Latest news with #XLT
Auto Blog
10-08-2025
- Automotive
- Auto Blog
I Drove the 2025 Ford Maverick XLT AWD Hybrid. Here's My Brutally Honest Review
A gateway drug into the world of trucks When the 2025 Ford Maverick was parked on my driveway to be reviewed, my three-year-old daughter—who's just as obsessed with cars as I am—said, 'Look at the baby truck, Mama! I love it!' I'm not sure Ford designed the Maverick to be cute or endearing, but it definitely was. And because it's cute and dainty, its capabilities are often underestimated. My husband used it to get his tools home from the repair shop he worked at, and immediately appreciated the cubby holes under the rear seats, the floor space, and, of course, the bed. Source: Kristen Brown Trucks are borderline luxury cars these days, so I expected the Maverick to be closer to $45,000 MSRP. The model I reviewed was the XLT trim, which is the second from the base, so the MSRP is $30,645. Mine had the XLT luxury package, the optional Cosmic Blue paint, all-wheel drive, and the hybrid powertrain, pushing the suggested retail price to $36,645. The top-shelf model, the Tremor, starts at $40,995, which is still a great value for an off-road-focused trim with 4WD instead of AWD. After putting my kids in it, taking it to a friend's BBQ, filling it with gear and toys, and daily driving it, I realized it's a lot tougher than most people—including myself—would ever assume. It won't replace a full-sized truck, but it's not meant to When I went with my husband to fill 'er up with tools after he quit his job as a master technician, the Maverick immediately drew a crowd. His coworkers swarmed to comment on how 'cute' the Maverick was, poke fun at the towing rating (2,000 lbs, as it wasn't configured with the $745 4K Tow Package that increases it to 4,000 lbs), how small the bed was, how low it was to the ground, and how petite it was. As he lifted the rear seats and began filling the storage sections underneath them with tools, their remarks slowed. Once he was able to fill the foot wells with bags full of other items, they stopped completely. Source: Kristen Brown He especially appreciated the low entry point into the bed because he was able to put bigger items, like his bumper holder, smaller tool box, and tool bags full of items in it without straining to get heavier things over the side of the truck. This, he said, made him less anxious about denting it, and lowering the tailgate made it even easier. Before he knew it, he was able to fit everything that wasn't in his large toolbox in the bed and rear seats. There's no way all those items would have been able to fit in my Subaru Forester. When it was time to go to a BBQ at his coworker's house, fitting our daughters, their bikes, extra clothes, blankets, and other items was easy. Fitting a box of diapers, a pack of toilet paper, and paper towels from Costco was even easier, and it didn't take up a single centimeter of space for me or the girls. The Maverick is truly in a league of its own, as it's not quite a car or SUV, but it's not a 'real' truck, either. It's in the middle of it all. Installing my toddlers' seats was a tad tricky Like most small trucks I've reviewed, installing the top tether involved folding the top of the seat. Attaching it and adjusting one seat wasn't too bad, but it started to get tricky with two front-facing toddlers. Once they were both adjusted, it was fine, but I realized that both seats being tightened would mean removal would be… Annoying, at best. And I was right. I had to cram my hand behind the back of the seat to loosen one seat to be able to loosen the other one. Source: Kristen Brown Granted, most people aren't moving their car seats from car to car every week like I am—so it won't be as big of deal for those who are looking to the Maverick as a daily driver—but if you're planning on making it a secondary car that you'd occasionally move seats into, keep that in mind. It was much easier in the Ranger, but not as difficult as the Honda Ridgeline. The interior design and layout were fresh, funky, and comfortable Both my husband and I immediately noticed that the speckled gray and electric blue plastic was used to break up the interior's primary dark grey color. Almost simultaneously, we said it reminded us of the old-school camping coolers our parents used growing up. I'm not sure that Ford intended that, but it did inspire a sense of nostalgia for both of us. The driver and passenger seats were some of the most comfortable in any new car I've reviewed, with all the cushioning in the right places. The dash isn't too high, making it easy to see over the hood and pinpoint the corners, so it was easy to see out of, too. Long-distance trips would be easy, breezy, and beautiful. Source: Kristen Brown Since the Maverick's design prioritizes the bed, the rear seats aren't as spacious as the front seats, but there was plenty of space for my toddler's car seats. Older kids would have enough space to enjoy looking out of the reasonably sized windows, but adults might find themselves needing to sit askew to be comfortable for long drives (unless, of course, either the driver or passenger was fine with having their knees up against the dashboard). Mileage, unsurprisingly, was excellent The Maverick XLT can be configured with either the 2.5-liter full-hybrid setup that produces 191 horsepower and 155 lb-ft of torque or the 2.0-liter four-cylinder EcoBoost engine. That engine makes 250 horsepower and 280 lb-ft of torque, so it's more powerful, but it's not a hybrid. The mileage as a hybrid was jaw-dropping. Around town, I was averaging over 28 mpg. When we drove to Prineville for the barbecue, I averaged 38.7 mpg. After my week with it, the average for all 180 miles I drove it was almost 39 mpg. And that was with it typically being full of people. Source: Kristen Brown The AWD setup paired with the electric battery made the Maverick feel like there was more power to the pedal than there was, especially with the CVT. Starting from a stop was plenty quick, and getting up to speed on the highway wasn't difficult. Trust me when I say this, it's no racehorse—but it'll get you from 0 to 60 in a very reasonable time. The standard equipment was pretty impressive One of the first things my husband noticed about the Maverick's FLEXBED was the adjustable rails on either side of the bed. This way, if you needed to adjust tie downs in a specific way to keep anything from falling out, it was very easy to do. Those tie downs were everywhere you'd expect them to be, including on the tailgate itself, so you could tie down larger items with the gate down, like a couch or a dirtbike, with ease. On either side, there were 12V connectors, allowing you to power various tools with it or tap into it to use it as needed. There were locking storage containers on both sides of the bed, too, so you could lock up tools or camping supplies–but there was a posted weight limit of 20 lbs. Source: Kristen Brown The XLT had a 13.2-inch LCD touchscreen with wireless Android Auto and Apple CarPlay, which worked seamlessly once I connected my phone's Bluetooth. I was prompted to download the Ford app, and from there, I could do remote start, prepare the cabin's temperature, lock and unlock it, and more. The sound system wasn't anything to write home about, and there isn't an option for a better one for the XLT, but it's not horrible. It has enough bass to keep things interesting, but it's not as good as the Bang & Olufsen sound system in the Explorer. Ford has a very, very long list of add-ons to choose from Looking at the webpage for the Maverick XLT was almost daunting. My thumb nearly felt sore from how many times I scrolled down before reaching the bottom of just the exterior add-ons. From Ford, you can have a bed cover added on, there are a few toolboxes to choose from, and there are Yakima bed rail-mounted crossbars. There's also a bed extender, a bed divider kit, and splash guards. The one I drove didn't have a power moonroof, but one can be added for $995; sun blinds are an option, as well as exterior lightning and a speaker from Overland, or matte black speed stripes on the hood and roof. Source: Kristen Brown What's even crazier is the fact that the top-of-the-line model, the Tremor, comes with an even longer list of standard equipment, but an equally long list of possible add-ons. You could easily configure it to be well over $50,000, but it's also incredibly easy to make it a very loaded little truck for under $45,000, even with add-ons. Final thoughts The Maverick is growing in popularity, particularly in my hometown of Bend, Oregon, because it's much tougher than it looks. I've seen people use them as company cars, moving HVAC or pool cleaning equipment, to light-duty construction cars, and I've seen a few of them being used as local government vehicles. My neighbor has one, and he uses it to move plants and garden material back and forth, as his wife grows and sells flowers at our local farmer's market. I've seen a few being used purely as family vehicles to move their toddlers and their associated items around town, too. All-wheel drive, a potent hybrid powertrain, plenty of space and comfort, and a reasonably sized bed make the Maverick more than just a Baby Truck. It makes it versatile for a wider range of buyers, and the price range makes it even more possible to buy one. About the Author Kristen Brown View Profile
