Why the Ford Ranger Raptor is the Ultimate Supertruck
The new Ford Ranger Raptor it’s the best $55,000 you can spend on any new car right now–and twice the fun.
People often ask, if I have so much money, what’s the best new car I can buy for that? Right, we’d not hesitate to tell you that you simply cannot spend a better $55,000.00 on anything but a new Ford Ranger Raptor.
$55K neck of the woods is a pretty busy place right now, mind you. You can get an Audi RS3, RSQ3, or an S5, a BMW M340i or a midrange X3, an AMG A 35, or a Merc GLC, or even a Porsche Macan for that. And a whole lot more sexy metal too. But this mad Ford truck takes the cake, and this is why.
Raptor is Built to Master the Mountain
Blue Oval suits tell us that this second-generation Raptor built to dominate the desert, master the mountains, and rule the rest, is the ultimate performance Ranger. We’d go as far as to say that it’s the ultimate performance bakkie. Never mind the finest of any terrain crushing new vehicle you can just walk into your local car dealer and buy.
The Raptor blends raw power with high tech class to deliver the most advanced Ranger yet. And it screams that from the moment you set eyes on it. Aided and abetted by this one’s vibrator orange hue, we’d leave that cheap plastic restaurant tablecloth wallpaper off. But for the rest, its pure sexy.
Raptor’s presence is unmistakable. Baja-like beadlock-capable 17-inch forged alloy wheels in BF Goodrich KO2 all-terrain tires still have lots of space to maneuver under those flared arches. This one’s signature Ford truck C-clamp DRL Matrix LED headlights are as cool as they look. They get dynamic-bending, glare-free high beam, and dynamic-levelling too.
The Show to Match the Raptor Go!
Bold Ford script spreads across the grille, above a separate bumper and down to significant underbody protection underneath. Raptor features functional vent aerodynamics. The tough cast aluminum side steps are far more than just embellishments on this bakkie. Move to the back to find LED taillights, a handy integrated step, and the towbar tucked up high for the best departure angle. The open bak has tough black cladding.
Swing the door open to reveal more comfortable and supportive orange accented sports seats front and rear. Built in Thailand, this Raptor almost entirely lacked the quality issues that concerned us about on early build local models. Most of that has improved on more recent Silverton-built Rangers and Amaroks we had. And we look forward to seeing Raptor level quality on all of them going forward.
Back to the point, this Raptor get-up further differentiates, and dare we say, improves Ranger’s fully digital cabin. Much of it is familiar. The high resolution 12.4-inch digital gauges have their own special Raptor theme. As does the AV connective Carplay and Auto 12-inch Ford SYNC4 infotainment touchscreen. It brings wireless smartphone connectivity and a delightful Bang & Olufsen sound system too.
An Excellent Ford Performance Cabin
Ford Performance has done a very good job on the Raptor’s cabin. Not only does it look very much the part, but those seats are cool to sit in. Yes, we have our reservations on some of the infotainment control bits being too far removed from reality. And some say the portrait screen is not for them. But Raptor makes up for it with a comprehensive suite of controls on the multifunction steering wheel and elsewhere, to keep it all balanced.
OK. Enough of the semantics. Ford calls its 405 HP 430 lb.-ft biturbo 3-litre EcoBoost V6 new. Well, maybe in this market. But it’s been around a while. Among its other claims to fame is that it powered those GT supercars to victory in Ford’s Le Mans GT3 comeback a few years back. So, this 75 percent stronger and stiffer compacted graphite-iron cylinder block V6 really is race bred!
Among its other advantages, this biturbo lump has anti-lag in its Raptor get-up. Like rally cars use faux ignition to pop, bang and spin the turbo up, Ford has introduced a subtly more reliable patented throttle bypass system to ensure boost on demand. This keeps the turbos spinning for three seconds after you lift off the throttle in anger, for instant response when you flatten it again.
Raptor Engineers Never Had Enough Toys!
Talking about turbos and exhausts, Raptor has active exhaust system to amplify engine noise in four stages. From the standard Quiet, to Normal, Sport and Baja. The three steering wheel button-selectable modes are all noisy. Clearly the Raptor’s development engineer never had enough toys when they were young. Surely just Normal and Baja would do the trick?
The V6 is mated to a 10-speed gearbox. A contentious choice, this Mustang derived automatic may keep the chat forums fired up, but it really is a great box on, and off the road. Unless you’re really pushing it in the sportier modes, its invisible, when you need to keep an eye on the tachometer to understand that it’s eternally swapping cogs.
