Ford Ranger vs Hyundai Santa Fe

What's the difference?

The Ford Ranger is a strong starting point for a plug-in hybrid upgrade. And there are valid pros accompanying the addition of a high-voltage battery. But those benefits aren’t primarily seen on the road.

In fact, given its higher price, the Ranger PHEV loses out when compared to its BYD and GWM rivals, which offer more features and a far higher EV range at lower prices.

The Ranger doesn’t compromise its ‘ute-ness’ as its rivals do in different ways. But its target audience is likely relatively small. One that's willing to fork out for a capable, comfortable ute that can power a campsite or run tools on the job.

If you want an EV that just looks like a ute, this isn’t it. But if you're after a dual cab that can do proper ute things, with a bonus when it comes to efficiency and convenience, you’ll need deep pockets.

Note: CarsGuide attended this event as a guest of the manufacturer, with accommodation and meals provided.

So I asked at the beginning if the Hyundai Santa Fe FWD petrol offered enough for families looking for a large seven-seat SUV and the answer is: YES!

It's practical, has people-mover space and storage and is downright comfortable to drive. There's so much to like here.

The Ford Ranger is still one of the best-looking utes available, with a strong brand identity and a lack of design features that lean into trends - perhaps aside from the ‘C-shaped’ DRL signature.

There are only a few hints that any given Ranger you might be looking at is a plug-in hybrid, with the vehicle’s panels and general design features looking primarily the same.

The most obvious change is fender badging that outs the Ranger as a ‘PHEV’, though its lettering isn’t too ‘shouty’.

But to those more familiar with the Ranger, or anyone able to have a proper look around a PHEV, there are a couple of other giveaways.

For example, the Ranger plug-in has a new set of wheel designs that range from the 17-inch alloys on the XLT to the Stormtrak-specific 18s featuring 'Chill Grey' inserts as trim accents.

The Stormtrak can also be had in Chill Grey, the colour being exclusive to that variant along with the aforementioned unique trim design.

There are also plug outlets in the ute’s tub for access to the Ranger’s battery power. Harder to spot if you’re looking at one of the higher-spec variants that feature a roller cover.

Inside, it’s a similar story with the PHEV’s interior being standard Ranger fare aside from the button that controls its EV modes.

It's boxy and bold and you certainly won't mistake it for anything else on the road. That's both good and bad.

The front works beautifully; pairing a chunky and square aesthetic with cool H-shaped LED headlights (a running motif throughout the car). The front and sides look like the chiseled face of a Greek hero or the latest Romantasy crush, but the rear is just awkward. It's essentially just a big blank body panel and the only interesting thing about the back are the H-shaped tail lights.

Head inside and the interior is exactly the same as the base FWD hybrid variant - you get an interesting black and grey tartan fabric upholstery across the seats, and enough soft touchpoints scattered throughout to stop you looking too hard at the heavy use of plastics.

The dashboard shares similar chunky proportions with the exterior and you can see lots of H shapes in the air vents and panelling, so it flows pretty well inside.

The highlight is 100 per cent the large curved panel on the dash that houses the dual 12.3-inch displays. They look high-end and instantly lift the cabin from feeling 'basic'.

Joinery is flush, nothing rattles and there's an overwhelming sense of high-build quality inside. It's a cabin you'll be able to spend a lot of time in.

The Ford Ranger’s interior is impressive for a dual-cab ute when it comes to layout and functionality.

A large 12-inch touchscreen dominates the central space on the dash, but there are still physical controls for the climate settings and the screen has shortcuts to main functions thanks to Ford’s 'Sync' software.

A big 12.4-inch driver display is similarly handy, being clear in its layout and able to be customised to the extent you’d expect from a modern bit of kit.

As mentioned, in the XLT you miss out on a few goodies, but the phone charger found in other variants is placed out of the way, under the screen and behind the gear shift.

Cupholders are similarly out of the way of any buttons or controls, and the gear-shifter itself is mercifully a traditional one rather than a dial or buttons.

With everything in an ergonomically sensible place, it’s similarly comforting that the seats and the steering wheel can be adjusted to find a suitable position.

It’s still a dual-cab ute, so don’t anticipate ‘melt-into-the-seat’ levels of comfort, but the space on offer in the front and rear seats is enough for an adult to feel at ease on even a long trip.

Behind the cabin, there’s space for two euro pallets according to Ford, with a payload as high as 973kg for the XLT. The Stormtrak’s 808kg payload is the lowest of the bunch, with Sport (934kg) and Wildtrak (885kg) slotting in between.

There’s a spare tyre underneath the tub and the ability to tow a 3500kg braked trailer - all combining to make it the most functional workhorse on offer in the plug-in hybrid ute segment. The GWM Cannon Alpha PHEV can tow 3.5-tonne and the BYD Shark 6’s payload is okay, but neither can do it all.

That said, the Ranger falls short in the plug-in game, which we’ll get to shortly.

I've said it before but I'll say it again. The cabin offers similar, if not the same, level of practicality of a people mover with passenger space and storage solutions.

