More pics as requested
Here's the interior, a bit dusty from sitting, but overall in nice shape. Whoever ordered this truck spec'd it with no options (not that there were many on the Ranger EV's. Most of them were fleet trucks. They were only available as a single cab, short bed.
Here's some of the original sales literature. As you can see, the original payload capacity was only 650lbs for the Lead Acid truck. NiMh powered trucks had more range, and a lighter battery, enabling a payload of almost double (1250lbs.). This truck has had the Lead swapped out for LiFePO4, which may actually make it even lighter than an NiMh truck. I would put it's payload somewhere in the 12-1500 lb range.
And this is a Ford "NGS" diagnostic scan tool that was included for those of you that haven't seen one.
The bed, despite being kinda dusty looks pretty much unused.
The battery pack runs almost the entire wheelbase of the truck between the frame rails. I'll try to get a picture of the whole underside when I can get the truck on a lift. Those coolant hard lines run to the back of the truck to cool the rear mounted traction motor, and it's inverter.
Under the hood. Everything that would normally be belt driven (AC & power steering) each has its own 3 phase AC motor and inverter. It does use the conventional hydraulic power steering, just with a motor to drive the pump, which is hidden underneath everything else under the hood. The DC-DC acts as the "alternator", which steps down the high voltage to power the 12v electronics. The heater has a resistive element in the heater core, no coolant used used for cabin heat. That means no waiting for your engine to warm up, hot air comes out almost instantly!
Nothing to see here.... They literally just blocked off the hole for the filler neck with a piece of plastic.
Instead, you plug in at the front behind this flap in the grille! The plug on this has been updated to the current standard, originally it would've had a big rectangular "Avcon" connector.