The Australian ute market just got more interesting – and significantly more expensive. Ford’s flagship Ranger PHEV Stormtrak has landed with a price tag that’ll make your wallet weep: $86,990 before on-road costs. That’s luxury car territory for a work truck, but does this plug-in hybrid justify its premium positioning in a market increasingly dominated by affordable Chinese alternatives?
After spending time behind the wheel of this controversial pickup, the answer isn’t as straightforward as you might expect.
The Price Reality Check
Let’s address the elephant in the room immediately. At nearly $87,000, the Ranger PHEV Stormtrak costs more than many people’s houses used to cost. It’s sitting in rarefied air, competing with luxury SUVs rather than traditional trade vehicles.
This pricing strategy becomes even more perplexing when you consider the competition. The BYD Shark 6, which has been flying off dealers’ lots, costs just $58,900 plus on-roads. The GWM Cannon Alpha PHEV starts from $57,490 drive-away. That’s a $30,000 difference we’re talking about – enough to buy a decent family car.
But here’s where it gets interesting: Ford’s own diesel V6 Ranger variants offer similar capability for significantly less money. The Wildtrak V6 diesel costs $74,840, while the Platinum V6 is $80,640. Both deliver comparable real-world performance without the complexity of hybrid systems.
The question becomes: are you paying for Ford’s blue oval badge, or is there genuine value hiding beneath that premium price tag?
Under the Hood: Engineering Meets Reality
The Stormtrak’s powertrain represents Ford’s attempt to marry performance with environmental consciousness. At its heart lies a detuned version of the Mustang’s 2.3-litre turbocharged four-cylinder engine, producing 138kW and 411Nm. This pairs with a 75kW electric motor integrated into the 10-speed automatic transmission, delivering a combined system output of 207kW and 697Nm.
On paper, these figures look impressive. The instant torque delivery from the electric motor should provide spirited acceleration, while the 11.8kWh lithium-ion battery promises up to 49 kilometres of pure electric driving. Ford claims fuel consumption of just 2.9 litres per 100 kilometres and CO2 emissions of only 66 grams per kilometre.
However, real-world testing reveals a different story. The claimed 49km electric range shrinks to approximately 37km in typical driving conditions. That 2.9L/100km fuel consumption figure? Double it for realistic expectations. In testing with a full battery, actual consumption averaged 5.6L/100km for the first 100 kilometres – impressive, but nowhere near Ford’s marketing claims.
More telling is what happens when the battery depletes. Running in hybrid mode, consumption jumped to 8.0L/100km, which puts it roughly on par with equivalent diesel Rangers. This raises fundamental questions about the PHEV’s value proposition for buyers who can’t charge regularly or frequently exceed the electric range.
The Charging Conundrum
Perhaps the PHEV’s biggest weakness lies in its charging capabilities – or lack thereof. Ford has equipped the Ranger with only AC charging at a maximum rate of 3.5kW. There’s no high-speed DC charging capability, meaning those quick top-ups during long trips simply aren’t possible.
For fleet operators or tradies who cover significant distances, this limitation could prove crippling. While 3.5kW charging might work for overnight home charging, it’s painfully slow by contemporary standards. A full charge takes several hours, and if you’re caught short during the workday, you’re essentially stuck with hybrid operation.
This stands in stark contrast to many modern EVs and PHEVs that offer rapid DC charging, allowing useful range recovery in 20-30 minutes. Ford’s decision to omit this feature feels particularly shortsighted given the premium pricing.
Living With the Stormtrak
Step inside the Stormtrak, and you’re greeted by an interior that justifies some of that premium price tag. The cabin feels genuinely upmarket, with thoughtful design touches and practical features that acknowledge how these vehicles are actually used.
The 12-inch portrait touchscreen dominates the dashboard, providing access to charging timers, cabin preconditioning, and the Pro Power Onboard system that can output up to 3.45kW from sockets in the tray. This generator function could prove invaluable for tradies needing power tools on remote job sites or families wanting to run camping equipment.
Physical controls remain for essential functions like climate control and audio volume – a welcome dose of practicality in an increasingly touchscreen-dominated world. The digital instrument cluster offers extensive customisation and information display options.
Seating comfort impresses up front, with supportive chairs that work well during extended drives. The rear seats accommodate adults adequately, though taller passengers will find legroom tight behind similarly tall drivers. Proper ISOFIX mounting points and top-tether anchors make child seat installation straightforward.
The cargo area, however, tells a story of compromise. The battery pack’s placement has reduced tub depth to 498mm and created a hump in the load floor that could complicate forklift operations or loading large, flat items. The roller cover also intrudes on available height, potentially limiting cargo versatility.