Motor Trend
31-07-2025
- Automotive
- Motor Trend
Our (Two-)Yearlong Test of the Ford Maverick Hybrid Is Over: Here's How It Went
The Ford Maverick arrived like a breath of fresh air to a market that had been starving for a truly small truck. We fell in love with Ford's small pickup from the moment we first drove it, so we were eager to put the Maverick to a long-term test. But it took until the second model year—2023—to finally park one in the MotorTrend garage. Our two-year test of the Ford Maverick Hybrid XLT showed it as a reliable small truck despite 10 recalls. The truck excelled in fuel economy (35.7 mpg) and cost-efficiency, with minor regrets on some features. They plan to keep it due to its performance and utility. This summary was generated by AI using content from this MotorTrend article. Read Next Actually, we did more than park it. We bought it. With our own money. (Our long-term vehicles are usually borrowed from manufacturers.) Owning the truck meant the Maverick would go beyond our usual one-year test and stretch to two. Which Version Did We Test? We ordered a Maverick XLT hybrid in Cactus Gray, a fun but not ostentatious color applied to the trim we felt was the sweet spot in the lineup. The XLT wasn't as bare bones as the work-truck XL, and it could also be optioned with several luxuries from the top-spec Lariat trim. And that's what we did. The $1,730 XLT Luxury package was a must-have, as it included heat for the front seats, side mirrors, and steering wheel (plus a wiper de-icer)—clutch since our truck lives at our office near Detroit. We regretted ordering the $150 manual sliding rear window because honestly, we never opened it, not the cost. But we definitely didn't regret the agreeably priced spray-in bedliner ($495) or all-weather floor mats ($175). They kept the truck's bed and carpets looking fresh through two years of hauling. And haul we did, everything from loads of cardboard to piles of rocks, and from scrap metal to mounds of mulch and yard debris. Vacation and tailgating gear, bikes, flat-pack furniture, non-flat-pack-furniture—the Maverick's 4.5-foot bed proved perfectly adept at carrying all these things and more. When we needed some degree of weathertightness, we simply rolled out our secure tonneau cover. (Now, was that cover worth the $1,200 we paid for it? Maybe not.) What little towing we did within the truck's 2,000-pound limit was handled flawlessly, with no bounding or struggling. Any Features We Missed? We do wish our truck was equipped with a wireless charging pad (available on the Lariat) and the new 12.5-inch infotainment screen now standard on all models, but they weren't dealbreakers. What could be a dealbreaker might be today's pricing, more on which in a bit. Had the hybrid powertrain been offered with all-wheel drive at the time we bought our truck (the option became available for 2025), we'd probably have ordered it. Even still, the front-drive hybrid proved perfectly adept at handling Michigan's worst rains and snowstorms. A set of Bridgestone Blizzak winter tires helped in the depths of winter, but they weren't on the truck every time we encountered inclement weather. Price, Fuel Economy, and Cost to Own The Maverick launched with a sub-$20,000 base price (before destination), but that had already risen to $23,000 or so by the time we bought ours. Our XLT carried a base price of $25,950 and an as-tested sticker of $30,355. Good luck getting such a deal today. The Maverick was refreshed for the 2025 model year, and to essentially replicate our truck within the new lineup (the XLT hybrid now starts at $32,340) would set you back $36,975. At least the options haven't gone up much. Maintenance added up to just under $500 over two years and consisted of the usual oil changes, inspections, and tire rotations. We incurred a bit of labor