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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:
The Advertiser
4 days 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:
The Irish Sun
26-06-2025
- Automotive
- The Irish Sun
Legendary car brand is axing ‘beast' 4×4 in Europe despite increasing popularity
A LEGENDARY car brand has axed its "beast" 4x4 in Europe despite its increasing popularity. This move represents a significant transition for Advertisement 1 Legendary car brand is axing 'beast' 4×4 in Europe next year despite its increasing popularity Credit: YouTube The 2.0-litre EcoBlue engine, often described as a beast of machine, will be removed from the Ranger in early 2026. What does this mean? A Ford spokesperson confirmed the decision to , leaving the pickup relying on the 3.0-litre V6 EcoBlue engine and the new 2.3-litre EcoBoost plug-in hybrid . Advertisement Motor News This move represents a significant transition for The shift to a PHEV powerplant will raise entry costs, with the plug-in model commanding a premium of around £2,500 over the existing 2.0-litre diesel models . power output that exceeds the current four-cylinder and even V6 diesel models. Advertisement Most read in Motors Crucially, the PHEV will retain the Ranger's full one-tonne payload limit and 3,500kg towing capacity — a key requirement for many business users. Why did they make the decision? New tax changes have created headaches for company pickup drivers, but Ford is forced to immediately shut down factories and halt car production as CEO admits 'day to day' struggle for brand Instead, With diesel variants like the Advertisement The Ranger PHEV nets 68 grams of carbon dioxide for every kilometer in WLTP testing, whereas the high-output version of the 2.0-liter EcoBlue is listed with 230 grams. By comparison, the Available in single- and bi-turbo flavors, the 2.0-liter EcoBlue made its debut in February 2018 with the unveiling of the original Ranger Raptor. When is this going to happen? The 3.0-litre V6 diesel, currently used in high-spec models such as the Wildtrak and Platinum, will continue for the foreseeable future . Advertisement With 240hp and 600Nm of torque, it offers strong performance for operators needing extra muscle, and is likely to remain a core part of the range until at least the end of the decade. The Ranger Plug-in Hybrid arriving with dealers now, with customer deliveries expected to begin shortly. Production of the 2.0-litre models will cease in early 2026. The Sun has approached Ford for comment. Meanwhile, a major recall issued by Ford over concerns for passenger safety Advertisement cars . And Britain's best-selling car brands have been revealed with the 'devastatingly handsome' Ford STILL topping the charts – Plus, Ford is forced to immediately shut down factories and halt car production as
The Advertiser
26-06-2025
- Automotive
- The Advertiser
Ford Ranger's entry-level engines appear safe in Australia
Ford Australia says it has "no news" on changes to the Ranger lineup after the entry-level turbo-diesel was dropped from Ford showrooms in the United Kingdom (UK). The 2.0-litre 'Panther' turbo-diesel four-cylinder was first fitted to the Australian Ranger in 2020 as a replacement for the previous 2.2-litre 'Puma' turbo-diesel, which was finally dropped when the new-generation Ranger was launched in 2022. Ford UK announced earlier this month the automaker would be dropping the newer 2.0-litre engine – where it's fitted in the Ranger and a lower-output Ranger Raptor not sold here – from early 2026. It's the same year the engine – which emits 199g/km of carbon dioxide according to Ford Australia – will not meet the new target of 180g/km under the newly introduced New Vehicle Efficiency Standard (NVES) in Australia. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. Yet the local arm of the car giant couldn't confirm – or deny – whether the engine will be offered in Australia next year, with penalties for exceeding NVES emissions due to be enforced from July 1, 2025. "To align with future EU [European Union] emissions regulations, Ford of Europe is introducing a number of changes to its Ranger and Ranger Raptor product lineups," a statement provided by Ford Australia to CarExpert said. "There is no news to share about changes to the Australian lineup." As confirmed by Ford Australia's comment, Ford UK's decision was based on reducing the automakers average fleet emissions there, after regulations were introduced in the UK in 2024 with hefty fines of £15,000 ($31,510) per vehicle exceeding the limits. The Ranger will continue to be offered in the UK and Europe with the 3.0-litre turbo-diesel V6 and the new plug-in hybrid petrol four. The 2.0-litre turbo-diesel's UK axing comes as the Ford Ranger PHEV (plug-in hybrid electric vehicle) was launched in Great Britain and Australia, potentially lowering the automaker's average emissions