Latest news with #PHEV
CNA
10 hours ago
- Automotive
- CNA
BYD and Sime Motors launch BYD's first plug-in hybrid electric vehicle in Singapore
BYD and Sime Motors, through Vantage Automotive Limited (VAL), have officially launched the BYD Sealion 6 DM-i in Singapore. This launch marks a significant milestone as BYD's first plug-in hybrid electric vehicle (PHEV) in the local market. The latest model is designed for customers seeking an electric-first experience, combined with an extended driving range. 'We've led Singapore's electric vehicle transition by offering high-value, fully electric models like the BYD Atto 3, Sealion 7 and M6 – and the response has been overwhelmingly positive," said Mr James Ng, managing director of BYD Singapore and Philippines in a press release. 'However, we understand that electrification is a journey and that journey looks different for every driver. Some are ready to go fully electric while others still face practical challenges such as charging access or range confidence. The BYD Sealion 6 DM-i is our answer to those needs.' Powered by BYD's proprietary DM-i Super Hybrid system, the new model combines a 18.3 kWh Blade Battery with a 1.5L high-efficiency petrol engine. This hybrid system delivers up to 80 km of pure electric range (WLTC), making it ideal for daily commutes in Singapore. It is also designed to be fuel-efficient, allowing drivers to travel long distances without frequent refueling. Other notable features include a panoramic sunroof, power-adjustable heated and ventilated front seats and vehicle-to-load (V2L) capability that allows the car's battery to power external electronics.
The Advertiser
a day ago
- Automotive
- The Advertiser
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:
Mail & Guardian
2 days ago
- Automotive
- Mail & Guardian
Omoda C9 PHEV: Best plug-in hybrid under R1m
Eye-catching: The Omada delivers on all it promises – safety, distance, luxury – and more. Photo: Supplied Until now, new energy vehicles (NEV) have not really taken off in the South African market. Although the segment experienced a 100.6% year-on-year increase in 2024, it still made up only 3% of the total new-vehicle market. Factors around the slow performance in new-energy vehicles include range anxiety, charging infrastructure and pricing. By the end of 2024, there was no plug-in hybrid electric vehicle (PHEV) under a million rand. But Chinese manufacturers have recently released a variety of vehicles into the market that might just be the trigger to get NEVs on the road. BYD released the Sealion 6 in April and other brands followed suit. Omoda and Jaecoo released PHEV variants of the C9 and J7 in June, Chery released the PHEV variant of the Tiggo 7 Pro and Haval released the H6 GT in a PHEV as well. All of these models come in at under a million rand. The Mail & Guardian had the Omoda C9 on test for the week. Omoda is meant to be the luxury arm of Chery, so when you get one, you know that you are in for some amazing technology and brilliant features. To start off, while there are door handles, there's also a button that opens your door. This button was convenient and gave me a smooth feeling when doing something as simple as opening the car door. Then, Omoda takes keyless entry to a new level in this vehicle. There is no stop-start button. Just jump into the vehicle with your key, put your seatbelt on and you are ready to move wherever you need to. The car will not move unless you have your seatbelt on. I've only ever seen this with flagship Volvo models. Omoda is known for its bold exterior and luxurious interior and the C9 does not disappoint. The exterior features an eye-catching diamond-shaped grille, daytime running lights, and LED head- and tail-lights. The C9 PHEV boasts 20-inch alloy wheels, a panoramic sunroof and privacy glass for the second row. Red-painted brake callipers hint at sportiness, underscoring the C9 PHEV's performance capabilities. The finely stitched leather seats are extremely comfortable for both front and back seat passengers. The ambient lighting adds an extra dimension to the vehicle as the thin light strip moves above and below the dashboard all around the vehicle to the rear doors. The interior also features dual 12.3-inch digital displays with one being the instrument cluster and the other being the infotainment screen. I really love when manufacturers aim to give back seat passengers just as much of an experience as the driver and front seat passenger and Omoda does just that. The back seats recline electronically, passengers have their own climate controls and the seats are also heated. It was just perfect for the terrible Gauteng cold that were experiencing. Besides that, the back seats are also spacious and can comfortably fit three adults. When it comes to driving, Omoda pairs a 1.5-litre turbocharged petrol engine with three electric motors that deliver 440kW of power and 915Nm of torque. That amount of power is actually very scary, but also very necessary when you need those quick overtakes. The vehicle moves smoothly when these electric motors and the engine work together. It provides silence to match the comfort that you feel on the inside. You can choose to drive the vehicle as a hybrid or in full electric mode. The Omoda C9 PHEV has a 34.5kWh battery that provides up to 150km of full electric range. The 65-litre petrol tank and 34.5kWh battery deliver just as promised. This makes the C9 PHEV amazing. Omoda claims that you can get 1 100km of driving on a full tank and full charge and, if you are charging up your battery more regularly, you could even get much more than the claimed figure on your fuel tank. The 34.5 kWh battery pack can be recharged in 5.5 hours when connected to a home charging wall box. Thanks to its 70kWh fast-charging capability, the C9 PHEV can replenish its battery from 30-80% in 25 minutes when plugged into a DC fast charger. When driving on the highway, I was allowing my battery to charge and surprisingly, for a 30km drive, my battery would regain about 35km of range, which I could then use in and around town. Omoda also doesn't play around with safety. On the launch in June, it put us through a moose test to show the vehicle's capabilities to assess danger and let the car do the work. The moose test is a vehicle stability test that simulates