That drives the Raptor’s exclusive and advanced permanent four-wheel drive system. It has an electronically controlled on-demand two-speed transfer case and front and rear locking differentials. Unlike regular Ranger 4x4s that default to rear drive, Raptor runs in constantly variable all-wheel drive 4A mode. Select 2H, 4H and 4L via the bezel on the center console.
An Impeccable Technical Pedigree
Raptor also has seven driving modes. Normal, Sport and Slippery road functions. And Sand through Mud and Ruts to Rock Crawl and the mad all-out extreme off-road racing Baja mode for the dirt. In short, Raptor has the ability to accelerate effortlessly on gravel, dirt, mud, or sand thanks to an impeccable technical pedigree.
But that’s only half the story. We have not even started to consider its long travel front and rear suspension yet. Packing next-generation lightweight aluminum Fox 2.5-inch live valve dampers, forged front control arms, and a refined Watt’s link rear end, the Raptor’s core is quite simply next level.
Those Fox live dampers for instance pack optimized valve tuning, spring rates and ride height settings. Being active means that you can set them via the touch of another steering wheel button. To deliver sublime street, capable off-road or extreme Baja modes. And perfectly balance between comfort, control, stability, and traction, both on, and off the road.
Raptor Handles the Most Punishing Conditions
The shocks feature racy bottom-out control for maximum damping through the last quarter of shock travel. And 50% Teflon-infused friction reducing oil for optimum performance. That’s aided and abutted by Raptor specific chassis reinforcements to handle the most punishing off-road conditions.
Topping, or should that rather read bottoming all that off, Raptor’s extreme underbody protection starts with a double-size super-thick high-strength steel front bash plate. It has double recovery hooks front and rear, while guards extend along the belly to protect all those workings from even the most extreme of use.
All of that endows Raptor with both exceptional road ability and body control while also being able to deal with the most severe bumps, ruts, and corrugations, flat out off-road. In other words, Raptor delivers maximum control and performance, no matter what your driving environment.
A Gentle Giant on the Road
On the road, Raptor is a composed, gentle giant. Drive it nice and it even pretends to be economical. But push it and it becomes a glutton at an instant. But man, does it run! Not only does it deliver great road holding on the tar in the correct mode, ultimately governed by how much that cross country rubber will muster, but this is the quickest ladder chassis small truck we have ever tested.
Looking at our test records, the venerable Toyota Hilux 4-litre V6 delivered 60 mph in 8.3 seconds about ten years ago. The Jeep Gladiator Rubicon more recently matched that but both were humbled by turbodiesel V6 duo, the already extinct Mercedes-Benz X350, which did 60 in 7.8 seconds. And the old V6 Amarok, which rocketed to 60 mph in 7.6 seconds.
So, with at 5.9 seconds to 60 km/h, the Ford Ranger Raptor trounces those chassis frame bakkies. It’s not the quickest bakkie we have ever tested, however. The monocoque Chevrolet Ute SS sprinted to 60 in 5.6 seconds, while Lupini Power’s Supercharged SuperUte took all of 4.9 seconds to do so. But those were strictly street trucks.
Raptor is Twice the Fun of Supercar
The difference between the Ranger Raptor and all its rivals, however, is how incredibly this pickup truck covers even the most extreme terrain with astounding aplomb. There’s no other vehicle out there to compare this trait to. Only a dirt bike, or a Baja racing truck. Aim it where you want it to go, plant it and Raptor will float over it at absurd ease.
Drive onto the tarmac, rotate a bezel, finger button or two and it transforms into a sportscar to keep even the most spirited driver rapt across a paved mountain pass. Huge fun, all the way. Is there any real reason for such gargantuan ability in an everyday road car? Surely not! Never mind, Raptor is an absolute glutton on fuel compromised load and tow ability.
But then can any supercar ever officially exist anywhere near the edges its envelope? And still they sell too. The only difference here, is that the Ford Ranger Raptor is more of an off-road supercar, which right now makes it pretty unique.
So, believe us when we tell you that it’s the best fifty-five thousand dollars you can spend on any new car right now. And twice as much fun as the next. Bravo, Ford!
ROAD TESTED: Ford Ranger Raptor Engine: 405 HP 430 lb.-ft biturbo 3-litre V6 Drive: 10-speed automatic 4x4 Load Capacity: 1,411 lbs. Max Braked Trailer: 5,300 lbs. TESTED: 0-60 mph: 2.89 sec 0-60 mph: 5.97 sec 0-75 mph: 8.01 sec 0-100 mph: 14.34 sec ¼-mile: 14.3 sec @ 100 mph 50-75 mph: 3.74 sec 75-100 mph: 6.21 sec CLAIMED: VMax: 115 mph Fuel: 19 mpg Range: 435 miles LIST PRICE: $55,365 RATED: 9
Images: Giordano Lupini