In fact, Hyundai may have shot their other three-row SUV, the Palisade, in the foot here because I'm not sure why you'd now bother forking out an extra $13,800 on the base Elite grade over out test model. Not when each row will be comfortable for an adult and feature decent amenities.

With seats that don't sit too high and a 177mm ground clearance, the Santa Fe is an easy SUV to get in and out of, even for kids.

The front- and middle-row seats are the most comfortable when it comes to padding and under-thigh support. The powered drivers seat also offers adjustable lumbar support on top of the heat functions that both front seats get.

Storage is top-notch with lots of cubbies to choose from up front with dual gloveboxes, one that can fit a manual and one that will hold smaller items like a wallet, wet wipes etc.

The middle console is huge and has a removable shelf but is also shared with the middle row as the bottom pulls out into a storage drawer for them. This means you can cut out the middle man (AKA the parent) and have a handy place to put any roadie snacks.

The centre console features two phone cradles and a large shelf underneath that easily holds a handbag or Saturday night's takeaway.

There are a total of 12 cupholders (2/6/4) and four drink holders (one in each door storage bin) plus a sunglasses holder and map pockets on the back of the front seats. So, definitely spoiled for choice when it comes to individual storage.

The technology is easy to use and high-quality with display screens that feature crisp graphics and a responsive multimedia touchscreen. The system features wireless phone mirroring for Apple CarPlay and Android Auto, as well as Bluetooth connectivity.

Charging options are good throughout the car with six USB-C ports (2/2/2), and a 12-volt socket and wireless charging pad up front.

Rounding out the cabin is the large boot which offers 642L when the third row is stowed, and up to 1963L when just the front seats are in use.

The loading space is level but you still get a handy under-floor compartment for small items. And the full-size spare tyre and powered tailgate are always practical to have!

The Hyundai Santa Fe is offered in three grades, with the base- and mid-spec options now having the option of having a turbo-petrol engine or a self-charging hybrid powertrain.

Our test model is the front-wheel-drive base-petrol grade, which is priced from $53,000 before on-road costs. That makes it the most affordable variant in the Santa Fe line-up, being $2500 more affordable than the base FWD hybrid model.

This positions it in between its three-row large SUV rivals, the Kia Sorento S ($50,680) and even larger Nissan Pathfinder ST-L ($60,220). But the Sorento is still offered with a choice between V6 petrol engine and a four-cylinder turbo-diesel engine, which will entice some.

Our test model is incredibly well-equipped for a base variant and includes features like heated front seats, a powered driver's seat (with adjustable lumbar support), rear privacy glass and LED external lights.

There are great practical items like a full-size spare wheel, a powered tailgate, keyless entry/start, a 360-degree camera system, dual-zone climate control and tyre pressure monitoring.

Technology is also a standout with dual 12.3-inch displays taking centre stage, FM/AM and digital radio, wireless Apple CarPlay/ Android Auto, Hyundai 'Bluelink' app, over-the-air updates, Bluetooth connectivity, a wireless charging pad, six USB-C ports and two 12-volt sockets.

Bluelink connected car services brings features like ‘Automatic Collision Notification’ an emergency call (SOS) function, geo-fencing, valet, speed and time alerts and more.

The Ranger PHEV remains an off-road-capable 4x4 ute, with all four wheels receiving power. But the drivetrain is not your standard Ranger gear.

Ford’s 2.3-litre turbo-petrol four-cylinder 'EcoBoost' engine does the heavy lifting, aided by an electric motor mounted between it and the transmission.

The engine isn’t unproven in the ute game. In fact, it’s found in some variants of the current-gen Ranger’s cousin, the Volkswagen Amarok.

In the Ranger PHEV, it makes 138kW and 411Nm which, paired with the 75kW electric motor, contributes to a total 207kW and 697Nm output, transferred to all four wheels via Ford’s 10-speed automatic transmission.

Of course, the ute’s 4WD system is able to be set to '2H', '4A', '4H' or '4L' and has a rear diff-lock to assist in traversing tricky terrain.

Our Santa Fe is the front-wheel-drive base variant, which features an eight-speed dual-clutch auto transmission and a 2.5-litre four-cylinder turbo-petrol engine that produces up to 206kW of power and 422Nm of torque.

Our model has a braked towing capacity of 2000kg, which is up from its hybrid siblings which can only tow up to 1650kg.

Ford claims the Ranger PHEV sips 2.9L/100km according to NEDC testing, but like many plug-in hybrids that would be difficult to achieve without constantly stopping to charge.

It’s also only able to charge the 11.8kWh lithium-ion battery at a 3.5kW rate under AC power and it takes around four hours to do so. There’s no DC fast charging.

It’s got a 70-litre fuel tank, and requires minimum 91 RON petrol.

During the launch drive, the highest figure reasonable driving produced in terms of a fuel consumption on the trip computer was 9.6L/100km during battery charging.

So, while theoretical range is around 2400km, that closer to real-world number reduces the distance between fills to a still useful 730km.

Ford didn’t offer an expected general consumption figure for ‘low-power’ driving - i.e. while the battery isn’t being actively charged but also isn’t carrying enough juice to fully propel the ute.

