2026 Ford Ranger Hybrid Wildtrak Review

The Ford Ranger is no longer the best selling vehicle in NZ, beaten by a hybrid SUV. As the general public gets used to the idea of electrification en mass, there are more options throughout the market, even in segments where it was previously taboo. Like utes. Ford’s Ranger hybrid started arriving mid-year and up to and including November, Ford has found homes for 155 of them. In that same period, 413 Raptors were sold, along with thousands of other conventionally powered-Rangers. So it hasn’t quite resonated with buyers. And it’s not purely a price thing, as 120 or so of those were the top Stormtrak model. So it’s perhaps more a mindset thing. But you can probably blame the poor numbers on the price. The XLT is $83k, the Wildtrak $90k, and the Stormtrak is $95k, the PHEV lumped with a $13-15k premium on the diesel models. Not helping is that the Chinese competition is much cheaper (circa $70k) with a longer electric range. I’ll say the Ranger is superior to the Cannon Alpha; its powertrain smoother, better performing and far more economical in hybrid mode. Though the Alpha has double the EV range. The BYD Shark 6 is a series hybrid, so a different beast but it’s more refined, more powerful and more economical. The compromise is the capability on towing and genuine off road ability.  

The Wildtrak PHEV doesn’t look too dissimilar from the diesel. The unique wheels are encased in Continental Conti cross contact, its tread pattern more road-oriented than the HTs usually fitted to a Ranger. This PHEV is fueled differently, the electric side only takes AC charge (no quick DC top ups), the other filler taking 95 petrol. 

While the real world EV range of between 30-35km isn’t really enough (it’s gone in a flash), it’s not the only metric to consider. The trip computer records engine off mileage because when in hybrid mode, the four cylinder turbopetrol switches out under light loads to save gas. We travelled just over 400kms and 153 of those were with the engine off. The long term numbers were 2412km, 794 of them electric. Our consumption settled on 8.2L/100km for our time away with it, which was largely highway travel, loaded to the hilt with passengers and stuff in the tray. When ranging closer to home, you should be charging this every night to keep overall fuel use and CO2 emissions in check. 

While there are multiple drive modes, we simply left it in Auto EV where it sorts itself, choosing the mode that is best for the job. For instance, highway running is better tackled in hybrid than EV. In urban trawling, it works the battery power more, where there is enough electric omph to get the job done. It’s not Shark-like in terms of surge, but working via the ten-speed auto, the 75kW motor provides smooth and quiet progress. You can also set it to charge, but it takes ages to get a few per cent into the battery and fuel economy goes the wrong way. It’s always more efficient to plug in. 

It goes well in hybrid mode, when the 11.8kWh battery is too low for EV mode. The blending of the power sources is smooth, while the 138kW/411Nm turbopetrol four cylinder is quiet, with less rattle and shake than the diesel. And when you put your foot down, it rolls on nicely thanks to the combined output of 207kW and 697Nm.  

While it has a heavier duty leaf spring on the back, the ride is still okay, and even better loaded right up. The hybrid is heavier, so harder to stop than your average Ranger. The brake regen is minimal when you’re off the gas, though the pedal action is okay. The hybrid cruises the highway well, settled, with a turn of pace come time to overtake. Of the safety features, the lane keeping is annoying, and best disengaged, which is two taps of a steering wheel button away. The speed limit recognition works effectively without frustrating and the active cruise works well. 

The hybrid doesn’t compromise much in terms of capability, the hybrid set up working via the usual switchable 4×4 drive train, which includes the 4 Auto setting. The payload is reduced (885kg), and the battery fitment raises the floor of the tray, meaning there is less space under the sliding tonneau. In the well side is where you’ll find the Pro Power gizmo which we used to help cook a few patties in the electric fry pan. We used it for 21 mins, which ate eight per cent of the battery charge. That was just one pan. So while it can ‘run your campsite’ as they claim, expect the Ranger’s engine to be churning to do so.   

I’d opt for this over the diesel if the price premium was closer to $5k, but at $15k it’s a no from me. A pity, as you’ve got that same capability in terms of off road go and towing. And it drives well, the powertrain thoroughly decent. Makes you wonder whether Ford wouldn’t have been better doing a ‘self charging’ hybrid version with a smaller battery and a lower price?  

Ford Ranger hybrid Wildtrak 

$89,990  /  2.8L/100km  /  64g/km
0-100 km/h 8.1s
Engine  2261cc  IL4 / DI / T
Max power  138kW@4000rpm
Max torque  411Nm@2700rpm
System output  207kW@4600rpm, 697@2500rpm
Drivetrain  10-speed auto, 4×4
Weight (claimed)  2615kg