug it in.

It’ll also do the off-road stuff just as well as the diesels, with an 800mm wading depth, a locking rear diff, low range gearbox and all the same off-road modes. Even on road tyres we found it able to stroll through some fairly serious rough stuff.

# data.attributes.field_cars_editor_title
Ford Ranger review: at last, a plug-in hybrid pickup truck

# data.attributes.field_cars_inside.value
We’ll start with the obvious: that huge portrait central touchscreen, measuring 10.1in in lower spec models, and 12in in upper spec models. It runs Ford’s SYNC 4 operating system, and take it from us, it’s an excellent bit of kit; easy on the eye, logical to operate, and smooth functioning. Though we’d be slightly worried about using our mucky paws on it after a hard day’s graft.

In front of the driver sits an eight-inch or 10.1in digital instrument cluster depending on the spec, but you get the usual physical switchgear on the steering wheel, and while almost everything is now controlled through said screen, Ford has also used common sense and retained the aircon controls, which are situated directly beneath, plus a few drive mode buttons on the centre console.

More family hauler, less workhorse, then?

Sure, the cabin itself feels a general step up in quality over the previous generation Ranger, with premium materials and soft touch plastic throughout, but the answer to that question really depends on the spec you go for.

Base-spec models are more rugged by nature and don’t pack quite the same creature comforts as upper models, with the range getting ever posher as you work your way up. More on that on the Buying tab, but the Wildtrack that we tested certainly felt as though it could be used for family duties with few complaints. The top-spec Platinum almost feels too posh for work purposes with its fancy leather trim.

You sit high, with a commanding view over the road, while the seats are hugely comfortable and plenty supportive. Rear visibility isn’t great, but rear sensors and camera are thankfully standard fit. There’s more space in the rear compared with the previous generation thanks to the longer wheelbase and wider track too.

Any gimmicks of note?

Well, the bed is now plastic-moulded to protect owners’ knees (and against scratches), and it’s now wide enough to fit a full-size pallet loaded sideways. There’s also extra tie-down points to secure loads, dividers to stop timber or toolboxes sliding around, a tailgate that doubles up as a workbench and a lighting system – touchscreen or app controlled – to help you see what you’re doing in the dark.

Browsing the spec list also revealed a ‘Power to the Box’ feature on top-spec models, which allows you to use tools, recharge batteries, or run appliances such as a kettle – because you can never have too much coffee – directly from the load bay. Handy. The power closing load bay cover is also pretty cool, but an expensive way to be lazy at £1,800.

Anything I need to know about the hybrid?

The only real differences are a few different displays on the inside, some buttons to control when you want to run on electric only, and a small 31mm ramp in the bed that allows the battery to sit underneath using a modified frame. So yes, there is ever so slightly less space in the back than you’d find in the diesel.

One major bonus though is the addition of Ford’s Pro Power Onboard tech. You’ll have to tick an option box to get it (although it’s free of charge on the top-spec Stormtrak), but it’s well worth it with the option of a hefty 6.9kW system that could run a compact cement mixer, an angle grinder and floodlights all at the same time. Impressive. There’s also a lighter 2.3 kW system that could run things like a portable fridge or charge e-bikes.

# data.attributes.field_cars_inside.processed
We’ll start with the obvious: that huge portrait central touchscreen, measuring 10.1in in lower spec models, and 12in in upper spec models. It runs Ford’s SYNC 4 operating system, and take it from us, it’s an excellent bit of kit; easy on the eye, logical to operate, and smooth functioning. Though we’d be slightly worried about using our mucky paws on it after a hard day’s graft.

In front of the driver sits an eight-inch or 10.1in digital instrument cluster depending on the spec, but you get the usual physical switchgear on the steering wheel, and while almost everything is now controlled through said screen, Ford has also used common sense and retained the aircon controls, which are situated directly beneath, plus a few drive mode buttons on the centre console.

More family hauler, less workhorse, then?

Sure, the cabin itself feels a general step up in quality over the previous generation Ranger, with premium materials and soft touch plastic throughout, but the answer to that question really depends on the spec you go for.

Base-spec models are more rugged by nature and don’t pack quite the same creature comforts as upper models, with the range getting ever posher as you work your way up. More on that on the Buying tab, but the Wildtrack that we tested certainly felt as though it could be used for family duties with few complaints. The top-spec Platinum almost feels too posh for work purposes with its fancy leather trim.