The base petrol Santa Fe has an official combined fuel cycle usage of 9.3L/100km and 67L fuel tank, giving it a theoretical driving range of 740km, which isn’t as good as its hybrid siblings but still sufficient for the odd road trip.

After doing lots of open-roading this week and a good three days of city dwelling, my real-world usage has popped out at 8.7L/100km, which is a solid result for such a large SUV.

During a presentation and Q&A to media before the launch drive program, the Ford Australia team was keen to spruik how handy the PHEV’s battery would be for things like powering worksite equipment or for use during camping trips.

Alternately, focus on how the battery might come into play while on the road was modest. And behind the wheel it became clear why.

On-paper, the 49km electric driving range seems handy, but the NEDC testing which produced that figure is known for being optimistic.

On top of that, the launch program's highway driving wasn’t prime EV territory. In fact, we were encouraged to keep the cars in ‘charge’ mode to leave enough electric power in reserve to experience the Ranger PHEV’s off-road capabilities.

As mentioned, fuel consumption doesn’t exactly skyrocket even while the engine is charging the battery, but to make the most of the Ranger’s EV range you’d want to have a relatively short commute.

In terms of its on-road manners, the Ranger’s status as a benchmark for the category means even with the extra weight of the battery, the PHEV performs well.

Its 75kW EV output means driving under the electric motor’s power alone is reserved for low speed, but it does well to boost the torque provided by the engine. While it’s no sports car, it doesn’t feel sluggish.

The Ranger’s suspension does well to balance relative softness when it comes to bumps and rough surfaces without feeling like it doesn’t have the ute's weight under control.

If you want the best on-road driving experience from a Ranger, a V6-powered variant will provide the balance of comfort and power you seek.

Off-road, the PHEV’s capability is likely more than enough for most weekend warriors.

The electrified ute’s ability to use battery and engine to carefully cover terrain that would likely intimidate any off-road beginner is impressive. But we'll wait until we can get the Ranger PHEV onto home turf for a proper off-highway test before making a definitive judgement.

The petrol engine definitely has more pep to it than the hybrid variants I've sampled. The power is responsive and you still feel like there’s heaps leftover when you have to overtake or get up a hill without any annoying engine whines.

The steering isn’t too heavy, despite the size of this car but turning off the lane-keeping aid will keep the on-road experience feeling smooth. Otherwise, you sort of ping-pong in your lane as the aid readjusts strongly.

All Santa Fes feel way more nimble than they have any right to in corners. You do get some roll, but our test model is sure-footed, even in heavy wet weather. 

The eight-speed dual-clutch auto transmission is smooth enough and you don’t get any annoying lags when you accelerate from a full stop, which is unusual for such a unit.

Ride comfort is pretty high as well, with suspension that feels forgiving over the worst of the bumps and a cabin that remains quiet, even at higher speeds. 

You have really great visibility in this model because of how big the windows are and the taller driving position helps as well. None of the pillars hindered my vision either from my driving position.

The Santa Fe well and truly fills out a car space and it was easy to see it in a car park because the butt hangs out a bit, but it’s still easy to park with its very clear 360-degree camera system and parking sensors at the front, side and rear. So while it is big, it doesn't feel big to park.

Overall, the petrol Santa Fe is an simple SUV to drive and will be a forgiving choice for lots of different driving styles.

All hybrid Hyundai Santa Fe variants are covered by a maximum five-star ANCAP safety rating from testing done in 2024, but the petrol variants are not, so our test model is currently unrated. It does feature 10 airbags, though, which is excellent for a family SUV and the curtain airbags extend to the third row.

The standard safety equipment includes blind-spot monitoring, LED daytime running lights, driver attention alert, leading vehicle departure alert, safe exit assist, rear occupant alert (first two rows only), rear collision warning, forward collision warning, rear cross-traffic alert, lane departure alert and a lane-keeping aid.

There's also lane following assist, traffic sign recognition, an intelligent seatbelt warning (first two rows only), adaptive cruise control (with start/stop), the 360-degree camera system and front, side, and rear parking sensors.

It's also nice to see the blind-spot monitor on the base model, which is a system that pops a video feed of your blind spot onto your dashboard.

However, some of the safety features, like the driver attention monitor and traffic sign recognition, can be intrusive to daily driving. If you could permanently disable the sound alert, it would be a lot more enjoyable to drive long term.

Ford’s five-year, unlimited kilometre warranty applies to the Ranger PHEV, but like all electrified Fords there’s an eight-year or 160,000km warranty on the high-voltage battery.

Ford also has set pricing for the first five years of servicing at a reasonable $399 per service, with the recommended interval set at 12 months or 15,000km.

The Santa Fe comes with a five-year/unlimited-kilometre warranty, which isn’t as good as some of its rivals, especially with Nissan now offering a 10-year warranty on its models, albeit conditional.

The pre-paid servicing plans are competitive, though, and the five-year plan averages just $481 per service.

Servicing intervals could get a bit annoying if you do a lot of kays every year as they're at every 12 months or 10,000km, whichever occurs first.

The Santa Fe petrol is a simple gal and enjoys 91RON unleaded petrol and is even E10 suitable.