New Ford Transit Custom: The $63k van that rivals popular utes
No self-respecting British tradie would be seen dead in a ute.
What a Pommy geezer needs is a Ford Transit van. Preferably in white and on steel wheels – hazard lights working overtime as it's slung up a kerb, blocking traffic for 'just a minute, mate!'
While Aussies buy utes, pick-ups or American trucks for work and lifestyle, the Brits' relationship with the mighty Transit goes back to 1965.
Aussies buy roughly ten times more utes than vans, but it's vice-versa in the UK.
As a kid growing up in England, Transits were an integral part of daily life.
2025 Ford Transit. Picture: Supplied
MORE: Why 'dumb ute' incentives don't make sense
Ambos and posties had them, a rusty 1976 example was our school sport bus, and a police Transit would sit outside the local pub at closing time.
Transits remain the patriotic choice of UK delivery drivers, market traders, removalists, fruit 'n veg sellers and dodgy Del Boys literally selling out the back of a van. 'Thieves chariot' is common slang for Transit.
As part of my birthright, it was my duty to test the new-generation Transit on Aussie soil.
Ford facilitated me being White Van Man for a week, furnishing me with a Transit Custom Trend LWB (long wheelbase). At around $63,000 drive-away, it's the cheapest available bar a 367mm-shorter SWB at a grand less.
2025 Ford Transit. Picture: Supplied
It's a lot of coin in the 'one-tonne' medium van segment. Rivals include the Hyundai Staria Load (from $46,740), LDV G10+ (from $37,884) Toyota HiAce (from $48,886) and Renault Trafic (from $49,490).
But look to van tests here and overseas, and it's the pricey Ford scooping awards.
On first drive, it's apparent why.
A 'car-like driving experience' is a cliche for any commercial vehicle, but the Transit really is an easy, composed and comfortable thing to live with. Piloting one isn't a huge departure from a large SUV.
There are all your driver aids, adaptive cruise control, a small digital driver display, giant 13-inch landscape infotainment, wireless CarPlay/Android Auto, wireless phone charger, sat nav and 5G modem. Two of its three bench seats are heated.
There's fancy independent rear suspension helping ride quality and handling, and unladen or with almost a tonne in the back, the Transit absorbs bumps well and corners safely.
And proves incomparably useful. My daughter got a (pre-assembled) bunk bed, we bought a new Queen mattress ($70 delivery fee saved), and for tradition's sake, we even transported an old piano. Damn, they're heavy.
2025 Ford Transit. Picture: Supplied
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The Transit's easier to load than a ute with its kerbside sliding door and mighty wide opening rear barn doors. And the cargo stays dry, protected and locked under the metal roof.
But I hear you, Ford Ranger faithfuls, a Transit won't off-road or tow a 3-tonne caravan. Even so, there's 2500kg towing and 1223kg payload capacity.
Its 2.0-litre turbo-diesel offers only 125kW, so it runs out of puff quite quickly, but its chunky 390Nm makes it rapid off the mark in town, where these Fords are at their best.
We retuned an impressive 6.9L/100km over 630km of delivery jobs.
Bar a few stutters, its eight-speed auto's a smoothie. The turning circle's adequate at 12.8 metres, but this LWB is 5450mm long, so parking's a hassle. But nobody seems to mind you abandoning a Transit up a footpath …
Van traits remain. You sit very high almost over the front wheels; scratchy cabin plastics feel a long way from a $60k vehicle, and seat cloth is rather workmanlike.
2025 Ford Transit. Picture: Supplied
In this entry-level spec you must adjust seats manually and wheels are titchy 16-inch steelies.
I also found its giant 6.8 square metres load area too spartan. The walls have soft cladding and there are eight tie-down floor points, but nothing to secure loads up high.
Insulated ceiling wiring looked too exposed, and I had to towel-wrap the tethered car jack to stop it damaging my cargo.
Rear visibility's poor through the rear cabin glass, and at night the giant screen reflects on it, making things worse. A digital rearview mirror showing the (excellent) rear camera view would solve this.
2025 Ford Transit. Picture: Supplied
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Positively, Transit choice is lengthy. There's also a full size van; a 12-seater bus; cab chassis; five-seat double cab Transit Custom; a Sport grade and all-wheel-drive Trail grade. Greenies can ditch the diesel and go plug-in or full EV.
Are these big white boxes as sexy as your tricked up dual-cab ute? Of course they're not.
But you'd be fool to underestimate the versatility of a Ford Transit. They securely haul a lot more stuff and the drive experience is rather lovely.
And there's nothing quite like leaning out the window, putting on your best London accent and shouting: 'Get out that way, ya Muppet!' to fellow road users.
Originally published as 2025 Ford Transit review
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We take on Iceland in the Ford Ranger PHEV
If you can survive in Iceland, you can survive anywhere. That applies to people… and cars. So, what better place to launch a go-anywhere dual-cab ute? That's exactly how Ford saw it, as the American manufacturer invited us to fly all the way from Melbourne to Reykjavik, Iceland to experience the new Ranger PHEV. Sold alongside regular diesel versions of the Ranger in Australia, the PHEV makes all the same promises of unrivalled towing capacity, off-road capability and liveability. That's right, Ford says it'll 'still do ute things'. It'll also do plug-in hybrid things, like drive solely on electric power, offer exportable electricity, and consume less fuel than your standard dual-cab. The extent to which it can do those things (particularly the EV thing) is limited, however, by a relatively small 11.8kWh (usable) lithium-ion drive battery. But it can still do ute things! Which brings us back to Iceland, and the day-long drive curated to demonstrate the PHEV's prowess, both on- and off-road. Our starting point was the capital city of Reykjavik, home to a population of roughly 140,000 people. For context, that's less than you'll find in Geelong, Cairns or Newcastle. In other words, it's more of a sleepy coastal town than a sprawling metropolis. Still, it feels positively bustling compared to what lies outside the city limits. The first leg of our drive involved a northbound highway stint on Route 1, the main national road that circles the entire island, and it quickly became clear that Iceland is made up of barely-touched wilderness broken up by small towns, none of which have names that can easily be pronounced by Aussies like you or me. Traffic was minimal and the highway relatively straight, so our attention quickly turned to the Ranger and its new party tricks. Among those is the battery and electric motor pairing, which allow for both hybrid and EV driving. Ford claims that the Ranger PHEV can travel up to 49km on electric power alone. We tested that and fell well short, managing just 33km with two passengers and minimal baggage onboard. However, most of those kilometres were chalked up on the highway – a demanding test of EV range. In Australia, the Ranger PHEV is compared to the likes of the BYD Shark 6 and GWM Cannon Alpha PHEV. My takeaway from our little experiment was that if you're planning to circumnavigate Iceland's ring road without expelling any CO2, those plug-in hybrid ute alternatives come up trumps. We also clocked a 0-100km/h sprint of 8.95 seconds – make of that what you will. On-road performance and fuel efficiency is important, but Ford was more interested in proving that the Ranger PHEV is a proper workhorse worthy of the badge, an intent proven during our morning breakfast stop at Kleif Farm. Situated about 40 minutes north of Reykjavik, Kleif Farm is a getaway villa situated among high peaks, flowing water and dirt tracks, the latter providing a perfect opportunity to load up the Ranger PHEV for a quick towing test. Somewhat remarkably this was my first