You sit high, with a commanding view over the road, while the seats are hugely comfortable and plenty supportive. Rear visibility isn’t great, but rear sensors and camera are thankfully standard fit. There’s more space in the rear compared with the previous generation thanks to the longer wheelbase and wider track too.

Any gimmicks of note?

Well, the bed is now plastic-moulded to protect owners’ knees (and against scratches), and it’s now wide enough to fit a full-size pallet loaded sideways. There’s also extra tie-down points to secure loads, dividers to stop timber or toolboxes sliding around, a tailgate that doubles up as a workbench and a lighting system – touchscreen or app controlled – to help you see what you’re doing in the dark.

Browsing the spec list also revealed a ‘Power to the Box’ feature on top-spec models, which allows you to use tools, recharge batteries, or run appliances such as a kettle – because you can never have too much coffee – directly from the load bay. Handy. The power closing load bay cover is also pretty cool, but an expensive way to be lazy at £1,800.

Anything I need to know about the hybrid?

The only real differences are a few different displays on the inside, some buttons to control when you want to run on electric only, and a small 31mm ramp in the bed that allows the battery to sit underneath using a modified frame. So yes, there is ever so slightly less space in the back than you’d find in the diesel.

One major bonus though is the addition of Ford’s Pro Power Onboard tech. You’ll have to tick an option box to get it (although it’s free of charge on the top-spec Stormtrak), but it’s well worth it with the option of a hefty 6.9kW system that could run a compact cement mixer, an angle grinder and floodlights all at the same time. Impressive. There’s also a lighter 2.3 kW system that could run things like a portable fridge or charge e-bikes.

# data.attributes.field_cars_owning.value
Prices in the UK start at £29,275 excluding VAT (add 20 per cent if you’re not able to take advantage of any tax relief) for the two-seater single cab, and £30,800 for the five-seater double cab in its weakest 168bhp guise.

The double cab begins at £36,891 if it's the 202bhp 2.0-litre you're after, or a hefty £49,291 for the 3.0-litre V6. Again, minus the donation to HMRC. The plug-in hybrid starts at £40,841.

So more than you'd pay for an Isuzu D-Max or Toyota Hilux but less than a VW Amarok, though that only comes in double cab form. Let’s not forget either that the Amarok is positioned as the posh pickup of the lot.

What are the trim choices?

There are seven trims to choose from: XL, XLT, Tremor, Wildtrak, Wildtrak X, Platinum and Stormtrak but not all trims are available with all engines. Listen carefully…

The two-door single cab is only available in entry-level XL trim and lesser-powered 168bhp 2.0-litre turbodiesel. The four-door double cab is available in XL and XLT trims when paired with the same engine, and Tremor, Wildtrak and Wildtrak X trims with the upper-powered 202bhp four-pot. The PHEV can be had in XLT or Wildtrak guise, and until the end of 2025 at least there will be a special, fully-loaded Stormtrak trim to celebrate the launch of the hybrid.

Finally, you’ve the choice of Wildtrak and Platinum trims with the top-spec 237bhp 3.0-litre twin-motor V6. Got it?

What do they come with?

Not even the internet has enough space to run through every bit of kit on the Ranger, but entry-level models come equipped an 8.0in digital instrument cluster, 10.1in central touchscreen, a rearview camera and rear parking sensors, while XLT models add slightly more style courtesy of 16in alloys and body-coloured bumpers, mirrors and doors handles.

Tremor is more off-roady courtesy of 17in alloy wheels, an increased ride height and wider track, Bilstein dampers, all-terrain tyres and wheel arch mouldings, while Wildtrak maxes out the creature comforts courtesy of 18in alloy wheels, auto folding door mirrors, a 12in central touchscreen, heated steering wheel and seats, interior ambient lighting, part leather trim, privacy glass and keyless start.

Top-of-the-range Platinum gets luxuries such as 18in alloy wheels, a 12.4in instrument cluster, LED headlights, adaptive cruise control, B&O sound system, heated and ventilated leather seats, and wireless phone charging.

What’s the best spec?

We’re yet to try the 2.0-litre four pots, but we’d say peak Ranger is the 3.0-litre V6 Wildtrak, which offers maximum power for whatever your commercial (and off-road) needs require and a standard equipment list longer than our arm. In such guise, you’re looking at £47,241 excluding VAT. It'll be expensive on fuel, mind, so if you’re using one of these as a daily family car then perhaps the plug-in hybrid is for you.

