Ford Australia says it has “no news” on changes to the Ranger lineup after the entry-level turbo-diesel was dropped from Ford showrooms in the United Kingdom (UK).
The 2.0-litre ‘Panther’ turbo-diesel four-cylinder was first fitted to the Australian Ranger in 2020 as a replacement for the previous 2.2-litre ‘Puma’ turbo-diesel, which was finally dropped when the new-generation Ranger was launched in 2022.
Ford UK announced earlier this month the automaker would be dropping the newer 2.0-litre engine – where it’s fitted in the Ranger and a lower-output Ranger Raptor not sold here – from early 2026.
It’s the same year the engine – which emits 199g/km of carbon dioxide according to Ford Australia – will not meet the new target of 180g/km under the newly introduced New Vehicle Efficiency Standard (NVES) in Australia.
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Yet the local arm of the car giant couldn’t confirm – or deny – whether the engine will be offered in Australia next year, with penalties for exceeding NVES emissions due to be enforced from July 1, 2025.
“To align with future EU [European Union] emissions regulations, Ford of Europe is introducing a number of changes to its Ranger and Ranger Raptor product lineups,” a statement provided by Ford Australia to CarExpert said.
“There is no news to share about changes to the Australian lineup.”
As confirmed by Ford Australia’s comment, Ford UK’s decision was based on reducing the automakers average fleet emissions there, after regulations were introduced in the UK in 2024 with hefty fines of £15,000 ($31,510) per vehicle exceeding the limits.
The Ranger will continue to be offered in the UK and Europe with the 3.0-litre turbo-diesel V6 and the new plug-in hybrid petrol four.
The 2.0-litre turbo-diesel’s UK axing comes as the Ford Ranger PHEV (plug-in hybrid electric vehicle) was launched in Great Britain and Australia, potentially lowering the automaker’s average emissions considerably.
In both countries, the Ranger PHEV 4×4 uses a 2.3-litre turbocharged petrol four-cylinder engine and electric motor/lithium-ion battery combination, sourced from the same South Africa factory.
All other versions of the Ranger sold in Australia are made in Thailand, in contrast with the UK and Europe where Ford sells only South African-built Rangers.
The Ranger PHEV has a carbon dioxide rating of 66g/km in Australian spec, compared to the 2.0-litre turbo-diesel’s 199g/km rating in base XL cab chassis models to a high of 211g/km in Ranger XL 4×4 double-cab pickup.
Across the Ranger’s local lineup, the more powerful 2.0-litre Bi-Turbo – effectively the same engine with an additional turbocharger – is rated at 189g/km, with the 3.0-litre turbo-diesel V6 at 222g/km and the Ranger Raptor’s 3.0-litre twin-turbo petrol V6 at 262g/km.
For the Ranger, all model grades must meet 210g/kg in 2025, but by 2029 that lowers to 110g/km – again, with the Ranger PHEV easily within future limits.
The Ranger Super Duty, due in Australia in early 2026, uses a detuned version of the 3.0-litre turbo-diesel V6 to meet Euro 6 emissions regulations, making it the only Ranger needing AdBlue.
The European Union emissions laws were recently amended and permit the sale of hybrid vehicles until 2035, when it will ban the sale of all internal combustion engine cars (technically, any vehicle that emits carbon dioxide).
The Ranger PHEV’s lower carbon dioxide figure also means it already meets the toughest targets under the NVES which gradually tightens emissions targets annually.
At the launch of Ranger PHEV, Ford told CarExpert the introduction of the plug-in hybrid version was not a ‘compliance play’ designed to meet stricter emissions standards.
The 2.0-litre turbo-diesel engine axed in the UK is also fitted in the local Ford Transit Custom and Transit.
The Transit is already offered here with an available electric powertrain, while the Transit Custom is gaining both electric and plug-in hybrid powertrains.