time towing, and while hazards were few and far between, I was a little nervous. Thankfully, the Ranger was up to the task, with enough grunt to drag a trailer full of heavy hay bales around the property. Given my inexperience, we then had a play around with the Pro Trailer Backup Assist feature, which allows you to 'steer' the trailer using the outer ring of the drive mode controller on the centre console. It feels quite unnatural at first, but after some practice I earned a pat on the back for neatly backing the trailer into a creekside parking spot. The Ranger PHEV is rated to tow up to 3.5 tonnes like its diesel-powered siblings, but it's worth noting that we've previously observed the smaller EcoBoost petrol engine feels particularly strained when trying to haul anything above 2.0 tonnes. Ford also used the stop off at Kleif Farm to demonstrate 'Pro Power Onboard', otherwise known as exportable power in the form of two 15A power outlets built into the Ranger PHEV's tub. These can be used to power a wide array of power tools, electronics and camping equipment – in this case a big circular saw. It's a feature that Ford is pushing as part of the Ranger PHEV sales pitch, and it's not the only manufacturer to do so. Just last year I attended the BYD Shark 6 launch in Broken Hill, during which we were served coffee out of the tubs of the test vehicles – a neat touch. Both models can serve as a mobile cafe, but Ford has BYD and GWM covered for output capacity. There's only so much you can do with a stationary ute though, so we hit the highway again in search of a new challenge. Looping around east towards the centre of the island, the natural beauty of Iceland once again took centre stage. June marks the beginning of summer here, and that means the melting of ice, yellowing of grass and seemingly endless 20-hour days. Glaciers and volcanoes also dot the barren landscape, hence why Iceland is known as 'the land of fire and ice'. I spent most of this leg in the passenger seat, gazing out the window with camera in hand, awestruck. However, a quick glance across at the instrument cluster revealed our test vehicle was now running on an empty battery, and consuming upwards of 9.0L/100km as a result. That sort of figure will be familiar to diesel Ranger owners, but it's not quite what you're after from a hybrid. The takeaway here is that PHEVs need a charged battery to make sense, especially when that battery plays a part in so many key vehicle functions. The second leg of our journey wrapped up in 'Springfield'. No, not that Springfield, for all you Simpsons fans out there. Rather, this was a small town at the base of a not-so-small volcano. And, unlike the setting of The Simpsons, here you'll find geothermal hot springs bursting up through the earth. This shouldn't have come as a surprise, as Iceland is the most volcanic island in the world. Eruptions occur roughly every five years, although the frequency of such events has increased in recent years. The Reykjanes Peninsula has seen nine eruptions since 2023, the first of which resulted in the evacuation of 4000 people from the town of Grindavík in the country's south. Most of the town's residents have not returned since, with many homes sold to the state. Thankfully, the Grensdalur Volcano remained sedate during our visit, allowing for some nearby off-roading in the Ranger PHEV. Ford's planned route included a mix of river crossings, gravel tracks, and proper mountain ascents, all of which brought out different characteristics of the Ranger. We cycled through the four-wheel drive drive modes throughout – 4H for flatter sections of dirt, 4L for the steeper, more aggressive climbs, and even turned to Hill Descent Control (HDC) on the way back down the mountain. None of the water crossings we made were particularly treacherous, as you'll probably notice in the images below. However, it was comforting to know the battery is protected by its position above the rear axle. The Ranger PHEV retains all the important kit fitted to standard diesel variants, including a rear differential lock, the aforementioned 4WD modes, and underbody protection. One key difference between the models is that the PHEV is capable of silent EV off-roading, although our depleted battery wasn't really in a state to offer this. Nevertheless, the turbo-petrol engine in the PHEV is quieter than its diesel counterpart, and we were able to reach the final peak without making a distasteful racket. The summit provided an elevated vantage point of a landscape we had only previously seen from ground level, and boy was it an enlightening view. Not because there was plenty to see – quite the opposite, in fact. Our guide shared that arctic foxes were the only creatures to be found on the island when the Vikings first arrived some 12 centuries ago, and not much seems to have changed since. Bar the native horses and a few sheep, wildlife is hard to come by. Because for all its rugged charm, Iceland is still a desolate and harsh place to call home. Its unforgiving nature has given rise to impressive feats of human innovation, including a geothermal energy network made up of large pipelines that transport both hot water and steam, the latter used to generate electricity for the nation. We came across some of these pipes during our descent, but I wouldn't recommend getting too close – the presence of hydrogen sulfide makes the air smell like rotten eggs… no thanks! Moving swiftly onward, a spaghetti-like set of loose gravel trails led us back to the base of the mountain, all cars still in good health. Ford hardly asked us to beat on their brand-new machines, but the Ranger PHEV seems a welcome addition to the dual-cab ute market, and a worthy rival to the two big name plug-in hybrids from China. A final highway stint brought our expedition to an end, no more than eight hours after it begun. Short and sweet, as they say. For me, that meant boarding a plane back to Melbourne the next morning, but the same couldn't be said for our Blue Oval chariots. That's because the Ranger PHEV is set to be a staple of Iceland's ute market, although it won't come cheap – a diesel Ranger Wildtrak retails for the equivalent of A$155,000, as all cars are generally dearer here. Without being an expert on the Icelandic car market, I couldn't tell the locals whether that's decent value. But what I can say is that the Ford Ranger PHEV might be a little different, but it can still do 'ute things'. MORE: Explore the Ford Ranger showroom Content originally sourced from: If you can survive in Iceland, you can survive anywhere. That applies to people… and cars. So, what better place to launch a go-anywhere dual-cab ute? That's exactly how Ford saw it, as the American manufacturer invited us to fly all the way from Melbourne to Reykjavik, Iceland to experience the new Ranger PHEV. Sold alongside regular diesel versions of the Ranger in Australia, the PHEV makes all the same promises of unrivalled towing capacity, off-road capability and liveability. That's right, Ford says it'll 'still do ute things'. It'll also do plug-in hybrid things, like drive solely on electric power, offer exportable electricity, and consume less fuel than your standard dual-cab. The extent to which it can do those things (particularly the EV thing) is limited, however, by a relatively small 11.8kWh (usable) lithium-ion drive battery. But it can still do ute things! Which brings us back to Iceland, and the day-long drive curated to demonstrate the PHEV's prowess, both on- and off-road. Our starting point was the capital city of Reykjavik, home to a population of roughly 140,000 people. For context, that's less than you'll find in Geelong, Cairns or Newcastle. In other words, it's more of a sleepy coastal town than a sprawling metropolis. Still, it feels positively bustling compared to what lies outside the city limits. The first leg of our drive involved a northbound highway stint on Route 1, the main national road that circles the entire island, and it quickly became clear that Iceland is made up of barely-touched wilderness broken up by small towns, none