Tow test: 2025 Ford Ranger PHEV Plug-in Hybrid

Can a plug-in hybrid really replace your diesel tow rig? The 2025 Ford Ranger PHEV claims it can haul 3.5 tonnes and power your caravan like a campsite socket. But does the hybrid setup hold up once hitched and loaded? We hit the road — and the numbers — to find out.

What if your tow vehicle could power your caravan like a campsite socket — no generator, no compromises? That’s the promise of the 2025 Ford Ranger PHEV, Australia’s first plug-in hybrid dual-cab with serious towing cred and a game-changing feature called Pro Power Onboard. With a 6.9kW inverter system and two 15A 230V outlets built into the tub and one 10A inside the cabin, Ford claims the Ranger PHEV can power an air-conditioner, charge tools or let you use an induction hotplate, directly from its 11.8kWh battery. But does it live up to the hype?

We hitched up a Jayco All Terrain 19.61-2.AT-MY25, a van tipping the scales at just over three tonnes and put Ford’s plug-in ute to the test. From highway driving to campsite setups, we wanted to know: can the hybrid Ranger really tow like a diesel — and run your gear like a powered site?

In this review, we’ll break down the tow specs, payload considerations and fuel consumption figures, then dive deep into Pro Power Onboard — how it works, what you can run and whether it’s a genuine off-grid enabler or a nice-to-have gimmick. Finally, we’ll talk about how it drives, handles the load and whether this electrified Ranger deserves a spot on your shortlist.

What’s on offer with the Ford Ranger PHEV

Ford’s 2025 Ranger PHEV lands in four trims: XLT, Sport, Wildtrak and the range-topping Stormtrak. Prices start at $71,990 for the XLT and climb to $86,990 for the fully loaded Stormtrak. All share the same powertrain — a 2.3L turbo-petrol engine paired with a 75kW electric motor — along with full-time 4WD, a 10-speed auto and an up to 6.9kW Pro Power Onboard inverter. The trim walk adds kit like leather trim, 360-degree cameras and Ford’s Pro Trailer Backup Assist. For weight and towing calculations, we’ll reference the XLT, as it offers the highest payload of the range — 973kg — making it the most relevant for serious tow setups.

Entry level Ford Ranger PHEV XLT

Tow and weight specs

On paper, the Ranger PHEV XLT can tow 3500kg with a braked trailer, matching most diesel dual cabs. But dig into the numbers and you’ll see the full story. The XLT’s gross combined mass (GCM) is 6580kg, while its gross vehicle mass (GVM) is 3500kg. With a kerb weight of 2527kg, you’re left with 973kg of payload. Sounds good — until you hitch a van.

(For a refresh on tow vehicle weights, check out this feature.)

Towing a 3500kg van might sound impressive, but under Australia’s GCM rules, it doesn’t really stack up in practice. Subtract a 3500kg trailer from the Ranger PHEV’s GCM and you’re left with just 3080 for the ute itself. Then minus the XLT’s kerb weight and that leaves just 553kg of available mass — total. Add a 350kg ball weight (which counts against the vehicle’s GVM), and you’re down to around 203kg of usable payload. That has to cover passengers, accessories, fuel and even the spare tyre.

And about that spare — it’s a no-cost option but not included in the kerb weight. A full-size wheel and tyre will likely weigh around 35kg, which drops your real-world payload to just 168kg. Factor in fuel and water and that leaves enough for a driver and a light overnight bag. For this reason, the headline 3500kg tow capacity is a legal limit, not a practical one.

Drop your van’s ATM to 3000kg and things improve dramatically. You regain 500kg in your GCM allowance, opening up close to 700kg of payload — enough for passengers, camping gear and a basic canopy setup. It’s a much more realistic pairing for long-haul touring.

The Ford Ranger PHEV is a gamechanger for off-grid caravanning and four-wheel driving

Another important consideration is axle capacity. The Ranger PHEV XLT offers generous limits: 1490kg on the front axle and 2100kg at the rear. That rear figure is particularly noteworthy — it’s 400kg more than a Toyota HiLux and over 200kg more than a BYD Shark (rated to 1893kg). These numbers suggest Ford has engineered the Ranger PHEV with heavy towing and touring loads in mind, and they point to strong potential for a GVM upgrade. If Ford or an approved engineer can certify the XLT to 4000kg GVM, you’d unlock serious payload headroom — but remember, the GCM will almost certainly remain fixed at 6580kg.

