Ford Ranger vs GWM UTE

What's the difference?

Ford has hit a sweet-spot with the Ranger PHEV XLT, as it can tow up to 3.5 tonnes of braked trailer, carry almost one tonne of payload and serve as a powered site anywhere you need to work or explore. Overall, it’s a well-engineered, practical and versatile all-terrain workhorse that’s as well suited to the needs of tradies and farmers as it is to adventurers.

In a very competitive ute market, the GWM Cannon XSR represents plenty of bang for your buck, but it’s just not as refined as you’d hope. 

It should be better at this price-point, especially when it’ll be unfavourably cross-shopped with lower-spec variants in the Ford Ranger, Isuzu D-Max and Toyota HiLux line-ups.

It’s a nice enough vehicle on-road, and the XSR is an effective 4WD on the dirt without ever being truly exceptional – but that’s fine for those who want to save big bucks and still drive away in a well-equipped twin-locked off-road vehicle.

At first glance most would struggle to pick the subtle visual differences between a Ranger PHEV XLT and a turbo-diesel equivalent. These include discreet ‘PHEV’ chrome garnishes on the front fenders and an additional spring-loaded flap on the passenger side to access the traction battery's charging port.

It also has unique wheel designs which are wider than those fitted as standard to diesel variants, which along with new lip mouldings and bespoke tyres have been developed to carry the higher loads of the hybrid powertrain while maintaining payload, towing and handling ability.

The only potential negative for tradies is that the Ranger PHEV is not available in cab-chassis form and the standard load tub cannot be replaced by an aftermarket tray or service body, given the hybrid drivetrain’s traction battery and Pro Power Onboard systems are fully integrated in its design.

The XSR is 5439mm long (with a 3230mm wheelbase), 1958mm wide, and 1918mm high. It has a listed kerb weight of 1965kg.

It looks like the mongrel child of a HiLux, Ranger and D-Max – in a good way.

The wider-than-standard wheel track, as well as the snorkel, sports bar, substantial bash plates, tyres and even red brake calipers add to this ute’s presence.

Our XLT PHEV has a hefty 2527kg kerb weight which is 318kg more than its 2.0L Bi-Turbo diesel equivalent due largely to the extra weight of the hybrid drivetrain. However, by keeping the battery relatively small, Ford has prioritised workhorse capability over EV driving range based on customer feedback that influenced its design.

The XLT is the lightest of the four Ranger PHEV models which share the same 3500kg GVM, so it has the highest payload rating of 973kg. This is an excellent result, as it’s only 48kg less than the 2.0L Bi-Turbo diesel XLT and exceeds the payload ratings of its Chinese rivals.

The PHEV XLT also matches its diesel equivalent with a 3500kg braked tow rating and with its 6580kg GCM (or how much weight it can legally carry and tow at the same time) it can tow its maximum trailer weight with a drop in payload to 553kg, compared to 641kg for the diesel XLT.

The PHEV’s unique load tub has a floor that’s slightly higher to cater for the plug-in battery mounted in specially-designed chassis frame rails beneath it, which importantly allows the full-size spare wheel to be carried out of the way in its usual position under the tail.

The load floor is also 174mm longer at 1638mm, which combined with 1233mm between the rear wheel housings allows it to carry either a standard 1165mm-square Aussie pallet or two 800mm x 1200mm Euro pallets; the latter unmatched by the diesel XLT. The load tub also has a drop-in composite liner, lift-assisted tailgate, internal lighting and six sturdy load-anchorage points.

Like its Chinese rivals, the Ranger PHEV has V2L (Vehicle to Load) electrical capabilities. Ford’s 6.9kW system is called Pro Power Onboard comprising a single 10-amp 2.3kW three-pin electrical socket in the cabin and two 15-amp 3.45kW three-pin sockets housed in the left-side wall of the load-tub.

So, the Ranger PHEV is effectively a mobile generator, which eliminates the need to carry a portable one as it uses the vehicle’s traction battery (charged by the Ranger’s petrol engine as required) to provide potentially hours of energy for worksite equipment or campsites (see Engine).

