2025 Ford Ranger Stormtrak PHEV Review

Ford’s Ranger is now available with a plug-in hybrid powertrain. We put it to work and play to see how it performs.

There’s a lot of noise in the ute segment right now, but nothing quite as bold, clever, and future-focused as this: the Ford Ranger hybrid. This isn’t just a fuel-sipper with a tray; it’s a genuinely capable, tech-packed truck that proves you can have your cake and tow it too. I spent a week behind the wheel of the Stormtrak, testing it across city traffic, rural climbs, motorway commutes, and with a hefty horse float in tow. 

Some figures then

Under the bonnet, you’ll find a 2.3-litre turbopetrol teamed up with a 75kW electric motor and an 11.8kWh battery pack. Together, they run through Ford’s Modular Hybrid Transmission, which basically means you get smooth power delivery without sacrificing grunt. 

Ford reckons you’ll see up to 45km of electric-only range, and in the real world I consistently managed between 38–42km. That’s school runs, supermarket trips, or half my work commute done without a sip of petrol. Not bad for a ladder-frame ute. And before you ask, yes, it still does the ute stuff. Switchable 4×4? Tick. A 3500kg braked towing capacity? Another tick. I wasn’t about to take Ford’s word for it, so I hitched up a fully loaded horse float to see if it could walk the talk (spoiler: it can).

Clever Drive modes

I like simple. You press a button. It does a thing. Ford nailed that brief; and then added a few clever tricks for good measure. Honestly, if only relationships were this simple. You get four modes: Auto EV – the smart one that swaps between petrol and electric without fuss. My go-to. EV Now – all-electric until the battery taps out. Great for errands and sneaking through suburbia. EV Later – saves charge for later, handy if you know traffic or a camp set-up is coming. EV Charge – burns petrol to refill the battery.

I spent most of my time in Auto EV, and the handover between petrol and electric was so smooth I barely noticed. There was a hint of lag on gear changes when the throttle was pinned, likely around the second to third upshift, but nothing that detracted overall and may be due to the adaptive transmission functionality. Alright journalists, who drove this media car first? Because I didn’t have a standard charging cable provided (house plug), I leaned on EV Charge a lot. It felt like cheating, letting the petrol do the grunt work so I could glide smugly around town in silent EV mode later. Peak-hour in Auckland’s glorified parking lot? It still sipped just 2.8L/100km with less than half a charge to start. For a ute this size, that’s wizardry.

Hybrid as a workhorse

Here’s where the PHEV Stormtrak blew me away. I hitched my fully loaded 2.5-tonne horse float and headed out for a 90-minute mixed route. The performance was solid. The EcoBoost didn’t flinch, and the electric motor added serious low-end grunt; it genuinely helped on uphill climbs. In Auto EV mode, the electric torque smoothed out take-offs and the throttle response felt sharp. It was also stable; the float stayed calm, the ute stayed calm, and I stayed calm. Auto-backing for trailers is available too (using the central dial), but I found it more a novelty than a necessity.

Fuel consumption came in at 13.6L/100km while towing, and I only lost 2km of EV range across the entire tow. 

Handling, and braking sorted

Here’s the plot twist. The extra battery weight doesn’t bog the Stormtrak down; it actually makes it better. Low and rear-biased, it gives the whole thing a planted feel that most utes can only dream of. The steering hits a sweet spot too. Just enough weight to remind that you’re in a proper ute, but never so heavy you’re wrestling it around a carpark. Add the variable rack and even trailer reversing becomes a little less colourful in the language department.

What really impressed me was how unbothered it all felt. No bounce, no fluster, no white-knuckle moments, just a composed, confident drive whether I was towing or not. Honestly, it’s the most sorted Ranger I’ve driven yet.

Ford has nailed the regen calibration. It wasn’t aggressive, but it felt smart and adaptive depending on the mode. The system offered helpful live feedback under braking, making it easy to maximise your regen. Energy recovery reminders pop up as subtle coaching prompts, gamifying your efficiency in a surprisingly satisfying way. Could I get it to hit that sweet 100 per cent regen score? I know; I’m a hot-headed performance car girl at heart, but there I was in peak-hour traffic, treating eco scores like lap times. During towing, it made braking feel smoother and more predictable, no sharp grabs or sudden shifts. That’s huge when you’re managing a live load. 

