Latest news with #FordRanger
News24
3 hours ago
- Automotive
- News24
Ford recalls thousands more vehicles in SA
Ford Motor Company of Southern Africa has recalled over 1 000 Ford Ranger and Ford Everest models in southern Africa, it said on Thursday. This follows hot on the heels of two other recalls — 2 872 EcoSport vehicles and 1 796 Puma models. A total of 1 050 Ranger and Everest models with 3.0L V6 engines, built between June 2022 and March 2025, were recalled after the company identified a risk that the left-side camshaft sprocket could fracture and cause the engine to stall, increasing the risk of an accident, a spokesperson said. In South Africa, 995 of these vehicles are affected, with the rest distributed across Botswana, Namibia and Eswatini. The Pumas — some models built between November 2021 and September 2024 — were recalled over a potential engine fire hazard relating to a possible weakness in the fuel system. The EcoSport recall, meanwhile, relates to certain models built between April 2021 and July 2022. In some vehicles, the front half shafts may not have been inserted fully into the transmission during assembly. If the half shaft disengages, engine power can be lost while driving. There's also a risk of vehicle rollaway if it's placed in 'park' without application of the park brake, Ford said. As with the Ranger and Everest recall, the majority of the affected Puma and EcoSport models are in South Africa. These recalls are the latest in a series plaguing Ford both locally and internationally. Since 21 May 2025, there have been more than 30 Ford recalls in the US alone. In 2024, another major recall in that country saw 140 000 vehicles recalled over faulty oil pumps. '[Ford Motor Company of Southern Africa] is contacting affected customers and advising them to contact their preferred dealer to schedule an appointment. The dealer will inspect the vehicle and carry out the necessary repairs. This service will be performed on all affected vehicles at no charge to the customer,' Ford said on Thursday. 'Our commitment, together with our dealer partners, is to provide customers with the highest level of service and support.' Customers can check whether their vehicle is affected by this or any other recall by visiting the Ford website.
The Herald
7 hours ago
- Automotive
- The Herald
Armormax reveals new Ford Ranger Double Cab security variant
South African armoured car specialist Armormax has debuted its new Ford Ranger Double Cab security variant. Designed for patrol and intercept duties, the vehicle is capable of handling tough off-road terrain and comes equipped with a discreet B6 armouring package that offers protection against commonly used assault rifles. To maintain a stock appearance, Armormax used a combination of Ramor and Armox ballistic steel, lightweight composite materials certified to the B6 EN 1063 standard, an Optima-sourced B6 ballistic windscreen and custom side windows with Phoenix B6 ballistic glass. These are mounted in a bolt-on/bolt-off frame made of ballistic steel. The standard OEM windows are retained, though inoperable, to preserve the vehicle's original look. A custom rear window with Phoenix B6 ballistic glass is bolted to a ballistic steel frame and mounted on a quick-release system that doubles as an escape hatch. This rear exit was chosen over a roof-based escape system to ensure usability regardless of the vehicle's orientation in the event of a rollover.
TimesLIVE
11 hours ago
- Automotive
- TimesLIVE
Armormax reveals new Ford Ranger Double Cab security variant
South African armoured car specialist Armormax has debuted its new Ford Ranger Double Cab security variant. Designed for patrol and intercept duties, the vehicle is capable of handling tough off-road terrain and comes equipped with a discreet B6 armouring package that offers protection against commonly used assault rifles. To maintain a stock appearance, Armormax used a combination of Ramor and Armox ballistic steel, lightweight composite materials certified to the B6 EN 1063 standard, an Optima-sourced B6 ballistic windscreen and custom side windows with Phoenix B6 ballistic glass. These are mounted in a bolt-on/bolt-off frame made of ballistic steel. The standard OEM windows are retained, though inoperable, to preserve the vehicle's original look. A custom rear window with Phoenix B6 ballistic glass is bolted to a ballistic steel frame and mounted on a quick-release system that doubles as an escape hatch. This rear exit was chosen over a roof-based escape system to ensure usability regardless of the vehicle's orientation in the event of a rollover. The front passenger door and both rear doors are fitted with bespoke sliding gun ports designed to accommodate the muzzle of any assault firearm. Positioned for optimal ergonomics, they allow an operator to fire from within the vehicle. These were selected over traditional round glass-mounted ports to preserve discretion. Armormax says the complete armouring conversion adds just 519kg to the vehicle. To handle the additional weight, the Ranger is equipped with an adjustable Old Man Emu suspension system and a military-grade Duraflat run-flat tyre set-up. Additional upgrades include: high-powered LED light bars for side and rear illumination; a rotating 360° spotlight; front grille-mounted white strobe lights; a roof-mounted infrared camera with full night-vision capability; and PA system with an integrated siren and close-quarters push-to-talk function for internal communication. These systems are powered by a secondary battery supported by a Redarc in-vehicle charger. Image: Supplied The base vehicle for this build is the 2.0 Turbodiesel XL 4x4 Automatic, though the armouring package can be fitted to any Ford Ranger Double Cab — except the Raptor variants due to their lower gross vehicle mass (GVM). The conversion does not affect the standard manufacturer warranty or service plan, thanks to the Ford QVM (Qualified Vehicle Modifier) programme. All additional components and accessories were sourced from other Ford QVM partners. The full armouring package, including all optional equipment, is priced at R1,043,478 (excluding VAT and the base vehicle). A three-year warranty is included for both the armouring components and workmanship.
The Citizen
13 hours ago
- Automotive
- The Citizen
Car theft pandemic hits eMalahleni malls
A wave of car thefts has hit local shoppers after three vehicles were stolen and more than four others were targeted at shopping centre parking lots over the past week. The incidents have taken place at three different malls in eMalahleni. In one of the incidents, a man told the police that he had arrived at a certain mall's parking lot and locked his car properly before going to the bank. He further alleged that when he returned from the bank, his car, a Ford Ranger was no longer there. Police investigations are still underway regarding the incident. In the second incident, a man told the police that he arrived at a different mall in the city, parked his car at the parking lot, and then left for a restaurant there. He further alleged that upon his return to the parking lot, his car, a Toyota Fortuner was no longer where he left it. Another incident where criminals could not succeed with the car theft in a different mall, raised more official concerns about vehicle safety. The man told the police that he parked his car to go shopping. Upon return, he found that someone was forcefully trying to open his car. According to a local security company, the suspects appear to be working in groups, using remote jamming devices and other tools to break into vehicles while they are parked. Witbank Police are urging motorists to take extra precautions when parking at public places. Spokesperson, Sergeant David Ratau, advised motorists to use steering locks, vehicle alarms, and secure tracking devices. 'Drivers should make sure their vehicles are parked in safe spaces and avoid leaving valuables in plain sight. Being alert and parking in well-monitored areas can make a big difference,' he added. Local security companies are advising shoppers to double-check that their cars are locked and to report any suspicious behaviour to mall security or the police. Breaking news at your fingertips … Follow WITBANK NEWS on our website, Facebook, Twitter, Instagram or TikTok Chat to us: [email protected]
The Advertiser
2 days ago
- Automotive
- The Advertiser
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:
