But there’s plenty of space in the load tray for a chainsaw to hack back the undergrowth and continue your charge. It’s a big old brute – and it simply can’t fit through gaps that bantamweight off-roaders like the Suzuki Jimny and Dacia Duster can. In fact, the only thing that can stop the Raptor off-road is its size. There’s a crawl function and hill descent mode which will stop the truck running away from you.
Do you need to pass through a muddy bog? Just stick the chassis in Mud mode, engage low range and simply watch in awe as the Raptor wades through it.
There are four off-road drive modes to choose from called Mud/Ruts, Sand, Rock Crawl and (the very appropriately named) Baja mode which, when paired with the arsenal of mechanical off-road kit on the chassis, allows the Raptor to tackle any terrain you can throw at it at preposterous speeds. Here’s where the Raptor starts to flex its muscles. But we wouldn’t bother because you’ll sacrifice all the fancy off-road suspension technology for only very marginal fuel economy gains. If you’re the sensible type, you can also opt for the same 2.0-litre four-cylinder diesel engine used by the previous-generation Raptor. For some reason, UK buyers get a strangled version of the engine – but if you’re hungry for some more poke (and you don’t mind voiding your warranty) the aftermarket scene has already unlocked the Raptor’s ECU. Australian-delivered versions of the Raptor produce a whopping 392bhp and 430lb/ft of torque. However, you get the feeling that the engine has more to give.
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Unlike most pick-ups, you have enough power in reserve from a cruise to consider overtaking – and if you do unleash the engine’s full potential, it’ll snarl and whistle like a rally car. It feels quick, too, although that’s partly down to Ford’s 10-speed automatic gearbox, which is all too happy to drop down a few cogs if you so much as look at the throttle pedal. If you haven’t already cottoned on, that’s nuts. That’s hot hatchback territory in a vehicle that was originally designed for carrying lumber. You get 288bhp and 362lb/ft of torque, which Ford says is enough to shove the Raptor from 0–62mph in 7.9 seconds. Speaking of which, what’s that engine like? The dampers keep the body in check on windy, yumpy backroads, which gives you plenty of opportunity to enjoy that V6 engine. It doesn’t even roll that much considering it weighs almost 2.5 tonnes. Like all Fords, the steering is direct and well-weighted and, because of its slightly agricultural underpinnings, you get plenty of feedback through the wheel. It’s light years ahead of rivals like the SsangYong Musso and Isuzu D-Max. It’s way overly engineered for road use, which means it shrugs off potholes and expansion joints with spectacular ease, even when you’re belting down the motorway. The Raptor’s suspension plays a big part in this on-road competence. Remember, this is a commercial vehicle at heart, but it rides better than most family SUVs – and its easily the most refined pick-up on sale. We’ll start with the on-road experience, though, because that’s what impresses the most. What’s the Ford Ranger Raptor like to drive?Ībsolutely brilliant, both on and off the road. And, like the old Raptor, the new one is perfectly comfortable on the road. Headline upgrades include a 288bhp twin-turbocharged 3.0-litre V6 petrol engine, clever FOX off-road dampers, two locking differentials and seven different drive modes with specific parameters for everything from muddy ruts to sand dunes. It might look similar to the standard Ranger pick-up in profile, but there are more changes lurking under the body than you can shake a muddy stick at, all of which are designed to allow the truck to batter even the toughest off-road course into a soggy pulp. Don’t be fooled by the Raptor’s appearance.
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