We’ve just returned from a 3-day trip to Iceland following our invitation from Ford, to experience the brand new Ford Ranger PHEV and Stormtrak Launch Edition model.

The 2025 Ranger PHEV is available from launch in the United Kingdom in XLT, Wildtrak and Stormtrak specifications. As you can see, the truck is as good looking as ever, with the only visual changes being the PHEV front wing vent covers, and an additional ‘fuel’ flap for charging.

The new Plug in Hybrid powertrain option uses a 2.3-litre Ford EcoBoost petrol engine (a staple engine choice for overseas Ranger models as well as Mustangs and former Focus RS) in combination with a 75kW e-motor to produce a whopping 697Nm of torque, more than any previous production Ranger. For the transmission, it uses the same popular 10 speed auto box which has been been specifically tuned for use with the e-motor and e-4WD system.

Our trip began at 6:30am at Reykjavík Harbour where we selected our Ranger PHEV Stormtrak in the exclusive Chill Grey colour. The Stormtrak being the highest spec Ranger PHEV has some unique styling such as the Stormtrak PHEV 18” wheels which look really cool, honeycomb front grill with “RANGER” hood applique, and you also get some extra free options like the Flexible rack system, sports hoop and roof rails (usually a paid option - Adjustable Sports Bar Styling Pack). Once we’d got the truck ready and route loaded, we set off on the first 45km section of our trip. As this section was predominantly on tarmac, we made sure to test the 4 EV drive modes; EV Auto, EV Now, EV Later, and EV Charge.

EV Auto is the default mode where the transitions between electric and petrol power are automated and switched when required.
EV Now prioritises pure battery use, keeping the engine off unless the battery is depleted.
EV Later preserves battery power, using only the 2.3l petrol engine. Handy for if you need to use the battery later on for zero emission zones or to power tools once you get to work.
EV Charge mode puts the engine to work whilst driving to also charge up the battery.
Along with the EV drive modes, the PHEV Ranger still gets the same Terrain Management modes such as Normal, Eco, Sport, Mud & Rutts etc that ICE Rangers have.
After about an hour’s drive along the beautiful and scenic coastal route, winding through an abundance of Lúpína flowers in full bloom, we were approaching our first stop of the journey. The truck was effortless to operate, really comfortable, and surprisingly quiet considering the General Grabber all-terrain tyres. We also found it handled marginally better than the diesel Ranger, most likely because of the better weight distribution with the 11.8 kWh battery mounted to the rear, between the chassis rails above the spare wheel.

Following our road test, we arrived in Mosfellsbær just outside of Reykjavík for breakfast and to get a more in-depth look at the Ranger’s abilities, such as Pro Power Onboard (available in a 2.3kW or 6.9kW spec), Pro Trailer Backup Assist and Trailer Reverse Guidance.
The two versions of Pro Power Onboard both use the 11.8 kWh battery but with different levels of electrical output. The 2.3kW system (standard on Stormtrak) has three power outlets, each limited to 2.3kW – two in the load box and one in the cabin; this spec is perfect for tools up to 2,000W such as a circular saw or shop vac, and smaller things like charging a mountain bike or running a portable fridge. With the 6.9kW system, the cabin socket is limited to 10A 2.3 kW, and in the load box, 15A 3.45 kW can be drawn from a single socket or a total of 6.9 kW across both load box sockets. The more powerful spec is better suited to high draw items like an angle grinder, external A/C unit or a coffee machine.

After one too many plates of food and the departure time quickly approaching, we had a rapid demonstration of the PHEVs uncompromised towing capability - 3.5T the same as a standard Ranger, and towing features that our vehicle was spec'd with. Even with a complete novice at the wheel, towing the 1 tonne trailer was almost unnoticeable, and parking with the aid of Pro Trailer Backup Assist was fantastic. Once the trailer has been connected and towing profile (trailer length, width & weight etc) added via the infotainment screen, the driver can position the attached trailer in line with the truck, then switch on Trailer Backup Assist with the click of a button. Now you can direct the trailer using the dedicated knob and the vehicle will steer autonomously.

By this point; from the previous 45km drive, along with our very erratic but of course scientific testing of the PHEVs acceleration, and light off roading on the nearby gravel tracks, we’d depleted almost all the battery’s range. We switched the EV Mode to EV Charge, as we knew that we wanted to test the truck’s off-road capability whilst running on just battery power at the next destination.
The last section prior to off roading was another 95km / 80 minutes to Reykjadalur and this allowed us to generate the battery back up to a useable amount aided by the boost from regenerative braking.

For the main off road section, we were assigned into groups with a guide at the front of each convoy. A lot of Iceland’s roads consist of unmade ‘F Roads’ which vary in condition. Some roads are marked as “not suited for normal passenger vehicles” and others are completely closed during winter months. A large section of our route was made up of these F Roads with some additional private tracks added in.

With the Ranger now in a mixture of 4A, 4H and 4L with the occasional help from the rear diff lock, we tackled a host of challenges; from river crossings, to sheer inclines. The PHEV breezed through all the terrains and obstacles with ease, even when in full EV mode (next to silent off-roading is something we’ll never get used to!).
It was great to see that Ford put in the effort to create the PHEV with the same towing, payload and off-road capabilities as Ranger customers want and expect.

The water wasn’t too deep for our numerous river crossings throughout the journey, but we had complete peace of mind knowing the PHEV’s ability to safely traverse through water up to 800mm deep without any issues. The battery is also fully sealed and protected from water, as well as protected from piercings; housed in a tough outer case, and positioned above the spare wheel. To end our off-road section, there was an extreme decline on loose volcanic rock - the guide advised everyone to switch on hill descent control, something that, despite all of us owning Rangers ourselves, we’d never actually used! With the truck now controlling our descent, it brought us down slowly until the slope plateaued.