Onboard tech

If you’ve spent time in a Wildtrak or Raptor, the Stormtrak will feel instantly familiar. But there are a few more premium bits; Alcantara-style suede, B&O audio, matrix headlights. It’s all very posh for something that’ll spend half its life covered in dog hair and hay. 

The Pro Power concept is genius delivering up to 6.9kW of exportable power, straight from the truck. No inverter, no generator, no drama. Whether it’s powering a welder on site, an espresso machine at your track day, or your hair straighteners at a horse show, this turns the Ranger into a portable power hub. EV Later mode is especially handy if you want to save battery for those tools or toys at the destination.

Charging & Daily Use

A lack of home charging meant I was reliant on work chargers, but even with that limitation I could get to work and halfway back (37.5km) before touching petrol. Considering the average Auckland commute is around 24km, most owners could likely cover weekdays without sipping fuel. Add in strong regen during stop/start traffic and it becomes even more efficient over time. 

Charging itself is simple. The interface isn’t overly complicated and, thanks to the small battery size, full charges don’t take long. That said, I wouldn’t say no to more EV range. And while parking a Ranger in an EV-only carpark is hilarious the first few times, some days I’d prefer to just jump in and go without planning a charging stop if I were to utilise full-EV. 

Who Is It For?

The Stormtrak PHEV is still a Ranger. Tradies will love the off-grid Pro Power. Campers can sneak out of a site in smug EV silence. Commuters? You’ll cruise Monday to Friday without emptying your wallet at the pump. And for towers like me? Let’s just say it’s the first time a hybrid has made towing horses feel less like a chore and more like a flex.

It’s also for anyone who likes the idea of electric, but isn’t ready to give up range, towing or the smug feeling of sitting above traffic in a proper ute.

Would I buy it? Honestly? Yes. And that’s from a sworn diesel girl who normally treats silence as punishment. The irony is… I’d take this over a diesel tomorrow. Who even am I?

The EcoBoost doesn’t guzzle when it’s charging the battery and the hybrid system doesn’t feel like a compromise. It’s quicker, sharper, smoother, and still up for getting dirty on the weekend. 

At $89,990, the Stormtrak PHEV isn’t cheap, but it is the most versatile Ranger yet. It tows, it does the EV thing without range stress and it even powers your toys when you get there.

And look, I’ve had a Raptor. Great truck, rowdy, playful. It’s the teen Ranger that lives on energy drinks and bad decisions. But this PHEV? This is the clever sibling. The one who still knows how to have fun, but shows up on time, does the mahi and keeps the family running. Different types but I love that Ford is giving us both. For me, the Stormtrak PHEV is the best Ranger I’ve driven. It’s solid, sensible, and somehow still surprising, a proper all-rounder with just enough cheek to keep things interesting.  

Ford Ranger PHEV Stormtrak
$89,990  /  2.9L/100km  /  66g/km
0-100 km/h 7.9s
Engine  2261cc / IL4 / T / DI
Max power  138kW@4600rpm
Max torque  411Nm@2700rpm
Motor output  75kW
Battery  11.8kWh
Range  49km
Hybrid System Output  207kW / 697Nm
Drivetrain  10-speed auto / AWD
Front suspension  Wishbones / sway bar
Rear suspension  Solid axle / leaf springs
Turning circle  12.9m (3.0 turns)
Front brakes  Ventilated discs
Rear brakes  Discs
Stability systems  ABS, ESP
Safety  AEB, ACC, BSM, LDW, RCTA, ALK, AHB
Tyre size  f/r-255/55R18
Wheelbase  3270mm
L/W/H  5403 / 1924 / 1878mm
Track f-1630mm  r-1630mm
Fuel capacity  70L
Payload  808kg 
Tow rating  750kg (3500kg braked)
Service intervals  12 months / 15,000km
Warranty  5yrs / 150,000km
ANCAP rating  Not yet rated
Weight (claimed)  2692kg