of which have names that can easily be pronounced by Aussies like you or me. Traffic was minimal and the highway relatively straight, so our attention quickly turned to the Ranger and its new party tricks. Among those is the battery and electric motor pairing, which allow for both hybrid and EV driving. Ford claims that the Ranger PHEV can travel up to 49km on electric power alone. We tested that and fell well short, managing just 33km with two passengers and minimal baggage onboard. However, most of those kilometres were chalked up on the highway – a demanding test of EV range. In Australia, the Ranger PHEV is compared to the likes of the BYD Shark 6 and GWM Cannon Alpha PHEV. My takeaway from our little experiment was that if you're planning to circumnavigate Iceland's ring road without expelling any CO2, those plug-in hybrid ute alternatives come up trumps. We also clocked a 0-100km/h sprint of 8.95 seconds – make of that what you will. On-road performance and fuel efficiency is important, but Ford was more interested in proving that the Ranger PHEV is a proper workhorse worthy of the badge, an intent proven during our morning breakfast stop at Kleif Farm. Situated about 40 minutes north of Reykjavik, Kleif Farm is a getaway villa situated among high peaks, flowing water and dirt tracks, the latter providing a perfect opportunity to load up the Ranger PHEV for a quick towing test. Somewhat remarkably this was my first time towing, and while hazards were few and far between, I was a little nervous. Thankfully, the Ranger was up to the task, with enough grunt to drag a trailer full of heavy hay bales around the property. Given my inexperience, we then had a play around with the Pro Trailer Backup Assist feature, which allows you to 'steer' the trailer using the outer ring of the drive mode controller on the centre console. It feels quite unnatural at first, but after some practice I earned a pat on the back for neatly backing the trailer into a creekside parking spot. The Ranger PHEV is rated to tow up to 3.5 tonnes like its diesel-powered siblings, but it's worth noting that we've previously observed the smaller EcoBoost petrol engine feels particularly strained when trying to haul anything above 2.0 tonnes. Ford also used the stop off at Kleif Farm to demonstrate 'Pro Power Onboard', otherwise known as exportable power in the form of two 15A power outlets built into the Ranger PHEV's tub. These can be used to power a wide array of power tools, electronics and camping equipment – in this case a big circular saw. It's a feature that Ford is pushing as part of the Ranger PHEV sales pitch, and it's not the only manufacturer to do so. Just last year I attended the BYD Shark 6 launch in Broken Hill, during which we were served coffee out of the tubs of the test vehicles – a neat touch. Both models can serve as a mobile cafe, but Ford has BYD and GWM covered for output capacity. There's only so much you can do with a stationary ute though, so we hit the highway again in search of a new challenge. Looping around east towards the centre of the island, the natural beauty of Iceland once again took centre stage. June marks the beginning of summer here, and that means the melting of ice, yellowing of grass and seemingly endless 20-hour days. Glaciers and volcanoes also dot the barren landscape, hence why Iceland is known as 'the land of fire and ice'. I spent most of this leg in the passenger seat, gazing out the window with camera in hand, awestruck. However, a quick glance across at the instrument cluster revealed our test vehicle was now running on an empty battery, and consuming upwards of 9.0L/100km as a result. That sort of figure will be familiar to diesel Ranger owners, but it's not quite what you're after from a hybrid. The takeaway here is that PHEVs need a charged battery to make sense, especially when that battery plays a part in so many key vehicle functions. The second leg of our journey wrapped up in 'Springfield'. No, not that Springfield, for all you Simpsons fans out there. Rather, this was a small town at the base of a not-so-small volcano. And, unlike the setting of The Simpsons, here you'll find geothermal hot springs bursting up through the earth. This shouldn't have come as a surprise, as Iceland is the most volcanic island in the world. Eruptions occur roughly every five years, although the frequency of such events has increased in recent years. The Reykjanes Peninsula has seen nine eruptions since 2023, the first of which resulted in the evacuation of 4000 people from the town of Grindavík in the country's south. Most of the town's residents have not returned since, with many homes sold to the state. Thankfully, the Grensdalur Volcano remained sedate during our visit, allowing for some nearby off-roading in the Ranger PHEV. Ford's planned route included a mix of river crossings, gravel tracks, and proper mountain ascents, all of which brought out different characteristics of the Ranger. We cycled through the four-wheel drive drive modes throughout – 4H for flatter sections of dirt, 4L for the steeper, more aggressive climbs, and even turned to Hill Descent Control (HDC) on the way back down the mountain. None of the water crossings we made were particularly treacherous, as you'll probably notice in the images below. However, it was comforting to know the battery is protected by its position above the rear axle. The Ranger PHEV retains all the important kit fitted to standard diesel variants, including a rear differential lock, the aforementioned 4WD modes, and underbody protection. One key difference between the models is that the PHEV is capable of silent EV off-roading, although our depleted battery wasn't really in a state to offer this. Nevertheless, the turbo-petrol engine in the PHEV is quieter than its diesel counterpart, and we were able to reach the final peak without making a distasteful racket. The summit provided an elevated vantage point of a landscape we had only previously seen from ground level, and boy was it an enlightening view. Not because there was plenty to see – quite the opposite, in fact. Our guide shared that arctic foxes were the only creatures to be found on the island when the Vikings first arrived some 12 centuries ago, and not much seems to have changed since. Bar the native horses and a few sheep, wildlife is hard to come by. Because for all its rugged charm, Iceland is still a desolate and harsh place to call home. Its unforgiving nature has given rise to impressive feats of human innovation, including a geothermal energy network made up of large pipelines that transport both hot water and steam, the latter used to generate electricity for the nation. We came across some of these pipes during our descent, but I wouldn't recommend getting too close – the presence of hydrogen sulfide makes the air smell like rotten eggs… no thanks! Moving swiftly onward, a spaghetti-like set of loose gravel trails led us back to the base of the mountain, all cars still in good health. Ford hardly asked us to beat on their brand-new machines, but the Ranger PHEV seems a welcome addition to the dual-cab ute market, and a worthy rival to the two big name plug-in hybrids from China. A final highway stint brought our expedition to an end, no more than eight hours after it begun. Short and sweet, as they say. For me, that meant boarding a plane back to Melbourne the next morning, but the same couldn't be said for our Blue Oval chariots. That's because the Ranger PHEV is set to be a staple of Iceland's ute market, although it won't come cheap – a diesel Ranger Wildtrak retails for the equivalent of A$155,000, as all cars are generally dearer here. Without being an expert on the Icelandic car market, I couldn't tell the locals whether that's decent value. But what I can say is that the Ford Ranger PHEV might be a little different, but it can still do 'ute things'. MORE: Explore the Ford Ranger showroom Content originally sourced from: If you can survive in Iceland, you can survive anywhere. That applies to people… and cars. So, what better place to launch a go-anywhere dual-cab