Alternatively, there's always the less work-, more play-focused Ford Ranger Raptor... you can read our separate review on that by clicking this here hyperlink.

# data.attributes.field_cars_owning.processed
Prices in the UK start at £29,275 excluding VAT (add 20 per cent if you’re not able to take advantage of any tax relief) for the two-seater single cab, and £30,800 for the five-seater double cab in its weakest 168bhp guise.

The double cab begins at £36,891 if it's the 202bhp 2.0-litre you're after, or a hefty £49,291 for the 3.0-litre V6. Again, minus the donation to HMRC. The plug-in hybrid starts at £40,841.

So more than you'd pay for an Isuzu D-Max or Toyota Hilux but less than a VW Amarok, though that only comes in double cab form. Let’s not forget either that the Amarok is positioned as the posh pickup of the lot.

What are the trim choices?

There are seven trims to choose from: XL, XLT, Tremor, Wildtrak, Wildtrak X, Platinum and Stormtrak but not all trims are available with all engines. Listen carefully…

The two-door single cab is only available in entry-level XL trim and lesser-powered 168bhp 2.0-litre turbodiesel. The four-door double cab is available in XL and XLT trims when paired with the same engine, and Tremor, Wildtrak and Wildtrak X trims with the upper-powered 202bhp four-pot. The PHEV can be had in XLT or Wildtrak guise, and until the end of 2025 at least there will be a special, fully-loaded Stormtrak trim to celebrate the launch of the hybrid.

Finally, you’ve the choice of Wildtrak and Platinum trims with the top-spec 237bhp 3.0-litre twin-motor V6. Got it?

What do they come with?

Not even the internet has enough space to run through every bit of kit on the Ranger, but entry-level models come equipped an 8.0in digital instrument cluster, 10.1in central touchscreen, a rearview camera and rear parking sensors, while XLT models add slightly more style courtesy of 16in alloys and body-coloured bumpers, mirrors and doors handles.

Tremor is more off-roady courtesy of 17in alloy wheels, an increased ride height and wider track, Bilstein dampers, all-terrain tyres and wheel arch mouldings, while Wildtrak maxes out the creature comforts courtesy of 18in alloy wheels, auto folding door mirrors, a 12in central touchscreen, heated steering wheel and seats, interior ambient lighting, part leather trim, privacy glass and keyless start.

Top-of-the-range Platinum gets luxuries such as 18in alloy wheels, a 12.4in instrument cluster, LED headlights, adaptive cruise control, B&O sound system, heated and ventilated leather seats, and wireless phone charging.

What’s the best spec?

We’re yet to try the 2.0-litre four pots, but we’d say peak Ranger is the 3.0-litre V6 Wildtrak, which offers maximum power for whatever your commercial (and off-road) needs require and a standard equipment list longer than our arm. In such guise, you’re looking at £47,241 excluding VAT. It'll be expensive on fuel, mind, so if you’re using one of these as a daily family car then perhaps the plug-in hybrid is for you.

Alternatively, there's always the less work-, more play-focused Ford Ranger Raptor... you can read our separate review on that by clicking this here hyperlink.

# data.attributes.field_cars_stand_first
The Ranger continues to lead the way among pickups, and now there's one with e-range too...

# data.attributes.field_cars_verdict.value
We’re told that Ford held more than 5,000 customer interviews and carried out dozens of workshops when developing the new Ranger, and on this evidence the hard work has paid off.

It drives competently, the cabin is far posher than before (and smarter than the Hilux or D-Max), and there’s more room for passengers and payloads alike. Sure, pickups are generally seen as a work tool rather than a family wagon, but spend some time in the new Ranger – particularly the plug-in hybrid – and it doesn’t take long to convince you it could easily do both.

# data.attributes.field_cars_verdict.processed
We’re told that Ford held more than 5,000 customer interviews and carried out dozens of workshops when developing the new Ranger, and on this evidence the hard work has paid off.

It drives competently, the cabin is far posher than before (and smarter than the Hilux or D-Max), and there’s more room for passengers and payloads alike. Sure, pickups are generally seen as a work tool rather than a family wagon, but spend some time in the new Ranger – particularly the plug-in hybrid – and it doesn’t take long to convince you it could easily do both.

