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7 days ago
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2025 Ford Ranger PHEV Stormtrak review
Ford Ranger Pros Ford Ranger Cons The Ford Ranger plug-in hybrid model range has arrived, and it has to be said – four variants of this petrol-electric dual-cab 4×4 ute is certainly quite generous. Sadly though, you'll have to be very generous with your budget to get into a Ranger PHEV, especially if you're considering a top-spec model. That's what we tested for this review – the flagship Stormtrak – and while we can see why you might be drawn to this plug-in pickup, the reality could prove harsh for this ute. It's not as cheap as its Chinese rivals (see below), but is that a surprise? Probably not. But it's also a pretty expensive ute more generally, this PHEV version of Australia's top-selling ute (and new vehicle overall). Ranger XL Ranger XLS Ranger XLT Ranger Sport ABOVE: Ranger Wildtrak Ranger Wildtrak Ranger Platinum Ranger Stormtrak Ranger Raptor Clearly, there's a price disadvantage compared to the two other PHEV utes on the market right now. There's good reason the BYD Shark 6 is selling insanely well at $58,900 plus on-roads, while the GWM Cannon Alpha PHEV range kicks off from just $57,490 drive-away. Obviously your specific requirements will dictate which will be the perfect fit for your needs. If towing and off-roading is a priority, the BYD mightn't be the best pick, but if you're using the vehicle as a lifestyle or dual-purpose truck, it's arguably impossible to beat. But seriously, I think the biggest competitor to the Ranger PHEV is the diesel V6 version, which is cheaper and, frankly, better. And you don't have to have the ute in Chill Grey (or bathroom blue, as my missus called it), with Agate Black being the other exterior paint choice. Both are no-cost options… And while I usually don't think colours could dictate purchases, I do happen to believe that not having a proper white option could be a mistake here. To see how the Ford Ranger stacks up against its rivals, use our comparison tool The interior of the Ranger Stormtrek has a distinct design with some Chill Grey highlights inside, but largely, it's not much different to other high-spec Rangers. That's a good thing, because it feels familiar and the Ranger still has one of the nicer interiors in the class when it comes to usability and practicality. There are buttons and dials for your air-con, volume and tuning, but you can also use on-screen menus if you wish. And there are nice inclusions such as pop-out cupholders near the vents, a highly configurable digital instrument cluster with heaps of info, and the portrait style 12.0-inch touchscreen media system with wireless smartphone mirroring tech, sat-nav, and much more. There are menus on the screen to allow you to set up charging timers and even precondition the cabin to be cool or warm for those challenging midweek mornings, and you can also use on-screen menus to adjust what's happening with the handy Pro Power Onboard vehicle-to-load sockets in the tub (each outputting up to 3.45kW). The screen can help you turn the ute into a giant petrol generator that will replenish the battery and keep things charged up, and beyond that there are menus aplenty to configure different components, plus a brilliant off-road view system with a forward-view camera to see what's ahead and where your tracks are heading (and that screen also allows you to trigger the electronic rear diff lock as well). All the main controls are where they should be, and the steering wheel has a number of learnable buttons – including a brilliant one that you tap twice to turn off the lane keeping system if you don't like that pushy feeling tech. Meanwhile, there is also good comfort and convenience, with cupholders between the seats, a reasonably large centre console bin, bottle holders in the doors, vanity mirrors with lights, and an overhead auxiliary switch bank, which could be great for adding accessories. In the second row there isn't an abundance of space, but it is roomy enough for a grown-up to sit behind a taller driver. At 182cm/6'0", I managed to slide in behind my own driving position, but my knees were brushing the seat ahead, although there is good headroom, foot room and shoulder space. The seat itself is comfy, with a decent level of recline to the backrest, and there are vents for those riding in the back too. Device charging is sorted with a couple of USBs and a powerpoint, and there are also map pockets, a pair of cupholders in a flipdown armrest, and bottle holders in the doors. One good thing for parents to pay attention to is the fitment of proper top-tether child seat anchors for the outboard seats – none of that "loop the harness through a loop into another loop and hope it's tight enough" business here. You can more easily get a safe and sturdy feeling attachment to the rear bulkhead of the vehicle, and there are ISOFIX points for the window seats, too. The rear seats also offer some extra storage below. The boot (if you can call the tub that) is pretty generous, but there are some things to point out. The roller cover does eat into headboard space, meaning big bulky items may be fouled and not fit. And the keener-eyed among you may have noticed that the tub depth is different for the PHEV models compared to the ICE versions – that's because of the battery placement, and there is a bit of a hump in the load area that might be a snag consideration for forklift load-ins. To see how the Ford Ranger stacks up against its rivals, use our comparison tool The PHEV model uses a detuned derivative of the Mustang's four-cylinder 2.3-litre turbo-petrol engine as the basis for the powertrain, teamed with a 75kW electric motor integrated into the 10-speed automatic transmission. All PHEV models have four-wheel drive, with the capability to run in 4A (four-wheel drive auto) on sealed surfaces, or 2H (rear-wheel drive high-range), 4H (four-wheel drive high-range) and 4L (four-wheel drive low-range). But there are some big considerations for customers when it comes to the electrified powertrain. The lack of high-speed DC charging means the 'fast-charge on the go' option isn't available. That could be an issue for fleets, in particular. Then there's the maximum AC charging rate of just 3.5kW, which is weak by industry standards but still more than many domestic power outlets offer. And while the battery's claimed EV driving range seems appropriate on paper at 49km, in reality I only managed to get 37km in a best-case scenario (the other time I tested it, I got 35km). Plus there's the fuel consumption claim of 2.9L/100km, which isn't realistic. Double it and you're close to what you will achieve if you start off with a full battery and deplete it, as I did on this test. In that instance for the first 100km, I saw a return of 5.6L/100km. That is impressive, no doubt, but it is going to be limited in its real-world application. Then I wanted to see what was realistic to expect once you continue on – as I like to say, the next 100km. And running it as a hybrid, leaving the ute to its own devices, I saw 8.0L/100km, which is close to the consumption and therefore range of an equivalent diesel Ranger – and that was including a displayed 24km of EV driving. So there is no doubt that the powertrain is clever in its power management strategy, and the ability to charge electrical devices will be handy for tradies and campers, but the sad reality for this ute is that it doesn't meet the market for electric driving range nearly as well as its rivals. To see how the Ford Ranger stacks up against its rivals, use our comparison tool This Ranger doesn't drive like other Rangers. That mightn't surprise you in terms of the powertrain, but what was unexpected (for me at least) was the way it drove more generally. The suspension tune has been recalibrated to deal with extra weight (and it is a heifer of a thing at 2695kg unladen), and it doesn't have the same sort of body composure or, ultimately, the same sort of comfort as a high-spec diesel Ranger. It feels its weight, and that bulk has an impact on the overall driving manners, but also the steering feels completely different. It has a different level of weighting and accuracy, and frankly it's not as good as the diesel Ranger is in terms of ease of parking, or