We like
Blisteringly quick, race-ready suspension, ew 10-speed transmission is far sharper, steering and braking systems greatly improved

Room for improvement
2500kg towing capacity is still down on regular Ranger, gulps a decent amount more fuel than previous generation, petrol-only option and no long-range tank available may deter overlanders

Overview

 

Fans of the first-generation Ranger Raptor had one common gripe: it needed more grunt. It isn’t every day that manufacturers listen, either, but not only did Ford Australia heed the advice of its followers, it raised the stakes.

 

Australia’s dearly departed performance ute options, tyre turners like the HSV Maloo or Ford XR8, left a hole in the market. Since then, utes have become, increasingly… utilitarian.

 

The previous generation Raptor injected some much-needed excitement into the ute world when it launched in 2018 and has remained the most capable out-of-the-box 4x4 ute, especially at pace, so the new Ranger had to be even better – better than the best.

 

Ford went all in and transplanted its new 3.0-litre twin-turbocharged V6 into the Raptor, which produces 292kW at 5650rpm and 583Nm at 3500rpm. Peak torque does come in later than its 2.0-litre diesel predecessor but, as we’ll get to, the lighter, sharper-shifting 10R60 10-speed variant keeps the torque on tap.

 

While Ford hasn’t offered a claimed 0-100km/h time, beyond hinting it’ll take about half as long as the previous Raptor’s 10-odd-second sprint, we estimate it’s in five-second territory after driving it. Let that sink in for a second. This is a two-plus-tonne 4x4 ute that’ll out-run the old V8 utes, and it’ll go neck-and-neck with modern hot hatches.

 

What Ford Australia has done with the new Raptor, before we get to how it actually drives, is twofold; they’ve filled the hole performance utes left and made a dual-cab that could actually replace your hot hatch. This is a do-it-all performance-come-adventure vehicle option.

 

Despite the EcoBoost nameplate, the V6 is a race-focused engine, too, utilising a compacted graphite iron block, which Ford claims is around 75 per cent stronger and stiffer than traditional cast iron. Ford uses the same material in its NASCAR engines, which is reassuring but unsurprising given how much off-road torture testing this new engine has withstood.

 

“The twin-turbo 3.0-litre V6 EcoBoost is a race-bred engine that is used in off-road motorsport applications. So, it's proven itself in combat,” explained Ford Performance Ranger/Everest customisation and special vehicle program manager, Justin Capicchiano.

 

“We know because we did the testing. We have done the equivalent of the Baja 1000 in Alice Springs.”

 

Suspension is the other star of the show for the new Raptor, with Fox 2.5-inch Live Valve Internal Bypass shocks and revised Watt’s link rear end – a big improvement over the previous model. The trick suspension talks with multiple sensors around the vehicle, enabling up to 500 damper adjustments per second. 

 

Ford Performance fettled the Fox suspension to achieve an optimal balance of performance and comfort, and says the new shocks use a Teflon-infused oil that reduces friction by about 50 per cent compared to the those on the previous Raptor.

 

The Fox shocks offer a lot more than just on-the-fly damping and, while we won’t bore you with every detail, a key feature is the bottom-out control that provides maximum damping force for the last 25 per cent of the shock’s stroke. This prevents bottoming, even when launching the Raptor off a tabletop jump as we learnt firsthand, but the system is also able to use the variable damping to prevent back-end squat under hard acceleration. 

 

The body has been fortified with stronger bones to handle the massive jump in power, and potential for ludicrous off-road pace, with Ford engineers opting to reinforce the shock towers, C-pillar, spare wheel and frames for the bumper.

 

In order to handle the big hits this Fox suspension is capable of soaking up, Ford used stronger upper and lower aluminium control arms that are also about 4kg lighter – an unsprung weight saving that allowed a beefier tyre to be used without compromising handling. 

 

Underbody protection has not been overlooked, either, with a 2.3mm high-strength steel bash plate that is nearly twice the size of what you’ll find on a regular Ranger, as well as engine and transfer case shields. 

 

Of course, towing capacity remains at 2500kg against the regular Ranger’s 3500kg, and payload comes in at 717kg, due to the Fox suspension up back. It didn’t stop the previous generation Raptor from selling and we suspect it won’t affect this one too much, either, but for those towing big weights a Raptor is still out of the picture.

 

While the new Raptor is visually beefier all round, it’s actually no wider than the outgoing model. Ford has carried the C-clamp headlamps and taillights right to the edge of the body, creating a chunky F-150 inspired shape while retaining mid-sized ute dimensions. The addition of aero accents bolster the already aggressive body lines, coming together to create a far more muscular Raptor.

 

The Raptor scores LED Matrix headlights and LED rears, too, with automatic dynamic levelling, and speed dependant lighting. Ford says the headlights offer static and dynamic ‘light bending’ to follow the road, and the high beams will adjust themselves to ensure oncoming traffic isn’t left starry-eyed.