# data.attributes.field_cars_verdict_against
No hiding from the size, V6 is far from wallet friendly, PHEV has firm on-road ride

# data.attributes.field_cars_verdict_for
Assured drive, improved cabin quality and space, still as versatile and capable as ever

# data.attributes.field_cars_verdict_text
Ford held more than 5,000 customer interviews when developing the new Ranger, and on this evidence the hard work has paid off

# data.attributes.field_cars_what_is_it.value
This is the Ford Ranger, and it's the best-selling pickup truck in the UK and Europe, although admittedly neither market is as intense as in the United States.

There's not a great deal of competition, but any sensible shortlist will include the likes of the Isuzu D-Max, the Toyota Hilux and the VW Amarok. Blame emissions regulations for the lack of other rivals, though there’s a heap of electric pickups on the way, and as of 2025 you can now have the Ranger as a sensible plug-in hybrid too.

Worth noting that the new Ranger – which arrived back in 2022 – and the VW Amarok are essentially the same underneath too courtesy of a tie-up between the two brands (more on that in a bit), while as ever the Ranger is available in single cab and double cab variants.

So, what's new on the latest version?

We’ll start with the looks. At the front it gets an aggressive grille and smart ‘C-clamp’ LED headlights, while wider wheel arches improve the stance. The rear is dominated by the embossed Ranger name stamp in place of the old sticker, while it also gets a new light signature. It’s a smart looking thing, no doubt.

But it’s had more than just a visual glow up from the previous gen truck, because beneath the muscular bodywork is an upgraded chassis that rides on a 50mm longer wheelbase and a 50mm wider track, meaning improved ride, handling and space.

Inside, the cabin is dominated by the 10.1-inch or 12-inch portrait-style centre touchscreen which gets Ford’s latest SYNC 4 infotainment system, while there’s been a general uplift in quality compared with its predecessor to better cater to both work and family duties. More on that over on the Interior tab.

What about under the bonnet?

The Ranger is available with the choice of two 2.0-litre turbodiesels producing 168bhp or 202bhp (though the single cab variant is only available with the lesser engine) plus a new 3.0-litre twin-turbo V6 diesel pumping out 237bhp. Customers wanted a choice of more power and torque for towing heavy loads and extreme off-roading, says Ford. That and popping to the shops, presumably.

Of course, if you’re looking for even more grunt there’s also the full-fat Ranger Raptor available with a 3.0-litre twin-turbo petrol V6 making 288bhp and 362lb ft of torque. You can read our full review of that monster by clicking here.

Oh, and there’s now also the Ranger PHEV, which pairs a 2.3-litre EcoBoost four-cylinder petrol engine with a 10-speed automatic gearbox, an electric motor and an 11.8kWh battery. That allows for 27 miles of all electric range, while the electric assistance means this is also the torquiest Ranger of all with 509lb ft available.

Probably also worth mentioning here that the entry 2.0-litre turbodiesel gets a six-speed manual gearbox, while the upper-powered variant and V6 also get a 10-speed auto. Check out the Driving tab for more.

But what's it like as a pickup?

Headline figures include the ability to tow up to 3,500kg and a payload of up to 1,200kg. Single cab variants get two seats and a loadspace length of 2,332mm, while double cab variants get five seats and a loadspace length of 1,564mm.

Meanwhile shifting the front wheels 50mm further forward has allowed for better approach and exit angles, while the wider track offers increased passenger space and a bed wide enough to fit a full-size pallet loaded sideways.

Additional easter eggs include extra tie-down points to secure loads, dividers to stop timber or toolboxes sliding around, a tailgate that doubles as a work bench and an app-controlled lighting system to help you see what you’re doing in the dark.

Plus, if you go for the plug-in hybrid you can spec Ford’s Pro Power Onboard tech which gives you power outlets in the truck bed and essentially allows you to use the Ranger as a giant power bank.

How much does it cost?

Prices in the UK start at £29,275 excluding VAT (as advertised by Ford because most buyers will be commercial customers) for the single cab, and £30,800 excluding VAT for the double cab. That’s for the 2.0-litre four-pot in its weakest 168bhp tune, your sole available option for the single cab, remember.

The double cab starts from £36,891 for the 2.0-litre in upper 202bhp tune, or £49,291 for the 3.0-litre twin-turbo V6. Again, that’s without the tax added on.

The plug-in hybrid petrol is only available as a double cab, with prices starting at £40,841.