enthusiastic direction changes. This might sound like I'm giving the Ranger PHEV a pasting, but the drive experience is still head and shoulders above most of the other utes in the segment. It's just that, in context of diesel Ranger variants (and, heaven forbid I forget the Raptor) the PHEV offers the least impressive overall drive experience in terms of handling, dynamics, steering and comfort. But again let me reiterate… it's still better than just about any other ute in the market. So what about the powertrain? It's refined. It's well mannered. It's pretty engaging. And it has heaps of grunt. And whether you're aiming to drive it purely as an EV as much as possible, or you know you'll be doing more hybrid driving than fully electric, you'll be getting a very agreeable experience. There are four modes to select from: EV Now, for full EV power; EV Auto, which decides how to apportion the fuel sources; EV Later, which saves the battery for later and prioritises petrol power; and EV Charge, which will make the engine act like a generator to top up the battery. I wanted to see what the real-world EV driving experience is like, so I did what many tradies do – commuted on the motorway towards Sydney after a full recharge. I hit the EV mode selector, chose 'EV Now', and took off. As I said, I got 37km from a full charge – but the engine booted up when the powertrain was cold. Because I left in 6-degrees Celsius temperatures, the powertrain overruled my plan to run in full-EV mode firstly. Even so, I always planned to do 100km to see what happened, then another 100km to check the hybrid-drive fuel use. Those findings are in the section above. So, even when the powertrain was cold, it was smooth to transition between electric and petrol and back again, though there is a noticeable feeling of gear shifts as you drive, even fully electrically. Once the engine kicks into life there's not too much noise or vibration, which will be a pleasant reprieve for existing diesel Ranger owners. It is smooth, and it's also smart in the way it will dip in and out of EV mode in different situations. Like I said, almost one in four kilometres of my 'EV Auto' hybrid drive was electric, so that gives you an idea of the actual real-world experience of driving it with a depleted battery. There is regenerative braking as part of this powertrain too, which will help greatly in feeding some potentially lost kinetic energy back to the battery. But it has a negative impact on the driving experience, too, with a brake pedal action that can be hard to judge. Likewise, because of the perky electric motor response, driving in stop-start traffic can be a bit of a twitchy experience. So, like I said, the PHEV system is good, the ute is good, but it's just not the best Ranger to drive. To see how the Ford Ranger stacks up against its rivals, use our comparison tool The Ranger Stormtrak is almost like the PHEV version of the Platinum, but with a few differences. The most notable inclusion is the clever hidden roof rack system and sliding sailplane that allows you to turn your show pony ute into a Clydesdale workhorse, simply by sliding the 'bar' back and then you've got a functional rack system. ABOVE: Ranger XLS 2025 Ford Ranger XL equipment highlights: Ranger XLS: ABOVE: Ranger Sport Ranger XLT adds: Note: Acoustic windscreen doesn't feature on XLT and above. Ranger Sport adds: Ranger Wildtrak adds: ABOVE: Ranger Stormtrak Ranger Platinum adds (over Wildtrak): Ranger Stormtrak adds (over Wildtrak): Ranger Raptor adds (over Wildtrak): To see how the Ford Ranger stacks up against its rivals, use our comparison tool ANCAP has explicitly stated that the PHEV versions of the Ranger are not five-star rated (just like the petrol-powered Raptor). So, the 2022 maximum safety rating for diesel Rangers doesn't currently apply here. That may change if ANCAP assesses the PHEV, and I'm sure fleet customers will be hoping that's the case. 2025 Ford Ranger safety equipment highlights: Ranger XLS adds: Ranger XLT adds: Ranger Sport PHEV adds (over XLT PHEV): Ranger Wildtrak PHEV adds (over Sport PHEV): The optional Touring Pack adds a surround-view camera, while the Technology Pack adds a surround-view camera and pro trailer back-up assist for Sport PHEV only. To see how the Ford Ranger stacks up against its rivals, use our comparison tool If you can work within the parameters of this plug-in ute, it could be super cheap to run on the daily. If you don't exceed the battery range, it almost costs you nothing to run. And even if you have to use the petrol engine, it will still be pretty efficient, based on my findings. According to the brand's website, the other versions of the Ranger are capped at a maximum cost of $379 per visit for the first four visits, so the PHEVs cost $20 more per service. To see how the Ford Ranger stacks up against its rivals, use our comparison tool It is a lovely thing to drive – and there is no denying that it feels complete and resolved in ways that the cheaper Chinese options cannot match. There's also the towing capacity and off-road prowess to consider. But in other ways, the Ranger PHEV is a PHAIL, because it doesn't have enough EV driving range to be a handy commuter choice for tradies in the real world, and the charging rates for the small battery pack are dismal. I like the Ford Ranger a lot. But this is probably the least convincing version of this truck to date. CarExpert can save you thousands on a new Ford Ranger. Click here to get a great Explore the Ford Ranger showroom Content originally sourced from: Ranger Pros Ford Ranger Cons The Ford Ranger plug-in hybrid model range has arrived, and it has to be said – four variants of this petrol-electric dual-cab 4×4 ute is certainly quite generous. Sadly though, you'll have to be very generous with your budget to get into a Ranger PHEV, especially if you're considering a top-spec model. That's what we tested for this review – the flagship Stormtrak – and while we can see why you might be drawn to this plug-in pickup, the reality could prove harsh for this ute. It's not as cheap as its Chinese rivals (see below), but is that a surprise? Probably not. But it's also a pretty expensive ute more generally, this PHEV version of Australia's top-selling ute (and new vehicle overall). Ranger XL Ranger XLS Ranger XLT Ranger Sport ABOVE: Ranger Wildtrak Ranger Wildtrak Ranger Platinum Ranger Stormtrak Ranger Raptor Clearly, there's a price disadvantage compared to the two other PHEV utes on the market right now. There's good reason the BYD Shark 6 is selling insanely well at $58,900 plus on-roads, while the GWM Cannon Alpha PHEV range kicks off from just $57,490 drive-away. Obviously your specific requirements will dictate which will be the perfect fit for your needs. If towing and off-roading is a priority, the BYD mightn't be the best pick, but if you're using the vehicle as a lifestyle or dual-purpose truck, it's arguably impossible to beat. But seriously, I think the biggest competitor to the Ranger PHEV is the diesel V6 version, which is cheaper and, frankly, better. And you don't have to have the ute in Chill Grey (or bathroom blue, as my missus called it), with Agate Black being the other exterior paint choice. Both are no-cost options… And while I usually don't think colours could dictate purchases, I do happen to believe that not having a proper white option could be a mistake here. To see how the Ford Ranger stacks up against its rivals, use our comparison tool The interior of the Ranger Stormtrek has a distinct design with some Chill Grey highlights inside, but largely, it's not much different to other high-spec Rangers. That's a good thing, because it feels familiar and the Ranger still has one of the nicer interiors in the class when it comes to usability and practicality. There are buttons and dials for your air-con, volume and tuning, but you can also use on-screen menus if you wish. And there are nice inclusions such as pop-out cupholders near the vents, a highly configurable digital instrument cluster with heaps of info, and the portrait style 12.0-inch touchscreen media system with wireless smartphone mirroring tech, sat-nav, and much more. There are menus on the screen to allow you to set up charging timers and even precondition the cabin to be cool or warm for those challenging midweek mornings, and you can also use on-screen