2022 Ford Ranger Raptor review

A quick recap as we’ve detailed the Raptor previously. It gets unique suspension with forged alloy arms up front and a coil sprung rear end with trailing arms and a Watt’s link. The chassis and body are reinforced in key areas to withstand off-road abuse. Those famous Fox shockers return (with Teflon-infused oil for a silkier action!) and are now adaptive in nature with three selectable modes (Normal, Sport and Off-Road). Speaking of modes, the Baja setting is back, along with Sport and various Off-Road functions. The steering rack is Raptor-specific while the 17-inch wheels and big BF Goodrich rubber return along with plenty of underbody protection and tow hooks (to help recover lesser vehicles).

While it’s engineered to romp through the desert, it’s terrific on tarmac too. This new powertrain is a better fit for Raptor. The diesel never really challenged the chassis, whereas now the drive is much more invigorating. You arrive at the corners that bit quicker, and so you can overcook your entry speed if you’re not paying attention. Push too hard on the exit and you’ll be forcing the issue with the front tyres. The steering feel is solid though and with a well telegraphed progression towards the limits you know how hard you can push. The steering isn’t particularly quick, but it does start turning the moment you ask it too, no rack slop here, nor any kickback over the nasty bits. It has three settings from Comfort to Sport via a button on the wheel, the latter adding just the right amount of heft for faster cornering.

For feats of outright stonk, the Raptor turns in a six second 0-100km/h time, more than four seconds quicker than the old oiler. It’s much quicker 80-120 too, knocking it out in under four seconds where the diesel took 7.8sec. It’d be quicker still if it launched harder but it’s just off boost when it takes off, so requires a half second to really hit its straps. However, it’s about the only time the boosted six feels laggy, as the auto otherwise has the best gear ready to extract the goods. The shove is on from 2000rpm and it’s really hauling from 3000rpm onward. The midrange is its thing but it has meat up top too which has you seeking the redline out every now and again.

Raptor really romps off road. Select the right mode (Sand or Baja), and the engine is kept in the torque band, the stability systems are primed for fun and the suspension is set to its most compliant (yet still controlled) setting. And in Baja, the antilag system crackles away. It’s the control over the bumps, especially of the nasty, short frequency variety, that impresses; there’s very little pitching and diving. It soaks them all up while dealing deftly with the big humps. Those Fox shocks really shine when landing a jump. They are tuned to provide maximum damping force during the last 25 per cent of their travel and so they diffuse the impact of the real testing hits, while the control via the rebound is equally deft, recovering its composure immediately and ready for the next test.

Raptor’s surreal ride quality (for a ute that is) returns, those big shockers, tyres and coil springs all combining to soothe the bumps away. It’s settled over all road anomalies while it eats up speed humps.

Given its talents and extra performance, the $10,500 premium over the V6 Wildtrak seems fair, cheap even for the sum of its unique parts. It’s great to drive both on- and off-road, goes hard and sounds impressive. Yet it’s civilised enough for the school run and, though down on capability, is still practical. It’s horrendously thirsty and reminds of XR8s of the past in the way you were forever filling up. Back then it cost $60 to gas up; this Raptor is more like $260. You’ve been warned.