cost, too, to see if the techs could track down a musty smell we thought might be due to a leak into the cabin, but nothing was found, and the smell went away. Must have been a wet dog, although no one fessed up. Our exact maintenance total of $478.55 over two years compares very favorably to the $1,100 we paid to keep our Hyundai Santa Cruz—the only direct competitor to the Maverick—happily on the road during its 12-month test. Similarly, the Mavvy's fuel economy (35.7 mpg) and cost ($0.12/mile) blew away the Santa Cruz's (23.8, $0.16), although to be fair the Hyundai wasn't a hybrid and its turbo engine trounced the Maverick in horsepower and torque. The Maverick's combined fuel economy during our test fell below its 37-mpg combined EPA rating, but still impressive for a vehicle that spent vast stretches of time on the highway, where it's less efficient. For more context, the pint-sized Toyota Corolla Cross could only achieve 29 mpg combined during a year with us. The one major cost associated with our Maverick wasn't our fault; we were rear-ended. You can read about the accident and repairs in more depth here, but the truck was away for roughly 10 days and required $4,843.44 of insurance money to make right again. It still drives as if the accident never happened. We didn't have any major mechanical, electrical, or software issues, and the Maverick served us faithfully for its entire stay—that is, when it wasn't getting a recall repair handled. We received a staggering 10 recalls and 'Customer Satisfaction Program' notifications over our test period. (CSPs are essentially extended warranties on potentially problematic parts.) Most of the recalls were for minor issues, although one was for a major fire risk. Luckily, none of the problems reared their head while we were driving or otherwise, and our recall repairs (all software updates) were quickly taken care of by our local dealer. As for the interior of the Maverick, it withstood the two years of abuse extremely well, with little to no visible wear to its cloth upholstery. There are some scratches visible on the darker plastics, but that's to be expected given it's an industrious vehicle where little of the materials are soft touch. In the vast majority of our long-term test stories, this is where we say goodbye. But since we own our Maverick—and we still love it—it's going to be sticking around. Keep an eye out for it on the streets of Royal Oak, Michigan, in future MotorTrend stories, or even in my personal garage. More on Our Long-Term 2023 Ford Maverick XLT Hybrid: We Bought a Maverick and It's a Real F***ing Truck! Interior Review: Almost Everything You Need 10,000-Mile Fuel Economy Update So, Are We Having Regrets? Our Maverick Was Rear-Ended! How Much to Repair? Our Maverick Has Been Recalled 5 Times (and Counting) The Tonneau Cost $1,200—Worth It? Maverick's Size vs.'70s, '80s, '90s Trucks The Recalls Keep Piling Up For Our Maverick
Yahoo
09-07-2025
- Automotive
- Yahoo
The 5 best vehicles for campers, according to Edmunds
Summer days beckon and with them the prospect of campfires, fishing holes and scenic hikes. When it's time to commune with nature, you need a car that can get you there and offer convenience and utility once you've arrived. Whether you're looking to get far off the beaten path or simply enjoy the outdoors with some comforts of home, we've rounded up five of the best vehicles for the occasion. Ford F-150 Before SUVs, pickup trucks were the ultimate camp car. Put a shell over the cargo bed, lay out a foam roll and sleeping bag and voila — instant shelter. The Ford F-150 is not only America's best-selling truck, but it also makes an ideal camper. Optional four-wheel drive helps get to remote sites, but the camp-friendly Pro Power Onboard is the star feature. It's an integrated system that delivers power ranging from 2,000 to 7,200 watts to household-style outlets in the cab and bed. That's enough to run portable speakers, electric grills and movie projectors, or even recharge electric dirt bikes. The all-electric F-150 Lightning generates even more power — up to 9,600 watts — and features 11 outlets. You'll need the F-150's optional hybrid V6 engine in XLT trim or higher to get Pro Power Onboard. We've found the fuel economy slightly disappointing in our own F-150 equipped with Pro Power Onboard, but have used the innovative system while camping to run the heat overnight and even power