ute? That's exactly how Ford saw it, as the American manufacturer invited us to fly all the way from Melbourne to Reykjavik, Iceland to experience the new Ranger PHEV. Sold alongside regular diesel versions of the Ranger in Australia, the PHEV makes all the same promises of unrivalled towing capacity, off-road capability and liveability. That's right, Ford says it'll 'still do ute things'. It'll also do plug-in hybrid things, like drive solely on electric power, offer exportable electricity, and consume less fuel than your standard dual-cab. The extent to which it can do those things (particularly the EV thing) is limited, however, by a relatively small 11.8kWh (usable) lithium-ion drive battery. But it can still do ute things! Which brings us back to Iceland, and the day-long drive curated to demonstrate the PHEV's prowess, both on- and off-road. Our starting point was the capital city of Reykjavik, home to a population of roughly 140,000 people. For context, that's less than you'll find in Geelong, Cairns or Newcastle. In other words, it's more of a sleepy coastal town than a sprawling metropolis. Still, it feels positively bustling compared to what lies outside the city limits. The first leg of our drive involved a northbound highway stint on Route 1, the main national road that circles the entire island, and it quickly became clear that Iceland is made up of barely-touched wilderness broken up by small towns, none of which have names that can easily be pronounced by Aussies like you or me. Traffic was minimal and the highway relatively straight, so our attention quickly turned to the Ranger and its new party tricks. Among those is the battery and electric motor pairing, which allow for both hybrid and EV driving. Ford claims that the Ranger PHEV can travel up to 49km on electric power alone. We tested that and fell well short, managing just 33km with two passengers and minimal baggage onboard. However, most of those kilometres were chalked up on the highway – a demanding test of EV range. In Australia, the Ranger PHEV is compared to the likes of the BYD Shark 6 and GWM Cannon Alpha PHEV. My takeaway from our little experiment was that if you're planning to circumnavigate Iceland's ring road without expelling any CO2, those plug-in hybrid ute alternatives come up trumps. We also clocked a 0-100km/h sprint of 8.95 seconds – make of that what you will. On-road performance and fuel efficiency is important, but Ford was more interested in proving that the Ranger PHEV is a proper workhorse worthy of the badge, an intent proven during our morning breakfast stop at Kleif Farm. Situated about 40 minutes north of Reykjavik, Kleif Farm is a getaway villa situated among high peaks, flowing water and dirt tracks, the latter providing a perfect opportunity to load up the Ranger PHEV for a quick towing test. Somewhat remarkably this was my first time towing, and while hazards were few and far between, I was a little nervous. Thankfully, the Ranger was up to the task, with enough grunt to drag a trailer full of heavy hay bales around the property. Given my inexperience, we then had a play around with the Pro Trailer Backup Assist feature, which allows you to 'steer' the trailer using the outer ring of the drive mode controller on the centre console. It feels quite unnatural at first, but after some practice I earned a pat on the back for neatly backing the trailer into a creekside parking spot. The Ranger PHEV is rated to tow up to 3.5 tonnes like its diesel-powered siblings, but it's worth noting that we've previously observed the smaller EcoBoost petrol engine feels particularly strained when trying to haul anything above 2.0 tonnes. Ford also used the stop off at Kleif Farm to demonstrate 'Pro Power Onboard', otherwise known as exportable power in the form of two 15A power outlets built into the Ranger PHEV's tub. These can be used to power a wide array of power tools, electronics and camping equipment – in this case a big circular saw. It's a feature that Ford is pushing as part of the Ranger PHEV sales pitch, and it's not the only manufacturer to do so. Just last year I attended the BYD Shark 6 launch in Broken Hill, during which we were served coffee out of the tubs of the test vehicles – a neat touch. Both models can serve as a mobile cafe, but Ford has BYD and GWM covered for output capacity. There's only so much you can do with a stationary ute though, so we hit the highway again in search of a new challenge. Looping around east towards the centre of the island, the natural beauty of Iceland once again took centre stage. June marks the beginning of summer here, and that means the melting of ice, yellowing of grass and seemingly endless 20-hour days. Glaciers and volcanoes also dot the barren landscape, hence why Iceland is known as 'the land of fire and ice'. I spent most of this leg in the passenger seat, gazing out the window with camera in hand, awestruck. However, a quick glance across at the instrument cluster revealed our test vehicle was now running on an empty battery, and consuming upwards of 9.0L/100km as a result. That sort of figure will be familiar to diesel Ranger owners, but it's not quite what you're after from a hybrid. The takeaway here is that PHEVs need a charged battery to make sense, especially when that battery plays a part in so many key vehicle functions. The second leg of our journey wrapped up in 'Springfield'. No, not that Springfield, for all you Simpsons fans out there. Rather, this was a small town at the base of a not-so-small volcano. And, unlike the setting of The Simpsons, here you'll find geothermal hot springs bursting up through the earth. This shouldn't have come as a surprise, as Iceland is the most volcanic island in the world. Eruptions occur roughly every five years, although the frequency of such events has increased in recent years. The Reykjanes Peninsula has seen nine eruptions since 2023, the first of which resulted in the evacuation of 4000 people from the town of Grindavík in the country's south. Most of the town's residents have not returned since, with many homes sold to the state. Thankfully, the Grensdalur Volcano remained sedate during our visit, allowing for some nearby off-roading in the Ranger PHEV. Ford's planned route included a mix of river crossings, gravel tracks, and proper mountain ascents, all of which brought out different characteristics of the Ranger. We cycled through the four-wheel drive drive modes throughout – 4H for flatter sections of dirt, 4L for the steeper, more aggressive climbs, and even turned to Hill Descent Control (HDC) on the way back down the mountain. None of the water crossings we made were particularly treacherous, as you'll probably notice in the images below. However, it was comforting to know the battery is protected by its position above the rear axle. The Ranger PHEV retains all the important kit fitted to standard diesel variants, including a rear differential lock, the aforementioned 4WD modes, and underbody protection. One key difference between the models is that the PHEV is capable of silent EV off-roading, although our depleted battery wasn't really in a state to offer this. Nevertheless, the turbo-petrol engine in the PHEV is quieter than its diesel counterpart, and we were able to reach the final peak without making a distasteful racket. The summit provided an elevated vantage point of a landscape we had only previously seen from ground level, and boy was it an enlightening view. Not because there was plenty to see – quite the opposite, in fact. Our guide shared that arctic foxes were the only creatures to be found on the island when the Vikings first arrived some 12 centuries ago, and not much seems to have changed since. Bar the native horses and a few sheep, wildlife is hard to come by. Because for all its rugged charm, Iceland is still a desolate and harsh place to call home. Its unforgiving nature has given rise to impressive feats of human innovation, including a geothermal energy network made up of large pipelines that transport both hot water and steam, the latter used to generate electricity