menus to adjust what's happening with the handy Pro Power Onboard vehicle-to-load sockets in the tub (each outputting up to 3.45kW). The screen can help you turn the ute into a giant petrol generator that will replenish the battery and keep things charged up, and beyond that there are menus aplenty to configure different components, plus a brilliant off-road view system with a forward-view camera to see what's ahead and where your tracks are heading (and that screen also allows you to trigger the electronic rear diff lock as well). All the main controls are where they should be, and the steering wheel has a number of learnable buttons – including a brilliant one that you tap twice to turn off the lane keeping system if you don't like that pushy feeling tech. Meanwhile, there is also good comfort and convenience, with cupholders between the seats, a reasonably large centre console bin, bottle holders in the doors, vanity mirrors with lights, and an overhead auxiliary switch bank, which could be great for adding accessories. In the second row there isn't an abundance of space, but it is roomy enough for a grown-up to sit behind a taller driver. At 182cm/6'0", I managed to slide in behind my own driving position, but my knees were brushing the seat ahead, although there is good headroom, foot room and shoulder space. The seat itself is comfy, with a decent level of recline to the backrest, and there are vents for those riding in the back too. Device charging is sorted with a couple of USBs and a powerpoint, and there are also map pockets, a pair of cupholders in a flipdown armrest, and bottle holders in the doors. One good thing for parents to pay attention to is the fitment of proper top-tether child seat anchors for the outboard seats – none of that "loop the harness through a loop into another loop and hope it's tight enough" business here. You can more easily get a safe and sturdy feeling attachment to the rear bulkhead of the vehicle, and there are ISOFIX points for the window seats, too. The rear seats also offer some extra storage below. The boot (if you can call the tub that) is pretty generous, but there are some things to point out. The roller cover does eat into headboard space, meaning big bulky items may be fouled and not fit. And the keener-eyed among you may have noticed that the tub depth is different for the PHEV models compared to the ICE versions – that's because of the battery placement, and there is a bit of a hump in the load area that might be a snag consideration for forklift load-ins. To see how the Ford Ranger stacks up against its rivals, use our comparison tool The PHEV model uses a detuned derivative of the Mustang's four-cylinder 2.3-litre turbo-petrol engine as the basis for the powertrain, teamed with a 75kW electric motor integrated into the 10-speed automatic transmission. All PHEV models have four-wheel drive, with the capability to run in 4A (four-wheel drive auto) on sealed surfaces, or 2H (rear-wheel drive high-range), 4H (four-wheel drive high-range) and 4L (four-wheel drive low-range). But there are some big considerations for customers when it comes to the electrified powertrain. The lack of high-speed DC charging means the 'fast-charge on the go' option isn't available. That could be an issue for fleets, in particular. Then there's the maximum AC charging rate of just 3.5kW, which is weak by industry standards but still more than many domestic power outlets offer. And while the battery's claimed EV driving range seems appropriate on paper at 49km, in reality I only managed to get 37km in a best-case scenario (the other time I tested it, I got 35km). Plus there's the fuel consumption claim of 2.9L/100km, which isn't realistic. Double it and you're close to what you will achieve if you start off with a full battery and deplete it, as I did on this test. In that instance for the first 100km, I saw a return of 5.6L/100km. That is impressive, no doubt, but it is going to be limited in its real-world application. Then I wanted to see what was realistic to expect once you continue on – as I like to say, the next 100km. And running it as a hybrid, leaving the ute to its own devices, I saw 8.0L/100km, which is close to the consumption and therefore range of an equivalent diesel Ranger – and that was including a displayed 24km of EV driving. So there is no doubt that the powertrain is clever in its power management strategy, and the ability to charge electrical devices will be handy for tradies and campers, but the sad reality for this ute is that it doesn't meet the market for electric driving range nearly as well as its rivals. To see how the Ford Ranger stacks up against its rivals, use our comparison tool This Ranger doesn't drive like other Rangers. That mightn't surprise you in terms of the powertrain, but what was unexpected (for me at least) was the way it drove more generally. The suspension tune has been recalibrated to deal with extra weight (and it is a heifer of a thing at 2695kg unladen), and it doesn't have the same sort of body composure or, ultimately, the same sort of comfort as a high-spec diesel Ranger. It feels its weight, and that bulk has an impact on the overall driving manners, but also the steering feels completely different. It has a different level of weighting and accuracy, and frankly it's not as good as the diesel Ranger is in terms of ease of parking, or enthusiastic direction changes. This might sound like I'm giving the Ranger PHEV a pasting, but the drive experience is still head and shoulders above most of the other utes in the segment. It's just that, in context of diesel Ranger variants (and, heaven forbid I forget the Raptor) the PHEV offers the least impressive overall drive experience in terms of handling, dynamics, steering and comfort. But again let me reiterate… it's still better than just about any other ute in the market. So what about the powertrain? It's refined. It's well mannered. It's pretty engaging. And it has heaps of grunt. And whether you're aiming to drive it purely as an EV as much as possible, or you know you'll be doing more hybrid driving than fully electric, you'll be getting a very agreeable experience. There are four modes to select from: EV Now, for full EV power; EV Auto, which decides how to apportion the fuel sources; EV Later, which saves the battery for later and prioritises petrol power; and EV Charge, which will make the engine act like a generator to top up the battery. I wanted to see what the real-world EV driving experience is like, so I did what many tradies do – commuted on the motorway towards Sydney after a full recharge. I hit the EV mode selector, chose 'EV Now', and took off. As I said, I got 37km from a full charge – but the engine booted up when the powertrain was cold. Because I left in 6-degrees Celsius temperatures, the powertrain overruled my plan to run in full-EV mode firstly. Even so, I always planned to do 100km to see what happened, then another 100km to check the hybrid-drive fuel use. Those findings are in the section above. So, even when the powertrain was cold, it was smooth to transition between electric and petrol and back again, though there is a noticeable feeling of gear shifts as you drive, even fully electrically. Once the engine kicks into life there's not too much noise or vibration, which will be a pleasant reprieve for existing diesel Ranger owners. It is smooth, and it's also smart in the way it will dip in and out of EV mode in different situations. Like I said, almost one in four kilometres of my 'EV Auto' hybrid drive was electric, so that gives you an idea of the actual real-world experience of driving it with a depleted battery. There is regenerative braking as part of this powertrain too, which will help greatly in feeding some potentially lost kinetic energy back to the battery. But it has a negative impact on the driving experience, too, with a brake pedal action that can be hard to judge. Likewise, because of the perky electric motor response, driving in stop-start traffic can be a bit of a twitchy experience. So, like I said, the PHEV system is good, the ute is good, but it's just not the best Ranger to drive. To see how the Ford Ranger stacks up against its rivals, use our comparison tool The Ranger Stormtrak is almost like the PHEV version of the Platinum, but with a few differences. The most notable