an emergency manoeuvre, like swerving to avoid a suddenly appearing obstacle. It assesses how well a car handles sudden direction changes at speed, specifically its stability and resistance to rollover. The cones were placed just 12m apart and at 60km/h, the Omoda C9 swerved in and out of danger with very little body roll. Other safety features include adaptive cruise control, automatic braking, blind-spot monitoring, rear cross-traffic alert, rear cross-traffic brake, lane departure warning, lane change assist, lane departure prevention, integrated cruise assist and traffic congestion assist. Verdict and pricing The Omoda C9 PHEV comes in at R999 900, highlighting that premium vehicles can still be bought for less than R1 million. The power, range and posh nature of the vehicle make it totally worth it. In fact, if this vehicle had a German badge attached to it, it would easily be in the region of R2 million to R2.5 million. The Omoda C9 comes with a seven-year or 100 000km service plan, seven-year or 200 000km vehicle warranty, a 10-year or 200 000km warranty for certain electric drive unit components, a 10-year or one million kilometre engine warranty, and a 10-year or unlimited km power battery pack warranty (for the first owner, reverting to 10 years or 200 000km for subsequent owners).
Motor Trend
2 days ago
- Automotive
- Motor Trend
2025 Mazda CX-70 Hybrid Review: Expert Insights, Pricing, and Trims
The sleek and roomy 2025 CX‑70 PHEV packs a strong plug-in hybrid powertrain with usable electric-only range, plus a premium, tech-filled interior that matches the rest of the two-row SUV lineup. True to Mazda's reputation, it also delivers confident, well-balanced driving dynamics. Midsize SUV competitors include the Jeep Grand Cherokee 4xe, Toyota Crown Signia, and Nissan Murano. What's New Like the very similar CX-90 three-row SUV, the new-for-2025 CX-70 is offered with an available plug-in hybrid powertrain, which comes with the lineup's top trim levels. Other differences between the CX-70 and CX-90 PHEVs include: Exterior Distinct front and rear bumper treatments Black exterior trim instead of smoked chrome Model-specific paint colors and wheels Interior More cargo space than the CX-90 Rear underfloor storage Model-specific leather colors What We Think We prefer the two-row Mazda CX-70 over the similar-looking three-row CX-90, mostly because the CX-70 offers more generous cargo capacity. The plug-in hybrid models are especially appealing. They deliver better fuel economy than their gas-only counterparts and provide some electric-only driving range, which is a practical bonus. In MotorTrend testing, the PHEV version was also quicker than the more powerful pure gas model. Its four-cylinder engine sounds great when pushed to wide-open throttle. The ride quality is on the firm side, however, and we noticed that the eight-speed automatic transmission tends to stutter and hesitate in various driving situations—especially at lower speeds. Overall, the CX-70 plug-in hybrid looks good and drives well. Still, it could use more meaningful differentiation from the CX-90 PHEV in terms of design, performance, and driving feel. Top-Ranked Competitors: MotorTrend Tested All CX-70 plug-in hybrids are equipped with a 2.5-liter non-turbo four-cylinder engine, an electric motor, and a battery pack. Output totals are 323 hp and 369 lb-ft of torque, which is a little less powerful than the top inline-six gas engine (which makes 340 hp) but with the same torque. In MotorTrend testing, the CX-70 PHEV Premium Plus sprinted to 60 mph in a commendable 6.0 seconds, 0.3 second quicker than the Turbo S model with the high-output gas engine. Compare that to the Grand Cherokee 4xe's 375 hp and 470 lb-ft of torque. The Jeep plug-in hybrid comes with a smaller, turbocharged 2.0-liter inline-four and an electric motor integrated into the transmission. Despite greater output, the 4xe is slower to 60 mph than the CX-70 PHEV, needing 6.5 seconds in testing. MPGs and Range The 2025 CX-70 PHEV returns a fuel economy rating of 56 mpg-e combined. With a full tank and fully charged 17.8-kWh battery, total range is an estimated 490 miles. The Mazda can also provide as much as 26 miles of electric-only range for short hops and getting around town. Estimates for the Grand Cherokee 4xe are very similar. The Jeep also gets 56 mpg-e combined and can provide up to 26 miles of driving on electrons alone. Total range is only 470 miles, though. Safety Ratings and Features This year's model does well in safety testing. It's an IIHS 2025 Top Safety Pick+, the institute's highest distinction. The Mazda also receives a five-star overall safety rating from NHTSA. Standard safety features include: Automatic emergency braking Blind-spot monitoring Rear cross-traffic monitoring Lane keeping A driver focus monitor Traffic sign recognition Front and rear parking sensors Adaptive cruise control Cargo Space and Interior Room Cargo capacity is one of the CX-70's strong points, with or without the rear seat folded. Rear legroom is good, too, comparing favorably to the Jeep Grand Cherokee 4xe and Toyota Crown Signia hybrid. Technology Infotainment The CX-70 PHEV comes equipped with a standard 12.3-inch driver display and same-sized central screen with wireless Apple CarPlay and Android Auto integration. Through phone mirroring, the infotainment display becomes a touchscreen. A wireless phone charger and four USB ports are also included. Sound System A Bose 12-speaker high-end sound system is included with all 2025 CX-70 PHEV. Available Upgrades The few available add-ons include a digital rearview mirror and exterior running boards. Mazda also offers a tow package with hitch and harness. Value Standard Features The plug-in hybrid models are tops in the CX-70 lineup and therefore come fairly well equipped. All feature a strong, efficient powertrain, an upscale interior with plenty of tech, and generous cargo space. Recommended Trim Offered in Premium and Premium Plus trim levels (or 'packages' as Mazda calls them), we think the lower, more affordable grade should work for most consumers. It sacrifices the standard heated steering wheel, rear privacy glass, windshield wiper deicer, front footwell lighting, and automatic power-folding, auto-dimming side mirrors for a more approachable sticker price.