for the nation. We came across some of these pipes during our descent, but I wouldn't recommend getting too close – the presence of hydrogen sulfide makes the air smell like rotten eggs… no thanks! Moving swiftly onward, a spaghetti-like set of loose gravel trails led us back to the base of the mountain, all cars still in good health. Ford hardly asked us to beat on their brand-new machines, but the Ranger PHEV seems a welcome addition to the dual-cab ute market, and a worthy rival to the two big name plug-in hybrids from China. A final highway stint brought our expedition to an end, no more than eight hours after it begun. Short and sweet, as they say. For me, that meant boarding a plane back to Melbourne the next morning, but the same couldn't be said for our Blue Oval chariots. That's because the Ranger PHEV is set to be a staple of Iceland's ute market, although it won't come cheap – a diesel Ranger Wildtrak retails for the equivalent of A$155,000, as all cars are generally dearer here. Without being an expert on the Icelandic car market, I couldn't tell the locals whether that's decent value. But what I can say is that the Ford Ranger PHEV might be a little different, but it can still do 'ute things'. MORE: Explore the Ford Ranger showroom Content originally sourced from: If you can survive in Iceland, you can survive anywhere. That applies to people… and cars. So, what better place to launch a go-anywhere dual-cab ute? That's exactly how Ford saw it, as the American manufacturer invited us to fly all the way from Melbourne to Reykjavik, Iceland to experience the new Ranger PHEV. Sold alongside regular diesel versions of the Ranger in Australia, the PHEV makes all the same promises of unrivalled towing capacity, off-road capability and liveability. That's right, Ford says it'll 'still do ute things'. It'll also do plug-in hybrid things, like drive solely on electric power, offer exportable electricity, and consume less fuel than your standard dual-cab. The extent to which it can do those things (particularly the EV thing) is limited, however, by a relatively small 11.8kWh (usable) lithium-ion drive battery. But it can still do ute things! Which brings us back to Iceland, and the day-long drive curated to demonstrate the PHEV's prowess, both on- and off-road. Our starting point was the capital city of Reykjavik, home to a population of roughly 140,000 people. For context, that's less than you'll find in Geelong, Cairns or Newcastle. In other words, it's more of a sleepy coastal town than a sprawling metropolis. Still, it feels positively bustling compared to what lies outside the city limits. The first leg of our drive involved a northbound highway stint on Route 1, the main national road that circles the entire island, and it quickly became clear that Iceland is made up of barely-touched wilderness broken up by small towns, none of which have names that can easily be pronounced by Aussies like you or me. Traffic was minimal and the highway relatively straight, so our attention quickly turned to the Ranger and its new party tricks. Among those is the battery and electric motor pairing, which allow for both hybrid and EV driving. Ford claims that the Ranger PHEV can travel up to 49km on electric power alone. We tested that and fell well short, managing just 33km with two passengers and minimal baggage onboard. However, most of those kilometres were chalked up on the highway – a demanding test of EV range. In Australia, the Ranger PHEV is compared to the likes of the BYD Shark 6 and GWM Cannon Alpha PHEV. My takeaway from our little experiment was that if you're planning to circumnavigate Iceland's ring road without expelling any CO2, those plug-in hybrid ute alternatives come up trumps. We also clocked a 0-100km/h sprint of 8.95 seconds – make of that what you will. On-road performance and fuel efficiency is important, but Ford was more interested in proving that the Ranger PHEV is a proper workhorse worthy of the badge, an intent proven during our morning breakfast stop at Kleif Farm. Situated about 40 minutes north of Reykjavik, Kleif Farm is a getaway villa situated among high peaks, flowing water and dirt tracks, the latter providing a perfect opportunity to load up the Ranger PHEV for a quick towing test. Somewhat remarkably this was my first time towing, and while hazards were few and far between, I was a little nervous. Thankfully, the Ranger was up to the task, with enough grunt to drag a trailer full of heavy hay bales around the property. Given my inexperience, we then had a play around with the Pro Trailer Backup Assist feature, which allows you to 'steer' the trailer using the outer ring of the drive mode controller on the centre console. It feels quite unnatural at first, but after some practice I earned a pat on the back for neatly backing the trailer into a creekside parking spot. The Ranger PHEV is rated to tow up to 3.5 tonnes like its diesel-powered siblings, but it's worth noting that we've previously observed the smaller EcoBoost petrol engine feels particularly strained when trying to haul anything above 2.0 tonnes. Ford also used the stop off at Kleif Farm to demonstrate 'Pro Power Onboard', otherwise known as exportable power in the form of two 15A power outlets built into the Ranger PHEV's tub. These can be used to power a wide array of power tools, electronics and camping equipment – in this case a big circular saw. It's a feature that Ford is pushing as part of the Ranger PHEV sales pitch, and it's not the only manufacturer to do so. Just last year I attended the BYD Shark 6 launch in Broken Hill, during which we were served coffee out of the tubs of the test vehicles – a neat touch. Both models can serve as a mobile cafe, but Ford has BYD and GWM covered for output capacity. There's only so much you can do with a stationary ute though, so we hit the highway again in search of a new challenge. Looping around east towards the centre of the island, the natural beauty of Iceland once again took centre stage. June marks the beginning of summer here, and that means the melting of ice, yellowing of grass and seemingly endless 20-hour days. Glaciers and volcanoes also dot the barren landscape, hence why Iceland is known as 'the land of fire and ice'. I spent most of this leg in the passenger seat, gazing out the window with camera in hand, awestruck. However, a quick glance across at the instrument cluster revealed our test vehicle was now running on an empty battery, and consuming upwards of 9.0L/100km as a result. That sort of figure will be familiar to diesel Ranger owners, but it's not quite what you're after from a hybrid. The takeaway here is that PHEVs need a charged battery to make sense, especially when that battery plays a part in so many key vehicle functions. The second leg of our journey wrapped up in 'Springfield'. No, not that Springfield, for all you Simpsons fans out there. Rather, this was a small town at the base of a not-so-small volcano. And, unlike the setting of The Simpsons, here you'll find geothermal hot springs bursting up through the earth. This shouldn't have come as a surprise, as Iceland is the most volcanic island in the world. Eruptions occur roughly every five years, although the frequency of such events has increased in recent years. The Reykjanes Peninsula has seen nine eruptions since 2023, the first of which resulted in the evacuation of 4000 people from the town of Grindavík in the country's south. Most of the town's residents have not returned since, with many homes sold to the state. Thankfully, the Grensdalur Volcano remained sedate during our visit, allowing for some nearby off-roading in the Ranger PHEV. Ford's planned route included a mix of river crossings, gravel tracks, and proper mountain ascents, all of which brought out different characteristics of the Ranger. We cycled through the four-wheel drive drive modes throughout – 4H for flatter sections of dirt, 4L for the steeper, more aggressive climbs, and even turned to Hill Descent Control (HDC) on the way back down the mountain. None of the water crossings we made were particularly