Driving the new Ford Ranger Raptor, comparisons to a rally car kept echoing in my mind. Automakers frequently use this analogy, often triggering my skepticism. However, as my day with the Ranger Raptor neared its end, my doubts began to fade, replaced by a growing excitement for this truck that genuinely rips – and dispels any notion of being a letdown.
Full disclosure: Ford invited me to Utah to test drive the Ranger Raptor. Utah’s landscapes are truly breathtaking.
The original Ford F-150 Raptor debuted in 2010 as an unexpected marvel of automotive enthusiasm. It defied conventional truck norms, offering highway-speed desert running capability straight from the dealership. Its popularity surged, cementing its place in the F-150 lineup ever since.
With the Ranger’s North American comeback in 2019, many anticipated a Ranger Raptor variant, seeing it as a natural progression. While the global market received one, North America had to wait – until now.
The Ranger Raptor shares Ford’s robust T6 platform with the Bronco Raptor, boasting a potent twin-turbo V6 engine that delivers 405 horsepower and 430 pound-feet of torque. The chassis is enhanced with reinforced elements, lightweight control arms, and advanced Fox live-valve suspension. Key off-road features include front and rear locking differentials, respectable approach, breakover, and departure angles (33, 24.2, and 26.4 degrees respectively), a generous 10.7 inches of ground clearance, a two-speed transfer case, and capable BFG KO3 tires. Its aggressive styling is undeniable, though personal preference might dictate removing the decals.
Our Ranger Raptor experience began at the Raptor Assault School, a complimentary driving program for Ranger Raptor owners. While the “Assault School” name might raise eyebrows, conjuring images of military training rather than off-road fun, the program itself is far from intimidating. Ford emphasizes responsible off-roading and environmental stewardship, making the name feel slightly misaligned with their inclusive approach. Perhaps “Raptor Flight School” would be a more fitting alternative, given the truck’s airborne capabilities.
Despite the name, Raptor Assault School is an enjoyable and educational experience. Following a brief on-road drive highlighting the Ranger Raptor’s surprisingly refined road manners and improved steering compared to the standard Ranger, we tackled a rock crawling course. Engaging the rear locker, experimenting with hill descent control, and utilizing the front camera for precise tire placement, it became clear that the Ranger Raptor was barely breaking a sweat. The course, designed for varying skill levels, effectively demonstrated the Ranger Raptor’s rock crawling prowess, even if it wasn’t the Rubicon Trail.
We also explored the Ranger Raptor’s extensive suite of driving modes. While functional and effective, the sheer number – Normal, Tow/Haul, Sport, Slippery, Off-Road, Rock Crawl, and Baja – felt a bit overwhelming. Compared to simpler vehicles with fewer or no modes, the Raptor offers a mode for nearly every situation.
Beyond rock crawling, the Raptor’s true element is high-speed off-roading on loose surfaces. This is where it distinguishes itself from more traditional off-roaders like the Jeep Wrangler Rubicon. Raptors are built for speed and agility in challenging terrains.
The driving program was structured to accommodate drivers of all experience levels. Paddle shifters were off-limits during the initial exercises, and each exercise was limited to a few runs. The first exercise resembled a basic track day loop – accelerate, turn, brake – allowing us to get a feel for the truck’s dynamics.
Quickly, two things became apparent. First, the Ranger Raptor’s suspension is incredibly adept at absorbing abrupt inputs. Attempting to induce a slide through left-foot braking required significant force to overcome the suspension’s composure. Second, even in Baja mode, the most permissive setting, the Raptor exhibited power intervention under certain conditions. While designed to prevent uncontrolled slides, this power reduction drew some criticism from journalists seeking unbridled off-road thrills. Ranger Raptor Program Manager Justin Capicchiano explained that the system allows for an initial satisfying slide but then reins in power to prevent drivers from getting into trouble while chasing larger slides. Once understood, this characteristic can be driven around, allowing for continued fun, especially on the faster Baja course.
Another key discovery, not explicitly encouraged during the program, involves disabling traction control entirely. By pressing, releasing, and holding the traction control button, the electronic safety net can be removed. While not recommended at Raptor Assault School, or generally for inexperienced off-roaders, doing so unlocks the Ranger Raptor’s full potential.
With traction control deactivated, the Ranger Raptor transforms into the machine it was always meant to be. While its height and weight prevent it from being a true rally car, it slides predictably and controllably, explodes out of corners, and carries enough speed to catch air over jumps on the Baja course. It’s an exceptionally fun vehicle that leaves a lasting impression.
Starting at $56,960 with destination charges, the Ranger Raptor enters a competitive price bracket for mid-size trucks. At this price point, payload capacity becomes a consideration. The Raptor’s focus on off-road performance reduces its payload to 1375 pounds, which might be a limiting factor for those planning extended camping trips with heavy gear.
However, if your priority is high-speed off-road driving, sliding through corners, and catching air, the Ranger Raptor delivers an unparalleled experience and justifies its price. While a direct comparison to the Chevy Colorado ZR2/GMC Canyon AT4X awaits, the Ranger Raptor currently stands as the most enjoyable modern pickup truck I’ve driven for pure off-road fun.
