2023 Ford Ranger Raptor review

The last time we drove the new Ford Ranger Raptor it was a pre-production prototype and we spent an enjoyable afternoon sliding it on dirt and sending it into low-earth orbit by hurling it at high-speed jumps.

It was a riot and clearly demonstrated the benefits of the new ute’s huge power bump and improved steering and suspension, all of which have been engineered right here in Australia.

A brilliant performance car created by Aussies. Remember those? But what it didn’t show was how the new Raptor felt when it wasn’t being driven like a rally car.

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Which is why we now find ourselves stuck in Brisbane traffic. The ute you see here is the finished product – customer delivers begin in a few weeks and Ford says it already has 5000 orders to fulfil – and that means this drive is our first chance to deliver a proper, well-rounded verdict on Ford’s second-gen ‘super ute’.

Some more high-speed off-roading is planned later today, but the great unknown is how does this more powerful and focused Raptor fare as an everyday proposition?

Is it too hardcore and unforgiving to drive in the urban jungle? And how does its cabin and tray stack up for family duties and for lugging stuff about? Today should be illuminating.

JUMP AHEAD

• How much is it and what do you get?
• How do rivals compare on value?
• What is it like to drive?
• How is it on fuel?
• How safe is it?
• Warranty and running costs
• VERDICT

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How much is it and what do you get?

The second-generation Raptor costs $85,490 before on-road costs. That makes it around $6000 more than the ute it replaces but your additional outlay gets you more of, well, everything.

More power and performance, more sophisticated suspension, more off-road ability, more safety equipment and a more luxurious cabin that features a huge 12.0-inch central touchscreen, configurable digital dials and bespoke sports seats.

It also buys you one tough-looking truck. Like its engineering, the design of the new Raptor was led by a team of Aussies and they worked hard to boost the visual aggression and sense of width. It’s now blockier, more foursquare and while it doesn’t have the narrow glasshouse and bulbous guards of the original, the new Raptor looks chunkier and angrier.

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There are eight exterior colours to choose from (Conquer Grey is our favourite, although every finish except white commands a $675 premium) and the nose is dominated by a huge F-O-R-D grille and new C-Clamp daytime running lights.

It has clever headlight tech, too. Raptors score Matrix LEDs as standard and they don’t only mask out oncoming cars to avoid dazzling other drivers, but they’re also self-levelling and adjust the intensity of their beam based on your speed to ensure the best illumination possible.

The tail-lights are LEDs too but one key visual change compared to the pre-production prototype we drove is the colour of the exhausts. Originally they were anodised black but they wore badly during testing so production Raptors now have exhausts finished in silver.

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Other key visuals worth considering? Ford offers a decal pack that says Raptor on the rear quarter panel and includes a ‘war paint’ stripe over the bonnet, and you also have the option of 17-inch beadlock alloys for $2000 extra. They add around 16kg to the unsprung mass, though, and require you to buy an additional rim kit for another $1998 so unless you plan to do frequent heavy-duty off-roading we’d suggest saving your cash.

Where the new Raptor really moves the game on, though, is in the chassis and powertrain departments. The headline change is the engine. The old Raptor’s 157kW/500Nm 2.0-litre turbo-diesel is gone and in its place rests a 3.0-litre twin-turbo petrol V6.

Power has almost doubled to 292kW while torque has jumped to 583Nm and the new engine has transformed how the Raptor drives and sounds. It’s now hot-hatch quick (Ford says the 0-100km/h time is around 6.5 seconds) and with the exhaust valves open in Baja Mode, it’s also properly loud. Need a frame of reference for how it sounds? An Alfa Romeo Stelvio Q delivers a similar note and volume.

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To harness the newfound grunt and potency, Ford’s engineers have also completely overhauled the chassis. The steering is quicker, heavier and more direct, the brake pedal is noticeably firmer courtesy of a new electronic brake booster and the suspension now gets more advanced ‘LiveValve’ shocks from US supplier Fox.

These electronically controlled dampers don’t only adjust the level of compression depending on your drive mode, but they can even tell when the wheels leave the ground – like say over a jump – and prime themselves accordingly. Clever stuff.

