2023 Ford Ranger Raptor: 4x4 review

When I first drove the previous generation Ford Ranger Raptor a few years back, with the bi-turbo diesel engine, I was one of the few motoring journalists who thought it had sufficient power to throw the Raptor around off-road and have a bit of fun. Well, I was wrong. Totally wrong. And I’m happy to admit that.

The 2023 Raptor is a different animal altogether, and it’s not just an exterior freshen-up. This vehicle offers so much more than the Raptor of old, all based around a fire-breathing 3.0-litre twin-turbo V6 petrol engine – the powerplant the Raptor should have come with the first time around.

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How does 292kW and 583Nm of grunt matched to a 10-speed automatic transmission sound? It sounds bloody awesome and goes just as well. However, it’s not just about the engine, even though it plays a massive part of what makes the 2022 Raptor a special four-wheel drive.

With Fox suspension and coil springs on all four corners, advanced off-road technology with interactive driver and terrain modes, and a beautifully thought-out interior, this new Ranger Raptor ticks plenty of boxes.

But just how good is it in the real world of muddy job sites, remote campgrounds and off-road parks? That is what we are here to find out.

JUMP AHEAD

• Powertrain and performance
• On-road ride and handling
• Off-road
• Cabin and accommodation
• Practicalities
• Verdict
• Specs

Powertrain and performance

Petrol-fuelled 4WDs don’t seem to fill Australian off-roader’s hearts with joy, but I assure you this one will. Producing a claimed 292kW at 5650rpm and 583Nm at 3500rpm, the 2022 Raptor has the performance it needs, and then some.

Mated to a 10-speed automatic transmission, the only word that truly describes the driving experience of this vehicle is rapid. The transmission shifts rapidly, but not in a busy way that is annoying; it’s smooth in operation, offering a gear ratio to suit any occasion.

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The engine is rabid. It pushes you back into the bolstered bucket seats under acceleration so savagely it feels like it’s trying to kill you. Thankfully, the 2022 Ranger Raptor has a five-star ANCAP safety rating should you run out of talent. In saying that, the Raptor is an easy vehicle to steer and provides a truly engaging driving experience.

With this power comes thirst, and on test we returned fuel economy figures of around 16 litres per 100km. This is the same figure I recently achieved from the V8 petrol-powered Nissan Patrol, just to put things in perspective. Surely, with less spirited driving this figure would drop; but the Raptor really is a case of thinking about smiles per gallon and not miles per gallon, as cheesy as that sounds.

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On-road ride and handling

Something I was rather surprised by was brake pedal feel. I was expecting it to be razor sharp in operation, yet it was more on the spongy (read: progressive) side. Don’t get me wrong, the brakes work well both on- and off-road, but you need more input compared to the Nissan Patrol and Toyota LandCruiser 300 GR Sport, for example.

That’s about where the negatives end, as I thoroughly enjoyed my time in the 2022 Ranger Raptor. Ride quality is exceptional; hit a speed bump at the posted speed limit and you won’t even notice it.

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Fox makes quality suspension, and when combined with the locally tuned chassis found under the 2022 Ranger Raptor, you have a ute that has no right to handle this well. Good suspension is something you’ll appreciate every time you drive a vehicle, and factory 4WD suspension doesn’t get better than this.

Tip the Raptor into a fast corner and it remains flat while sticking to the road like Sikaflex to bare skin. And that’s in 2WD; you can drive the Raptor in 4WD auto mode on-road for even more grip.

Dampening can also be adjusted via a button on the steering wheel, allowing you to take the ride quality from Comfort to Sport to Off-Road modes instantaneously. As well as adjustable suspension settings there are buttons for adjustable steering modes, as well as a button to control how loud you want the exhaust to be. Naturally, we had it in sport mode the entire time. Yee-haw!

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Off-road

This is where the Raptor shines, and that probably comes as no surprise. We went looking for as many different terrain types we could drive on in the Blue Mountains, from fast dirt to mud and rocks, and there’s no dual-cab ute on the market that handles the rough stuff like the Ranger Raptor.

Corrugations and bumps can be taken at speeds that would send you through the roof of other utes, and when you want to slow things down for steep descents, the gearing options provided by the 10-speed automatic transmission are seemingly endless. In low range, this thing can crawl with the best of them.

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In saying that, if you leave the diff locks and terrain modes off and simply put the Raptor in low range 4x4, it’s nothing special when it comes to traction control stopping spinning wheels.

