Overview

IF IT looks like a duck, swims like a duck, and quacks like a duck, then it probably is a duck… It’s that kind of abductive reasoning we can just as easily apply to Ford’s new Ranger plug-in hybrid electric vehicle, or PHEV for short.

It looks like a Ranger, drives like a Ranger, and very near sounds like a Ranger – unless of course it’s operating solely on electric power.

Available this month and priced from $71,990 plus on-road costs, the Ranger PHEV is up to $10,350 dearer than its bi-turbo diesel counterpart. It is offered in four trim variants – XLT, Sport, Wildtrak, and limited-edition Stormtrak – each powered by the combination of Ford’s turbocharged 2.3-litre four-cylinder petrol engine and 75kW electric motor, fed by an 11.8kWh (net) battery.

Ford quotes a combined system output figure of 207kW/697Nm and combined cycle fuel use of 2.9 litres per 100km.

The pairing is channelled to all four wheels via a new Modular Hybrid Transmission (MHT) with the electric motor integrated between the engine and 10-speed automatic transmission.

It offers a range of driving modes typical of such arrangements, including the rather self-explanatory Auto, EV Now, EV Later and EV Charge. Regenerative braking is part and parcel of the combination, accessed by releasing the throttle or engaging the brake.

The 2025 Ford Ranger PHEV can haul up to 973kg of payload (180kg more than any other PHEV ute currently available in the Australian market) and can tow up to 3500kg (braked). Gross Combined Mass (GCM) for Ranger PHEV is listed at 6580kg.

Adding to the pragmatism of the Ranger PHEV is Ford’s Pro Power Onboard system, offering a single 10-amp, 2.3kW socket in the cabin, and twin 15-amp, 3.45kW sockets in the tray. Ford says the system can provide “hours of energy to worksite equipment, campsites, or even a caravan”, delivering up to 6.9kW of total system power.

Across the grade walk we find standard inclusions for the XLT as follows: halogen headlights, fog lights and DRLs, LED tail-lights and rear fog lights, black grille and side steps, active grille shutter, steel underbody protection, front tow hook, 17-inch alloy wheels with inflation kit spare (spare wheel a no-cost option), and all-season tyres.

The tray bed is finished with a drop-in liner, tailgate assist, protective capping, inner tie down points, illumination and rear step, while the cabin features carpeted flooring (vinyl flooring optional), driver and passenger floor mats, dual-zone climate control, and an acoustic laminated windscreen.

Cloth upholstery is offered as standard in addition to manually adjustable front seats, perimeter alarm, and keyless entry and ignition. These features are joined by a 12.0-inch infotainment array with AM/FM/DAB+ radio reception, wireless Apple CarPlay and Android Auto connectivity and six-speaker sound.

On the driver assistance side, we find adaptive cruise control, autonomous emergency braking, blind spot monitoring with cross-traffic alert and trailer coverage, evasive steer assist, lane keeping assist, reverse brake assist, front and rear parking sensors, reversing camera, and tyre pressure monitoring system.

Incremental to those features found on the XLT we find the Ranger PHEV Sport (from $75,990 + ORC) with LED frontal lighting, Zone and puddle lighting, dark accented grille and exterior garnishing, sports bar, and dual front tow hooks.

The Sport further offers 18-inch alloy wheels with a choice of all-season or all-terrain tyres, pull-out cup holders, wireless phone charging, rear privacy glass, leather-accented upholstery, eight-way powered driver seat, heated front seats, volumetric and inclination alarm system, ACC Stop & Go functionality, lane centring, and traffic sign recognition.

Ranger PHEV Wildtrak (from $79,990 + ORC) adds Matrix LED headlights with auto-levelling and dynamic bending functionality, auto high beam, Tough Mesh style grille, tray bed sail plane, roof rails, unique 18-inch alloy wheels, aluminium tie-down rails, and a powered roller shutter.

The cabin is enhanced by LED ambient lighting, rear floor mats, a 10-speaker B&O premium audio system, powered passenger seat, leather upholstery, 360-degree camera system, and Pro Trailer back-up assist.

Finally, the limited-edition Stormtrak (from $86,990 + ORC) offers a unique paint colour dubbed Chill Grey, gloss black exterior highlights, R-A-N-G-E-R bonnet lettering, Stormtrak badging and side decals, bespoke 18-inch wheels with full-size spare, as well as flexible load rack and cargo management systems.

Inside, the variant adds Chill Grey and gloss black garnishing, Stormtrak upholstery with Chill Grey accents, and overhead auxiliary switches.

Across the range, prestige paint options (+$700) include Iconic Silver, Carbonised Grey, Lucid Red, Blue Lightning, Agate Black, Cyber Orange (only available on Wildtrak), and Chill Grey (only available on Stormtrak).

Frozen White is available as standard. Prestige Paint is a No Cost Option for the Stormtrak, which is only available in either Agate Black or Chill Grey.