Driver and front passenger storage includes a bottle-holder and bin in each front door plus an overhead glasses-holder and decent sized glove box with an open shelf above it. The centre console offers a phone pad and two USB ports up front, plus a handy slot for storing keys, two cupholders in the centre and a big lidded box at the back with a 12V socket inside.

The rear bench seating is spacious, given I’m 186cm and have about 60mm of headroom and 40mm of knee clearance when sitting behind the driver’s seat set in my position. Shoulder room can be squeezy for three large adults, though.

Rear passenger storage includes a bottle-holder and bin in each back door plus pockets on the rear of both front seat backrests. The rear of the centre console has adjustable air-vents plus one of the three 230V three-pin outlets for the Pro Power Onboard system.

The centre seat backrest also folds down to serve as an armrest complete with two cupholders. The bench seat’s base cushions can also swing up and be stored vertically if extra internal cargo space is required and to access two underfloor storage compartments.

The XSR’s five-seat interior is a neat and roomy space but, in line with most utes at this price-point, if you scrutinise it in a critical way you soon discover that some parts feel a bit cheap and flimsy, such as some buttons, dials and switches.

Up front there are two USB ports, a wireless charging pad, a 12V plug and a capacious centre console.

A pair of cupholders can be concealed under a sliding cover and the storage bin is on the right side of big.

The driver gets a six-way power-adjustable seat; the front-seat passenger gets four-way power adjustment. Both seats are comfortable without being too plush.

Second-row passengers get a firm but comfortable seat and amenities include a USB port, a 220V plug, and a fold-down centre armrest.

The second-row seat base can be folded up and out of the way to make room for more gear if only two people are travelling.

Build quality is generally okay, part from the aforementioned flimsy-feeling buttons.

The XSR’s business end, the tub, has a durable-looking tub liner, tie-down points and a handy pop-out step hidden in the top of the tailgate.

But it's worth noting this ute’s tailgate can’t be locked.

The XSR has a manufacturer suggested retail price of $52,990 drive-away.

Standard features include a 9.0-inch multimedia touchscreen system (with Apple CarPlay and Android Auto), a 7.0-inch digital driver info display, quilted leather seat trim, quilted leather door trim, 18-inch black alloy wheels, a sports bar, an assisted tailgate (with a pop-out step) and roof rails. 

It also has LED headlights with LED DRLs, side steps, powered mirrors, keyless entry, push-button start, power-adjustable and heated front seats, a leather steering wheel, single-zone climate control air conditioning, an auto-dimming rear view mirror, tinted rear glass, and a six-speaker audio system.

As well, the XSR gets a part-time 4WD system (with 2WD high-range, 4WD high-range and 4WD low-range), rather than full-time 4WD, which is on lower-spec GWM utes; a front differential lock (in addition to the existing rear diff lock) and Cooper Discoverer AT3 all-terrain tyres.

It also gets red brake calipers, an underbody bash plate, wheel arch flares, and a sunroof.

Elsewhere, it gets steel front and rear bumpers and a new black grille.

The Ranger’s PHEV powertrain consists of a 2.3-litre turbocharged four-cylinder 'EcoBoost' petrol engine that produces 138kW of power at 4600rpm and 411Nm of torque at 2700rpm.

This is paired with a 75kW electric motor which draws its energy from the 11.8kWh lithium-ion traction battery. Combined they produce total outputs of 207kW at 4600rpm and a towering 697Nm at 2500rpm. This is the second-highest power output and highest torque output of any Ranger to date, making it ideal for heavy load hauling and towing.

A 10-speed torque converter automatic integrates the motor between the engine and transmission and offers the choice of sequential manual-shifting.

This drivetrain also offers four selectable drive modes. These comprise ‘Auto EV’ which automatically switches between the petrol engine and battery to prioritise power or fuel efficiency depending on driver demands, ‘EV Now’ which only uses battery power for maximum fuel saving, ‘EV Later’ which prioritises the petrol engine to maintain the current state of battery charge (ideal if planning to use it at your destination or for EV-only driving later) and ‘EV Charge’ for charging the battery between destinations. And if it should become depleted, the Ranger’s petrol engine switches on and starts charging to ensure continued supply.

Traction battery charging is generated by the petrol engine when idling/accelerating/cruising and the motor when decelerating/applying the brakes thanks to regenerative braking. This function can be monitored by the driver using the ‘EV Coach’ display on the instrument cluster.