hedge trimmers for yard work. 2025 F-150 XLT with Pro Power Onboard starting price (including destination): around $59,320 Lexus GX If you prefer more luxury from your campmobile, the Lexus GX fits the bill with its rugged styling and a classy, leather-soaked interior. Based on a truck platform, the GX comes with standard four-wheel drive and low-range gearing, giving it excellent capability on dirt roads and trails. Hardcore off-roaders can opt for the Overtrail and Overtrail+ trims that add beefy tires and hardware for even better traction. An available third-row seat and ample cargo space mean more people or gear can join the ride. And despite its impressive backwoods ability, the GX is still a Lexus. It offers plenty of luxury features, including massaging front seats, perfect for relaxing after long hikes. 2025 Lexus GX 550 Overtrail: $73,830 Mercedes-Benz Sprinter More functional than an SUV but nimbler than an RV, the Sprinter is an infinitely customizable van with a high roof that lets you stand up inside. Campsite cooks will appreciate that utility when prepping meals, but the rest of the Sprinter's big, boxy cargo space is just as useful. Hundreds of accessories from the factory or aftermarket companies transform the Sprinter's big, boxy cargo space into the ultimate in-car camper with all manner of racks, beds, cabinets and storage. Two different lengths and 8-foot or 9-foot roof heights give the Sprinter exceptional versatility, along with a range of tire and suspension options. The Sprinter's blank-canvas price doesn't come cheap, starting slightly above $50K before any accessories. But its possibilities are endless. 2025 Sprinter Cargo Van: $53,125 Rivian R1T Experienced campers can be forgiven for a skeptical eye to EVs. Most don't have enough range for travel to and from distant campsites. With up to 420 miles of range, the R1T doesn't have that problem. It's capable of pulling an 11,000-pound trailer on your camp adventures, while standard all-wheel drive and advanced drive modes that expertly manage traction make easy work of tough trails. Like the Ford F-150, the R1T also offers integrated power distribution with four 120-volt outlets and six USB charging ports, meaning your rechargeable flashlights, headlamps and camp lanterns can always stay topped up. (The R1T even comes with its own flashlight.) Clever storage spaces such as a lockable front trunk and storage bin under the bed are perfect for securing things before leaving camp unattended. 2025 Rivian R1T: $71,700 Subaru Outback The Outback's long, low-ish body harkens back to an old camp favorite: the station wagon. The Subaru splits the difference between wagon and SUV, though, with plenty of trail capability and more than 70 cubic feet of maximum cargo capacity. Camping pros will like the Wilderness trim for its rugged all-terrain tires, protective lower-body armor, water-repellent upholstery, and 9.5 inches of ground clearance that rivals most Jeeps. Standard roof rails, a low roof height and a 700-pound weight limit make it easy to pile gear on top of the Wilderness, and a hands-free liftgate allows easy access once at camp. A front-view camera is also useful for careful approaches to unfamiliar trails and campsites. 2025 Outback Wilderness: $43,130 Edmunds says Today's best cars for camping offer a range of capability, utility and even luxury. Whether you prefer trucks, SUVs or vans, there's something for every camper. ____________ This story was provided to The Associated Press by the automotive website Edmunds. Dan Frio is a contributor at Edmunds. Dan Frio, The Associated Press Error in retrieving data Sign in to access your portfolio Error in retrieving data Error in retrieving data Error in retrieving data Error in retrieving data
The Independent
09-07-2025
- Automotive
- The Independent
The 5 best vehicles for campers, according to Edmunds