Other options include a full-size spare wheel ($NCO), 18-inch wheels with all-terrain tyres (+$700), flexible rack system (+$2800), vinyl cabin flooring ($100, XLT only), lift and slide canopy (+$4500), and a commercial canopy in black or white (+$4700).

Bundled option packages include Ford’s Technology Pack with Pro Trailer back-up assist and 360-degree camera (+$950) and Adventure Pack with overhead auxiliary switch bank, and cargo management system (+$500).

While the Ranger PHEV has not been issued with its own ANCAP safety rating, it is noted that the Ranger line-up has achieved an exceptional crash test rating in the past – one we can’t image not being applied to the electrified model range.

Ford offers its entire Ranger line-up with a five-year/unlimited-kilometre warranty (including for commercially operated vehicles) and capped-price servicing for six years or 105,000km (whichever comes first). Service activated roadside assistance is included for seven years, while service intervals are pegged at 12 months or 15,000km (whichever comes first).

Driving Impressions

The Ranger PHEV might seem like a good idea for trade and commercial buyers keen to tap into the vehicle’s Pro Power (V2L) capabilities to charge and power tools on the job site. But with Ford requiring the ignition to be ‘ON’, and disallowing the fitment of an aftermarket tray or service body, the practicalities of the model range will be somewhat more limited than they first appear.

That rather large sticking point aside, the Ranger PHEV is a curious alternative to its diesel-powered siblings, offering strong output figures, and solid on-paper economy figures. That said, we are quick to note that these figures pail against rivals from BYD and GWM – which also arrive with a considerably lighter price tag thrown into the deal…

So, what does the Ranger PHEV have going for it when taking this in mind?

For starters, it is the most capable contender of the three, offering greater payload, equal greatest towing capacity (with the GWM Cannon Alpha PHEV), and the best off-road capabilities of the lot. Yes, the slightly electric Ranger is as capable off the beaten track as the diesel-powered line-up, with only the full-on Raptor variant likely to show it up away from the black top.

Look more closely, though and there are subtle differences. Despite offering a generous payload capacity, the load bed is 31mm shallower than the diesel range. There’s also no Rock mode as part of the four-wheel drive system, and EV mode is limited to on-road use, the more hardcore settings saved for combined petrol-electric operation alone.

But… it can still accelerate smartly, steer sweetly, and ride comfortably – meaning it’s just as Ranger as any other Ranger in the Ranger range, if you catch our meaning.

Again, though, there are differences.

Acceleration from standstill is brisker than the bi-turbo four-cylinder diesel Ranger and to this tester faster too than the V6 diesel powered grades. Our seat-of-the-pants feel is that it might almost out-pace a Raptor in the dash from the traffic lights, something we’d be keen to undertake given the opportunity.

Of course, it does this with entirely different aural feedback to the cri de coeur of its all-ICE brethren, switching as needed from electric to petrol power with a soundtrack more reminiscent of a four-cylinder Mustang than a workaday hay hauler.

Hill climbing, too, sees the 2.3-litre EcoBoost make its presence known, though not to any great alarm. While it’s obvious the petrol engine is working away, the 10-speed auto and electrical assistance help keep the volume to a minimum, the only interruption to the otherwise hushed cabin stemming from the roof rails overhead.

We hitched the Ranger PHEV to a 2400kg mini excavator and its trailer for a short, flat-ground lap around the Werribee market gardens finding sufficient grunt for the task at hand. Though tested only in a dictated 80km/h setting, the petrol-electric driveline proved competent enough, employing far more petrol power than before in keeping car and trailer moving.

Our short test loop returned an indicated 14.5 litres per 100km of fuel use, a figure we estimate would be pretty much on par with the bi-turbo diesel in a similar scenario.

With the trailer off the hitch, the Ranger PHEV’s fuel use settled back to around the 8.5-litre mark when electrical energy was depleted. Charging at freeway speeds seemed to take some time, the driveline at its sharpest – and most economical – when operating with the battery pack fully charged.

As advertised, and on test, the Ranger PHEV came exceptionally close to achieving its 49km all-electric range claim (we saw 46km). It’s a number that shows Ford is genuine in quoting its Ranger PHEV stats to the public, but one that falls a long way short of the model’s nearest rivals – which are also significantly cheaper, generously equipped, faster, and cheaper to run.

And it’s this point that may be the Ranger PHEV’s downfall...

As much as it looks, swims, and quacks like any other Ranger duck on the pond, it isn’t without its limitations, especially when it comes to showroom and hip-pocket appeal.

While the strong-selling Ranger might have momentum and popularity on its side, savvy ute buyers will be quick to note the differences that work in favour of Chinese-made utes come purchase time – and we’ll be very keen to see just how well the Ranger PHEV stacks up in the minds of buyers in the months and years ahead.