Ford Sells A Jet Fuel-Powered Ranger Truck With A Secret ‘Stealth Mode’

The Ford Ranger is a capable off-roader that can handle all kinds of tough conditions. However, for special customers, Ford sells a very special version. It’s even more rugged, it’s got a secret stealth ability, and it can run on jet fuel. Not even kidding.

The Ford FG-P is sold by the company’s Global Fleet Sales arm. It’s a “tactical” version of the Ford Ranger, designed more for aid, security, or military applications rather than on-road use. It doesn’t look that wildly different from a regular Ranger, but it’s capability set is built to make it ideal for difficult missions in far-flung locales.

But enough about that—let’s get back to the jet fuel. We’re forever being told to put the correct fuel in our vehicles, lest the Car Gods (TM) reign great wrath down upon us. So let’s dive into how Ford got this thing running on the smell of a jet-fuelly rag. I’ll even tell you all about the stealth drive mode as a treat. Let’s go!

Multi-fueling

While the Ranger isn’t sold with a diesel engine in America, Ford happily supplies a number of diesel drivetrains in other markets. For the FG-P, however, Ford outfitted the truck with a version of its 2.0-liter Panther turbodiesel engine, also known as the EcoBlue in some markets. Ford designed road-going versions of the Panther engine to meet stringent Euro 4 emissions standards, and above. That meant the engine required some modification in order to let it run on alternative fuels.

At the most basic level, diesel engines don’t have a big problem running on jet fuels like JP-8, or F-63. The fuels are similar enough in combustion performance that they can work. Jet fuels are more similar to diesel than gasoline, or petrol as it’s called in the rest of the world. Gasoline tends to want to explode and detonate under the heat and pressures seen in a compression ignition engine. Kerosene-based jet fuel, like diesel, is happy to ignite under high compression while burning at a comfortable pace without detonation.

Indeed, it’s for this reason that JP-8 jet fuel became key to NATO’s “Single Fuel Concept” in the 1980s. The military alliance sought to standardize things, mandating that a single fuel would be used for all land-based aircraft, vehicles, and equipment.  JP-8, known in NATO as F-34 fuel, was chosen as a suitable replacement for both diesel and the troublesome JP-4 jet fuel.

When it comes to compression ignition engines, the important figure is the fuel’s cetane number. Think of it like an octane rating, but for diesel-like fuels. It all comes down to ignition delay—the time between the compression ignition of the fuel, and the first detectable pressure increase. Fuels with a lower cetane number effectively take longer to burn, while the reverse is true for higher numbers.

As quantified by the Department of Energy, conventional diesel generally has a cetane number somewhere between 40 and 50 in the US. Premium diesel products in Europe have begun to push up to the 60-70 range, with their faster combustion better suited to high-performance applications. JP-8 typically comes in around 38—worse than modern highway diesel, but not especially so.

Many a diesel engine will happily burn JP-8 or regular diesel without complaint. The burning is the easy part. The hard part is getting the fuel into the combustion chamber in the first place. Modern fuel pumps, injectors, and common-rail fuel systems typically rely on the lubricity of diesel fuel for smooth operation. JP-8 and other jet fuels can lack this property, which can see high-pressure fuel pumps seize and fail in short order. Water that may be present in poorly-stored jet fuel can also pose problems.

A study run by the Vytautas Magnus University in Lithuania illuminates this phenomenon clearly. Researchers found that running Jet A fuel through the fuel system of a Bosch-type high-pressure fuel pump caused excessive wear and a loss of pump capacity over time.

Modern diesels also have a further problem thanks to emissions equipment. Diesel particulate filters and catalytic converters can quickly become clogged from contaminants in JP-8 fuel that aren’t present in highway diesel fuel. Exhaust gas recirculation systems can also see acid build-up from burning JP-8, which causes corrosion and clogging of the system.

Ford got around this by reconfiguring the Panther diesel for multi-fuel use. In the FG-P, the engine has a catless exhaust system with no diesel particulate filters fitted, either. It’s had its ECU recalibrated to allow it to run properly on alternative fuel. The EGR system has been mostly deleted and the relevant ports blocked off. The EGR cooler remains, though, it receives no exhaust flow and is essentially vestigial. The ECU is also programmed not to throw codes from the lack of EGR. Ford doesn’t make specific mention of any special modifications to the fuel pump, injectors, or other parts of the fuel system. However, it does offer a fuel cooler option for hot climate operation, to avoid issues with the low viscosity of JP-8 or F-63 fuels at higher ambient temperatures.

Stealth Mode and Other Upgrades

The other big exciting thing about the Ford FG-P is its stealth capabilities. It has a blackout system which turns off all vehicle lighting and all sound sources. That’s to stop Private Terrance from accidentally spoiling your mission when he leans over for his soda and elbows the horn button.

However, Ford didn’t stop there. It also equipped the FG-P with a highly-unique electric drive system. It’s not a properly-integrated hybrid system like you might see on a road-going truck. Instead, it’s a completely separate electric motor system that powers the rear wheels only. To engage it, the vehicle must be at a complete stop with the transmission in neutral. It runs off its own battery, and depending on the size chosen, the FG-P can travel anywhere from 1.2 to 18.6 miles (2 to 30 km) in silent mode. You won’t be going fast, as top speed is just 12 mph. However, you’ll have the benefit of generating no heat signature from the combustion engine, and virtually no noise. That could really save your bacon.

The truck also comes with suspension upgrades, which takes the gross vehicle mass up to 7,700 pounds. It also strengthens the suspension for rugged driving, such as you might be doing if you’re fleeing or chasing enemies over sand dunes or something. Ford notes the upgrade offers “enhanced handling and long-term durability under heavy loads and extreme driving conditions.” Basically, it’s built to hang together if someone’s possibly going to shoot at you and you need to leave, fast. 

Ultimately, the Ford FG-P doesn’t look like a whole lot. There are a million more lifted pickups out there with ridiculous “military-inspired” mods. What Ford built here was a truck that was actually built to handle real light tactical duties. It’s a worthy note to us all that function is more important than form in some contexts.

Image credits: Ford