Can Ford’s midsize powerhouse run, jump, and crawl its way to the top?
In America, two generations of Ford F-150 and one Bronco have defined the Raptor name as an analog for go-fast, go-hard, off-road badassery. Meanwhile, the fraternity of midsize pickup trucks has never been more diverse and decorated. As it debuts in the U.S.,must not only assert itself among trail-ready midsizers such as the Chevy Colorado ZR2 but also prove it’s worth as a Raptor.went on sale elsewhere in 2018 with a 2.0-liter EcoBlue turbo-diesel engine but never reached the U.S.
The ride quality is naturally stiffer in the desert-ready truck compared to the base Ranger, but it isn’t harsh. The Fox Live Valve dampers cruise over potholes and aren’t prone to allowing excessive body roll. But when it comes to the sound when you grab a foot full of throttle, let's help set expectations. Even in the exhaust’s quieter settings, the truck insists on reminding everyone there’s a turbo V-6 under the hood.
The Ranger Raptor also gives the driver more room to modulate the brake pedal before tripping ABS. Using these tools, drivers can launch the pickup in the dirt, confidently hold speed through choppy ruts , threshold brake into a loose hairpin, then throttle out. Managing your steering inputs is the best way to not alert the traction control. Overwork the wheel, and the truck will rap your knuckles as it pulls power and applies brakes.
Lateral movements in the dirt showcase the Watts link used in the Ranger Raptor. Where a Panhard rod suspension—as seen in the F-150 and Bronco Raptors—favors travel at slower speeds, it will also push the rear axle side to side as the suspension cycles. The Watts link is more mechanically complicated but lowers the roll center and allows the rear end to travel vertically across a tighter vertical path.
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