For the first time, Australia’s best-selling new vehicle features the option of an electrified powertrain. However, the arrival of the 2025 Ford Ranger PHEV perhaps isn’t quite as groundbreaking as that initial claim makes it sound.
This isn’t the first plug-in hybrid ute to grace Aussie roads, with the BYD Shark 6 first arriving in 2024, followed by the GWM Cannon Alpha PHEV earlier this year. The Chinese duo are cheaper and have more electric driving range, too.
What the Ranger PHEV does have, though, is the pedigree of Australian development and engineering, and Ford’s 100-year presence and connection to this country. It’s perhaps no wonder that this Aussie-flavoured ute it topped the sales charts in 2023 and 2024.
As representatives of Ford explained to Exhaust Notes Australia ahead of our first drive, this is a sign that the brand is “doubling down” on offering electrification and future-proofing its product portfolio.
Four plug-in hybrid Ranger variants are available at launch, each billed as an ‘MY25.75’ model given the Q3 launch. The XLT opens the range at $71,990, the Sport steps up to $75,990, ahead of the ever-popular Wildtrak at $79,990.
A special launch edition Stormtrak tops out at $86,990 with all prices excluding on-road costs. To put this important new variant to the test, we spent two days off road in Victoria’s Lerderderg State Park.
We also tackled a variety of surfaces at the Australian Automotive Research Centre south of Geelong. Most of our time was spent in the range-topper, although there were some chances to also sample the Sport and Wildtrak variants.
Beyond the Stormtrak’s ‘Chill Grey’ highlights and optional hero colour, you’ll need to be a real trainspotter to pick the difference between the Ranger’s diesel and PHEV variants, with the main giveaway the unique wheel designs.
The additional charge port flap on the left side of the tray will also let you know, but there’s nothing that screams hybrid about this thing, so there’s no need to be a paid-up Greenpeace member to rock one of these.
One subtle tweak though – the tray is slightly longer inside, but its base sits higher due to the electric gubbins underneath. There’s a Pro Power Onboard system in the tray which uses hybrid battery power for two 3.45kW three-pin outlets for running tools or a caravan.
Do note that this system – plus the charge port – means you’ll need to stick with the factory tub. The fact these changes are subtle and there’s no ‘look at me’ badging is also a good thing, given the Ranger’s reputation.
The T6.2 platform it sits on was designed and engineered right there in Melbourne, yet this is every bit a global product. Unlike diesel variants which are built in Thailand, the PHEV is built in South Africa.
It’s just as focused on the European market as it is ours, with Australia the second market to receive it. Ford was at pains to point out, however, that the Ranger PHEV has been calibrated across the Australian and European markets.
This vehicle’s creation and specification was heavily data-driven, meaning none of the Ranger’s capability has been lost. Using ‘connected vehicle data’ from over 10,000 Ford Rangers covering over five million Australian journeys revealed a number of key things.
That included retaining the Ranger’s full-time 4WD system, locking rear differential, and 800mm wading depth would be necessary. 45 per cent of those drivers used ‘4H’ and the same percentage engaged the diff lock, while 80 per cent used their vehicles to tow.
What stands out, however, is a low electric-only range claim of just 49km (on the optimistic NEDC cycle) from its 11.8kWh usable battery. This is based off global data from 11.3 million journeys showing an average daily driving distance of 40km or less.
That’s about as much as you can expect from it in reality. What the Ranger PHEV does pack, however, is plenty of punch. Featuring a 2.3-litre ‘EcoBoost’ turbocharged four-cylinder petrol engine and a 75kW electric motor, it delivers maximum outputs of 207kW.
Torque is an impressive 697Nm – a higher figure than even the F-150. It’s backed by a hybrid-specific version of the familiar 10-speed automatic, with the electric motor located between the engine and transmission.
There’s no denying that there’s plenty of kick there when you put your foot down, with its endless torque feeling quite addictive. Progress also feels very smooth as the electric motor fills any torque gaps left either side of the turbocharger’s boost peak.
While I’ve found the 10-speed can sometimes feel overly busy in other Ranger variants given its short ratios, it felt smoother than ever here. Even more impressive is just how much the electric motor can offer on its own.
At AARC, we were able to drive up gravel inclines as steep as a 50 per cent gradient and concrete inclines as steep as 60 per cent, purely on electric power alone in its dedicated ‘EV Now’ mode, with 4H and the diff lock engaged.
Across all other off road surfaces, in both 4H and 4L, the standard Ranger’s proven capability was retained. We were particularly impressed just how well calibrated and intuitive its traction control felt when driving through a particularly boggy mud pit.
On the road, its handling felt just as smooth and predictable as ever, although the ride did feel slightly more jittery, perhaps due to the weight of the hybrid system. Mind you, it’s still smooth and wasn’t at all tiresome during long stints of highway driving.
Ford claims combined fuel consumption of 2.9-litres/100km from the Ranger PHEV, which seemed somewhat achievable during typical daily driving duties. We only had a short stint of urban driving during which to test this though.
Most of our time was spent off road or on the highway, where it sat around the 8.5-litres/100km mark. Charging the battery takes just under seven hours – effectively overnight – using a 2.3kW three-pin charger, or four hours at the maximum 3.5kW rate.
Ford told media at the launch that it didn’t see DC fast charging as a necessity for a plug-in hybrid. There is an ‘EV Charge’ mode to top the battery back up while on the move using the engine’s power – which supposedly takes around two hours.
The downside is it will cause fuel consumption to skyrocket. An ‘EV Save’ mode will also allow you to simply rely on the petrol engine during longer highway drives. Ford aren’t prepared to speculate on the sales split between ICE and PHEV models either.
We pressed them, without success. Likewise, they had no comment on the split between personal and fleet buyers. We were told that there is desire from fleet customers for the Ranger PHEV though.
And just in case you’re wondering, we were told demand isn’t as strong for this powertrain to be fitted to the Everest. The Ranger PHEV certainly delivers when it comes to performance and capability, but there are two big stumbling blocks for it.
There’s no denying that the plug-in hybrid rivals from BYD and GWM are cheaper and offer more electric range. The premium you pay over the equivalent V6 diesel models is also noticeable, if admittedly not unreasonable, all things considered.
Emissions-conscious fleet buyers, those with a 20km-or-less daily commute but weekend aspirations, or those looking for a simpler solution to carrying around a generator for their caravan or tools will likely find great appeal in the Ranger PHEV.
Potential NVES hurdles may well be future-proofed by this model, too. You can find out more on the Ford Australia website, or by talking to your local dealership. To get a low rate finance quote, talk to Australia’s best reviewed car finance broker; Credit One.
To see a great range of vehicles for sale, check out OnlyCars.com.au.
Our test vehicles were provided by Ford Australia as part of a two-day media launch event.