We'll run you through all the trim and engine combos over on the Buying tab, or else you'll be scrolling for a week.

# data.attributes.field_cars_what_is_it.processed
This is the Ford Ranger, and it's the best-selling pickup truck in the UK and Europe, although admittedly neither market is as intense as in the United States.

There's not a great deal of competition, but any sensible shortlist will include the likes of the Isuzu D-Max, the Toyota Hilux and the VW Amarok. Blame emissions regulations for the lack of other rivals, though there’s a heap of electric pickups on the way, and as of 2025 you can now have the Ranger as a sensible plug-in hybrid too.

Worth noting that the new Ranger – which arrived back in 2022 – and the VW Amarok are essentially the same underneath too courtesy of a tie-up between the two brands (more on that in a bit), while as ever the Ranger is available in single cab and double cab variants.

So, what's new on the latest version?

We’ll start with the looks. At the front it gets an aggressive grille and smart ‘C-clamp’ LED headlights, while wider wheel arches improve the stance. The rear is dominated by the embossed Ranger name stamp in place of the old sticker, while it also gets a new light signature. It’s a smart looking thing, no doubt.

But it’s had more than just a visual glow up from the previous gen truck, because beneath the muscular bodywork is an upgraded chassis that rides on a 50mm longer wheelbase and a 50mm wider track, meaning improved ride, handling and space.

Inside, the cabin is dominated by the 10.1-inch or 12-inch portrait-style centre touchscreen which gets Ford’s latest SYNC 4 infotainment system, while there’s been a general uplift in quality compared with its predecessor to better cater to both work and family duties. More on that over on the Interior tab.

What about under the bonnet?

The Ranger is available with the choice of two 2.0-litre turbodiesels producing 168bhp or 202bhp (though the single cab variant is only available with the lesser engine) plus a new 3.0-litre twin-turbo V6 diesel pumping out 237bhp. Customers wanted a choice of more power and torque for towing heavy loads and extreme off-roading, says Ford. That and popping to the shops, presumably.

Of course, if you’re looking for even more grunt there’s also the full-fat Ranger Raptor available with a 3.0-litre twin-turbo petrol V6 making 288bhp and 362lb ft of torque. You can read our full review of that monster by clicking here.

Oh, and there’s now also the Ranger PHEV, which pairs a 2.3-litre EcoBoost four-cylinder petrol engine with a 10-speed automatic gearbox, an electric motor and an 11.8kWh battery. That allows for 27 miles of all electric range, while the electric assistance means this is also the torquiest Ranger of all with 509lb ft available.

Probably also worth mentioning here that the entry 2.0-litre turbodiesel gets a six-speed manual gearbox, while the upper-powered variant and V6 also get a 10-speed auto. Check out the Driving tab for more.

But what's it like as a pickup?

Headline figures include the ability to tow up to 3,500kg and a payload of up to 1,200kg. Single cab variants get two seats and a loadspace length of 2,332mm, while double cab variants get five seats and a loadspace length of 1,564mm.

Meanwhile shifting the front wheels 50mm further forward has allowed for better approach and exit angles, while the wider track offers increased passenger space and a bed wide enough to fit a full-size pallet loaded sideways.

Additional easter eggs include extra tie-down points to secure loads, dividers to stop timber or toolboxes sliding around, a tailgate that doubles as a work bench and an app-controlled lighting system to help you see what you’re doing in the dark.

Plus, if you go for the plug-in hybrid you can spec Ford’s Pro Power Onboard tech which gives you power outlets in the truck bed and essentially allows you to use the Ranger as a giant power bank.

How much does it cost?

Prices in the UK start at £29,275 excluding VAT (as advertised by Ford because most buyers will be commercial customers) for the single cab, and £30,800 excluding VAT for the double cab. That’s for the 2.0-litre four-pot in its weakest 168bhp tune, your sole available option for the single cab, remember.

The double cab starts from £36,891 for the 2.0-litre in upper 202bhp tune, or £49,291 for the 3.0-litre twin-turbo V6. Again, that’s without the tax added on.

The plug-in hybrid petrol is only available as a double cab, with prices starting at £40,841.

We'll run you through all the trim and engine combos over on the Buying tab, or else you'll be scrolling for a week.

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The Ford Ranger was already Europe’s best-selling pick-up, and on this evidence it will hold that title for a long while yet