Ford Ranger PHEV Stormtrak review reveals quality high-end ute
Plug-in hybrid version of the popular Ford Ranger dual-cab is among the best you’ll find. But you’ll need deep pockets.
Guess how many light commercial plug-in hybrid electric vehicles were sold in the first nine months of 2024?
Zero. Fast-forward to 2025 and PHEVs have exploded in popularity. More than 15,000 plug-in utes are now in driveways around the nation. That surpasses petrol power from January to September this year.
Ford has recently joined the plug-in party and used its Australian-based team to full effect with the PHEV version of its No. 1-selling Ranger.
Prices start from about $77,200 drive-away for the base XLT model, and push just short of $93,000 for the top-notch Stormtrak variant our family tested.
That sets a tough ask for penny-pinchers, especially when up against the likes of the GWM Cannon Alpha Ultra PHEV ($64,490 drive-away) and BYD Shark 6 ($57,900).
What do you get?
Rugged but classy looks make the Stormtrak a catwalk leader – not just among the hybrid Ranger crew but also against key rivals.
There are only two external colour options, grey or black, and the top-shelf model is easily identified courtesy of gloss black Ranger lettering, side decals, 18-inch alloys with grey accents (those accents also carry through inside), along with a flexible rack system in the tub which makes tying down equipment of all shapes and sizes easy.
Throw into the mix a power hard roller shutter, 10-speaker stereo with smartphone mirroring apps, 12-inch vertical touchscreen, unique Stormtrak heated front seats, man-made leather trim, dual-zone aircon, along with a 360-degree camera view and a trailer back-up assist function to make hooking up simple.
An ace up the sleeve is Ford’s “Pro Power Onboard” system that uses the 11.8kWh battery to provide energy to worksite equipment, campsites or a caravan. In the tray are twin 15-amp, 3.45kW sockets, while there is also a 10-amp outlet in the cabin.
So potentially the Ranger can recharge work equipment batteries, power a welder, add extra juice to
e-bikes or even run household gear like coffee machines and air fryers. The days of truly roughing it would be over.
Fully charged, Ford claims the battery can power the Ranger for about 50km, but we could manage about 35km at best.
A 15-amp charger can replenish the battery to full in four hours. A standard 10-amp power point was supposed to do the job in just under seven, but during our test a six-hour charge only added 25km.
Like all Fords, the PHEV is covered by a five-year unlimited warranty. The electrical components have a longer backing of eight years or 160,000km.
Opt for a prepaid servicing plan and it’s a saving of about $400 at $1516 for five maintenance visits (prices rise to $1596 for MY26 Rangers).
Servicing the hybrid is no more or less expensive than your standard combustion engine Ranger.
How was the drive?
From the moment you take off it has a feeling of refinement unmatched by just about any ute.
Electric power provides a level of serenity, but Ford has combined the best of both worlds with its plug-in hybrid.
At slow speeds the 75kW electric motor provides the motivation and can drive the Ranger at all speeds in full EV mode.
But it does its best work in collaboration with a Mustang-derived four-cylinder petrol engine that generates 138kW and 411Nm – together they deliver 207kW and 697Nm, which is 23kW and 197Nm better than the V6 turbo-diesel Ranger.
You can go full ninja in ‘EV Now’ on battery alone. Be a strategic genius with ‘EV Later’, saving your electric range for later, while ‘EV Charge’ turns petrol into power, force-feeding the battery.
Or, just surrender control to ‘Auto EV’ and let the ute’s wizardry make all the decisions.
EV Now does its best work in traffic, and there was one occasion where we were travelling up a steep incline and we were asked whether it was time to use the petrol engine. Indeed it was as we slowed toward the summit.
The steering feel remains typically Ford confident and well-weighted, while the hybrid combo shifts through the 10 cogs without hesitation. Best of all, there are no compromises despite being at least 200kg heavier – it can still tow 3500kg, handle off-roading with a locking rear diff, haul more than 800kg in the tray and wade through up to 800mm of water.
During our test we managed average fuel consumption of 7.4L/100km, which wasn’t super thrifty although far better than when we tested the V6 diesel. It could have been better with additional plug-in charging. Although we did have 400km of range in the tank despite having covered more than 800km.
Would you buy one?
Kel: While expensive, I didn’t want to give this one back – that’s a rare occasion for me and a ute. The grey colour scheme was awesome and It didn’t feel like I was driving a dual-cab. I felt like the look was too nice for tradies inside and out, so it would be perfectly suited to families wanting a family car with the benefits of a big boot.
Grant: Rangers are highly regarded for being among the most comfortable utes around … the hybrid makes it better. While the Chinese rivals have better numbers on paper and are cheaper, the Ranger steering feel and confidence is unmatched. Active families will love it for the mobile power sources and luxurious interior – they just need deep pockets.