Like other V6 versions of the new Ranger, the Raptor has moved to a permanent 4X4 system which defaults to 4-Auto (4-High, 4-Low and 2-High are also selectable) and this time around there are locking diffs front and rear, not just at the back like the previous version.

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There’s more underbody protection, too, and increased body strengthening plus a host of new off-road features like a high-res camera that allows you to see over crests.

As for lugging stuff about? The tray is now larger than before thanks in part to a wheelbase stretch of 50mm while the load bay has a spray-in tub liner and 12V socket. A soft tonneau cover is a $939 additional cost while a single-piece hard cover is $2600.

Combine all this and the upshot is a dual-cab that’s not only substantially quicker but one that’s also more focused and capable during high- and low-speed off-roading. Suddenly that $6000 price jump isn’t looking so bad, is it?

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How do rivals compare on value?

Ford says the Ranger Raptor has no genuine rivals and in terms of performance, equipment and focus. It’s hard to argue with them. If off-roading is your top priority, however, there are some diesel-powered rivals worth considering.

Nissan's Navara Pro4-X Warrior retails for $68,090 before on-road costs and has been re-engineered by PremCar with tougher underbody protection, overhauled suspension and other off-road accessories.

Toyota has also just announced a fresh version of the HiLux Rogue ($70,200 plus on-road costs) that gains wider tracks front and rear and a 20mm suspension lift. An even more capable version of the HiLux, dubbed GR Sport, will also join the Aussie line-up in 2023, although Toyota is yet to confirm the price and spec of that flagship variant.

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Perhaps the most logical rival to the Raptor is the Jeep Gladiator Rubicon. It also has a petrol V6 engine and is hugely capable off-road but it’s not as good to drive, isn’t as comfortable and only carries a three-star ANCAP rating. The Jeep’s 209kW/347Nm also doesn’t even get close to the Raptor in terms of engine performance.

For powertrain potency, you need to look at something like a RAM 1500 TRX. It’s a size bigger than the Ranger and at $199,950 before on-road costs, it’s more than twice as expensive but its 6.2-litre supercharged V8 delivers a prodigious 523kW/880Nm.

One final rival worth keeping an eye on? The upcoming 2023 Volkswagen Amarok was developed alongside the new Ranger, meaning it should benefit from the same well-sorted chassis and interior tech as the Ford.

VW says it won’t offer a hardcore performance version to rival the Raptor but a high-output diesel variant of the Amarok could be an interesting if slightly more sedate alternative.

So is the Ranger Raptor in a class of one? If you’re chasing a potent powertrain with genuine off-roadability at a reasonable cost, then yes.

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Interior comfort, space & storage

Plonk your backside in the new Ranger Raptor and you’ll be pleasantly surprised. The cabin design, materials quality and fit and finish have all taken a big step forward, as has the level of standard equipment.

On the tech front, you score two digital displays. The first is a 12.0-inch portrait-oriented central infotainment screen that’s nicely integrated into the dash design. It runs Ford’s latest Sync 4A software, is easy to navigate and also has wireless Apple CarPlay and Android Auto functionality.

The resolution of the screen is top-notch, too, which isn’t always the case in the dual-cab segment, and the clarity of the surround-view camera is also a highlight.

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The second screen is found ahead of the driver. The digital instrument cluster measures 12.4-inches and is fully configurable, which gives drivers the option to prioritise their preferred set of gauges or other information such as oil pressure or pitch and roll angles.

Connectivity is also well catered for thanks to a wireless charging pad ahead of the gear selector and twin USB ports in the same central cubby; one USB-C and the other USB-A. Another USB-A port is located up high, next to the rear-view mirror, and is designed to power a dash cam or external GPS.

Perhaps the biggest improvement, however, is the driving position. The steering wheel now adjusts for reach as well as rake and it’s far easier to locate yourself comfortably. The seats themselves are also excellent.

The seat design is Raptor specific – Ford says they were inspired by the F22 Raptor fighter jet – and they offer ample electric adjustment plus strong lateral support thanks to their large side bolsters.