So, you’ll need to trade trailer weight for vehicle payload. Take a real-world example: towing a 2500kg caravan with a 250kg ball weight. Subtract the van from the GCM and you’ve got 4080kg left for the vehicle. If your GVM is 4000kg and kerb weight remains 2527kg, that’s a whopping 1473kg of payload — enough for passengers, a canopy, water tanks, tools and still some breathing room. It’s a smart way to maximise what the Ranger PHEV can do, especially for off-grid tourers wanting both load-carrying ability and the luxury of Pro Power Onboard.

Speaking of Pro Power Onboard, let’s introduce the star of the Ranger Plug-in Hybrid.

Remote powerstation

This is where the Ranger PHEV really charges ahead. Standard across all variants, it’s a built-in 6.9kW inverter system that taps into the Ranger’s 11.8kWh lithium-ion battery. In the tray, you get twin 15A 230V outlets — each delivering 3.45kW, the same as a powered caravan park site. Inside the cabin, there’s a 10A household-style socket delivering 2.3kW This isn’t a gimmick — it’s a genuine alternative to carting a generator or building a large battery system into your existing caravan.

Twin 15A 230V outlets in the tray that deliver 3.45kWFord Ranger PHEV Pro Power Onboard

We tested it with the Jayco, plugging the van’s 15A input straight into the Ranger. We ran lights, charged devices and powered the rooftop air-con — a Dometic FreshJet 7 Series unit drawing between 850–1200W once settled. That means you could easily run it for eight to 10 hours of cycling use from the Ranger’s battery alone. For tradies or remote workers, think floodlights, power tools or editing laptops — all silent, all from your vehicle.

This setup transforms how and where you can travel. Off-grid sites, free camps without power — suddenly they’re viable, comfortable options. The Ranger Plug-in Hybrid is not just about fuel savings; it’s about freedom.

We’ve put together some a table on typical appliance use and run time, but if you want more info on power management when heading off-grid, check out our guide here.

There’s nothing else like the Ford Ranger PHEV in the segment, and for touring, Pro Power Onboard isn’t just a compelling feature — it changes the game. It redefines what’s possible in remote travel, in much the same way solar panels did a decade ago and speaking of solar, how do you charge the PHEV’s battery?

Charging the Ford Ranger PHEV

Charging the battery for longer stays

Let’s start with the obvious: you can’t plug solar panels straight into the Ranger PHEV to recharge the high-voltage battery. There’s no DC input or solar controller built in.

Ford gives you four drive modes to control how the battery is used:

• Auto EV: The default mode. The vehicle switches between petrol and electric depending on load and conditions.
• EV Now: Pure electric drive. The petrol engine stays off unless manually overridden.
• EV Later: Preserves the current charge for later — handy if you want to run appliances when parked.
• EV Charge: Turns the engine into a generator, charging the battery as you drive.

Ford Ranger PHEV XLT electric engine

In testing, it took around two hours to half-charge the battery from zero percent while in EV Charge mode and driving — factor this in when trip planning if you want to arrive with the full 11.8kWh in reserve.

Should you expect to run out of power (see our breakout table with typical appliances and power consumption), the Ranger PHEV can recharge itself while parked and locked. The process is simple:

• Start the vehicle (ignition on)
• Set the drive mode to Auto EV (the vehicle’s default mode)
• Activate Pro Power Onboard via the infotainment screen
• Turn on the rear outlets
• Plug in your caravan
• Lock the doors

It is worth noting that you should turn off your HVAC (heater and AC system), stereo, infotainment screen and lights as they’ll otherwise stay on while the Ranger is parked in Auto EV.

Tow/Haul in Auto EV mode

Once running, the clever system monitors the battery state and petrol range. If the battery drops, the petrol engine kicks in to top it up — then shuts off once it hits 90 per cent. And do not worry about running out of petrol. If the fuel range drops to 80km, the system shuts down entirely to preserve driving range.

