Texasota

The number of energy conversions in EREVs is significant once the generator kicks in and each energy conversion step results in an efficiency loss. Here is what I see happening once that generator starts running: Gasoline (chemical) energy converted to mechanical energy. The gasoline is burned in the EREV's ICE to create mechanical (rotational) energy. Probably the biggest energy loss occurs here. Note that all ICE vehicles encounter this loss. Mechanical energy converted to DC electrical energy The crankshaft of the ICE is driving a generator to produce DC electrical energy. DC electrical energy converted to chemical energy The DC output of the generator is sent to the EREV's battery and converted to chemical energy. Chemical energy converted to DC electrical energy The EREV's battery converts the stored chemical energy back to DC electrical energy. DC electrical energy converted to mechanical energy The DC electrical energy released by the battery is converted to mechanical (rotational) energy via one or more electrical motors. Note: The EREV may be designed to skip steps 3 and 4 if the generator's DC output bypasses the battery and is directed straight to the electric motors. I assume this is how a Diesel/Electric locomotive works. But, some portion of the output probably still must go to the Li-ION battery and a 12-volt battery.

But, from the article that is the problem that Ford is struggling with for this Super Duty EREV.

Jdp, please tell me we are at least getting a Ranger HEV with Pro Power Onboard? 😪

I get what you are saying but at some point during that supposedly 700 mile range the battery and generator are not going to be able to keep up. It’s a very inefficient design once the generator kicks in (too many energy conversions).

Noooooooooo! My heart is broken and don’t want to believe this. My crying towel is soaked! So disappointed I don’t know what to think.

That has been my concern all along with the idea of an EREV in general. Once the battery is depleted it may be an unpleasant driving experience trying to maintain speed under heavy load and Super Duty's are supposed to shine when performing under heavy load. You will likely be trading range anxiety for an entirely different kind of anxiety. I think any EREV (including the RamCharger) is going to struggle with this problem. A problem that a HEV or a PHEV does not have.

https://www.motor1.com/news/733856/2025-ford-ranger-phev-details/ Now who knows if that means we won’t see it in the future or not. I think that Ford quote was from a long time ago. After that quote Ford announced that all Ford Blue models will have hybrid versions by 2030. I’m betting that Bronco PHEVs and Ranger PHEVs will be rolling down the MAP assembly line together sometime in 2026.

Depends on how you use the Ranger PHEV. All my local driving and trips to the lumber/hardware stores would easily be accomplished in EV mode. It will also be great at towing the boat but likely very little MPG improvement while towing.

This will be my next Ranger. I assume/hope it will be coming to North America given that Ford has stated all Ford Blue models will have hybrid power trains by 2030. The wait will be frustrating.

Not me either. I need a smaller truck that can tow my 4000 lb boat. Ranger is ideal for my needs.

I love my 2023 blob and will miss it!

It will be interesting to see if the Ranger PHEV will qualify for the IRA tax credit (or rebate). My Escape PHEV qualified for a $3750 federal tax credit and a $2500 Minnesota rebate. That improved it’s affordability significantly.

For my use case, the Ranger PHEV will be an ideal solution. All of my around town driving and lumber yard trips will be within the ~24 miles of EV range (based on 85% of WLTP). This will result in a dramatic improvement in MPG. The majority of my Ranger highway driving is when towing the boat and I expect the PHEV Ranger will deliver only a small MPG improvement in that scenario. The Pro Power Onboard will provide peace of mind as it will be able to power the house when the grid goes down. I fear we can all expect that to be more common in our future due to the intermittency of renewables combined with large increases in demand for electrical power. EVs and AI data centers will be large contributors to that demand increase.

I’m surprised Ford hasn’t yet responded to the Wrangler 4Xe, but I’m guessing it will be coming around the same time as the Ranger PHEV. JPD, what are your “tidbits” saying?

Yes, you are correct, the F-150 Powerboost is 2.4 kW (20 amp) or 7.2 kW (30 amp). My mistake. Hopefully the NA Ranger PHEV will match that. I suppose the reasons for the PHEV delay for North America is the same as the Ranger in general (designed and engineered in Australia). On the plus side, the delay will allow time for ROW to work out the bugs and teething problems before it comes here. The F-150 Powerboost initially had problems to work through, but is getting better now.