considerably. In both countries, the Ranger PHEV 4×4 uses a 2.3-litre turbocharged petrol four-cylinder engine and electric motor/lithium-ion battery combination, sourced from the same South Africa factory. All other versions of the Ranger sold in Australia are made in Thailand, in contrast with the UK and Europe where Ford sells only South African-built Rangers. The Ranger PHEV has a carbon dioxide rating of 66g/km in Australian spec, compared to the 2.0-litre turbo-diesel's 199g/km rating in base XL cab chassis models to a high of 211g/km in Ranger XL 4×4 double-cab pickup. Across the Ranger's local lineup, the more powerful 2.0-litre Bi-Turbo – effectively the same engine with an additional turbocharger – is rated at 189g/km, with the 3.0-litre turbo-diesel V6 at 222g/km and the Ranger Raptor's 3.0-litre twin-turbo petrol V6 at 262g/km. For the Ranger, all model grades must meet 210g/kg in 2025, but by 2029 that lowers to 110g/km – again, with the Ranger PHEV easily within future limits. The Ranger Super Duty, due in Australia in early 2026, uses a detuned version of the 3.0-litre turbo-diesel V6 to meet Euro 6 emissions regulations, making it the only Ranger needing AdBlue. The European Union emissions laws were recently amended and permit the sale of hybrid vehicles until 2035, when it will ban the sale of all internal combustion engine cars (technically, any vehicle that emits carbon dioxide). The Ranger PHEV's lower carbon dioxide figure also means it already meets the toughest targets under the NVES which gradually tightens emissions targets annually. At the launch of Ranger PHEV, Ford told CarExpert the introduction of the plug-in hybrid version was not a 'compliance play' designed to meet stricter emissions standards. The 2.0-litre turbo-diesel engine axed in the UK is also fitted in the local Ford Transit Custom and Transit. The Transit is already offered here with an available electric powertrain, while the Transit Custom is gaining both electric and plug-in hybrid powertrains. MORE: Explore the Ford Ranger showroom Content originally sourced from: Ford Australia says it has "no news" on changes to the Ranger lineup after the entry-level turbo-diesel was dropped from Ford showrooms in the United Kingdom (UK). The 2.0-litre 'Panther' turbo-diesel four-cylinder was first fitted to the Australian Ranger in 2020 as a replacement for the previous 2.2-litre 'Puma' turbo-diesel, which was finally dropped when the new-generation Ranger was launched in 2022. Ford UK announced earlier this month the automaker would be dropping the newer 2.0-litre engine – where it's fitted in the Ranger and a lower-output Ranger Raptor not sold here – from early 2026. It's the same year the engine – which emits 199g/km of carbon dioxide according to Ford Australia – will not meet the new target of 180g/km under the newly introduced New Vehicle Efficiency Standard (NVES) in Australia. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. Yet the local arm of the car giant couldn't confirm – or deny – whether the engine will be offered in Australia next year, with penalties for exceeding NVES emissions due to be enforced from July 1, 2025. "To align with future EU [European Union] emissions regulations, Ford of Europe is introducing a number of changes to its Ranger and Ranger Raptor product lineups," a statement provided by Ford Australia to CarExpert said. "There is no news to share about changes to the Australian lineup." As confirmed by Ford Australia's comment, Ford UK's decision was based on reducing the automakers average fleet emissions there, after regulations were introduced in the UK in 2024 with hefty fines of £15,000 ($31,510) per vehicle exceeding the limits. The Ranger will continue to be offered in the UK and Europe with the 3.0-litre turbo-diesel V6 and the new plug-in hybrid petrol four. The 2.0-litre turbo-diesel's UK axing comes as the Ford Ranger PHEV (plug-in hybrid electric vehicle) was launched in Great Britain and Australia, potentially lowering the automaker's average emissions considerably. In both countries, the Ranger PHEV 4×4 uses a 2.3-litre turbocharged petrol four-cylinder engine and electric motor/lithium-ion battery combination, sourced from the same South Africa factory. All other versions of the Ranger sold in Australia are made in Thailand, in contrast with the UK and Europe where Ford sells only South African-built Rangers. The Ranger PHEV has a carbon dioxide rating of 66g/km in Australian spec, compared to the 2.0-litre turbo-diesel's 199g/km rating in base XL cab chassis models to a high of 211g/km in Ranger XL 4×4 double-cab pickup. Across the Ranger's local lineup, the more powerful 2.0-litre Bi-Turbo – effectively the same engine with an additional turbocharger – is rated at 189g/km, with the 3.0-litre turbo-diesel V6 at 222g/km and the Ranger Raptor's 3.0-litre twin-turbo petrol V6 at 262g/km. For the Ranger, all model grades