inclusion is the clever hidden roof rack system and sliding sailplane that allows you to turn your show pony ute into a Clydesdale workhorse, simply by sliding the 'bar' back and then you've got a functional rack system. ABOVE: Ranger XLS 2025 Ford Ranger XL equipment highlights: Ranger XLS: ABOVE: Ranger Sport Ranger XLT adds: Note: Acoustic windscreen doesn't feature on XLT and above. Ranger Sport adds: Ranger Wildtrak adds: ABOVE: Ranger Stormtrak Ranger Platinum adds (over Wildtrak): Ranger Stormtrak adds (over Wildtrak): Ranger Raptor adds (over Wildtrak): To see how the Ford Ranger stacks up against its rivals, use our comparison tool ANCAP has explicitly stated that the PHEV versions of the Ranger are not five-star rated (just like the petrol-powered Raptor). So, the 2022 maximum safety rating for diesel Rangers doesn't currently apply here. That may change if ANCAP assesses the PHEV, and I'm sure fleet customers will be hoping that's the case. 2025 Ford Ranger safety equipment highlights: Ranger XLS adds: Ranger XLT adds: Ranger Sport PHEV adds (over XLT PHEV): Ranger Wildtrak PHEV adds (over Sport PHEV): The optional Touring Pack adds a surround-view camera, while the Technology Pack adds a surround-view camera and pro trailer back-up assist for Sport PHEV only. To see how the Ford Ranger stacks up against its rivals, use our comparison tool If you can work within the parameters of this plug-in ute, it could be super cheap to run on the daily. If you don't exceed the battery range, it almost costs you nothing to run. And even if you have to use the petrol engine, it will still be pretty efficient, based on my findings. According to the brand's website, the other versions of the Ranger are capped at a maximum cost of $379 per visit for the first four visits, so the PHEVs cost $20 more per service. To see how the Ford Ranger stacks up against its rivals, use our comparison tool It is a lovely thing to drive – and there is no denying that it feels complete and resolved in ways that the cheaper Chinese options cannot match. There's also the towing capacity and off-road prowess to consider. But in other ways, the Ranger PHEV is a PHAIL, because it doesn't have enough EV driving range to be a handy commuter choice for tradies in the real world, and the charging rates for the small battery pack are dismal. I like the Ford Ranger a lot. But this is probably the least convincing version of this truck to date. CarExpert can save you thousands on a new Ford Ranger. Click here to get a great Explore the Ford Ranger showroom Content originally sourced from: Ranger Pros Ford Ranger Cons The Ford Ranger plug-in hybrid model range has arrived, and it has to be said – four variants of this petrol-electric dual-cab 4×4 ute is certainly quite generous. Sadly though, you'll have to be very generous with your budget to get into a Ranger PHEV, especially if you're considering a top-spec model. That's what we tested for this review – the flagship Stormtrak – and while we can see why you might be drawn to this plug-in pickup, the reality could prove harsh for this ute. It's not as cheap as its Chinese rivals (see below), but is that a surprise? Probably not. But it's also a pretty expensive ute more generally, this PHEV version of Australia's top-selling ute (and new vehicle overall). Ranger XL Ranger XLS Ranger XLT Ranger Sport ABOVE: Ranger Wildtrak Ranger Wildtrak Ranger Platinum Ranger Stormtrak Ranger Raptor Clearly, there's a price disadvantage compared to the two other PHEV utes on the market right now. There's good reason the BYD Shark 6 is selling insanely well at $58,900 plus on-roads, while the GWM Cannon Alpha PHEV range kicks off from just $57,490 drive-away. Obviously your specific requirements will dictate which will be the perfect fit for your needs. If towing and off-roading is a priority, the BYD mightn't be the best pick, but if you're using the vehicle as a lifestyle or dual-purpose truck, it's arguably impossible to beat. But seriously, I think the biggest competitor to the Ranger PHEV is the diesel V6 version, which is cheaper and, frankly, better. And you don't have to have the ute in Chill Grey (or bathroom blue, as my missus called it), with Agate Black being the other exterior paint choice. Both are no-cost options… And while I usually don't think colours could dictate purchases, I do happen to believe that not having a proper white option could be a mistake here. To see how the Ford Ranger stacks up against its rivals, use our comparison tool The interior of the Ranger Stormtrek has a distinct design with some Chill Grey highlights inside, but largely, it's not much different to other high-spec Rangers. That's a good thing, because it feels familiar and the Ranger still has one of the nicer interiors in the class when it comes to usability and practicality. There are buttons and dials for your air-con, volume and tuning, but you can also use on-screen menus if you wish. And there are nice inclusions such as pop-out cupholders near the vents, a highly configurable digital instrument cluster with heaps of info, and the portrait style 12.0-inch touchscreen media system with wireless smartphone mirroring tech, sat-nav, and much more. There are menus on the screen to allow you to set up charging timers and even precondition the cabin to be cool or warm for those challenging midweek mornings, and you can also use on-screen menus to adjust what's happening with the handy Pro Power Onboard vehicle-to-load sockets in the tub (each outputting up to 3.45kW). The screen can help you turn the ute into a giant petrol generator that will replenish the battery and keep things charged up, and beyond that there are menus aplenty to configure different components, plus a brilliant off-road view system with a forward-view camera to see what's ahead and where your tracks are heading (and that screen also allows you to trigger the electronic rear diff lock as well). All the main controls are where they should be, and the steering wheel has a number of learnable buttons – including a brilliant one that you tap twice to turn off the lane keeping system if you don't like that pushy feeling tech. Meanwhile, there is also good comfort and convenience, with cupholders between the seats, a reasonably large centre console bin, bottle holders in the doors, vanity mirrors with lights, and an overhead auxiliary switch bank, which could be great for adding accessories. In the second row there isn't an abundance of space, but it is roomy enough for a grown-up to sit behind a taller driver. At 182cm/6'0", I managed to slide in behind my own driving position, but my knees were brushing the seat ahead, although there is good headroom, foot room and shoulder space. The seat itself is comfy, with a decent level of recline to the backrest, and there are vents for those riding in the back too. Device charging is sorted with a couple of USBs and a powerpoint, and there are also map pockets, a pair of cupholders in a flipdown armrest, and bottle holders in the doors. One good thing for parents to pay attention to is the fitment of proper top-tether child seat anchors for the outboard seats – none of that "loop the harness through a loop into another loop and hope it's tight enough" business here. You can more easily get a safe and sturdy feeling attachment to the rear bulkhead of the vehicle, and there are ISOFIX points for the window seats, too. The rear seats also offer some extra storage below. The boot (if you can call the tub that) is pretty generous, but there are some things to point out. The roller cover does eat into headboard space, meaning big bulky items may be fouled and not fit. And the keener-eyed among you may have noticed that the tub depth is different for the PHEV models compared to the ICE versions – that's because of the battery placement, and there is a bit of a hump in the load area that might be a snag consideration for forklift load-ins. To see how the Ford Ranger stacks up against its rivals, use our comparison tool The PHEV model uses a detuned derivative of the Mustang's four-cylinder 2.3-litre turbo-petrol engine as the basis for the powertrain, teamed with a 75kW electric motor integrated into the 10-speed automatic transmission. All PHEV models have four-wheel drive, with the capability to run in 4A (four-wheel drive auto) on sealed surfaces, or 2H (rear-wheel drive high-range), 4H (four-wheel drive high-range) and 4L (four-wheel drive low-range). But there are some big considerations for customers when it comes to the electrified powertrain. The lack of high-speed DC charging means the 'fast-charge on the go' option isn't available. That could be an issue for fleets, in particular. Then there's the maximum AC charging rate of just 3.5kW, which is weak by industry standards but still more than many domestic power outlets offer. And while the battery's claimed EV driving range seems appropriate on paper at 49km, in reality I only managed to get 37km in a best-case scenario (the other time I tested it, I got 35km). Plus there's the fuel consumption claim of 2.9L/100km, which isn't realistic. Double it and you're close to what you will achieve if you start off with a full battery and deplete it, as I did on this test. In that instance for the first 100km, I saw a return of 5.6L/100km. That is impressive, no doubt, but it is going to be limited in its real-world application. Then I wanted to see what was realistic to expect once you continue on – as I like to say, the next 100km. And running it as a hybrid, leaving the ute to its own devices, I saw 8.0L/100km, which is close to the consumption and therefore range of an equivalent diesel Ranger – and that was including a displayed 24km of EV driving. So there is no doubt that the powertrain is clever in its power management strategy, and the ability to charge electrical devices will be handy for tradies and campers, but the sad reality for this ute is that it doesn't meet the market for electric driving range nearly as well as its rivals. To see how the Ford Ranger stacks up against its rivals, use our comparison tool This Ranger doesn't drive like other Rangers. That mightn't surprise you in terms of the powertrain, but what was unexpected (for me at least) was the way it drove more generally. The suspension tune has been recalibrated to deal with extra weight (and it is a heifer of a thing at 2695kg unladen), and it doesn't have the same sort of body composure or, ultimately, the same sort of comfort as a high-spec diesel Ranger. It feels its weight, and that bulk has an impact on the overall driving manners, but also the steering feels completely different. It has a different level of weighting and accuracy, and frankly it's not as good as the diesel Ranger is in terms of ease of parking, or enthusiastic direction changes. This might sound like I'm giving the Ranger PHEV a pasting, but the drive experience is still head and shoulders above most of the other utes in the segment. It's just that, in context of diesel Ranger variants (and, heaven forbid I forget the Raptor) the PHEV offers the least impressive overall drive experience in terms of handling, dynamics, steering and comfort. But again let me reiterate… it's still better than just about any other ute in the market. So what about the powertrain? It's refined. It's well mannered. It's pretty engaging. And it has heaps of grunt. And whether you're aiming to drive it purely as an EV as much as possible, or you know you'll be doing more hybrid driving than fully electric, you'll be getting a very agreeable experience. There are four modes to select from: EV Now, for full EV power; EV Auto, which decides how to apportion the fuel sources; EV Later, which saves the battery for later and prioritises petrol power; and EV Charge, which will make the engine act like a generator to top up the battery. I wanted to see what the real-world EV driving experience is like, so I did what many tradies do – commuted on the motorway towards Sydney after a full recharge. I hit the EV mode selector, chose 'EV Now', and took off. As I said, I got 37km from a full charge – but the engine booted up when the powertrain was cold. Because I left in 6-degrees Celsius temperatures, the powertrain overruled my plan to run in full-EV mode firstly. Even so, I always planned to do 100km to see what happened, then another 100km to check the hybrid-drive fuel use. Those findings are in the section above. So, even when the powertrain was cold, it was smooth to transition between electric and petrol and back again, though there is a noticeable feeling of gear shifts as you drive, even fully electrically. Once the engine kicks into life there's not too much noise or vibration, which will be a pleasant reprieve for existing diesel Ranger owners. It is smooth, and it's also smart in the way it will dip in and out of EV mode in different situations. Like I said, almost one in four kilometres of my 'EV Auto' hybrid drive was electric, so that gives you an idea of the actual real-world experience of driving it with a depleted battery. There is regenerative braking as part of this powertrain too, which will help greatly in feeding some potentially lost kinetic energy back to the battery. But it has a negative impact on the driving experience, too, with a brake pedal action that can be hard to judge. Likewise, because of the perky electric motor response, driving in stop-start traffic can be a bit of a twitchy experience. So, like I said, the PHEV system is good, the ute is good, but it's just not the best Ranger to drive. To see how the Ford Ranger stacks up against its rivals, use our comparison tool The Ranger Stormtrak is almost like the PHEV version of the Platinum, but with a few differences. The most notable inclusion is the clever hidden roof rack system and sliding sailplane that allows you to turn your show pony ute into a Clydesdale workhorse, simply by sliding the 'bar' back and then you've got a functional rack system. ABOVE: Ranger XLS 2025 Ford Ranger XL equipment highlights: Ranger XLS: ABOVE: Ranger Sport Ranger XLT adds: Note: Acoustic windscreen doesn't feature on XLT and above. Ranger Sport adds: Ranger Wildtrak adds: ABOVE: Ranger Stormtrak Ranger Platinum adds (over Wildtrak): Ranger Stormtrak adds (over Wildtrak): Ranger Raptor adds (over Wildtrak): To see how the Ford Ranger stacks up against its rivals, use our comparison tool ANCAP has explicitly stated that the PHEV versions of the Ranger are not five-star rated (just like the petrol-powered Raptor). So, the 2022 maximum safety rating for diesel Rangers doesn't currently apply here. That may change if ANCAP assesses the PHEV, and I'm sure fleet customers will be hoping that's the case. 2025 Ford Ranger safety equipment highlights: Ranger XLS adds: Ranger XLT adds: Ranger Sport PHEV adds (over XLT PHEV): Ranger Wildtrak PHEV adds (over Sport PHEV): The optional Touring Pack adds a surround-view camera, while the Technology Pack adds a surround-view camera and pro trailer back-up assist for Sport PHEV only. To see how the Ford Ranger stacks up against its rivals, use our comparison tool If you can work within the parameters of this plug-in ute, it could be super cheap to run on the daily. If you don't exceed the battery range, it almost costs you nothing to run. And even if you have to use the petrol engine, it will still be pretty efficient, based on my findings. According to the brand's website, the other versions of the Ranger are capped at a maximum cost of $379 per visit for the first four visits, so the PHEVs cost $20 more per service. To see how the Ford Ranger stacks up against its rivals, use our comparison tool It is a lovely thing to drive – and there is no denying that it feels complete and resolved in ways that the cheaper Chinese options cannot match. There's also the towing capacity and off-road prowess to consider. But in other ways, the Ranger PHEV is a PHAIL, because it doesn't have enough EV driving range to be a handy commuter choice for tradies in the real world, and the charging rates for the small battery pack are dismal. I like the Ford Ranger a lot. But this is probably the least convincing version of this truck to date. CarExpert can save you thousands on a new Ford Ranger. Click here to get a great Explore the Ford Ranger showroom Content originally sourced from: Ranger Pros Ford Ranger Cons The Ford Ranger plug-in hybrid model range has arrived, and it has to be said – four variants of this petrol-electric dual-cab 4×4 ute is certainly quite generous. Sadly though, you'll have to be very generous with your budget to get into a Ranger PHEV, especially if you're considering a top-spec model. That's what we tested for this review – the flagship