 

Flared wheel arches add to the burly aesthetics, which accommodate tough 17-inch alloy wheels shod with 33-inch BF Goodrich KO2 tyres. There is an optional bead-lock wheel but, given Australia’s legal disapproval of true bead-lock wheels, they’re an “off-road only” part if you want to actually lock the bead in place.

 

While it’s easier to focus on the exterior and performance changes, the interior is leaps and bounds better, too. The up-market cabin treatment, with its modular, quirky composition, adds to the new Raptor’s character.

 

A mix of soft- and hard-touch finishes, with various textural finishes, has been used throughout the heavily digitised cabin. A stout, shallow dash creates a feeling of spaciousness, and we particularly liked the distinctive honeycomb air vents that match the exterior grill, and unique door handles that feel a bit aircraft-y.

 

Ford even says the bolstered sports seats are ‘jet fighter-inspired’, and lashings of orange trim throughout the low-gloss leather and suede interior give the cabin a lively attitude – all very suitable in a Raptor as radical as this.

 

The leather sports steering wheel, with cast magnesium paddle shifters, is a step up over the last model, as is the compact new gear selector that saves a lot of space and falls nicely in the hand.

 

An auxiliary switch bank overhead offers six accessory-ready switches, not new in a Ford but something the aftermarket, auto electricians, and mod-hungry buyers will all love.

 

The 12.4-inch digital cluster and 12.0-inch vertical centre screens use Ford’s SYNC 4A infotainment system, however the sheer amount you control via the touch of a finger is a little overwhelming at first – in a four-wheel-drive, anyway.

 

Diff locks, for example, are activated via the centre touch screen, while other off-road functionality is activated using dials and switches – it can all be a tad bit flustering for the first drive. Once we were used to the system it all made sense, though.

 

And on that digital functionality, the Raptor is equipped with no less than seven drive modes and four exhaust settings, ranging from mild to wild, which seems like overkill until you realise they all serve a distinct purpose.

 

Most exciting is Baja mode, which is the ‘maximum attack’ drive mode that turns the wick to 11. With Baja mode activated the anti-lag system is enabled, the shifts become urgent, the traction control turns a blind eye to mischief, and the exhaust opens up – with ABS being about the only driver-aid you can’t switch off. It is worth noting that when you twist the drive mode selector to Baja, an ‘off-road use only’ warning appears on the digital dash.

 

Drive Impressions

 

The on-road loop wasn’t particularly long, but Ford clearly wanted us to get maximum off-road exposure and we had no complaints there.

 

In the Normal drive mode, it’s not as rowdy or race-focused but the noise is still there and the V6 is still serving up all 292kW for consumption. It’s an effortless engine when taking off at lights, but as the mid-range hits it becomes evident it’s a potent thing.

 

Ford used a quicker steering ratio and revised electric power assisted steering system, which we felt the moment we pulled out onto the road. The new Raptor has a far more direct steering feel, both sharper off centre and quicker when turning in, without the vagueness utes all seem to have.

 

The brake feel was noticeably better too, which Ford says is due to an electronic brake booster and rework of the ABS system. It isn’t spongey under light or heavy braking, and its far easier to know where within that spectrum of brake application you sit.

 

We had a brief run at some twisty mountain roads, promptly turning the dial to Sport, and shifts became swift with precise blips as it swapped down a cog or three coming into corners.

 

Mid-corner the Raptor is flat, which is testament to the suspension because a body on frame ute like this has never been able to do that. We were pushing harder than expected, given the Raptor’s heft, because the Fox suspension keeps wallow at bay.

 

Punching out of corners, again it surprised us. It didn’t squat all that much, nor did it fight for grip, pulling to the legal limit like a far smaller vehicle. It’s not grunty enough to get into strife if throttle happy, but it certainly boogies and will embarrass the odd hot hatch.

 

The Raptor offers the choice of two-wheel drive, auto four-wheel drive, four-high or of course off-road specific four-low. We left it in auto four-wheel drive and had no traction dramas. Ford’s move to constant four-wheel drive on the new Raptor was a wise one, given its power.

 

The lighter, sharper 10-speed auto variant used in the new model shifts noticeably quicker and is well-tuned to the engine, never once tripping over itself as the old one did on occasion.

 

On-road this is a 4x4 that is inexplicably fun, more than the sum of its various strengths, and coming from someone who has a dual-cab ute for off-road duties and performance car for kicks – this could replace both.

 

Because the new Raptor is so absurdly capable off-road, Ford brought along an old Raptor for us to drive on the high-speed off-road track before jumping in the new one. This was both to get us acquainted with the layout in a 157kW rig, before jumping into a 292kW beast, and also to give us a feel of just how much better the new Raptor is.

 

Risky, offering a back-to-back, but the Ford crew backed themselves and it’s pretty clear why; the new Raptor is as close to a desert racing pre-runner as you’ll probably ever get.