The PHEV drivetrain offers 2H (2WD High Range) and a full-time 4WD setting (4A) for optimum traction in all on-road conditions. For off-road use there's 4H (4WD High Range) and 4L (4WD Low Range) which both lock the front/rear axle torque split at 50:50, plus a rear diff-lock. The driver can choose from an additional seven drive modes to tailor performance to suit specific off-road terrain and other requirements.

The XSR has the Cannon’s 2.0-litre four-cylinder turbo-diesel engine that produces 120kW at 3600rpm and 400Nm from 1500rpm to 2500rpm. 

It has an eight-speed automatic transmission. 

As mentioned, the XSR has part-time 4WD – with 2WD high-range, 4WD high-range and 4WD low-range – rather than the full-time 4WD set-up that’s in standard Cannons.

Ford claims an official combined average petrol consumption of only 2.9L/100km in ideal laboratory conditions, which is largely irrelevant in real-world use.

Our week of testing is a good example given a mix of suburban, city, highway and backroad driving that totalled 409km, during which we often switched between drive modes and hauled a heavy payload for about a quarter of that distance (see Driving).

The dash display was claiming a more realistic 9.3L/100km when we stopped to refuel and our own figure calculated from fuel bowser and tripmeter readings was identical, which highlights the accuracy of Ford’s onboard diagnostics. That’s also thrifty sub-10L/100km economy for a vehicle weighing more than 2.5 tonnes.

So, based on our real-world consumption figure, you could expect an ‘Auto EV’ hybrid driving range of around 750km from its 70-litre tank.

Ford also claims an electric-only driving range of up to 49km, again in ideal lab conditions, but the most we were able to achieve in the real world was 29km. However, we discovered that even that relatively short driving range was more than adequate for many urban requirements (see Driving).

The battery can only be plug-in charged using AC supply (no DC fast-charging) with a maximum charge rate of 3.5kW. However, another benefit of its relatively small battery is that it can be charged from zero to 100 per cent in less than seven hours using a standard 2.3kW domestic three-pin wall socket, as we did each night. And that charge time shortens to around four hours with a 3.5kW charger.

Using the ‘EV Charge’ mode is also efficient at charging the battery with the petrol engine when driving, as it took less than 200km to go from zero to 100 per cent.

The Cannon XSR has a listed fuel consumption of 9.4L/100km on a combined cycle.

Actual fuel consumption on this test, from pump to pump, was 11.2L/100km but, as is the nature of my testing, I did a lot of low-range four-wheel driving.

The Cannon XSR has an 78-litre tank so, going by that fuel figure above, you could reasonably expect a driving range of about 696km from a full tank.

Note: Drop 30km to 50km from any vehicle’s total calculated fuel-range figure for a better idea of that vehicle’s safe touring range – so, following that advice, the above driving range figure (696km) would become 666km after a 30km safe-distance buffer has been subtracted.

Also, remember that numerous other factors affect your fuel consumption and so impact your driving range, including how much extra weight you have onboard (passengers, camping gear, etc), whether your vehicle is fitted with any aftermarket equipment (bullbar, spare-wheel carrier, etc), whether you are towing (a camper-trailer, caravan, or boat, etc), your vehicle's tyre pressures, and the conditions.

Handling and braking are beyond criticism as is the ride quality, which is no doubt enhanced by the extra sprung weight of the PHEV hardware that helps iron out the bumps when being driven without a load.

We soon discovered that around 30km of electric-only driving range is more than adequate for the daily chores of suburban ownership within a typical 5.0-10km radius from home, where the modest performance of its 75kW motor (and we assume around 300Nm of torque) did the job with silent efficiency.

We were also impressed by the PHEV's spirited performance in petrol-electric hybrid mode, with almost 700Nm of torque ensuring a strong surge of acceleration from standing starts and outstanding load-hauling ability that belies its higher kerb weight.

The battery reserves enough charge in hybrid mode (even when it’s displaying zero) to ensure the motor is always assisting the petrol engine to deliver the PHEV’s huge combined torque output.

It’s also a quiet and effortless highway cruiser, with the petrol engine requiring only 1800rpm to maintain 110km/h.