Stormtrak – and while we can see why you might be drawn to this plug-in pickup, the reality could prove harsh for this ute. It's not as cheap as its Chinese rivals (see below), but is that a surprise? Probably not. But it's also a pretty expensive ute more generally, this PHEV version of Australia's top-selling ute (and new vehicle overall). Ranger XL Ranger XLS Ranger XLT Ranger Sport ABOVE: Ranger Wildtrak Ranger Wildtrak Ranger Platinum Ranger Stormtrak Ranger Raptor Clearly, there's a price disadvantage compared to the two other PHEV utes on the market right now. There's good reason the BYD Shark 6 is selling insanely well at $58,900 plus on-roads, while the GWM Cannon Alpha PHEV range kicks off from just $57,490 drive-away. Obviously your specific requirements will dictate which will be the perfect fit for your needs. If towing and off-roading is a priority, the BYD mightn't be the best pick, but if you're using the vehicle as a lifestyle or dual-purpose truck, it's arguably impossible to beat. But seriously, I think the biggest competitor to the Ranger PHEV is the diesel V6 version, which is cheaper and, frankly, better. And you don't have to have the ute in Chill Grey (or bathroom blue, as my missus called it), with Agate Black being the other exterior paint choice. Both are no-cost options… And while I usually don't think colours could dictate purchases, I do happen to believe that not having a proper white option could be a mistake here. To see how the Ford Ranger stacks up against its rivals, use our comparison tool The interior of the Ranger Stormtrek has a distinct design with some Chill Grey highlights inside, but largely, it's not much different to other high-spec Rangers. That's a good thing, because it feels familiar and the Ranger still has one of the nicer interiors in the class when it comes to usability and practicality. There are buttons and dials for your air-con, volume and tuning, but you can also use on-screen menus if you wish. And there are nice inclusions such as pop-out cupholders near the vents, a highly configurable digital instrument cluster with heaps of info, and the portrait style 12.0-inch touchscreen media system with wireless smartphone mirroring tech, sat-nav, and much more. There are menus on the screen to allow you to set up charging timers and even precondition the cabin to be cool or warm for those challenging midweek mornings, and you can also use on-screen menus to adjust what's happening with the handy Pro Power Onboard vehicle-to-load sockets in the tub (each outputting up to 3.45kW). The screen can help you turn the ute into a giant petrol generator that will replenish the battery and keep things charged up, and beyond that there are menus aplenty to configure different components, plus a brilliant off-road view system with a forward-view camera to see what's ahead and where your tracks are heading (and that screen also allows you to trigger the electronic rear diff lock as well). All the main controls are where they should be, and the steering wheel has a number of learnable buttons – including a brilliant one that you tap twice to turn off the lane keeping system if you don't like that pushy feeling tech. Meanwhile, there is also good comfort and convenience, with cupholders between the seats, a reasonably large centre console bin, bottle holders in the doors, vanity mirrors with lights, and an overhead auxiliary switch bank, which could be great for adding accessories. In the second row there isn't an abundance of space, but it is roomy enough for a grown-up to sit behind a taller driver. At 182cm/6'0", I managed to slide in behind my own driving position, but my knees were brushing the seat ahead, although there is good headroom, foot room and shoulder space. The seat itself is comfy, with a decent level of recline to the backrest, and there are vents for those riding in the back too. Device charging is sorted with a couple of USBs and a powerpoint, and there are also map pockets, a pair of cupholders in a flipdown armrest, and bottle holders in the doors. One good thing for parents to pay attention to is the fitment of proper top-tether child seat anchors for the outboard seats – none of that "loop the harness through a loop into another loop and hope it's tight enough" business here. You can more easily get a safe and sturdy feeling attachment to the rear bulkhead of the vehicle, and there are ISOFIX points for the window seats, too. The rear seats also offer some extra storage below. The boot (if you can call the tub that) is pretty generous, but there are some things to point out. The roller cover does eat into headboard space, meaning big bulky items may be fouled and not fit. And the keener-eyed among you may have noticed that the tub depth is different for the PHEV models compared to the ICE versions – that's because of the battery placement, and there is a bit of a hump in the load area that might be a snag consideration for forklift load-ins. To see how the Ford Ranger stacks up against its rivals, use our comparison tool The PHEV model uses a detuned derivative of the Mustang's four-cylinder 2.3-litre turbo-petrol engine as the basis for the powertrain, teamed with a 75kW electric motor integrated into the 10-speed automatic transmission. All PHEV models have four-wheel drive, with the capability to run in 4A (four-wheel drive auto) on sealed surfaces, or 2H (rear-wheel drive high-range), 4H (four-wheel drive high-range) and 4L (four-wheel drive low-range). But there are some big considerations for customers when it comes to the electrified powertrain. The lack of high-speed DC charging means the 'fast-charge on the go' option isn't available. That could be an issue for fleets, in particular. Then there's the maximum AC charging rate of just 3.5kW, which is weak by industry standards but still more than many domestic power outlets offer. And while the battery's claimed EV driving range seems appropriate on paper at 49km, in reality I only managed to get 37km in a best-case scenario (the other time I tested it, I got 35km). Plus there's the fuel consumption claim of 2.9L/100km, which isn't realistic. Double it and you're close to what you will achieve if you start off with a full battery and deplete it, as I did on this test. In that instance for the first 100km, I saw a return of 5.6L/100km. That is impressive, no doubt, but it is going to be limited in its real-world application. Then I wanted to see what was realistic to expect once you continue on – as I like to say, the next 100km. And running it as a hybrid, leaving the ute to its own devices, I saw 8.0L/100km, which is close to the consumption and therefore range of an equivalent diesel Ranger – and that was including a displayed 24km of EV driving. So there is no doubt that the powertrain is clever in its power management strategy, and the ability to charge electrical devices will be handy for tradies and campers, but the sad reality for this ute is that it doesn't meet the market for electric driving range nearly as well as its rivals. To see how the Ford Ranger stacks up against its rivals, use our comparison tool This Ranger doesn't drive like other Rangers. That mightn't surprise you in terms of the powertrain, but what was unexpected (for me at least) was the way it drove more generally. The suspension tune has been recalibrated to deal with extra weight (and it is a heifer of a thing at 2695kg unladen), and it doesn't have the same sort of body composure or, ultimately, the same sort of comfort as a high-spec diesel Ranger. It feels its weight, and that bulk has an impact on the overall driving manners, but also the steering feels completely different. It has a different level of weighting and accuracy, and frankly it's not as good as the diesel Ranger is in terms of ease of parking, or enthusiastic direction changes. This might sound like I'm giving the Ranger PHEV a pasting, but the drive experience is still head and shoulders above most of the other utes in the segment. It's just that, in context of diesel Ranger variants (and, heaven forbid I forget the Raptor) the PHEV offers the least impressive overall drive experience in terms of handling, dynamics, steering and comfort. But again let me reiterate… it's still better than just about any other ute in the market. So what about the powertrain? It's refined. It's well mannered. It's