 

The old Raptor was still a hoot, because let’s not forget how capable its trick Fox suspension was at soaking up big hits and rough terrain at pace. But getting into the new Raptor, it was instantly a more exhilarating place to be.

 

The V6 isn’t straight-out raucous, compared with say an AMG V6, but in a ute it’s just right. It sounds muted enough, even in Baja mode, to suggest Ford put a lot of time and effort into striking a balance between rowdy and respectful. As the revs build though, and the snails get spinning, the soundtrack intensifies, and that anti-lag is a real treat on the odd occasion you notice it popping away.

 

Ford gave us a few laps of the high-speed off-road track they’d concocted, with plenty of deep ruts, a sweeping off-camber corner, and high speed straight into a hard right-left transition. The night before we had a crack at it, though, it poured down rain – we weren’t complaining. 

 

The steering was instantly better, back-to-back with the old model, with a well-weighted feel that the old Raptor lacked and the brakes were far more confidence inspiring at the limit.  

 

The new Raptor also felt more planted than the old one, especially on turn-in where it lets you steer with your right foot with the onboard smarts making up for the lack of ‘driver mod’.

 

During professional driver joy rides, there were moments we would brace for impact and it just never came. The ability to soak up big hits is other worldly, which is going to be, on occasion, useful on-road too. 

 

Once ‘into it’, in Baja mode ideally, the new Raptor roosts like a pack of motocross bikes and as you brake hard into a soggy, rutted corner the new Baja mode will let you left-foot brake if needed. Particularly useful if scrubbing speed mid corner or tightening the slide up and Ford says it made this possible after talking with off-road racers about what they need to do in a desert racing rig.

 

There was a tabletop jump that required us to straighten up, as best we could, out of the final corner before mashing the accelerator and holding the Raptor straight. Soggy conditions meant we weren’t sending it sky high, but it felt as comfortable landing a mild jump as it did doing everything else.

 

On the low-speed off-road track, which wasn’t particularly gnarly but after a night of rain still entertaining, the Raptor didn’t feel like it was doing it any easier than the old model. But it did more of the work for you, took some of the intimidation out of steep climbs and descents, and with so much more grunt on tap it required a lot less motivation to attack hills.

 

You could do it all with the old Raptor, but it wouldn’t be as loud, techno-aided, or fun. More power than you need is a fun thing off-road, but as we were reminded, that does require restraint so that ruts don’t become craters. 

 

The new model has electronically controlled locking diffs, front and back, which were overkill for the off-road work we did but will come in handy for owners partial to lifting wheels. 

 

Forward and rear facing cameras, as well as a birds-eye view, are all available in off-road modes, essentially taking the guesswork out of front wheel placement. Particularly useful if summiting a steep climb, turning into a steep descent, or navigating over sidewall slicing rocky terrain. It’s as good as having a spotter outside the vehicle, and we don’t see any reason why even experienced off-roaders wouldn’t use it.

 

It also has ‘trail control’, which is basically cruise control for low-speed, off-road driving. We didn’t use it all that much, but on longer tracks it would have proven useful – particularly the way it brakes to maintain speed and delicately applies throttle like a trained ballerina could. 

 

While the drive modes are great, and ‘mud/ruts’ mode ate up the terrain we were on, Baja mode was just downright fun for all of it. We suspect a fair few owners will opt for Baja mode on the beach, or dirt tracks, purely for a taste of the pre-runner life. It’s also the only mode with anti-lag, which becomes utterly addictive.

 

Again, this ute is best when you stretch its legs. A funny conundrum though, considering how few places in Australia really offer an option to do so. It’s a bit like driving a track-focused car on-road, where most of its tricks remain firmly up its sleeve. Either way, the novelty factor is there.

 

While the $85,490 before on-road costs is a little steep for a dual-cab ute, it’s also kind of a bargain. It’s around five grand more than its predecessor, but clearly has a lot more to offer. The fact you could quite easily ditch the hot hatch and use this as a do-it-all utility-come-fun machine, is segment-bending.

 

Ford could have probably priced it higher, and it’d sell with equal success, given there are around 5000 orders so far.

 

We managed 13.4 litres per 100km on-road, against Ford’s claimed combined fuel economy of 11.5L/100km and didn’t get an exact off-road figure but it was expectedly way up there given the thrashing it took.

 

It’s a little thirstier than the diesel, but servicing costs remain virtually the same at $329 for the first four visits, with only the fifth service nudging up over the 2.0-litre diesel by an insignificant $27.

 

Ford well and truly answered calls for a more powerful Raptor, while engineering an even more dynamic and well-rounded package. The new Raptor is in a class of its own and has arguably already achieved ‘halo ute’ status before hitting dealer showrooms.

 

The hype is real but if you’re questioning its practicality or see it as overkill, it’s probably not for you.