In testing, the system ran at about 60 decibels measured one metre behind the exhaust — quieter than a typical generator, but likely still noticeable to nearby tent campers. It’s not silent, but it’s civilised and a whole lot easier than lugging a gennie. How about how it towed?

Towability — how the Ranger PHEV drives, loaded or not

Unhitched and running in EV Auto mode with a nearly full battery, I saw an impressive 4.9L/100km over 80km of mainly freeway driving — arriving with zero per cent battery. That’s well shy of Ford’s claimed 2.9L/100km, but it’s worth noting that figure is likely achievable only in short, stop-start conditions where hybrid regen is at its most efficient. On a longer 180km run with the battery depleted, the PHEV returned a flat 9L/100km — right in line with expectations for what was essentially a drive with only hybrid benefits, no battery-only propulsion. For comparison, a 2.0L Bi-Turbo Ranger would likely have used 7–8L/100km and the V6 Diesel around 8–9L/100km on the same route.

But what about towing? Launch events rarely give enough time to properly test tow rigs, and this was no different. Over a brief 50km loop with the Jayco All-Terrain on the back, fuel use hit 20–22L/100km at open road speeds. I expect that to settle to around 18–20L/100km on a longer drive. At those figures, the PHEV’s 70L tank should return a towing range of roughly 350–390 kilometres. In Tow Haul mode — the best mode for, well, towing — the petrol engine stays on to ensure immediate response. The hybrid system doesn’t disengage, though. In fact, the battery’s state-of-charge was the same at the start and end of the run (44 per cent) but I could definitely feel it assisting. This is important: to get the most out of the PHEV at camp, you want to arrive with a decent charge.

Towing the 3T Jayco van with the 2025 Ford Ranger PHEV Stormtrak

It feels strong. The combined 207kW and 697Nm come on smoothly, and from a standing start it’s genuinely brisk — especially compared to diesel dual-cabs. The 10-speed Modular Hybrid Transmission is well-tuned, holding gears appropriately without hunting or slipping.

What really stands out is how quiet it is. I recorded just 60 decibels inside the cabin while towing — nearly as quiet as some EV passenger cars. For reversing and hitching, it’s a dream too. The default reverse camera shows the towball clearly with dynamic guides and a top-down view is available when you get close. You’ll look like a pro hitching up — even if you’re not.

There are a lot of safety systems in the Ranger and some really stand out for towing.

Safety and tow-tech

The Ranger PHEV carries over the core safety suite from the wider Next-Gen Ranger range, with standout inclusions like Autonomous Emergency Braking with pedestrian and cyclist detection, adaptive cruise with stop-and-go, blind spot monitoring and lane keeping assist. Wildtrak and Stormtrak variants also score a 360-degree camera, which makes navigating tight spots or hitching trailers easier.

2025 Ford Ranger PHEV Stormtrak

Towing tech is where the Ranger PHEV really impresses. You can program multiple trailer profiles, allowing the blind-spot and cross-traffic alert systems to adjust their coverage automatically — crucial when hauling a long or wide van. The Trailer Light Check is brilliant for solo travellers. There’s a factory-integrated brake controller plus Trailer Sway Control, which can brake individual wheels to calm a swinging load.

Adding a new trailer profile:

Trailer check:

Pricing and value

The Ranger PHEV is available in four trims: XLT ($71,990), Sport ($75,990), Wildtrak ($79,990), and Stormtrak ($86,990) — all before on-road costs. The XLT brings the essentials, including full-time 4WD, EV drive modes and the 6.9kW Pro Power Onboard system. Sport adds leather-accented trim, heated front seats and wireless charging. Wildtrak steps up with Matrix LED lighting, Bang & Olufsen audio and a powered roller shutter, while the Stormtrak scores unique Chill Grey paint, flexible racks and exclusive trim.

For those towing, the Sport with optional 18in all-terrain tyres and the $950 Tech Pack is the standout. It adds the 360-degree camera and Pro Trailer Backup Assist — both incredibly handy — and costs $77,640, offering the best mix of touring practicality and tech.

Compared to the 2.0L Bi-Turbo XLT, which comes in at around $66,000, the PHEV XLT carries an approximately $6000 premium. Likewise, the V6 Sport sits near $74,000, three grand under the Sport PHEV. But that extra spend gets you something no diesel does: the ability to run your caravan or campsite.

Fitting your van with the same capability — say, a 1000Ah lithium setup (at 12V) and a 3000W inverter — would cost $12,000 to $15,000 before install. The Ranger PHEV bundles that into a drive-away package that tows, powers and drives quietly. It’s not cheap — but it’s compelling.

Ford’s warranty and support

Why is the Ranger Australia’s best-selling vehicle? Beyond capability, it comes down to trust — specifically, the breadth of Ford’s dealer network. With more than 180 dealers nationwide, support is never far away, whether you’re in the suburbs or the scrub.

That’s especially important for a new powertrain like the PHEV. Ford backs the Ranger PHEV with a five-year/unlimited kilometre vehicle warranty, plus eight years or 160,000km of coverage for the high-voltage battery and hybrid components. Roadside assist is included for the first 12 months (and extended with each scheduled service).

Whether you’re new to electrification or a seasoned off-grid traveller, knowing parts, diagnostics and expertise are widely available gives peace of mind. This isn’t a toe-in-the-water EV experiment — it’s a hybrid ute backed by the full weight of Ford’s Australian support network. And that’s a big part of why Ranger continues to top the charts.

So, is the Ford Ranger PHEV as good as it sounds?

The Ranger PHEV isn’t just a new drivetrain — it’s a new way to travel. It tows confidently, drives quietly and powers your caravan without the noise or hassle of a generator. Sure, it won’t suit every load or every budget, but for those chasing freedom off-grid, it offers something unmatched: plug-and-play power, built in. You can boil the kettle, run the air-con and charge your gear — all from your tow vehicle. No second battery, no inverter, no site hookup. No site booking? No problem. The Ranger PHEV just made off-grid touring a whole lot easier — and smarter.

You’ll be able to use the Ford Ranger PHEV to power your off-grid adventures

Measuring up

Pros

• The equivalent of approximately 1000Ah of onboard 12V power
• Quiet drive
• Solid towing credentials

Cons

• No fuel saving when towing
• Reduced payloads

2025 FORD RANGER PHEV XLT RATINGS

VALUE FOR MONEY 8/10

The premium it carries over diesel variants is made up in savings in upgrades or new-build van costs

TOWING PERFORMANCE 8/10

Practically, it will not tow the headline 3500kg, but it tows 3000kg very well

HITCHING UP 10/10

With the Tech Pack, it has perfect camera angles, and it features departure checklists and light checking programs; it’s perfect

CREATURE COMFORTS 8/10

It still rides like a ute, but it’s quiet and in the high-spec variants, it has all the gizmos and gear you want

ACCESSIBILITY OF SPARE PARTS 9/10

It’s a Ford, so there are parts available everywhere already

FUEL ECONOMY 8/10

Unhitched it’s unbeatable, especially in stop-start traffic. With a load on over a long drive, a diesel will do better for efficiency, just

SOLO PERFORMANCE 10/10

See my comments about hitching up and consider it has an OK payload. For a solo-traveller, it’s great

ENGINE POWER 9/10

The electric motor adds real get up and go from a standing start, and it’s silky smooth underway

INNOVATION 10/10

Adding Power Pro Onboard to the Ranger has reset what utes can do at camp

X-FACTOR 9/10

Until there is battery tech to allow for a sub-3000kg ute to tow a 3000kg van for more than 350km, this is a good as it gets

2025 FORD RANGER PHEV XLT SPECS

EXTERIOR DIMENSIONS

OFFROAD GEOMETRY

WEIGHTS AND CAPACITIES

SUSPENSION AND BRAKES

POWERTRAINS

WARRANTY

2025 Ford Ranger PHEV price from $71,990 (before on road costs)

MORE INFORMATION

Ford Australia
P: 13 3673

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