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News - Ford - EverestEverest PHEV possible, but unlikely says FordWhile a Ford Everest PHEV is technically possible, the business case may not stack up3 Jun 2025 By MATT BROGAN GIVEN the Ford Ranger ute and Everest large SUV share an architecture and have common drivelines, a decision to transplant just-launched plug-in hybrid (PHEV) technology from the former into the latter is one that might appear to make a whole lot of sense.
Further, with emissions headwinds from Australia’s New Vehicle Efficiency Standard (NVES) shifting to increasingly penalise sales of big diesel vehicles over the coming years, the ability to offer a PHEV alternative on a strong-selling model is one that may be considered a business no-brainer.
Or, at least, that is the way it might seem…
Speaking with GoAuto at the launch of the Ford Ranger PHEV in Campbellfield, Ford Motor Company international management group director for Ranger and Everest Natalie Manariti said Ford was keeping an open mind on where electrification will take it next.
Ms Manariti suggested that while a plug-in hybrid system is possible from a technical viewpoint, packaging and other considerations mean the adoption of the Ranger’s hybrid system is far less straightforward than it may appear.
“The (plug-in) hybrid package has been specifically designed for Ranger, taking into account that there is, yes, common attributes between the two products. (But this system) has been well and truly designed for the pick-up,” she added.
“That’s not to say we don’t have technology that can apply across both, just that this arrangement is purely for Ranger.”
The first Ford PHEV sold in Australia was the now-discontinued Escape medium SUV in 2022, followed by this week’s arrival of the Ranger, with the Transit Custom arriving in the third quarter of 2025.
“While we’re always looking at opportunities, I can’t speculate in terms of what our future product offering is,” said Ms Manariti when asked where a PHEV would show up next, reiterating Ford’s standard response.
“But there are absolutely opportunities for the (Everest) product, just nothing that I can share today.”
Priced from $71,990 plus on-road costs, and topping out at $86,990 + ORC, the Ford Ranger PHEV line-up is up to $10,350 more expensive than a comparable four-cylinder diesel variant.
The Ranger PHEV takes to four the number of engine options available in the utility range, the 2.3-litre turbocharged four-cylinder petrol engine and 75kW electric motor joining a turbocharged 2.0-litre four-cylinder diesel (available in two output variants), turbocharged 3.0-litre V6 diesel, and turbocharged 3.0-litre V6 petrol.
Volkswagen’s related Amarok offers the turbocharged 2.3-litre four-cylinder petrol offering found in the Ranger PHEV as a standalone option paired with a familiar 10-speed automatic transmission.
Ford offers the Ranger PHEV with a 343-volt NMC lithium-ion battery pack providing 11.8kWh (net) storage. The Ranger offers a total system output figure of 207kW/697Nm and combined cycle fuel use of 2.9 litres per 100km.
The hybridised offering features a Modular Hybrid Transmission (MHT) with the electric motor integrated between the engine and 10-speed automatic transmission, as well as full and part-time all-wheel drive.
Ford says the Ranger PHEV can haul up to 973kg of payload (180kg more than any other PHEV ute currently available in the Australian market) and can tow up to 3500kg (braked). Gross Combined Mass (GCM) for Ranger PHEV is listed at 6580kg.
Adding to the pragmatism of the Ranger PHEV is Ford’s Pro Power Onboard system, offering a single 10-amp, 2.3kW socket in the cabin, and twin 15-amp, 3.45kW sockets in the tray.
Ford says the system can provide “hours of energy to worksite equipment, campsites, or even a caravan”, delivering up to 6.9kW of total system power.
Visit GoAuto again soon for our Australian launch review of the all-new Ford Ranger PHEV.
Ford Australia current portfolio by fuel type:
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