must meet 210g/kg in 2025, but by 2029 that lowers to 110g/km – again, with the Ranger PHEV easily within future limits. The Ranger Super Duty, due in Australia in early 2026, uses a detuned version of the 3.0-litre turbo-diesel V6 to meet Euro 6 emissions regulations, making it the only Ranger needing AdBlue. The European Union emissions laws were recently amended and permit the sale of hybrid vehicles until 2035, when it will ban the sale of all internal combustion engine cars (technically, any vehicle that emits carbon dioxide). The Ranger PHEV's lower carbon dioxide figure also means it already meets the toughest targets under the NVES which gradually tightens emissions targets annually. At the launch of Ranger PHEV, Ford told CarExpert the introduction of the plug-in hybrid version was not a 'compliance play' designed to meet stricter emissions standards. The 2.0-litre turbo-diesel engine axed in the UK is also fitted in the local Ford Transit Custom and Transit. The Transit is already offered here with an available electric powertrain, while the Transit Custom is gaining both electric and plug-in hybrid powertrains. MORE: Explore the Ford Ranger showroom Content originally sourced from: Ford Australia says it has "no news" on changes to the Ranger lineup after the entry-level turbo-diesel was dropped from Ford showrooms in the United Kingdom (UK). The 2.0-litre 'Panther' turbo-diesel four-cylinder was first fitted to the Australian Ranger in 2020 as a replacement for the previous 2.2-litre 'Puma' turbo-diesel, which was finally dropped when the new-generation Ranger was launched in 2022. Ford UK announced earlier this month the automaker would be dropping the newer 2.0-litre engine – where it's fitted in the Ranger and a lower-output Ranger Raptor not sold here – from early 2026. It's the same year the engine – which emits 199g/km of carbon dioxide according to Ford Australia – will not meet the new target of 180g/km under the newly introduced New Vehicle Efficiency Standard (NVES) in Australia. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. Yet the local arm of the car giant couldn't confirm – or deny – whether the engine will be offered in Australia next year, with penalties for exceeding NVES emissions due to be enforced from July 1, 2025. "To align with future EU [European Union] emissions regulations, Ford of Europe is introducing a number of changes to its Ranger and Ranger Raptor product lineups," a statement provided by Ford Australia to CarExpert said. "There is no news to share about changes to the Australian lineup." As confirmed by Ford Australia's comment, Ford UK's decision was based on reducing the automakers average fleet emissions there, after regulations were introduced in the UK in 2024 with hefty fines of £15,000 ($31,510) per vehicle exceeding the limits. The Ranger will continue to be offered in the UK and Europe with the 3.0-litre turbo-diesel V6 and the new plug-in hybrid petrol four. The 2.0-litre turbo-diesel's UK axing comes as the Ford Ranger PHEV (plug-in hybrid electric vehicle) was launched in Great Britain and Australia, potentially lowering the automaker's average emissions considerably. In both countries, the Ranger PHEV 4×4 uses a 2.3-litre turbocharged petrol four-cylinder engine and electric motor/lithium-ion battery combination, sourced from the same South Africa factory. All other versions of the Ranger sold in Australia are made in Thailand, in contrast with the UK and Europe where Ford sells only South African-built Rangers. The Ranger PHEV has a carbon dioxide rating of 66g/km in Australian spec, compared to the 2.0-litre turbo-diesel's 199g/km rating in base XL cab chassis models to a high of 211g/km in Ranger XL 4×4 double-cab pickup. Across the Ranger's local lineup, the more powerful 2.0-litre Bi-Turbo – effectively the same engine with an additional turbocharger – is rated at 189g/km, with the 3.0-litre turbo-diesel V6 at 222g/km and the Ranger Raptor's 3.0-litre twin-turbo petrol V6 at 262g/km. For the Ranger, all model grades must meet 210g/kg in 2025, but by 2029 that lowers to 110g/km – again, with the Ranger PHEV easily within future limits. The Ranger Super Duty, due in Australia in early 2026, uses a detuned version of the 3.0-litre turbo-diesel V6 to meet Euro 6 emissions regulations, making it the only Ranger needing AdBlue. The European Union emissions laws were recently amended and permit the sale of hybrid vehicles until 2035, when it will ban the sale of all internal combustion engine cars (technically, any vehicle that emits carbon dioxide). The Ranger PHEV's lower carbon dioxide figure also means it already meets the toughest targets under the NVES which gradually tightens emissions targets annually. At the launch of Ranger PHEV, Ford told CarExpert the introduction of the plug-in hybrid version was not a 'compliance play' designed to meet stricter emissions standards. The 2.0-litre