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Even the rear seats have been redesigned and are more heavily bolstered to help lock passengers in place should you fancy some high-speed off-roading with family or friends. But while the rear cushion is an improvement, the sense of space for second-row passengers is on the tight side.

I was short on knee room when sitting behind my own driving position and while it wasn’t uncomfortable, it’s something to keep in mind if you plan on shoehorning tall teenagers or lofty friends back there on a regular basis.

As for equipment and quality, the Raptor feels every bit of its $85K price tag. The sound system is a 10-speaker set-up from Bang & Olufsen and the mix of materials manages to feel both hardwearing and premium.

There's decent storage, too. The door bins are large, there are two cup holders on the centre console and there’s a new storage shelf ahead of the front passenger nestled between the two glove boxes.

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What is it like to drive?

Given we’ve already driven the new Raptor off-road, let’s address the biggest question mark first: how it behaves on tarmac. Ford has firmed up the suspension considerably for this generation and while that makes it a sharper and more enjoyable thing to drive – especially around a high-speed track – our concern was that this newfound tautness would make it overly firm during the day-to-day.

One of the key attractions of the old Raptor was its long suspension travel and ‘magic carpet’ ride over urban lumps and bumps, so has that disappeared? In short, yes. It takes only a few minutes to confirm this new Raptor is firmer on the public road.

You feel surface imperfections more keenly and bigger bumps are more noticeable but the silver lining is that the ride doesn’t feel harsh or busy. Our drive loop was short and on relatively smooth roads, so a definitive verdict will have to wait, but first impressions are that Ford Australia’s engineers have struck a nice balance between comfort and control.

Ford has firmed up the suspension considerably for this generation.

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Elsewhere, the experience behind the wheel is markedly different to the original Raptor. The first thing you notice is the steering. The old Raptor shared its steering hardware with the regular Ranger but this time around, the EPAS set-up is unique.

The rack is quicker, the weighting is meatier and more immediate off centre, and the wheel itself now fits more snugly in your hands thanks to a new design.

So far so good and we haven’t even talked about the engine yet. Like the more focused chassis tune, the big V6 delivers a fundamental character shift.

The 3.0-litre unit is essentially a bored and stoked version of Ford’s ‘nano’ 2.7-litre V6 but there are new camshafts, new heads, new cam covers and larger turbos with electronic wastegates.

It results in a petrol unit that is not only smooth and gutsy, but one that’s in a different league for response and punch compared with the old diesel unit. Plus, we’d buy the new Raptor for the noise alone.

Ford’s engineering team was so keen on extracting an engaging exhaust note that it completely changed the exhaust system after early prototypes produced a sound that was “boring and awful”.

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The result is a petrol unit that is not only smooth and gutsy, but one that’s in a different league for response and punch compared with the old diesel unit.

Exactly how angry the engine feels and sounds depends on your drive mode. There are seven to choose from (Normal, Sport, Slippery, Rock, Mud & Ruts, Sand, Baja) and you cycle through them using a rotary dial on the centre console.

It’s a bit of a faff to use, especially on the move, but you can also alter most of the parameters through shortcut buttons on the right steering wheel spoke. Here there are buttons for the steering, suspension and exhaust plus an ‘R’ button that enables you to save your favourite settings in an individual mode.

The rest of the fundamentals are spot on. Vision out is excellent (the wing mirrors are especially enormous), the seating position is natural and comfortable and tyre roar and road noise are kept nicely in check.

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So it’s quick, composed and quiet on the public road but to truly exploit the Raptor’s ability we need some space. And ideally, some jumps.

A makeshift circuit in a paddock gives us the chance to cut loose and just as we discovered when we drove the pre-production prototype, the new Raptor is incredibly capable and fun to hurl around.

The steering is sharp, the brakes are firmer and easier to modulate and unlike the previous Raptor, which was all about maintaining momentum, you can now use the throttle to get you out of trouble (or into trouble if you like seeing where you’re going through the side window). It’s a huge amount of fun to slide around but perhaps the most impressive thing is how much punishment the suspension can handle.