treacherous, as you'll probably notice in the images below. However, it was comforting to know the battery is protected by its position above the rear axle. The Ranger PHEV retains all the important kit fitted to standard diesel variants, including a rear differential lock, the aforementioned 4WD modes, and underbody protection. One key difference between the models is that the PHEV is capable of silent EV off-roading, although our depleted battery wasn't really in a state to offer this. Nevertheless, the turbo-petrol engine in the PHEV is quieter than its diesel counterpart, and we were able to reach the final peak without making a distasteful racket. The summit provided an elevated vantage point of a landscape we had only previously seen from ground level, and boy was it an enlightening view. Not because there was plenty to see – quite the opposite, in fact. Our guide shared that arctic foxes were the only creatures to be found on the island when the Vikings first arrived some 12 centuries ago, and not much seems to have changed since. Bar the native horses and a few sheep, wildlife is hard to come by. Because for all its rugged charm, Iceland is still a desolate and harsh place to call home. Its unforgiving nature has given rise to impressive feats of human innovation, including a geothermal energy network made up of large pipelines that transport both hot water and steam, the latter used to generate electricity for the nation. We came across some of these pipes during our descent, but I wouldn't recommend getting too close – the presence of hydrogen sulfide makes the air smell like rotten eggs… no thanks! Moving swiftly onward, a spaghetti-like set of loose gravel trails led us back to the base of the mountain, all cars still in good health. Ford hardly asked us to beat on their brand-new machines, but the Ranger PHEV seems a welcome addition to the dual-cab ute market, and a worthy rival to the two big name plug-in hybrids from China. A final highway stint brought our expedition to an end, no more than eight hours after it begun. Short and sweet, as they say. For me, that meant boarding a plane back to Melbourne the next morning, but the same couldn't be said for our Blue Oval chariots. That's because the Ranger PHEV is set to be a staple of Iceland's ute market, although it won't come cheap – a diesel Ranger Wildtrak retails for the equivalent of A$155,000, as all cars are generally dearer here. Without being an expert on the Icelandic car market, I couldn't tell the locals whether that's decent value. But what I can say is that the Ford Ranger PHEV might be a little different, but it can still do 'ute things'. MORE: Explore the Ford Ranger showroom Content originally sourced from:
News.com.au
2 days ago
- News.com.au
Lexus RX 450h+ plug-in hybrid review finds a serene and thrifty luxe SUV
Toyota and Lexus can lay claim to being the pioneers of hybrid technology. Remember when the Toyota Prius was blazing its own trail and even Hollywood A-listers were making a green statement by having one in the driveway? Hybrid popularity has exploded in recent years, especially post-Covid. More than 70 per cent of Lexus vehicles sold here have hybrid technology beneath the skin, and by 2030 the brand forecasts its entire Australian fleet will be full electric, hybrid or plug-in hybrids. Which explains the arrival of a new iteration of the RX, the large Lexus SUV, which has been pivotal over the past 20 years in luring luxury buyers away from the big German brands. The RX 450h+ is a plug-in hybrid, which can run on pure electric power for about 65km but then also has the backup of a petrol engine with a 55L tank. Priced from about $135k in your driveway, the new offering sits between two hybrid siblings – the base 350h at $105,300 and the turbocharged 500h F Performance that remains atop the RX heap at $142,670. The plug-in hybrid realm is rapidly moving, while the nation's top three overall vehicles sellers last month were the Ford Ranger, Toyota HiLux and Isuzu D-Max, coming in fourth was the BYD Shark 6, which is indeed a plug-in hybrid with an electric range of about 80km. Having recently driven the Haval H6 GT PHEV and Mitsubishi Outlander PHEV, the RX 450h+ is more likely to be shopped against the BMW X5 xDrive50e that has a range of about 100km ($170,500 drive-away) or the Volvo XC90 Recharge which is good for 77km ($148,320 drive-away). What do you get? Lexus typically excels in the standard features realm and the RX is no exception. Riding on 21-inch alloys, the cabin feels and looks high-end with curved surfaces and leather trim. The plug-in hybrid is only available in Sports Luxury specification, which includes an electric boot door with kick sensor, 14-inch central touchscreen, wireless phone charger, 21-speaker stereo system, panoramic sunroof, as well as wireless Apple CarPlay and Android Auto. Ample room is available in the back for adults, with other luxuries including three-zone aircon, heated and ventilated front and rear outboard seats, heated steering wheel, sunshades in rear doors, along with power reclining and folding back seats. The seats can also be dropped via buttons in the boot – brilliant when loading sporting equipment or awkward-size items. Colour options include white, black, titanium, grey, silver, red, copper, khaki and blue. Six interior combinations to choose from, with browns combining with bamboo and black shades, plus white with bamboo or black. Charging takes about 7.5 hours to completely replenish using a standard home power point and a 10-amp charger that comes with the car, or 2.5 hours using a 32 amp public charging system. Capped price servicing is available for the first five, costing $695 each. Lexus buyers are also given access to the Encore program, which entitles members to a variety of special events, as well as free loan cars during servicing and when travelling interstate. How was the drive? Shifting between electric and petrol power is done seamlessly, similar to what we've experienced with all Lexus hybrids. The key differential with the plug-in version is the ability to lock the RX into pure electric drive and our test saw it travel 55km before the engine needed to supplement the power. Typically Lexus-silent in operation, there is a gentle hum when the four-cylinder engine kicks into gear yet remains serene in just about all circumstances. Despite its electric power the SUV isn't remarkably quick, with a respectable 0-100kmh time of 6.5 seconds. Cornering is best undertaken with conservatism to avoid body roll, but the RX has always been a vehicle of luxury and comfort – and the plug-in version doesn't deviate from the remit. Those wanting extra punch and cornering ability would need to look at the F Performance derivative. Buyers of the plug-in are no doubt chasing efficiency and that is best achieved by replenishing the battery. Many people aren't travelling more than 60km a day in their commute so using electric power primarily is conceivable. The petrol engine does push power back into the battery while the electric motors can also chime in for extra acceleration prowess. With a full battery you could get close to achieving the official fuel consumption figure of 1.3L/100km, but after depleting its reserves we saw 6.1L/100km on one highway journey. That's still pretty thrifty for a big SUV. The plug-in does have the smallest fuel tank of the RX range at 55L, but the battery ensures it's the heaviest of the four-model line-up at 2200kg. Would you buy one? Kel: While I loved the quiet and serene ride, I felt like it was an old man's car. That's being stereotypical, but it was sensible and luxurious without much excitement factor. The luxury plug-in hybrid space isn't super-popular yet, and I would probably side with a full electric model for some extra pizzazz. Grant: The RX 450h+ does what it says on the tin. Buyers wanting an efficient SUV and don't undertake long daily travels will love the thrifty operating costs. Lexus has an excellent reputation for longevity and reliability so it's a safe option for those shopping for a luxurious plug-in.