turbo-diesel engine axed in the UK is also fitted in the local Ford Transit Custom and Transit. The Transit is already offered here with an available electric powertrain, while the Transit Custom is gaining both electric and plug-in hybrid powertrains. MORE: Explore the Ford Ranger showroom Content originally sourced from: Ford Australia says it has "no news" on changes to the Ranger lineup after the entry-level turbo-diesel was dropped from Ford showrooms in the United Kingdom (UK). The 2.0-litre 'Panther' turbo-diesel four-cylinder was first fitted to the Australian Ranger in 2020 as a replacement for the previous 2.2-litre 'Puma' turbo-diesel, which was finally dropped when the new-generation Ranger was launched in 2022. Ford UK announced earlier this month the automaker would be dropping the newer 2.0-litre engine – where it's fitted in the Ranger and a lower-output Ranger Raptor not sold here – from early 2026. It's the same year the engine – which emits 199g/km of carbon dioxide according to Ford Australia – will not meet the new target of 180g/km under the newly introduced New Vehicle Efficiency Standard (NVES) in Australia. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. Yet the local arm of the car giant couldn't confirm – or deny – whether the engine will be offered in Australia next year, with penalties for exceeding NVES emissions due to be enforced from July 1, 2025. "To align with future EU [European Union] emissions regulations, Ford of Europe is introducing a number of changes to its Ranger and Ranger Raptor product lineups," a statement provided by Ford Australia to CarExpert said. "There is no news to share about changes to the Australian lineup." As confirmed by Ford Australia's comment, Ford UK's decision was based on reducing the automakers average fleet emissions there, after regulations were introduced in the UK in 2024 with hefty fines of £15,000 ($31,510) per vehicle exceeding the limits. The Ranger will continue to be offered in the UK and Europe with the 3.0-litre turbo-diesel V6 and the new plug-in hybrid petrol four. The 2.0-litre turbo-diesel's UK axing comes as the Ford Ranger PHEV (plug-in hybrid electric vehicle) was launched in Great Britain and Australia, potentially lowering the automaker's average emissions considerably. In both countries, the Ranger PHEV 4×4 uses a 2.3-litre turbocharged petrol four-cylinder engine and electric motor/lithium-ion battery combination, sourced from the same South Africa factory. All other versions of the Ranger sold in Australia are made in Thailand, in contrast with the UK and Europe where Ford sells only South African-built Rangers. The Ranger PHEV has a carbon dioxide rating of 66g/km in Australian spec, compared to the 2.0-litre turbo-diesel's 199g/km rating in base XL cab chassis models to a high of 211g/km in Ranger XL 4×4 double-cab pickup. Across the Ranger's local lineup, the more powerful 2.0-litre Bi-Turbo – effectively the same engine with an additional turbocharger – is rated at 189g/km, with the 3.0-litre turbo-diesel V6 at 222g/km and the Ranger Raptor's 3.0-litre twin-turbo petrol V6 at 262g/km. For the Ranger, all model grades must meet 210g/kg in 2025, but by 2029 that lowers to 110g/km – again, with the Ranger PHEV easily within future limits. The Ranger Super Duty, due in Australia in early 2026, uses a detuned version of the 3.0-litre turbo-diesel V6 to meet Euro 6 emissions regulations, making it the only Ranger needing AdBlue. The European Union emissions laws were recently amended and permit the sale of hybrid vehicles until 2035, when it will ban the sale of all internal combustion engine cars (technically, any vehicle that emits carbon dioxide). The Ranger PHEV's lower carbon dioxide figure also means it already meets the toughest targets under the NVES which gradually tightens emissions targets annually. At the launch of Ranger PHEV, Ford told CarExpert the introduction of the plug-in hybrid version was not a 'compliance play' designed to meet stricter emissions standards. The 2.0-litre turbo-diesel engine axed in the UK is also fitted in the local Ford Transit Custom and Transit. The Transit is already offered here with an available electric powertrain, while the Transit Custom is gaining both electric and plug-in hybrid powertrains. MORE: Explore the Ford Ranger showroom Content originally sourced from:
The Advertiser
22-06-2025
- Automotive
- The Advertiser
Ford Ranger PHEV built for choice not compliance, says exec