To test its load-hauling ability we forklifted 650kg into the load tub, which with our two-man crew equalled a total payload of 830kg that was about 140kg under its legal limit.

The rear leaf-springs only compressed 45mm, with ride, handling and braking unfazed by this weight. And it easily conquered our 13 per cent gradient, 2.0km-long set climb at 60km/h without requiring the dedicated 'Tow/Haul' mode.

Regenerative braking on the way down was also robust but Ford recommends using the Tow/Haul mode on steep descents, as it prioritises engine-braking to ensure that the petrol engine and electric motor are harmonised to provide the strongest retardation.

If you’re not expecting a dynamic, sporty driving experience from the Cannon XSR, then you won’t be disappointed.

I’m enjoying the fact that off-road vehicles from China and India are improving all the time but there are significant trade-offs when opting for a much cheaper version of the ute you actually want.

The XSR is not an insubstantial ute, but that doesn’t excuse its less-than-ideal steering (which feels too loose) or its stiff ride on upgraded suspension which, even though it increases wheel travel (for 4WDing – more about that later), seemingly hasn’t been tuned to suit the XSR’s bigger tyres, wider wheel track and greater bulk than its lower-spec stablemates.

Also, this ute has an unwieldy turning circle of 13.7m, which makes it an interesting vehicle to manoeuvre along busy urban streets or through a bustling car park.

This is a well priced ute if compared to similarly equipped, much more expensive utes, but that doesn’t excuse its touchy throttle and thrashy transmission.

However, its engine, which can feel underdone when challenged, has a relaxed feel about it when open-road cruising and if you aren’t putting too much pressure on it you likely won’t think it’s much of a let-down.

Overall, the XSR does okay on sealed surfaces, without ever getting anywhere near great – it’s simply not as refined or compliant as it could – or should – be.

On the dirt track leading to our 4WD test track, the XSR was very skippy over corrugations and tended to thump through potholes.

This ute does go well off-road though when it comes time for low-range 4WDing but, equipped with front and rear diff locks, that’s to be expected.

Off-road traction control and other systems including hill descent control, are adequate without being as seamlessly smooth as the equivalent systems in more expensive vehicles.

It also has 'Crawl Mode' (allows for no-pedal, low-speed driving) and 'Turn Assist' (which brakes the XSR’s inside rear wheel to reduce the ute’s turning circle on traction-compromised surfaces).

The over-sensitive throttle is far from ideal during low-speed low-range 4WDing when you need absolute control for safe driving, but I did become used to it – or at least I put up with it.

As mentioned earlier, the upgraded suspension has boosted wheel travel, which means you’re more than likely able in the XSR to stretch a tyre to the dirt for better traction and controlled forward progress.

The XSR’s Cooper Discoverer AT3 all-terrain tyres help, especially when the dirt becomes sticky mud that would gum up a lesser tyre, and we had no strife getting up and over one of our more severe set-piece hill climbs on that rubber.

All in all, the XSR is a capable twin-locked 4WD without ever being exceptional – and that’s fine.

The Cannon XSR has towing capacities of 750kg (unbraked) and 3000kg (braked).

The Cannon range has the maximum five-star ANCAP rating from testing in 2021, however the Cannon XSR is not covered by this rating. 

Standard safety gear on the XSR includes seven airbags, AEB (sans pedestrian detection) forward collision warning, lane-departure warning, lane-keep assistance, adaptive cruise control, traffic sign recognition, rear parking sensors, a 360-degree camera and tyre-pressure monitoring.

It does not get front parking sensors, lane-change assist or a door-open warning.

The Ranger PHEV comes standard with a five-year/unlimited km warranty and specific eight years/160,000km warranty for the electric drivetrain and battery. Scheduled servicing is every 12 months/15,000km with capped pricing of $399 applying for each scheduled service up to five years/75,000km, whichever occurs first.

Ford also offers pre-paid service packages with substantial savings compared to pay-as-you-go servicing. The Australian Ford dealer network has almost 200 dealerships located throughout city and regional areas, which also provide vehicle servicing.

The XSR is covered by a seven year/unlimited km warranty.

The first service is scheduled at the six-month/5000km mark (and costs $260), then every 12 months or 10,000km, with each service costing $360 a pop.