Ford Ranger SuperCrew 4x2 Lariat EcoBoost 2025 Review

In truth, we’ve no idea how Ford Australia would have priced the Ford Ranger EcoBoost if it were sold Down Under. However, the turbocharged four-cylinder is available on the closely related Volkswagen Amarok, but only if you order it in the most expensive Aventura trim.

We suspect the Blue Oval would have taken a similar tack, with product planners fearing only niche demand for a petrol-powered mid-size ute in a segment dominated by diesel.

That said, the engine could have made an ideal candidate for a less powerful ‘junior’ Raptor, such is the pace offered by the engine used in the entry Mustang.

Since we drove a US-spec Lariat trim, the Ranger wore 18-inch alloy wheels wrapped with all-terrain tyres and came equipped with LED headlights and a neat electric sliding rear window.

Like our Rangers, there’s a 12.4-inch digital instrument cluster that’s combined with a large 12-inch portrait-mounted infotainment system that incorporates Ford’s SYNC 4 operating system.

The flagship Ford ute also came with 10-way power adjustable leather seats plus a powerful 10-speaker B&O sound system.

What’s missing on the US ute is a standard power roller shutter, although the useful 12V outlet in the bed remains.

In the past we’ve heaped plenty of praise on the Ford SYNC 4A operating system and it remains one of the best out there for its ease of use and clarity. For the latest Ranger, Apple CarPlay and Android Auto are connected wirelessly or via cable and there are USB-A and USB-C ports front and rear. A wireless charging pad is also fitted.

Remote start, fuel level check and remote locking is also available via the FordPass smartphone app.

Much to the surprise of many US magazines, the 2025 Ford Ranger EcoBoost is far quicker than you'd think, with many recording a zero to 60mph (0-97km/h) time of around 6.3 seconds.

That might explain why the US-spec version we drove only musters 201kW and 420Nm, and not the more muscular 222kW and 452Nm produced by the Aussie-spec VW Amarok Aventura TSI452.

With a bit more power and lots more torque, we can imagine a Ranger powered by the 2.3-litre turbo four-cylinder might come very close to matching, or even beating, the heavier Ranger Raptor’s 0-100km/h time of 5.8 seconds.

It’s also worth mentioning the petrol should be able to tow as much as the diesel (3500kg), although the version we drove was limited to 3400kg and had a payload capped at 824kg – some way off the tonne-plus other Rangers in the line-up can carry.

Another great feature of the Ranger EcoBoost is the engine is smooth and quiet and far more refined compared to the diesel.

Riding on relatively small 18s, the ride is also well damped. Granted, there’s no hiding its ladder-frame underpinnings, with sharp bumps revealing some chassis shake, but it’s no deal breaker.

Steering weighting and accuracy remain as good as any other Ford ute, but the EcoBoost version feels lighter and more agile than the last 2.0-litre turbo-diesel we drove and the turbo-petrol sees the turbo ute fly above 4000rpm.

As we’ve already mentioned, the 2025 Ford Ranger EcoBoost is fast when hustled but around town it’s a lot less impressive, lacking the lowdown urge offered by even the least powerful 2.0-litre turbodiesel.

Worse still, at low speeds the 10-speed automatic feels indecisive and on occasions chucks in a clunky downshift.

That said, the Ranger EcoBoost averaged around 10.7L/100km, which isn’t bad over a mix of urban, highway and country roads. However, we think a diesel would be more efficient still and offer smoother progress around town.

When you do need to up the pace, the Ranger could also benefit from a pair of steering-wheel-mounted gearshift paddles to keep the four-pot on the boil.

Traditional complaints of the Ford Ranger still apply here – there's a lack of knee-room in the second row and the rear bench forces occupants to sit bolt upright but, aside from that, quality remains high and overall comfort is among the best in the mid-size ute class.

One final gripe is our car’s brakes needed better modulation at the top of the pedal – an issue that has affected other Rangers we’ve driven.

Of course, you can’t buy the 2025 Ford Ranger EcoBoost in Australia but, even if you could, unless dressed up as a more affordable Raptor we think many would overlook it and just buy the diesel, not least for its longer range and better low-speed driveability.

That’s a shame, because the smooth and quiet turbo four has a lot going for it, which also means it should be a perfect match for electrification.

Indeed, with an electric motor and an 11.8kWh lithium-ion battery, the Range PHEV produces a far healthier 207kW and 697Nm of torque, with the electric motor set to fill in the regular EcoBoost’s missing low-down thrust.

Factoring in a miserly thirst of just 2.8L/100km, up to 49km of electric range, and almost zero compromise when it comes to payload and towing, and the plug-in version of the 2.3-litre seemingly does it all.

Throw in pricing that starts from $71,990 (plus on-road costs) for the XLT and the Ranger PHEV might even give current turbo-diesel Ranger a decent run for its money, while feeling far better matched to Aussie tastes than the standard EcoBoost.

*Note: Images used in this review may be of the 4x4 version of the Lariat EcoBoost for illustration purposes

2025 Ford Ranger SuperCrew 4x2 Lariat EcoBoost:

Price: $80,000* (plus on-road costs)
Available: Not in Australia
Engine: 2.3-litre four-cylinder turbo-petrol
Output: 201kW/420Nm
Transmission: 10-speed automatic
Fuel: 10.7L/100km (US EPA)
CO2: 225g/km*
Safety rating: Five-star (Australian equivalent, ANCAP 2022)

*Estimated

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