Summer days beckon and with them the prospect of campfires, fishing holes and scenic hikes. When it's time to commune with nature, you need a car that can get you there and offer convenience and utility once you've arrived. Whether you're looking to get far off the beaten path or simply enjoy the outdoors with some comforts of home, we've rounded up five of the best vehicles for the occasion. Ford F-150 Before SUVs, pickup trucks were the ultimate camp car. Put a shell over the cargo bed, lay out a foam roll and sleeping bag and voila — instant shelter. The Ford F-150 is not only America's best-selling truck, but it also makes an ideal camper. Optional four-wheel drive helps get to remote sites, but the camp-friendly Pro Power Onboard is the star feature. It's an integrated system that delivers power ranging from 2,000 to 7,200 watts to household-style outlets in the cab and bed. That's enough to run portable speakers, electric grills and movie projectors, or even recharge electric dirt bikes. The all-electric F-150 Lightning generates even more power — up to 9,600 watts — and features 11 outlets. You'll need the F-150's optional hybrid V6 engine in XLT trim or higher to get Pro Power Onboard. We've found the fuel economy slightly disappointing in our own F-150 equipped with Pro Power Onboard, but have used the innovative system while camping to run the heat overnight and even power hedge trimmers for yard work. 2025 F-150 XLT with Pro Power Onboard starting price (including destination): around $59,320 Lexus GX If you prefer more luxury from your campmobile, the Lexus GX fits the bill with its rugged styling and a classy, leather-soaked interior. Based on a truck platform, the GX comes with standard four-wheel drive and low-range gearing, giving it excellent capability on dirt roads and trails. Hardcore off-roaders can opt for the Overtrail and Overtrail+ trims that add beefy tires and hardware for even better traction. An available third-row seat and ample cargo space mean more people or gear can join the ride. And despite its impressive backwoods ability, the GX is still a Lexus. It offers plenty of luxury features, including massaging front seats, perfect for relaxing after long hikes. 2025 Lexus GX 550 Overtrail: $73,830 Mercedes-Benz Sprinter More functional than an SUV but nimbler than an RV, the Sprinter is an infinitely customizable van with a high roof that lets you stand up inside. Campsite cooks will appreciate that utility when prepping meals, but the rest of the Sprinter's big, boxy cargo space is just as useful. Hundreds of accessories from the factory or aftermarket companies transform the Sprinter's big, boxy cargo space into the ultimate in-car camper with all manner of racks, beds, cabinets and storage. Two different lengths and 8-foot or 9-foot roof heights give the Sprinter exceptional versatility, along with a range of tire and suspension options. The Sprinter's blank-canvas price doesn't come cheap, starting slightly above $50K before any accessories. But its possibilities are endless. 2025 Sprinter Cargo Van: $53,125 Rivian R1T Experienced campers can be forgiven for a skeptical eye to EVs. Most don't have enough range for travel to and from distant campsites. With up to 420 miles of range, the R1T doesn't have that problem. It's capable of pulling an 11,000-pound trailer on your camp adventures, while standard all-wheel drive and advanced drive modes that expertly manage traction make easy work of tough trails. Like the Ford F-150, the R1T also offers integrated power distribution with four 120-volt outlets and six USB charging ports, meaning your rechargeable flashlights, headlamps and camp lanterns can always stay topped up. (The R1T even comes with its own flashlight.) Clever storage spaces such as a lockable front trunk and storage bin under the bed are perfect for securing things before leaving camp unattended. 2025 Rivian R1T: $71,700 Subaru Outback The Outback's long, low-ish body harkens back to an old camp favorite: the station wagon. The Subaru splits the difference between wagon and SUV, though, with plenty of trail capability and more than 70 cubic feet of maximum cargo capacity. Camping pros will like the Wilderness trim for its rugged all-terrain tires, protective lower-body armor, water-repellent upholstery, and 9.5 inches of ground clearance that rivals most Jeeps. Standard roof rails, a low roof height and a 700-pound weight limit make it easy to pile gear on top of the Wilderness, and a hands-free liftgate allows easy access once at camp. A front-view camera is also useful for careful approaches to unfamiliar trails and campsites. 2025 Outback Wilderness: $43,130 Edmunds says Today's best cars for camping offer a range of capability, utility and even luxury. Whether you prefer trucks, SUVs or vans, there's something for every camper. ____________ This story was provided to The Associated Press by the automotive website Edmunds. Dan Frio is a contributor at Edmunds.
The Advertiser
04-06-2025
- Automotive
- The Advertiser
Ford Ranger PHEV won't be for tradies
If you're thinking about buying a Ford Ranger PHEV and replacing the tub with a steel tray or work canopy, the Blue Oval has a word of advice: don't. The first plug-in hybrid Ranger will only be available in four dual-cab 4×4 pickup variants from launch: XLT, Sport, Wildtrak, and Stormtrak. The new PHEV powertrain option won't be offered in the same fleet- and trade-oriented single-cab, 4×2 and cab/chassis configurations as the diesel-powered Ranger, leading to questions around whether workhorse modifications like a steel tray can be retrofitted to the electrified dual-cab ute. Speaking at the Ranger PHEV's local launch, chief program engineer Phil Millar said owners shouldn't fit their own steel trays post-purchase, citing incompatibilities with PHEV-specific components and warranty issues. "At this point, we're not recommending you do that. There's a number of critical features under the vehicle that are protected by the tub, as well as the fuelling system, the integrated high-voltage system, a whole raft of critical components in the back," he said. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. "There's other integrated systems like a… fuel vapour recovery system. There could be long periods of time running that [internal combustion engine], building up vapour in the system. "So it's got a locking fuel door, which then, when run off the fuel door button inside, which is unique to PHEV, allows the system to vent." That's despite Mr Millar outlining that the Ranger PHEV's 11.8kWh battery is mounted to specially designed chassis rails under the tub, rather than being integrated into the floor of the tub itself. "It's mounted on the chassis. If you see underneath, the battery's got an aluminium casing with in-built cooling channels at the bottom of the casing, and that's mounted up and on top of the spare wheel," he said. Ford Australia marketing director Ambrose Henderson says any issues that arise from owners modifying the Ranger PHEV's tub wouldn't be covered by warranty. "From a warranty perspective… if the issue or fault is incurred because of something that the customer did that is not recommended, then that warranty is not paid out," he said. "But if something happened at the front and it's not related, then it's still covered by the warranty. So it's about whether it was directly related or not." As it stands, the Ranger PHEV is a dual-cab pickup-only ute starting at $71,990 before on-roads for the XLT. Still, the Ranger PHEV-rivalling BYD Shark 6 and GWM Cannon Alpha PHEV are also offered exclusively as dual-cab utes. MORE: Everything Ford Ranger Content originally sourced from: If you're thinking about buying a Ford Ranger PHEV and replacing the tub with a steel tray or work canopy, the Blue Oval has a word of advice: don't. The first plug-in hybrid Ranger will only be available in four dual-cab 4×4 pickup variants from launch: XLT, Sport, Wildtrak, and Stormtrak. The new PHEV powertrain option won't be offered in the same fleet- and trade-oriented single-cab, 4×2 and cab/chassis configurations as the diesel-powered Ranger, leading to questions around whether workhorse modifications like a steel tray can be retrofitted to the electrified dual-cab ute. Speaking at the Ranger PHEV's local launch, chief program engineer Phil Millar said owners shouldn't fit their own steel trays post-purchase, citing incompatibilities with PHEV-specific components and warranty issues. "At this point, we're not recommending you do that. There's a number of critical features under the vehicle that are protected by the tub, as well as the fuelling system, the integrated high-voltage system, a whole raft of critical components in the back," he said. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. "There's other integrated systems like a… fuel vapour recovery system. There could be long periods of time running that [internal combustion engine], building up vapour in the system. "So it's got a locking fuel door, which then, when run off the fuel door button inside, which is unique to PHEV, allows the system to vent." That's despite Mr Millar outlining that the Ranger PHEV's 11.8kWh battery is mounted to specially designed chassis rails under the tub, rather than being integrated into the floor of the tub itself. "It's mounted on the chassis. If you see underneath, the battery's got an aluminium casing with in-built cooling channels at the bottom of the casing, and that's mounted up and on top of the spare wheel," he said. Ford Australia marketing director Ambrose Henderson says any issues that arise from owners modifying the Ranger PHEV's tub wouldn't be covered by warranty. "From a warranty perspective… if the issue or fault is incurred because of something that the customer did that is not recommended, then that warranty is not paid out," he said. "But if something happened at the front and it's not related, then it's still covered by the warranty. So it's about whether it was directly related or not." As it stands, the Ranger PHEV is a dual-cab pickup-only ute starting at $71,990 before on-roads for the XLT. Still, the Ranger PHEV-rivalling BYD Shark 6 and GWM Cannon Alpha PHEV are also offered exclusively as dual-cab utes. MORE: Everything Ford Ranger Content originally sourced from: If you're thinking about buying a Ford Ranger PHEV and replacing the tub with a steel tray or work canopy, the Blue Oval has a word of advice: don't. The first plug-in hybrid Ranger will only be available in four dual-cab 4×4 pickup variants from launch: XLT, Sport, Wildtrak, and Stormtrak. The new PHEV powertrain option won't be offered in the same fleet- and trade-oriented single-cab, 4×2 and cab/chassis configurations as the diesel-powered Ranger, leading to questions around whether workhorse modifications like a steel tray can be retrofitted to the electrified dual-cab ute. Speaking at the Ranger PHEV's local launch, chief program engineer Phil Millar said owners shouldn't fit their own steel trays post-purchase, citing incompatibilities with PHEV-specific components and warranty issues. "At this point, we're not recommending you do that. There's a number of critical features under the vehicle that are protected by the tub, as well as the fuelling system, the integrated high-voltage system, a whole raft of critical components in the back," he said. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. "There's other integrated systems like a… fuel vapour recovery system. There could be long periods of time running that [internal combustion engine], building up vapour in the system. "So it's got a locking fuel door, which then, when run off the fuel door button inside, which is unique to PHEV, allows the system to vent." That's despite Mr Millar outlining that the Ranger PHEV's 11.8kWh battery is mounted to specially designed chassis rails under the tub, rather than being integrated into the floor of the tub itself. "It's mounted on the chassis. If you see underneath, the battery's got an aluminium casing with in-built cooling channels at the bottom of the casing, and that's mounted up and on top of the spare wheel," he said. Ford Australia marketing director Ambrose Henderson says any issues that arise from owners modifying the Ranger PHEV's tub wouldn't be covered by warranty. "From a warranty perspective… if the issue or fault is incurred because of something that the customer did that is not recommended, then that warranty is not paid out," he said. "But if something happened at the front and it's not related, then it's still covered by the warranty. So it's about whether it was directly related or not." As it stands, the Ranger PHEV is a dual-cab pickup-only ute starting at $71,990 before on-roads for the XLT. Still, the Ranger PHEV-rivalling BYD Shark 6 and GWM Cannon Alpha PHEV are also offered exclusively as dual-cab utes. MORE: Everything Ford Ranger Content originally sourced from: If you're thinking about buying a Ford Ranger PHEV and replacing the tub with a steel tray or work canopy, the Blue Oval has a word of advice: don't. The first plug-in hybrid Ranger will only be available in four dual-cab 4×4 pickup variants from launch: XLT, Sport, Wildtrak, and Stormtrak. The new PHEV powertrain option won't be offered in the same fleet- and trade-oriented single-cab, 4×2 and cab/chassis configurations as the diesel-powered Ranger, leading to questions around whether workhorse modifications like a steel tray can be retrofitted to the electrified dual-cab ute. Speaking at the Ranger PHEV's local launch, chief program engineer Phil Millar said owners shouldn't fit their own steel trays post-purchase, citing incompatibilities with PHEV-specific components and warranty issues. "At this point, we're not recommending you do that. There's a number of critical features under the vehicle that are protected by the tub, as well as the fuelling system, the integrated high-voltage system, a whole raft of critical components in the back," he said. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. "There's other integrated systems like a… fuel vapour recovery system. There could be long periods of time running that [internal combustion engine], building up vapour in the system. "So it's got a locking fuel door, which then, when run off the fuel door button inside, which is unique to PHEV, allows the system to vent." That's despite Mr Millar outlining that the Ranger PHEV's 11.8kWh battery is mounted to specially designed chassis rails under the tub, rather than being integrated into the floor of the tub itself. "It's mounted on the chassis. If you see underneath, the battery's got an aluminium casing with in-built cooling channels at the bottom of the casing, and that's mounted up and on top of the spare wheel," he said. Ford Australia marketing director Ambrose Henderson says any issues that arise from owners modifying the Ranger PHEV's tub wouldn't be covered by warranty. "From a warranty perspective… if the issue or fault is incurred because of something that the customer did that is not recommended, then that warranty is not paid out," he said. "But if something happened at the front and it's not related, then it's still covered by the warranty. So it's about whether it was directly related or not." As it stands, the Ranger PHEV is a dual-cab pickup-only ute starting at $71,990 before on-roads for the XLT. Still, the Ranger PHEV-rivalling BYD Shark 6 and GWM Cannon Alpha PHEV are also offered exclusively as dual-cab utes. MORE: Everything Ford Ranger Content originally sourced from:
