Ford is shaking up the Ranger pickup, with the popular 2.0-litre diesel engine set to be axed as the brand shifts focus to its new plug-in hybrid model.
The 2.0-litre EcoBlue engine will be removed from the Ranger in early 2026, a Ford spokesperson confirmed to Professional Pickup, leaving the pickup relying on the 3.0-litre V6 EcoBlue engine and the new 2.3-litre EcoBoost plug-in hybrid.
This move represents a significant transition for Ford’s best-selling pickup, and signals the brand’s confidence in the PHEV as a viable mainstream option for both work and leisure buyers.
What does this mean for operators?
The 2.0-litre diesel has long been the engine of choice for operators seeking a balance of performance, economy, and price. Currently available in single-turbo 170hp and bi-turbo 205hp variants, it’s been the literal driving force behind the Ranger since 2018, when it replaced the long-standing 2.2-litre Duratorq unit.
It powers almost every model, including the XL, XLT, Tremor, Wildtrak and Wildtrak X, as well as the extreme Raptor version of the pickup.
The shift to a PHEV powerplant will raise entry costs, with the plug-in model commanding a premium of around £2,500 over the existing 2.0-litre diesel models. However, Ford is positioning the Ranger PHEV as a highly capable alternative, with up to 27 miles of electric-only driving and a total power output that exceeds the current four-cylinder and even V6 diesel models.
Crucially, the PHEV will retain the Ranger’s full one-tonne payload limit and 3,500kg towing capacity — a key requirement for many business users.
Why is this happening?
While recent tax changes have created headaches for company pickup drivers, Ford’s decision to drop the EcoBlue engine is unrelated.
Instead, EU emissions regulations require manufacturers to meet stringent fleet CO₂ averages or face substantial fines. With diesel variants like the Wildtrak emitting 230g/km, switching to a low-emission PHEV cuts pickup emissions by more than half, to 72g/km, helping the manufacturer towards its fleet average targets.
Plug-in hybrid power
The plug-in hybrid setup isn’t a downgrade. It’s based around Ford’s 2.3-litre EcoBoost petrol engine, which is also found in various states of tune in the front of cars like the Focus ST or Mustang. The four-cylinder engine is paired with a 75kW (102hp) electric motor and an 11.8kWh battery to provide a total output of 281hp and 697Nm of torque. That’s more torque than any Ranger on sale today, with power only 11hp behind the Raptor sports model.
| PHEV | 2.0 205PS | 3.0 V6 D | Raptor V6 | |
|---|---|---|---|---|
| Power | 281 hp | 205 hp | 240 hp | 292 hp |
| Torque | 697 Nm | 500 Nm | 600 Nm | 500 Nm |
| MPG | 88.3 mpg | 32.1 mpg | 28.0 mpg | 20.5 mpg |
| EV range | 27 miles | – | – | – |
| CO2 | 68 g/km | 230 g/km | 264 g/km | 315 g/km |
| BIK rate | 19% | 37% | 37% | 37% |
| Payload | ~1,000 kg | 1,039 kg | 1,065 kg | 652 kg |
| Towing | 3,500 kg | 3,500 kg | 3,500 kg | 2,500 kg |
| Price from | £44,900 | £40,350 | £45,900 | £50,800 |
3.0-litre V6 diesel remains for now
The 3.0-litre V6 diesel, currently used in high-spec models such as the Wildtrak and Platinum, will continue for the foreseeable future. With 240hp and 600Nm of torque, it offers strong performance for operators needing extra muscle, and is likely to remain a core part of the range until at least the end of the decade.
When is this going to happen?
The Ranger Plug-in Hybrid is starting to arrive with dealers now, with customer deliveries expected to begin shortly. Production of 2.0-litre models will cease in early 2026.
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