pretty engaging. And it has heaps of grunt. And whether you're aiming to drive it purely as an EV as much as possible, or you know you'll be doing more hybrid driving than fully electric, you'll be getting a very agreeable experience. There are four modes to select from: EV Now, for full EV power; EV Auto, which decides how to apportion the fuel sources; EV Later, which saves the battery for later and prioritises petrol power; and EV Charge, which will make the engine act like a generator to top up the battery. I wanted to see what the real-world EV driving experience is like, so I did what many tradies do – commuted on the motorway towards Sydney after a full recharge. I hit the EV mode selector, chose 'EV Now', and took off. As I said, I got 37km from a full charge – but the engine booted up when the powertrain was cold. Because I left in 6-degrees Celsius temperatures, the powertrain overruled my plan to run in full-EV mode firstly. Even so, I always planned to do 100km to see what happened, then another 100km to check the hybrid-drive fuel use. Those findings are in the section above. So, even when the powertrain was cold, it was smooth to transition between electric and petrol and back again, though there is a noticeable feeling of gear shifts as you drive, even fully electrically. Once the engine kicks into life there's not too much noise or vibration, which will be a pleasant reprieve for existing diesel Ranger owners. It is smooth, and it's also smart in the way it will dip in and out of EV mode in different situations. Like I said, almost one in four kilometres of my 'EV Auto' hybrid drive was electric, so that gives you an idea of the actual real-world experience of driving it with a depleted battery. There is regenerative braking as part of this powertrain too, which will help greatly in feeding some potentially lost kinetic energy back to the battery. But it has a negative impact on the driving experience, too, with a brake pedal action that can be hard to judge. Likewise, because of the perky electric motor response, driving in stop-start traffic can be a bit of a twitchy experience. So, like I said, the PHEV system is good, the ute is good, but it's just not the best Ranger to drive. To see how the Ford Ranger stacks up against its rivals, use our comparison tool The Ranger Stormtrak is almost like the PHEV version of the Platinum, but with a few differences. The most notable inclusion is the clever hidden roof rack system and sliding sailplane that allows you to turn your show pony ute into a Clydesdale workhorse, simply by sliding the 'bar' back and then you've got a functional rack system. ABOVE: Ranger XLS 2025 Ford Ranger XL equipment highlights: Ranger XLS: ABOVE: Ranger Sport Ranger XLT adds: Note: Acoustic windscreen doesn't feature on XLT and above. Ranger Sport adds: Ranger Wildtrak adds: ABOVE: Ranger Stormtrak Ranger Platinum adds (over Wildtrak): Ranger Stormtrak adds (over Wildtrak): Ranger Raptor adds (over Wildtrak): To see how the Ford Ranger stacks up against its rivals, use our comparison tool ANCAP has explicitly stated that the PHEV versions of the Ranger are not five-star rated (just like the petrol-powered Raptor). So, the 2022 maximum safety rating for diesel Rangers doesn't currently apply here. That may change if ANCAP assesses the PHEV, and I'm sure fleet customers will be hoping that's the case. 2025 Ford Ranger safety equipment highlights: Ranger XLS adds: Ranger XLT adds: Ranger Sport PHEV adds (over XLT PHEV): Ranger Wildtrak PHEV adds (over Sport PHEV): The optional Touring Pack adds a surround-view camera, while the Technology Pack adds a surround-view camera and pro trailer back-up assist for Sport PHEV only. To see how the Ford Ranger stacks up against its rivals, use our comparison tool If you can work within the parameters of this plug-in ute, it could be super cheap to run on the daily. If you don't exceed the battery range, it almost costs you nothing to run. And even if you have to use the petrol engine, it will still be pretty efficient, based on my findings. According to the brand's website, the other versions of the Ranger are capped at a maximum cost of $379 per visit for the first four visits, so the PHEVs cost $20 more per service. To see how the Ford Ranger stacks up against its rivals, use our comparison tool It is a lovely thing to drive – and there is no denying that it feels complete and resolved in ways that the cheaper Chinese options cannot match. There's also the towing capacity and off-road prowess to consider. But in other ways, the Ranger PHEV is a PHAIL, because it doesn't have enough EV driving range to be a handy commuter choice for tradies in the real world, and the charging rates for the small battery pack are dismal. I like the Ford Ranger a lot. But this is probably the least convincing version of this truck to date. CarExpert can save you thousands on a new Ford Ranger. Click here to get a great Explore the Ford Ranger showroom Content originally sourced from:
Auto Express
19-06-2025
- Automotive
- Auto Express
New Ford Ranger PHEV 2025 review: plug-in pick-up sets the standard
The Ford Ranger PHEV manages to deliver lower emissions that will benefit business users while still offering all of the cargo carrying and towing capability that the standard diesel model can offer. For that reason alone the PHEV will be a top choice with buyers, while the Stormtrak trim has some added visual appeal that will draw more customers in. Advertisement - Article continues below As it stands, there's not much wrong with the Ford Ranger, but changes in legislation mean that this big-selling machine is in need of a revamp to help it keep pace with buyer demands. Emissions are now an important factor when it comes to business taxation, and the arrival of the new Ranger PHEV will be the perfect double-cab pick-up for those keen to keep their contributions to the taxman as low as possible. From the outside, not a lot looks different, although the new Stormtrak trim is exclusive to the PHEV model (it also comes in XLT and Wildtrak trims), Chill Grey is a cool blue hue that's unique to the Stormtrak (black is also offered), while there are unique wheel designs to mark the petrol-electric model out. The Stormtrak also has the option of a sliding sports bar that allows racks to be attached above the cargo bed, while Ford's Pro Power system allows users to connect any device with a three-pin plug to the truck's drive battery - which could come in handy for anybody wanting to take the Ranger off grid and out into the wilds. Skip advert Advertisement - Article continues below View Corsa View X3 View I-PACE The other visual clue to the alternative powertrain is the fact there are two filler flaps on the nearside rear wing. One (the one with a lightning bolt set into it) pops open to reveal the charging port for the drive battery, while the other flap ahead of it is the fuel filler, which is released with the push of a button on the dashboard. Advertisement - Article continues below These are used to refill an 11.8kWh battery and a 70-litre fuel tank respectively, with the latter supplying petrol to a 2.3-litre turbocharged four-cylinder that we've seen previously in the UK in the Ford Focus RS/ST and Mustang. The set-up in the Ranger PHEV makes 277bhp and 697Nm of torque, so the plug-in model is second only to the petrol Ranger Raptor for power, while Ford's familiar 10-speed automatic gearbox is fitted as standard. There's a 0-62mph time of 9.2 seconds, while the Ranger PHEV also boasts a towing weight of 3.5 tonnes and a payload of more than a tonne, so there are no compromises there when compared with the diesel versions. One area where there is a bit of compromise is with the load bed, because there is a subtle rise in the floor that is designed to help accommodate the drive battery. That means cargo volume isn't quite a match for the diesel Ranger, but it's not far behind. Skip advert Advertisement - Article continues below This might be a small enough price to pay for business users looking to cut their outgoings. Previously, double cab pick-up trucks faced a flat rate of Benefit-in-Kind taxation (currently set at £3,960pa for vans weighing less than 3.5 tonnes), but now the rates are calculated based upon emissions. Seeing as diesel double cab pick-ups are quite heavy polluters, that places