The buzz around the new Ford Ranger Raptor is undeniable. Leading up to the chance to finally get behind the wheel, comparisons to a rally car kept popping up. In today’s automotive world, manufacturers are quick to draw parallels to motorsports, often triggering a healthy dose of skepticism. As my day with the Ranger Raptor in Utah was drawing to a close, that skepticism was still lingering, leaving me somewhat on the fence about this truck. Then, the terrain changed, and the Raptor’s true nature was unleashed. Let’s just say, “bummed” was no longer in my vocabulary.
Full disclosure: Ford invited me to Utah to experience the Ranger Raptor firsthand. And yes, Utah’s landscapes are as breathtaking as you’ve heard.
When the F-150 Raptor burst onto the scene in 2010, it felt like a rebellious act of automotive passion. It was a high-speed off-road machine that, against all odds, made it from concept to dealership lots. Here was a truck you could buy straight off the showroom floor, capable of conquering the desert at highway speeds. Unsurprisingly, it became a massive hit and has been a staple of the F-150 lineup ever since.
With the Ranger making its return to the American market in 2019, many enthusiasts immediately saw the potential for a Raptor version. The question wasn’t “if” but “when?” While the rest of the world enjoyed the Ranger Raptor, North America had to wait. But now, the wait is over.
The Ranger Raptor shares Ford’s robust T6 platform with its sibling, the Bronco Raptor. Power comes from a potent twin-turbo V6 engine, delivering 405 horsepower and 430 pound-feet of torque. Ford didn’t just drop in a new engine; they significantly upgraded the chassis. The frame is reinforced, and it boasts lightweight upper and lower control arms, along with Fox’s advanced live-valve suspension. The off-road credentials are serious: front and rear lockers, impressive approach (33 degrees), breakover (24.2 degrees), and departure (26.4 degrees) angles, a generous 10.7 inches of ground clearance, a two-speed transfer case, and rugged BFG KO3 tires. Visually, the Ranger Raptor makes a statement. Personally, I might ditch the decals, but the aggressive stance speaks volumes.
Our Ranger Raptor experience kicked off at the Raptor Assault School, a complimentary driving program for all Ranger Raptor owners. Now, about that name… “Assault School” might conjure up images of military training rather than off-road fun. While Ford emphasizes responsible off-roading and environmental stewardship, the name feels a bit out of sync. Perhaps “Raptor Flight School” would be more fitting, especially considering the truck’s penchant for catching air.
Despite the name, Raptor Assault School is indeed a blast. After a brief on-road drive, which confirmed the Ranger Raptor’s comfortable road manners and improved steering compared to the standard Ranger, we tackled a rock crawling course in the Utah mountains. We engaged and disengaged the rear locker, experimented with hill descent control, utilized the front camera for precise tire placement, and quickly realized the Ranger Raptor was barely breaking a sweat. Truthfully, it felt like it could conquer the course with a couple of wheels missing. The program caters to drivers of all skill levels, so the rock crawl was designed to demonstrate capability rather than extreme challenge. The point was clear: the Ranger Raptor is more than capable in technical, low-speed off-road situations.
We also got a deep dive into the Ranger Raptor’s numerous driving modes. While each mode – Normal, Tow/Haul, Sport, Slippery, Off-Road, Rock Crawl, and Baja – is effective and serves a purpose, the sheer number of options felt a bit overwhelming. It brought to mind simpler vehicles with fewer electronic aids, highlighting how technology has transformed modern off-roading.
Following the rock crawl, the focus shifted to higher-speed exercises on loose surfaces. This is where the Raptor truly differentiates itself from more traditional off-roaders like the Jeep Wrangler Rubicon. Raptors aren’t just about crawling over obstacles; they are engineered for speed and agility in challenging terrain.
The driving program was structured to accommodate varying levels of experience. We were instructed to avoid using the paddle shifters and given limited attempts at each exercise. The initial exercise was a familiar track-day style loop: accelerate, turn, brake.
Almost immediately, two things became apparent. First, upsetting the Ranger Raptor’s composure and initiating a slide by left-foot braking requires significant effort. The suspension simply absorbs inputs with remarkable composure. Second, even in the most permissive “Baja” mode, the Raptor’s electronic systems will intervene and cut power under certain conditions. While I hadn’t yet read other reviews, there was some chatter among journalists about this power intervention, with some expressing mild disappointment after the high-speed course. The core appeal of the Ranger Raptor lies in its ability to hoon – to drive aggressively and have fun on gravel or in the desert.
I sought clarification from Justin Capicchiano, the Ranger Raptor Program Manager. He explained that the truck is designed to allow for an initial, satisfying slide, but the electronic controls are calibrated to prevent drivers from chasing increasingly larger slides and potentially losing control. Once the steering wheel returns to center after a slide, power is reduced to stabilize the vehicle. He assured us that once you understand this behavior, you can adapt your driving style and still fully enjoy the Raptor’s capabilities. And on the larger, faster Baja course, he proved to be right. It’s a characteristic to learn and adapt to.
Another lesson learned (sometimes through playful disobedience) is how to fully unleash the Ranger Raptor’s wild side. By pushing, releasing, and then holding the traction control button on the center console, you can disable traction control entirely. While not explicitly forbidden, it was certainly outside the intended parameters of the Raptor Assault School program, which prioritized safety for all participants, regardless of experience level. Officially, you should not do this, especially at Raptor Assault School. However, coming fresh from a rally driving school and feeling confident, curiosity got the better of me.
Disabling traction control revealed the Ranger Raptor for what it truly is: everything you hoped for and more. It might be too tall and heavy to be a true rally car replica, but it drifts beautifully and predictably. It explodes out of corners with ferocity and carries enough speed to catch air over jumps, like the dip on the Raptor Assault School’s Baja course back straight. It is, in no uncertain terms, a profoundly fun machine. The kind of fun that lingers in your mind long after you’ve stepped out of the driver’s seat.
With destination charges, the Ford Ranger Raptor starts at $56,960. The mid-size truck segment can quickly escalate in price, and $60,000 is a significant investment for a pickup. For those planning extended camping trips, it’s worth noting that the Raptor’s focus on performance reduces the Ranger’s payload capacity to 1375 pounds.
However, if your priority is a pickup truck that can deliver adrenaline-pumping sideways action and exhilarating off-road flights, the Ranger Raptor is in a class of its own. It justifies its price tag with sheer driving enjoyment. While I haven’t yet experienced the Chevrolet Colorado ZR2 or GMC Canyon AT4X, the Ford Ranger Raptor currently holds the title for the most fun I’ve had in a modern pickup truck.