The Drive
3 days ago
- Automotive
- The Drive
The 2026 Mitsubishi Outlander's New Powertrain Makes the Car Interesting Again
The latest car news, reviews, and features. Mitsubishi is often treated a little dismissively by my industry colleagues, yet the Japanese brand is still planning to expand its U.S.-market lineup every year through 2030. I think more people should be paying attention to Mitsubishi's low-cost offerings. Especially now that it's about to have the cheapest, and possibly most fuel-efficient, three-row SUV on the market. The 2026 Mitsubishi Outlander's all-new mild hybrid powertrain, a first for Mitsubishi, is the brand's big news for the next model year. I've never driven anything with that car's outgoing 2.5-liter four-cylinder MIVEC engine, but as it only posted 181 horsepower, I doubt I was missing much. (OK, maybe some of my friends' dismissal of Mitsubishi has been justified.) The SUV will now run a 1.5-liter 16-valve four-cylinder turbo looped in with a mild hybrid system. Detailed specs, including power, price, and fuel economy, are TBA. But Mitsubishi promises that 'the new powertrain will deliver increased confidence and drivability thanks to electrified torque aiding off-the-line acceleration,' in a press release. It's already a decent-looking vehicle, and very low-priced in its class. A 2025 Outlander S-AWC (Super All-Wheel Control) starts at $31,795 with a 10-year, 100,000-mile warranty. If the new car gets better with getting too much more expensive, don't sleep on it. This really is a dang decent-looking machine. Mitsubishi The 2026 Mitsubishi Outlander PHEV (a different model; the plug-in hybrid, which starts at $40,445 with all-wheel drive) is getting a bigger battery to increase all-electric range. Its dampers, springs, stabilizer bars, and bushings have also been adjusted to improve ride quality and steering feel. The PHEV is also getting some new feature enhancements that the regular Outlander got for 2025. That includes better sound insulation, heated and cooled front seats, some redesigned interior elements (cupholders, storage, and more), a Yamaha-branded stereo, and an optional larger screen. The Outlander PHEV is still the flagship, but is syncing up with the regular Outlander's visual updates for next year. Mitsubishi Mitsubishi The Eclipse Cross is getting some decorative tweaks too; Outlander Sport is a carry-over for '26. Mitsubishi is also introducing Trail Editions of the Outlander and Outlander Sport for next year, with [sic] 'model-specific graphic and trim packages, dedicated wheels, dealer-available off-highway-focused tires and accessory kits and Thule roof-racks and mounts.' Sounds pretty low-effort to me, though a trim package could mean pretty much anything. Maybe the graphics kit will end up being cool—Mitsubishi has been known to offer loud decal sets on its cars for some reason. The Mirage is going out of production, but when you could still order one, you could spec these Ralliart graphics. Mitsubishi Jokes aside, a new mild hybrid Outlander is very interesting to me. PHEVs are great, but only if the majority of your driving is in a relatively close-to-home orbit. A mild hybrid is better for longer trips and adventures. On paper, the Outlander is a pretty incredible value if you don't mind the low horsepower figure—a brand-new all-wheel drive seven-seat SUV for about $35,000? That's pretty rare in 2025! The current Outlander AWD claims 27 mpg in combined driving (24 city, 31 highway). Assuming the new turbo electric hybrid setup will improve on that and cure some of the vehicle's anemia, that's going to be a compelling product even without true low-range or hardcore off-road capability. Mitsubishi might not have as cool of a lineup as it did in the '90s, but I wouldn't write them off just yet. Driven a modern Mitsubishi? I'd love to hear about it—I'm at