The Advertiser
4 days ago
- The Advertiser
Ford Bronco goes electric, still not for Australia
An electric version of the Ford Bronco has been launched in China, but the iconic SUV – electric or otherwise – remains off the cards for Australia for now. Made by Ford and Jiangling Motors, the Ford Bronco New Energy is exclusive to China, where it's scheduled to go on sale later this year, and isn't planned for global markets. An MIIT (Ministry of Industry and Information Technology) filing – a legal requirement for a manufacturer to sell a vehicle in China – shared by outlets including Motor1 revealed both battery-electric and range-extender (EREV) versions. The name New Energy is appropriate given the Chinese auto industry refers to electrified vehicles – including plug-in hybrids, EVs and EREVs – collectively as 'New Energy Vehicles'. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. Despite playing a role in the development of the current-generation Ford Bronco – and its sharing of considerable parts with the Ranger and Everest – Ford Australia has no official plans to offer any version of the Bronco here. When asked about the latest status on Bronco for local showrooms, a spokesperson for the automaker told CarExpert it had "no news to share". The Bronco is currently sold in the US where top models run V6 petrol engines, while lower-spec versions use the same 2.3-litre turbocharged petrol four-cylinder engine as the Ranger PHEV sold in Australia but without the plug-in hybrid system. The MIIT China filings reveal the EV Bronco gets a 202kW powertrain using a 105.4kWh LFP (lithium-iron phosphate) 'Blade' battery – from Tesla rival and battery maker, BYD – for electric range of 650km on the CLTC cycle. The EREV produces 180kW and uses a 43.7kWh LFP Blade battery for a claimed 220km electric-only driving range on the CLTC cycle. An EREV use a combustion engine as an electricity generator to power up the battery, rather than sending drive to the wheels – and, in the Bronco New Energy's case, can also be plugged in for a top up. The US Bronco uses the same ladder chassis as the Ford Ranger, but the Bronco New Energy uses a car-like monocoque frame instead, like the smaller Escape-based Bronco Sport sold in the US. While it looks the part, with the same 2950mm wheelbase as the long-wheelbase petrol-powered Bronco, the China model's 5025mm length is 215mm more than the US-market four-door Bronco. That makes it the biggest Bronco yet. It's considerably heavier, too, with the EV Bronco tipping the scales at 2631kg and the EREV at 2511kg – 268kg more than the US Bronco Raptor, the heaviest model offered there. Ford CEO Jim Farley earlier this year said the US automaker would be moving towards EREV powertrains after massive losses on EVs, with the technology moving beyond the brand's China models from 2027. In Australia, Ford dropped the Puma small crossover SUV – including plans for the battery-electric Puma Gen-E – in 2024, while the slow-selling Mustang Mach-E electric SUV remains in showrooms. An electric version of the Transit large commercial van and smaller Transit Custom are also part of the Australian lineup. MORE: Ford to invest in range-extender EVs amid slump in pure-electric vehicle demandMORE: Ford's electric pickup hits yet another stumbling blockMORE: Everything Ford Content originally sourced from: An electric version of the Ford Bronco has been launched in China, but the iconic SUV – electric or otherwise – remains off the cards for Australia for now. Made by Ford and Jiangling Motors, the Ford Bronco New Energy is exclusive to China, where it's scheduled to go on sale later this year, and isn't planned for global markets. An MIIT (Ministry of Industry and Information Technology) filing – a legal requirement for a manufacturer to sell a vehicle in China – shared by outlets including Motor1 revealed both battery-electric and range-extender (EREV) versions. The name New Energy is appropriate given the Chinese auto industry refers to electrified vehicles – including plug-in hybrids, EVs and EREVs – collectively as 'New Energy Vehicles'. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. Despite playing a role in the development of the current-generation Ford Bronco – and its sharing of considerable parts with the Ranger and Everest – Ford Australia has no official plans to offer any version of the Bronco here. When asked about the latest status on Bronco for local showrooms, a spokesperson for the automaker told CarExpert it had "no news to share". The Bronco is currently sold in the US where top models run V6 petrol engines, while lower-spec versions use the same 2.3-litre turbocharged petrol four-cylinder engine as the Ranger PHEV sold in Australia but without the plug-in hybrid system. The MIIT China filings reveal the EV Bronco gets a 202kW powertrain using a 105.4kWh LFP (lithium-iron phosphate) 'Blade' battery – from Tesla rival and battery maker, BYD – for electric range of 650km on the CLTC cycle. The EREV produces 180kW and uses a 43.7kWh LFP Blade battery for a claimed 220km electric-only driving range on the CLTC cycle. An EREV use a combustion engine as an electricity generator to power up the battery, rather than sending drive to the wheels – and, in the Bronco New Energy's case, can also be plugged in for a top up. The US Bronco uses the same ladder chassis as the Ford Ranger, but the Bronco New Energy uses a car-like monocoque frame instead, like the smaller Escape-based Bronco Sport sold in the US. While it looks the part, with the same 2950mm wheelbase as the long-wheelbase petrol-powered Bronco, the China model's 5025mm length is 215mm more than the US-market four-door Bronco. That makes it the biggest Bronco yet. It's considerably heavier, too, with the EV Bronco tipping the scales at 2631kg and the EREV at 2511kg – 268kg more than the US Bronco Raptor, the heaviest model offered there. Ford CEO Jim Farley earlier this year said the US automaker would be moving towards EREV powertrains after massive losses on EVs, with the technology moving beyond the brand's China models from 2027. In Australia, Ford dropped the Puma small crossover SUV – including plans for the battery-electric Puma Gen-E – in 2024, while the slow-selling Mustang Mach-E electric SUV remains in showrooms. An electric version of the Transit large commercial van and smaller Transit Custom are also part of the Australian lineup. MORE: Ford to invest in range-extender EVs amid slump in pure-electric vehicle demandMORE: Ford's electric pickup hits yet another stumbling blockMORE: Everything Ford Content originally sourced from: An electric version of the Ford Bronco has been launched in China, but the iconic SUV – electric or otherwise – remains off the cards for Australia for now. Made by Ford and Jiangling Motors, the Ford Bronco New Energy is exclusive to China, where it's scheduled to go on sale later this year, and isn't planned for global markets. An MIIT (Ministry of Industry and Information Technology) filing – a legal requirement for a manufacturer to sell a vehicle in China – shared by outlets including Motor1 revealed both battery-electric and range-extender (EREV) versions. The name New Energy is appropriate given the Chinese auto industry refers to electrified vehicles – including plug-in hybrids, EVs and EREVs – collectively as 'New Energy Vehicles'. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. Despite playing a role in the development of the current-generation Ford Bronco – and its sharing of considerable parts with the Ranger and Everest – Ford Australia has no official plans to offer any version of the Bronco here. When asked about the latest status on Bronco for local showrooms, a spokesperson for the automaker told CarExpert it had "no news to share". The Bronco is currently sold in the US where top models run V6 petrol engines, while lower-spec versions use the same 2.3-litre turbocharged petrol four-cylinder engine as the Ranger PHEV sold in Australia but without the plug-in hybrid system. The MIIT China filings reveal the EV Bronco gets a 202kW powertrain using a 105.4kWh LFP (lithium-iron phosphate) 'Blade' battery – from Tesla rival and battery maker, BYD – for electric range of 650km on the CLTC cycle. The EREV produces 180kW and uses a 43.7kWh LFP Blade battery for a claimed 220km electric-only driving range on the CLTC cycle. An EREV use a combustion engine as an electricity generator to power up the battery, rather than sending drive to the wheels – and, in the Bronco New Energy's case, can also be plugged in for a top up. The US Bronco uses the same ladder chassis as the Ford Ranger, but the Bronco New Energy uses a car-like monocoque frame instead, like the smaller Escape-based Bronco Sport sold in the US. While it looks the part, with the same 2950mm wheelbase as the long-wheelbase petrol-powered Bronco, the China model's 5025mm length is 215mm more than the US-market four-door Bronco. That makes it the biggest Bronco yet. It's considerably heavier, too, with the EV Bronco tipping the scales at 2631kg and the EREV at 2511kg – 268kg more than the US Bronco Raptor, the heaviest model offered there. Ford CEO Jim Farley earlier this year said the US automaker would be moving towards EREV powertrains after massive losses on EVs, with the technology moving beyond the brand's China models from 2027. In Australia, Ford dropped the Puma small crossover SUV – including plans for the battery-electric Puma Gen-E – in 2024, while the slow-selling Mustang Mach-E electric SUV remains in showrooms. An electric version of the Transit large commercial van and smaller Transit Custom are also part of the Australian lineup. MORE: Ford to invest in range-extender EVs amid slump in pure-electric vehicle demandMORE: Ford's electric pickup hits yet another stumbling blockMORE: Everything Ford Content originally sourced from: An electric version of the Ford Bronco has been launched in China, but the iconic SUV – electric or otherwise – remains off the cards for Australia for now. Made by Ford and Jiangling Motors, the Ford Bronco New Energy is exclusive to China, where it's scheduled to go on sale later this year, and isn't planned for global markets. An MIIT (Ministry of Industry and Information Technology) filing – a legal requirement for a manufacturer to sell a vehicle in China – shared by outlets including Motor1 revealed both battery-electric and range-extender (EREV) versions. The name New Energy is appropriate given the Chinese auto industry refers to electrified vehicles – including plug-in hybrids, EVs and EREVs – collectively as 'New Energy Vehicles'. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. Despite playing a role in the development of the current-generation Ford Bronco – and its sharing of considerable parts with the Ranger and Everest – Ford Australia has no official plans to offer any version of the Bronco here. When asked about the latest status on Bronco for local showrooms, a spokesperson for the automaker told CarExpert it had "no news to share". The Bronco is currently sold in the US where top models run V6 petrol engines, while lower-spec versions use the same 2.3-litre turbocharged petrol four-cylinder engine as the Ranger PHEV sold in Australia but without the plug-in hybrid system. The MIIT China filings reveal the EV Bronco gets a 202kW powertrain using a 105.4kWh LFP (lithium-iron phosphate) 'Blade' battery – from Tesla rival and battery maker, BYD – for electric range of 650km on the CLTC cycle. The EREV produces 180kW and uses a 43.7kWh LFP Blade battery for a claimed 220km electric-only driving range on the CLTC cycle. An EREV use a combustion engine as an electricity generator to power up the battery, rather than sending drive to the wheels – and, in the Bronco New Energy's case, can also be plugged in for a top up. The US Bronco uses the same ladder chassis as the Ford Ranger, but the Bronco New Energy uses a car-like monocoque frame instead, like the smaller Escape-based Bronco Sport sold in the US. While it looks the part, with the same 2950mm wheelbase as the long-wheelbase petrol-powered Bronco, the China model's 5025mm length is 215mm more than the US-market four-door Bronco. That makes it the biggest Bronco yet. It's considerably heavier, too, with the EV Bronco tipping the scales at 2631kg and the EREV at 2511kg – 268kg more than the US Bronco Raptor, the heaviest model offered there. Ford CEO Jim Farley earlier this year said the US automaker would be moving towards EREV powertrains after massive losses on EVs, with the technology moving beyond the brand's China models from 2027. In Australia, Ford dropped the Puma small crossover SUV – including plans for the battery-electric Puma Gen-E – in 2024, while the slow-selling Mustang Mach-E electric SUV remains in showrooms. An electric version of the Transit large commercial van and smaller Transit Custom are also part of the Australian lineup. MORE: Ford to invest in range-extender EVs amid slump in pure-electric vehicle demandMORE: Ford's electric pickup hits yet another stumbling blockMORE: Everything Ford Content originally sourced from:
