Battery car sales are well down but Ford’s local research suggests consumers still keen on a PHEV ute in an incentive-free market.

POSITIVE sentiment toward plug-in hybrid technology expressed by ute buyers at time when electric vehicle invectives and some penalties were being axed is fuelling optimism that a battery-assisted petrol Ford Ranger will do well.

Speaking in wake of yesterday’s announcement of additional technical information about the plug-in hybrid Ranger, Ford New Zealand communications manager Tom Clancy says customer research signals the model is set for a strong reception when it arrives, probably in mid-2025.

That’s regardless there is no longer legislation to promote PHEV as a better alternate to the primarily diesel drivetrains in the sector.

“It’s early days still but the general consensus is there is very good potential with the Ranger PHEV, even without the consumer rebate incentives,” he said today.

Ford used a third party specialist to communicate with ute faithful regionally toward the end of last year and believes the NZ-specific feedback is a good sign.

The research was conducted in the period between the National-led coalition winning the general election on October 14 and the curtailment at end of December of the CO2 penalties under Clean Car that added thousands of dollars to recommended retails and were directly felt by ute buyers.

Utes were among high CO2 outputting vehicles targeted by the previous Labour Government’s policies. 

Regardless, the Ranger hardly lost volume during that period, retained status as the best-selling new vehicle and often led monthly registrations counts.

The overall car market has been in decline since January 1, but Ranger and Toyota Hilux continue to perform solidly; whereas interest in full electric new cars is down 74 percent and plug-in hybrid passenger models have also lost a lot of penetration.

Nonetheless, opportunity for PHEV in the user remains untapped and could be promising as, while Clean Car Discount has gone, an emissions standard remains in place. 

The Clean Car Standard is effectively invisible at shopping level as is coped with by a distributor when a vehicle lands, but still effects the RRPs as it brings a penalty of high CO2 emitting vehicles that is generally passed on. Utes are all in that category.

Conceivably, a plug-in hybrid is more likely to avoid the penalties that even the cleanest current choice, 2.0-litre biturbo diesel Ranger that is just above the limit, and customers still care about that, Clancy contended.

“We have NZ research indicating more than 60 percent of people would prefer doing business with organisations that are choosing lower emission, electrified vehicles. 

“We also know businesses and organisations still want to do the right thing, even without a rebate. 

“The majority still want to be reducing emissions and this (new model) will offer a no compromise solution, reducing emissions and fuel consumption yet still providing the capability they need and even better performance than they’ve come to expect.”

Ford sharing photos of the production-format Ranger PHEV yesterday was almost a year to the day after its announcement of the project.

It has still yet to provide emissions, economy or horsepower and torque outputs for the new model, which runs a 2.3-litre turbocharged petrol Ecoboost engine that goes into North America-market Ranger and an 11.8kW battery and a single electric motor integrated into the transmission, transferring through an e-4WD system.

A US website, Ford Authority, says it understands the electric-assisted powertrain will generate 213kW and 690Nm in its optimal format, and perhaps slightly less in some markets.

Ford here has said the powertrain will have the most torque of any Ranger. At present the standard-setter is the V6 diesel model, with 600Nm.

If Ford Authority’s figures are correct, the Ranger PHEV will be challenged on output by two plug-in hybrid competitors coming from China. 

The BYD Shark, which combines a 1.5 petrol engine with two electric motors, is cited as having 321kW and 650Nm. The GWM Cannon Alpha PHEV, with has a 2.0-litre petrol engine and a single electric motor, is cited as having 300kW and 700Nm.

Both also claim better electric-only driving ranges. Ford yesterday confirmed the Ranger will deliver 45kms’ driving at most. The BYD and GWM products are said to achieve 100kms and 110kms respectively, though neither figure are to the NZ-trusted WLTP calibration used by Ford.

Clancy said no matter how it works out, his brand is confident will offer the best all round solution in the category with as this Ranger has the same 3500kg towing capacity as the diesel variants and matches load hauling and off-roading competencies of any other current four-wheel-drive type. Plus there’s the ability to act as an external power source for electric devices and tools.

The Ranger PHEV has additional badges and a charging port flap, with launch activity bringing a unique Stormtrak trim offering grey paintwork with decals, 18-inch alloy wheels, matrix LED headlights, a 10-speaker sound system and upgraded upholstery.