Why Ford thinks its Ranger PHEV doesn't need a bigger battery than Shark 6, Cannon Alpha

Ford says its new Ranger PHEV ute is the ‘best tool for the job’, despite it failing to match key rivals on battery capacity, power, and electric driving range.

Launched in the Australian market last month ahead of imminent customer deliveries, plug-in hybrid versions of the Ranger are propelled by the combination of a 2.3-litre turbo-petrol four cylinder engine and a rear-mounted electric motor, producing a combined 207kW of power and 697Nm of torque.

The electric 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 of three plug-in hybrid utes now available Down Under, alongside the BYD Shark 6 and GWM Cannon Alpha PHEV. Both Chinese rivals outgun the Ranger on power, EV range and fuel-efficiency, calling into question the competitiveness of Ford’s newest model.

However, Ford is hanging its hat on the Ranger PHEV’s superior payload and towing capacity. All variants can tow up to 3500kg, and payloads range between 808-973kg.

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The Cannon Alpha equals Ford’s Ranger in 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, according to senior Ford product executive, Jim Baumbick.

“We’ve always tried to develop the best tool for the job,” Mr Baumbick told Australian media at the international launch of the Ranger PHEV.

“When you talk to truck customers they want payload and towing. EV range matters, but in context when you’re adding more battery you’re working counter to the payload and towing.

“You can increase the battery size, but then you have to increase the size of other parts to carry that weight. It’s about system optimisation. We think it’s the right balance for a first application.”

Ford is also spruiking the vehicle-to-load charging capabilities (V2L) of the Ranger PHEV. It features a pair of 15A power outlets, which allow owners to plug electrical applicances into the vehicle to use it as a generator. Ford dubs this ‘Pro Power Onboard’ and it offers a total capacity of 6900W, which exceeds the capacity of both 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 alternative, it can do everything the diesel can do and then some. The truck is more capable because it’s a hybrid. It still does truck things but there’s a new thing it can do with exportable power,” said Mr Baumbick.

“For us, it was about optimising the system for performance, towing and capability. Our target was diesel [performance] or better.

“It offers hybrid propulsion, [better] fuel economy, and the superpower of Pro Power Onboard.

“It’s the right time for a PHEV, and unlocking this new superpower for Ranger. This is going to show our customers the benefits of electrification without any tradeoff to what the truck is capable of.”

Of the three PHEV utes now available in Australia, the Ranger is the most expensive – the base XLT is priced from $71,990 before on-road costs, more than the most expensive Cannon Alpha PHEV and Shark 6.

BYD has already reacted to the arrival of the Ranger PHEV, stating it’s not worried about the new electrified ute.

“I wouldn’t say that we’re worried,” BYD Australia senior product planning manager, Sajid Hasan told CarExpert.

“We respect them, direct competitors, but we’re more focused on ourselves and working to expand the Shark 6 lineup and see where that takes us.”

MORE: Explore the Ford Ranger showroom