Ford says its latest Ranger PHEV ute is the ‘best tool for the job’, despite it failing to match key rivals on battery capability, power, and electric driving range.
Launched within the Australian market last month ahead of imminent customer deliveries, plug-in hybrid versions of the Ranger are propelled by the mixture of a 2.3-litre turbo-petrol 4 cylinder engine and a rear-mounted electric motor, producing a combined 207kW of power and 697Nm of torque.
The electrical motor sources power from an 11.8kWh lithium-ion battery, which caps the ute’s electric driving range at a claimed 49km on the NEDC cycle.
The Ranger PHEV is one in all three plug-in hybrid utes now available Down Under, alongside the BYD Shark 6 and GWM Cannon Alpha PHEV. Each Chinese rivals outgun the Ranger on power, EV range and fuel-efficiency, calling into query the competitiveness of Ford’s newest model.
Nonetheless, Ford is hanging its hat on the Ranger PHEV’s superior payload and towing capability. All variants can tow as much as 3500kg, and payloads range between 808-973kg.
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The Cannon Alpha equals Ford’s Ranger within the towing stakes, but neither the GWM (790kg) nor the BYD (685kg) promise an equivalent payload.
It’s those attributes that local ute buyers value most, in keeping with senior Ford product executive, Jim Baumbick.
“We’ve all the time tried to develop the perfect tool for the job,” Mr Baumbick told Australian media on the international launch of the Ranger PHEV.
“While you check with truck customers they need payload and towing. EV range matters, but in context whenever you’re adding more battery you’re working counter to the payload and towing.
“You’ll be able to increase the battery size, but then you have got to extend the dimensions of other parts to hold that weight. It’s about system optimisation. We expect it’s the proper balance for a primary application.”
Ford can be spruiking the vehicle-to-load charging capabilities (V2L) of the Ranger PHEV. It contains a pair of 15A power outlets, which permit owners to plug electrical applicances into the vehicle to make use of it as a generator. Ford dubs this ‘Pro Power Onboard’ and it offers a complete capability of 6900W, which exceeds the capability of each the Shark 6 and Cannon Alpha PHEV.
Ultimately, Ford has attempted to create an electrified version of Australia’s best-selling vehicle that outperforms its diesel stablemates while staying true to the roots of the Ranger brand.
“The PHEV isn’t just an alternate, it will probably do the whole lot the diesel can do after which some. The truck is more capable since it’s a hybrid. It still does truck things but there’s a brand new thing it will probably do with exportable power,” said Mr Baumbick.
“For us, it was about optimising the system for performance, towing and capability. Our goal was diesel [performance] or higher.
“It offers hybrid propulsion, [better] fuel economy, and the superpower of Pro Power Onboard.
“It’s the proper time for a PHEV, and unlocking this latest superpower for Ranger. That is going to indicate our customers the advantages of electrification with none tradeoff to what the truck is able to.”
Of the three PHEV utes now available in Australia, the Ranger is the costliest – the bottom XLT is priced from $71,990 before on-road costs, greater than the costliest Cannon Alpha PHEV and Shark 6.
BYD has already reacted to the arrival of the Ranger PHEV, stating it’s not frightened concerning the latest electrified ute.
“I wouldn’t say that we’re frightened,” BYD Australia senior product planning manager, Sajid Hasan told CarExpert.
“We respect them, direct competitors, but we’re more focused on ourselves and dealing to expand the Shark 6 lineup and see where that takes us.”
This Article First Appeared At www.carexpert.com.au