them in the top emissions-based category for BiK at 37 per cent. For top-rate earners, that means tax bills in the region of £7,000 for a diesel Ranger Wildtrak, but the 71g/km emissions of the PHEV mean costs are slashed to £4,600 a year. So that's the reason for introducing the Ranger PHEV, but what's it like to drive? In brief, pretty much like any other automatic Ranger. The combination of electric motor and petrol engine is good, with the former delivering instant responses while the engine gets up to speed, and the petrol engine is reasonably hushed and distant when it does cut in. The powertrain is decent, with no real shunt between drive sources, and the brakes are positive, too, with plenty of stopping power. Advertisement - Article continues below In corners the Ranger gives the game away in terms of weight, but while there's some body roll, it's no worse here in the heavier PHEV than in the standard car. The ride is pretty compliant, too, although the slow steering and a slightly bouncy edge at higher speeds means the Ranger could be a bit more comfortable, but then it's no worse than a lot of supposedly family-friendly SUVs. Skip advert Advertisement - Article continues below The usual suite of drive modes is selectable via the push-button controls down behind the drive selector, including an EV button that allows you to either drive the PHEV in standard hybrid mode – switching between power sources as the electronics see fit – switch to silent EV running, save the charge for later or recharge the battery using the engine while on the move. We wouldn't say the latter is particularly economical, but can give you some extra charge if you need it. We tried the Ranger PHEV off-road, where it proved to be just as adept as the standard model. That means the long-wheelbase struggles a little with a series of ruts that can see the side steps scrape the ground, but otherwise the Ranger is surprisingly capable. There's something eerie about driving an electric 4x4 in virtual silence, only hearing the surrounding countryside crack and scrunch as you drive through. The Ranger's standard-fit high range 4WD and rear diff lock can function while in EV mode, but low-range sees the engine cut in to assist at all times. Either way, the only other limiting factor might be the petrol engine's exhaust, which points down to the ground behind the rear axle, and looks low enough that it might scrape when exiting a particularly steep transition. Model: Ford Ranger 2.3 EcoBoost PHEV Stormtrak Price: £49,800 ( On sale: Now Powertrain: 2.3-litre turbo petrol PHEV Power/torque: 277bhp/697Nm Transmission: 10-speed automatic, four-wheel drive 0-62mph: 9.2 seconds Top speed: TBC EV range: 25.5 miles Economy/CO2: 94.2mpg/71g/km Size (L/W/H): 5,370/2,015/1,878mm New Volvo EM90 2025 review: the ultimate SUV killer New Volvo EM90 2025 review: the ultimate SUV killer Volvo has made an ultra-luxurious van. Intrigued? You should be, but sadly it's for China only Smart Roadster could return as an electric Mazda MX-5 rival Smart Roadster could return as an electric Mazda MX-5 rival The Smart Roadster could be set for a comeback and our exclusive image previews how it could look New Audi Q3 reinvents the indicator stalk, but there's a whole lot more too New Audi Q3 reinvents the indicator stalk, but there's a whole lot more too Audi's not taking any risks with its all-new Q3; watch it sell like crazy
The Citizen
26-04-2025
- Automotive
- The Citizen
Even without a fancy badge, Ford Ranger XLT is a lot of bakkie
Single turbo diesel mill and six-speed auto box powertrain delivers great fuel economy. Keeping up with Ford Ranger badges is a bit like keeping up with the Jones'. Over the last five years or so, our long-term fleet saw the likes of the Ford Ranger Wildtrak, Thunder, Raptor, Stormtrak, Wildtrak X, Tremor, Platinum and Stormtrak. The Silverton-assembled Wolftrak would have probably been on that list was it not only for export markets. Ford Ranger XLT a familiar face It was a bit like putting on an old but comfortable pair of shoes when The Citizen Motoring's latest long-term Ford Ranger arrived in XLT guise. Despite the impressive list of mentioned model names, the XL and XLT grading system goes back many years on Ford products. This scribe owning a Ford Bantam XL more than 20 years ago. The XLT is one cut above the entry-level XL bakkies in the Ranger food chain. Our tester is a double cab 4×2 which is only offered in automatic transmission at R681 500. While it is bereft of fancy factory-fitted trim like sports bar, roof rails, side steps, steel roller shutter and pretty stickers, it does at least have a towbar and aftermarket tonneau cover. The loadbox is covered with spray-in loadbin-liner. ALSO READ: Can this Ford Ranger give the Toyota Hilux a Tremor or two? The exterior importance of the addition of the T to the XL means that this Ford Ranger comes standard with the auto C-clamp shaped LED headlights. The headlamps on the XL consist of blocks of very yellowish halogen lights which are not a patch on the commanding look created by the C-clamp LEDs. The Ford Ranger XLT's 17 inch rims are wrapped in chunky rubberware. Picture: Charl Bosch Chunky tyres The standard 17 inch alloy wheels are also clad in chunky 255/70 R16 rubberware. This make the alloys virtually pothole and pavement-scratch proof, something some of the lower profile fancier tyres and rims can't attest to. Inside, the XLT is fairly humble compared to its shinier siblings. There is no leather apart from the gear lever and no fancy finishes. Yet it doesn't bother us one little bit. It comes with a 10.1 inch portrait-style infotainment system and 8 inch fully digital instrument cluster, which makes a huge difference. Not that long ago tech like this didn't even feature in the top bakkies, nevermind in Plain Janes. Lots of tech The SYNC4A infotainment system features wireless Apple CarPlay and Android Auto as well as FordPass Connect via embedded modem. It also features keyless entry and remote start, six-way manual driver's seat adjustment, reach and rake steering wheel adjustment, rain-sensing wipers, wireless charger and USB Type-A and Type-C ports in the front and rear and rear seat air vents. Safety features come in the form of seven airbags, traction control, dynamic stability control, pre-collision braking, cruise control, blind-spot monitoring with trailer coverage, cross traffic alert, lane-keeping assist and hill-descent control. The Ford Ranger XLT also comes with front and rear parking sensors and reverse camera. ALSO READ: Isuzu D-Max X-Rider loses out to Ford Ranger, Toyota Hilux Superb single turbo One of the bakkie's best features in our opinion is its 2.0 litre single turbodiesel engine. It makes 125kW of power and 405Nm of torque which is sent to the rear wheels via a six-speed auto box. The single turbo has been very much underappreciated ever since it was introduced alongside its 2.0 litre biturbo sibling on the previous generation Ford Ranger. While it looks much less than the biturbo's 154kW/500Nm on paper, it is anything but a slouch as our tests against the clock have proven over the years. And yet the best of the mill is its fuel consumption. We have struggled to get the new bi-turbo under 11L/100km and the 3.0 litre V6 models under 13L/100km. Yet the single turbo mill hardly threatens double figures. The cabin is bereft of top-end creature comforts, but still very comfortable. Picture: Charl Bosch Over the first 1 600km of its stay with us, the Ford Ranger XLT achieved 8.9L/100km. And to be fair, that included a lot of stop/start city traffic. We are sure that with more open road driving, we can get close to Ford's claim of 7.5L/100km. Ford Ranger XLT a plush ride We'll even predict that it can achieve a 'from Joburg to Cape Town on one tank' challenge. It does come with an 80 -litre fuel tank after all. There is the added benefit of an Eco driving mode, which is available alongside Normal, Tow and Slippery. If we do undertake a ride like that, it is guaranteed to be a comfortable one. The Ford Ranger has raised the bar in ride quality. The XLT is no different, albeit not having any of the fancier dampers of its pricier siblings. It is an honest bakkie which versatility allows it to be anything from a rugged worker to a city clicker. We look forward to spending some more time with it.