Ford Australia has launched the Ranger PHEV to broaden customer choice, not meet emissions regulations, according to senior global product executive Jim Baumbick. The Ranger PHEV joins a growing collection of electrified Ford models in Australia that includes the all-electric Mustang Mach-E SUV and E-Transit and E-Transit Custom vans, as well as a plug-in hybrid version of the Transit Custom. All will serve as key pillars of Ford's initial response to the New Vehicle Emissions Standard (NVES) in Australia, with sales of the greener vehicles set to help offset fines accrued by dirtier models in the lineup such as diesel versions of the Ranger and the Everest SUV, as well as the petrol-powered Mustang sports car. However, Mr Baumbick says that Ford was working on diversifying its Ranger lineup well before the strict new emissions regulations were announced, and that the Ranger PHEV complements its other ute offerings. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. "This is not a compliance play, it's a portfolio of options," Mr Baumbick told Australian media at the international launch of the Ranger PHEV. "At Ford, we want to let the customers choose so they can pick the right tool for the job. "The regulatory requirements in Australia have changed very rapidly, faster than normal process. But we already had this in development, and we'll continue to enhance the portfolio. "We're launching it now, but we didn't do this because of the new requirements. It's part of our overall mission to offer a portfolio of options." Despite his insistence that the plug-in hybrid version of the Ranger wasn't an emissions-led project, Mr Baumbick admitted that Ford was caught on the back foot by tightening regulations across the globe. The ink officially dried on the Australian Government's New Vehicle Efficiency Standard (NVES) at the start of this year, bringing with it regulations designed to reduce the carbon footprint of the Australian car market. While the NVES came into effect on January 1, 2025, penalties won't start being accrued until July 1. "Going electric isn't a light switch," explained Mr Baumbick. "We're trying to move as fast as we can, and when things change quickly there are development lead times, so stay tuned. As for the other measures Ford is set to take to survive in the Australian market, the brand is committed to shielding consumers from the financial burden of NVES fines. "We're not jacking up prices due to our regulatory status," Mr Baumbick asserted. MORE: Explore the Ford Ranger showroom Content originally sourced from: Ford Australia has launched the Ranger PHEV to broaden customer choice, not meet emissions regulations, according to senior global product executive Jim Baumbick. The Ranger PHEV joins a growing collection of electrified Ford models in Australia that includes the all-electric Mustang Mach-E SUV and E-Transit and E-Transit Custom vans, as well as a plug-in hybrid version of the Transit Custom. All will serve as key pillars of Ford's initial response to the New Vehicle Emissions Standard (NVES) in Australia, with sales of the greener vehicles set to help offset fines accrued by dirtier models in the lineup such as diesel versions of the Ranger and the Everest SUV, as well as the petrol-powered Mustang sports car. However, Mr Baumbick says that Ford was working on diversifying its Ranger lineup well before the strict new emissions regulations were announced, and that the Ranger PHEV complements its other ute offerings. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. "This is not a compliance play, it's a portfolio of options," Mr Baumbick told Australian media at the international launch of the Ranger PHEV. "At Ford, we want to let the customers choose so they can pick the right tool for the job. "The regulatory requirements in Australia have changed very rapidly, faster than normal process. But we already had this in development, and we'll continue to enhance the portfolio. "We're launching it now, but we didn't do this because of the new requirements. It's part of our overall mission to offer a portfolio of options." Despite his insistence that the plug-in hybrid version of the Ranger wasn't an emissions-led project, Mr Baumbick admitted that Ford was caught on the back foot by tightening regulations across the globe. The ink officially dried on the Australian Government's New Vehicle Efficiency Standard (NVES) at the start of this year, bringing with it regulations designed to reduce the carbon footprint of the Australian car market. While the NVES came into effect on January 1, 2025, penalties won't start being accrued until July 1. "Going electric isn't a light switch," explained Mr Baumbick. "We're trying to move as fast as we can, and when things change quickly there are development lead times, so stay tuned. As for the other measures Ford is set to take to survive in the Australian market, the brand is committed to shielding consumers from the financial burden of NVES fines. "We're not jacking up prices due to our regulatory status," Mr Baumbick asserted. MORE: Explore the Ford Ranger showroom Content originally sourced from: Ford Australia has launched the Ranger PHEV to broaden customer choice, not meet emissions regulations, according to senior global product executive Jim Baumbick. The Ranger PHEV joins a growing collection of electrified Ford models in Australia that includes the all-electric Mustang Mach-E SUV and E-Transit and E-Transit Custom vans, as well as a plug-in hybrid version of the Transit Custom. All will serve as key pillars of Ford's initial response to the New Vehicle Emissions Standard (NVES) in Australia, with sales of the greener vehicles set to help offset fines accrued by dirtier models in the lineup such as diesel versions of the Ranger and the Everest SUV, as well as the petrol-powered Mustang sports car. However, Mr Baumbick says that Ford was working on diversifying its Ranger lineup well before the strict new emissions regulations were announced, and that the Ranger PHEV complements its other ute offerings. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. "This is not a compliance play, it's a portfolio of options," Mr Baumbick told Australian media at the international launch of the Ranger PHEV. "At Ford, we want to let the customers choose so they can pick the right tool for the job. "The regulatory requirements in Australia have changed very rapidly, faster than normal process. But we already had this in development, and we'll continue to enhance the portfolio. "We're launching it now, but we didn't do this because of the new requirements. It's part of our overall mission to offer a portfolio of options." Despite his insistence that the plug-in hybrid version of the Ranger wasn't an emissions-led project, Mr Baumbick admitted that Ford was caught on the back foot by tightening regulations across the globe. The ink officially dried on the Australian Government's New Vehicle Efficiency Standard (NVES) at the start of this year, bringing with it regulations designed to reduce the carbon footprint of the Australian car market. While the NVES came into effect on January 1, 2025, penalties won't start being accrued until July 1. "Going electric isn't a light switch," explained Mr Baumbick. "We're trying to move as fast as we can, and when things change quickly there are development lead times, so stay tuned. As for the other measures Ford is set to take to survive in the Australian market, the brand is committed to shielding consumers from the financial burden of NVES fines. "We're not jacking up prices due to our regulatory status," Mr Baumbick asserted. MORE: Explore the Ford Ranger showroom Content originally sourced from: Ford Australia has launched the Ranger PHEV to broaden customer choice, not meet emissions regulations, according to senior global product executive Jim Baumbick. The Ranger PHEV joins a growing collection of electrified Ford models in Australia that includes the all-electric Mustang Mach-E SUV and E-Transit and E-Transit Custom vans, as well as a plug-in hybrid version of the Transit Custom. All will serve as key pillars of Ford's initial response to the New Vehicle Emissions Standard (NVES) in Australia, with sales of the greener vehicles set to help offset fines accrued by dirtier models in the lineup such as diesel versions of the Ranger and the Everest SUV, as well as the petrol-powered Mustang sports car. However, Mr Baumbick says that Ford was working on diversifying its Ranger lineup well before the strict new emissions regulations were announced, and that the Ranger PHEV complements its other ute offerings. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. "This is not a compliance play, it's a portfolio of options," Mr Baumbick told Australian media at the international launch of the Ranger PHEV. "At Ford, we want to let the customers choose so they can pick the right tool for the job. "The regulatory requirements in Australia have changed very rapidly, faster than normal process. But we already had this in development, and we'll continue to enhance the portfolio. "We're launching it now, but we didn't do this because of the new requirements. It's part of our overall mission to offer a portfolio of options." Despite his insistence that the plug-in hybrid version of the Ranger wasn't an emissions-led project, Mr Baumbick admitted that Ford was caught on the back foot by tightening regulations across the globe. The ink officially dried on the Australian Government's New Vehicle Efficiency Standard (NVES) at the start of this year, bringing with it regulations designed to reduce the carbon footprint of the Australian car market. While the NVES came into effect on January 1, 2025, penalties won't start being accrued until July 1. "Going electric isn't a light switch," explained Mr Baumbick. "We're trying to move as fast as we can, and when things change quickly there are development lead times, so stay tuned. As for the other measures Ford is set to take to survive in the Australian market, the brand is committed to shielding consumers from the financial burden of NVES fines. "We're not jacking up prices due to our regulatory status," Mr Baumbick asserted. MORE: Explore the Ford Ranger showroom Content originally sourced from:
