Ford Ranger Wildtrak PHEV review
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The New Vehicle Emissions Standard (NVES) has fundamentally changed the game for car makers in Australia.
Except for a few EV-only brands, the new standard has prompted most manufacturers to introduce, or plan for new zero- or low-emission models to offset high-emitting models in their range.
In the case of Ford Australia, whose biggest-selling model is the predominantly diesel-powered Ranger, it has led to the introduction of the brand’s first plug-in hybrid electric (PHEV) version.
The new Ranger PHEV is available in a four-variant 4x4 dual-cab lineup that mirrors the ICE-powered range with prices starting from $71,990 for the Ranger XLT PHEV, rising to $75,990 for the Ranger Sport PHEV, $79,990 for the Ranger Wildtrak PHEV, and $86,990 for the Ranger Stormtrak PHEV.
Visually, there’s little external differentiation between a Ranger PHEV and its ICE-powered equivalent, with changes limited to PHEV badges on the front wheel arches, a charging port above the left rear wheel arch, and unique-design 18-inch alloy wheel.
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But under the skin is a comprehensively reengineered version of what has been Australia’s best-selling vehicle for the past two years.
In place of the popular 2.0-litre biturbo diesel and the 3.0-litre turbo diesel V6 is a 2.3-litre turbocharged four-cylinder EcoBoost petrol engine mated to a 10-speed automatic, with a 75kW electric motor integrated between the engine and transmission and powered by an 11.8kWh battery packaged between reengineered chassis rails.
The petrol-electric drivetrain boasts combined outputs of 207kW/697Nm, which is more than the Ford’s 3.0-litre V6 diesel (184kW/600Nm).
More importantly, from an NVES perspective, the combination delivers a pure electric driving range of 49km (NEDC) and combined-cycle fuel-consumption of just 2.9L/100km.
The PHEV’s super-low fuel figure is achieved when driving with a fully charged battery, and once discharged the vehicle consumes more, with some tests indicating up to 8.1L/100km.
The PHEV’s lithium-ion battery can be charged to full overnight using a standard household plug.
The Ranger PHEV also has a feature called Pro Power Onboard, which allows the battery to be used for powering worksite equipment, campsites, or even a caravan, via twin 15-amp, 3.45kW power sockets in the tray, and a single 10-amp, 2.3kW socket in the cabin.
Ford Australia’s development brief for the Ranger PHEV was that it had to deliver the same 4x4 off-road ability and 3,500kg braked towing capacity as its ICE-powered stablemates. As a result, the new model gets the same full-time 4WD system with electronically controlled two-speed transfer case as the V6-powered Ranger, with the choice of 2H, 4A, 4H, or 4L driving modes.
A locking rear differential provides additional rough terrain capability, and the PHEV’s electrics and air intake are designed to handle the same 800mm wading depth as ICE-powered models.
Out on the road the Ranger PHEV is smooth and quiet, with the drivetrain switching easily between electric and combustion power. Performance is strong, but the combination doesn’t feel quite as potent as the powertrain output figures suggest.
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Specifications
PRICE: $79,990 (MRLP)
WARRANTY: Five years/unlimited kilometres (vehicle), eight years/160,000km high-voltage battery and electrical drivetrain components
POWERTRAIN: 2.3-litre turbocharged four-cylinder petrol engine, 10-speed automatic, 75kW electric motor, 11.8kWh battery, AWD or 2WD, (207kW/697Nm combined)
ANCAP CRASH RATING: Not rated
FUEL CONSUMPTION (CO₂): 2.9L/100km (67.28g/km CO₂).
Pros and cons
FOR: Refined and well-integrated drivetrain; no reduction in towing or off-road performance; useful electric-only range and Pro Power Onboard technology.
AGAINST: More expensive than ICE variants; more expensive and less electric driving range than key rivals (BYD Shark and GWM Cannon Alpha); no ANCAP rating; higher real-world fuel consumption likely.
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