Big bumps and hefty washouts barely register in the cabin and the rebound damping is deeply impressive. Our course only had one small jump but having launched the pre-production Raptor skyward at over 120km/h we can attest it lands with the surety and poise of a WRC car.

The steering is sharp, the brakes are firmer and easier to modulate and unlike the previous Raptor, which was all about maintaining momentum, you can now use the throttle to get you out of trouble.

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High-speed off-roading not your thing? Things have taken a step forward when it comes to overlanding, too. Ground clearance is 272mm, approach and departure angles remain largely unchanged at 32 and 24 degrees respectively, and you now have locking differentials on both axles.

You can lock and unlock the diffs via an off-road menu on the centre screen, which also includes a high-resolution forward-facing camera. It’s a useful feature that allows you to see over crests and also displays virtual tyre tracks to help when straddling deep ruts and other obstacles.

Hill descent control and Trail Control, which Ford describes as like cruise control for off-roading, are also standard.

So it’s a capable thing, the new Raptor. Judge it by how well it does what it sets out to achieve and there are few, if any, chinks in its armour. And much of that success is down to the passion and experience of the engineering team that created it, most of whom are right here in Australia. Kudos.

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How is it on fuel?

There’s no way around it, the new Raptor is thirsty.

Officially the new 2023 Ford Ranger Raptor drinks 11.5L/100km on the combined cycle, which is the inevitable cost of switching from a 2.0-litre diesel to a larger capacity 3.0-litre twin-turbo petrol. The old Raptor drank 8.2L so consumption has spiked by around 40 per cent.

Ford says customers are willing to accept additional fuel use given the substantial boost in power, and also pointed out that the new Raptor is about as efficient as an XR6 Turbo ute. Still, with 98 RON currently costing north of $2 a litre, it’s something to consider. Fancy filling the 80L tank? Prepare to part with $160.

Another thing to consider is the reduced driving range. One of the key factors Ford said drove the decision to fit the original Raptor with a diesel engine was the need to cover large distances without refuelling and quoted a theoretical driving range of 976km.

The new Raptor will travel 695km from a full tank and you can expect that to drop even further when towing. Speaking of which, one notable compromise that the Raptor’s suspension set-up brings is a lower braked towing capacity compared to the rest of the Ranger line-up. A ‘regular’ 2023 Ranger can tow 3500kg braked. A Raptor is only rated for 2500kg.

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How safe is it?

If you buy your cars based purely on ANCAP crash ratings, you might be in for a nasty surprise here.

Given its lower volume compared with the regular Ranger range, Ford isn’t planning to crash-test the Raptor, which means it will officially be ‘unrated’ by Australia’s independent safety body.

Ford maintains it’s just as safe as a regular Ranger, however, which is expected to be a five-star vehicle.

UPDATE, September 12: The Ranger now has a five-star ANCAP rating. Story here.

The Raptor carries exactly the same high level of passive and active safety systems as a Ranger Wildtrak, which means you score:

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Warranty and running costs

The Raptor carries the same five-year, unlimited-kilometre warranty as the rest of the Ranger line-up.

Servicing costs are reasonable for a performance vehicle, with your first four visits to the dealership costing $329 each. The fifth service is slightly more at $410.

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VERDICT

This isn’t an evolution of the original; it’s in a different league altogether.

The eighty-six-thousand dollar question is, does the new Raptor live up to the hype? And, if you’re already a Raptor owner, is it worthwhile upgrading?

Our answer to both is unequivocally yes. The new Raptor is better to drive, more capable off-road, better at lugging stuff about (though still not as capable as a regular Ranger, mind) and more comfortable – and safer – to spend time in.

It’s also a seriously capable and fun performance car, should you find yourself at the start line of an off-road course or, more likely, alone in an empty paddock with a few dirt mounds to launch over. Its only real compromise is the inevitable increase in fuel consumption that comes with moving from a small-capacity diesel to a larger 3.0-litre twin-turbo petrol.

The other challenge, of course, will be getting your hands on one. Right now high demand means wait times stand at around 10 months but if you can afford to wait, we doubt you’ll be disappointed. This isn’t an evolution of the original; it’s in a different league altogether.

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2023 Ford Ranger Raptor specifications