Luckily, there are many aces up the Raptor’s sleeve, and by selecting what terrain you are driving on via the selectable drive modes, things get considerably more serious. Front and rear diff locks certainly help the cause, as does the previously mentioned Fox suspension which not only rides well but offers an impressive amount of suspension travel.

Engaging the 4WD modes isn’t as simple as twisting a dial, and it can be a bit confusing to operate as you need to be in certain drive modes to make some selections. Once you have a play with it, you get used to it, and we recommend you get familiar with it before heading bush. When you do have the system dialled in, all 4WD sequences are quickly and smoothly engaged.

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Cabin and accommodation

I don’t think I’ve seen a sportier interior in a 4WD. With black leather seating and interior components, highlighted with Code Orange accents, it’s over the top in all the right ways and really sums up what the Raptor is about.

Traditionally, anything with the word sport in it is void of comfort, but that’s not the case with the Ranger Raptor. It’s comfortable for daily use, as well as being supportive when chucking the ute around on private property or doing serious off-roading. The seats in particular are brilliant, and when you have a bad back like I do, comfortable and supportive seats are important.

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Something we discovered by accident while arranging the seats for photography, is that the front seats can be folded back, basically flat, making a genuinely comfortable spot to have a nap. I’ll still pack my swag, but it’s a clever addition for a side-of-the-road power nap.

The Ford is loaded with features. Wireless phone charging is built-in, as well as wireless Apple CarPlay and Android Auto, and connecting my older iPhone to the system proved no issue. The sound system is a cracker too, especially when you fiddle with the EQ settings, but it could be slightly louder as I like my tunes dialled up to 11.

While most interior controls can be found and adjusted through the massive centrally-mounted infotainment screen, it is still refreshing to see basic knobs for volume and air-conditioning.

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As well as controlling vehicle functions, the touchscreen acts as the display for high-quality cameras mounted around the vehicle, which offer a bird’s eye 360-degree top-down view and trailer-hitch view. I found this particularly handy when off-road and when parking as close as possible to the other vehicles on my steep driveway.

We didn’t tow on this test, but I dare say that hitching up a caravan would be child’s play with this technology.

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Practicalities

What! No gas struts on the bonnet? We had to open the bonnet to take images of the engine bay, and it was so hot we burnt our hands deploying the bonnet support. In this spec, and at this price point, I don’t understand how this is acceptable. I dare say, there will be an aftermarket solution to this problem very soon … but seriously?

On the plus side, you’ll find the best cup holders in the industry inside the cabin. The two mounted on either side of the dash under the air-conditioner vents are works of art, and I was able to easily store a one-litre water bottle in the front door pockets.

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The tray area is massive and came from the factory with Ford’s own spray-on tub liner to prevent scratches when loaded up. There are tie-down points on all corners, as well as in-built LED lighting which came in handy after a late-night shopping trip. There’s a 12V outlet on the passenger side, perfect for plugging in a fridge when on the move.

Towing capacity is limited to 2500kg, 1000kg less than the regular Ranger models. This is a good thing, because who really wants to tow more than 2500kg with a dual-cab ute? Not me. Payload capacity is listed at a maximum of 753kg, which isn’t class-leading but still respectable.

Wading depth is listed at a maximum of 850mm, which is up there with the best of them. I was sceptical of this figure due to the forward-facing air-intake, but no water made it into the airbox on this or any previous 2022 Ford Ranger reviews, so I’m inclined to trust this figure. Job well done.

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Verdict

The new 2022 Ford Ranger Raptor is a bit of a freak, as it does so many things well without feeling like a compromise. It’s fast, comfortable, stupidly capable off-road and easy to pilot on-road. You can use it as a ute, a rally car and a daily driver.

"The hype is real, it’s a brilliant 4WD"

The only limitation is the previously mentioned reduced towing capacity of 2500kg, so if you need to tow heavier loads than that, you’ll need to look elsewhere. I’d also be looking at a long-range fuel tank to feed the beast on longer journeys, as that 80 litres of 98 octane (the preferred fuel) won’t get you too far if you drive with enthusiasm. Which you will.

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It’s not just better than the previous generation, it is in another league. It offers more tech, more power, better off-road ability and a better all-round driving experience.

The hype is real, it’s a brilliant 4WD that I’d be happy to see parked in my driveway, and I’d take it anywhere in Australia. Petrol power alone hasn’t transformed this new generation Ranger Raptor, but it sure as hell hasn’t hurt it.

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2023 Ford Ranger Raptor specs

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