On the Road: A Mixed Experience
Perhaps the most surprising aspect of the Stormtrak is how differently it drives compared to diesel Rangers. The additional weight – 2,695kg unladen – has necessitated suspension retuning that compromises the composed feel that makes regular Rangers so appealing.
The steering feels notably different, lacking the precision and natural weighting of diesel variants. Parking manoeuvres require more effort, and the overall handling lacks the confidence-inspiring feel of its conventional siblings. It’s not bad – it’s still superior to most utes in the market – but it’s demonstrably worse than other Rangers.
The powertrain itself operates smoothly, with seamless transitions between electric and petrol power in most situations. Four driving modes allow customisation of the experience: EV Now for pure electric driving, EV Auto for automatic management, EV Later for battery conservation, and EV Charge for using the engine as a generator.
In cold weather, however, the system overrides your EV mode selection, firing up the petrol engine regardless of your preferences. This behaviour, while thermally necessary, undermines the pure electric experience many buyers might expect.
Regenerative braking provides useful energy recovery but creates an inconsistent brake pedal feel that takes adjustment. The responsive electric motor can also make city driving feel twitchy until you adapt to its characteristics.
The Competition Context
The Stormtrak exists in an increasingly crowded hybrid ute segment, but it’s positioned at the premium end while its rivals focus on value. The BYD Shark 6 has proven that Australian buyers will embrace Chinese-built utes if the price is right and the feature set comprehensive.
What the Ford offers over its cheaper rivals is refinement, build quality, and established dealer network support. The Stormtrak feels more resolved and complete than its Chinese competitors, with superior interior materials and a more cohesive overall experience.
The real competition, however, might come from within Ford’s own range. The diesel V6 Rangers offer similar real-world capability, better fuel economy when you factor in charging infrastructure limitations, and significantly lower purchase prices. For many buyers, the diesel variants make more financial sense.
Who Should Consider the Stormtrak?
Despite its limitations, the Ranger PHEV Stormtrak could work for specific buyer profiles. If your daily commute falls within the 35-40km real-world electric range and you have reliable home charging, running costs could be exceptionally low. The ability to run silently in electric mode might appeal in noise-sensitive environments.
The Pro Power Onboard capability adds genuine utility for tradies or recreational users needing portable power generation. Combined with the truck’s 3,500kg towing capacity and genuine off-road capability, it offers unique versatility.
Fleet operators with predictable route patterns and charging infrastructure might find the PHEV compelling, particularly if they can take advantage of tax benefits associated with low-emission vehicles.
However, for buyers covering irregular long distances, lacking charging infrastructure, or prioritising value for money, the diesel alternatives make more sense.
The Ownership Experience
Ford offers a comprehensive five-year unlimited kilometre warranty, with the high-voltage battery covered for eight years or 160,000 kilometres. Capped-price servicing costs $399 per visit for five years, slightly more than diesel variants but reasonable given the hybrid complexity.
The real cost considerations revolve around charging infrastructure and driving patterns. If you can maximise electric running, operational costs drop dramatically. If you’re primarily using the petrol engine, you’re essentially paying a substantial premium for similar running costs to diesel variants.
Technology and Innovation
While the PHEV system represents significant engineering achievement, it feels like a transitional technology rather than a revolutionary leap forward. The limited electric range and slow charging capabilities suggest Ford has prioritised cost control over cutting-edge performance.
The infotainment system works well, with intuitive menus for managing the hybrid functions. The forward-facing camera system for off-road navigation is genuinely useful, while the various drive modes allow reasonable customisation of the experience.
However, the lack of DC fast charging feels like a significant oversight in 2025. As charging infrastructure expands and competitors offer rapid charging, this limitation will become increasingly problematic.
Premium Price, Mixed Value
The Ford Ranger PHEV Stormtrak represents everything right and wrong with Australia’s current ute market. It’s undoubtedly well-engineered, comfortable, and capable. The hybrid system works smoothly when it works within its limitations, and the build quality exceeds its Chinese rivals.
But at nearly $87,000, it asks buyers to pay luxury car prices for a vehicle that can’t match the real-world efficiency of its diesel siblings or the value proposition of Chinese alternatives. The limited electric range, slow charging, and compromised driving dynamics make it feel like an expensive experiment rather than a fully resolved product.
For most buyers, Ford’s diesel V6 Rangers offer better real-world value and superior driving experiences. The PHEV makes sense only for specific use cases where its unique capabilities align with buyer needs.
The Stormtrak isn’t a bad vehicle – it’s simply an expensive solution to a problem most buyers don’t have. In a market increasingly driven by value and practicality, that’s a challenging position to occupy.
The Ranger PHEV Stormtrak showcases Ford’s engineering capabilities but struggles to justify its premium pricing. Unless your specific needs align perfectly with its strengths, the diesel alternatives offer better value and fewer compromises.