CHASSIS POWER

FAR MORE THAN A LIFT KIT AND A NEW WHEEL AND TYRE PACKAGE, THE RAPTOR BRINGS RACE-BRED CHASSIS ENGINEERING.

FORD Australia came up with the idea of the Ranger Raptor off the back of the success in the USA of the F150 Raptor, a desert-racing-inspired custom version of Ford’s very popular F150 pick-up. Ford Performance, Ford’s global highperformance division, then got involved with Ford Australia to help create the Ranger Raptor, which debuted in late 2018 and went on to win our 4X4 Of The Year … comfortably.

POWERTRAIN AND PERFORMANCE

THE Raptor may be crying out for a stonking petrol V8 – and may soon get one – and some people would have liked to have seen the Ranger’s grunty and endearing 3.2-litre five-cylinder diesel under the Raptor’s bonnet, but that’s not what it has.

Instead it has the same 2.0-litre fourcylinder bi-turbo diesel and 10-speed automatic that’s offered in the XLT and Wildtrak models, the only difference from the standard Ranger drivetrain is a lower final-drive ratio to compensate for the Raptor’s taller wheel and tyre package.

Still, there’s nothing wrong with this ‘little’ 2.0-litre diesel, which is notably refined and smooth, especially in comparison to the harsher and noisier engine in the Warrior. Thanks to its sophisticated sequential bi-turbo arrangement the Raptor’s engine is also nicely flexible, with all 500Nm of torque available from just 1750rpm. Peak power (157kw) doesn’t arrive until 3750rpm.

On wider throttle openings, and especially on full throttle, it has a deep throaty voice and sounds like a much bigger capacity diesel. At the same time it also spins through the revs quickly, as you’d expect of a small engine, helped by the close ratios of its 10-speed automatic, which does its job largely undetected. Only occasionally on sudden, wider throttle openings will it produce the odd rough shift and indecisiveness in picking what gear it wants. Pedal to the metal, the Raptor has the edge on the Warrior.

ON-ROAD RIDE AND HANDLING

THE Raptor’s trump card isn’t its engine, though; its chassis is what makes the whole package work so well. Despite primarily aiming to make the Raptor better off-road than a stock Ranger, the quality of the re-engineering is such that the on-road dynamics, especially the ride quality and handling, are also much improved. You can put this down to the extra suspension travel, some 30 per cent all ’round, which means suspension that soaks up the bumps beautifully. The Raptor can literally make a bumpy road feel like a smooth road.

While the Raptor retains a live axle at the rear, coil springs replace the Ranger’s leaf springs, and bespoke Fox-brand racing-tech dampers (the rears have ‘piggy-back’ reservoirs) are used all ’round. Longer A-arms up front and a different axle housing at the rear widen the stance (by 150mm) to compensate roll-stabilitywise for extra ride height. The rear axle is also laterally located by a sophisticated Watt’s link, a far superior arrangement in terms of chassis control (no bump steer) compared to the commonly used, simple and cheap to make – but dynamically flawed – Panhard rod, as used on the Warrior. The Raptor also gets disc brakes at the rear, replacing the standard drums, another tick in its favour.

OFF-ROAD

THE Raptor’s compliant, long-travel suspension, loftier ground clearance and slightly taller and wider tyres also set it aside from the less off-road-capable Warrior. Not that the Warrior isn’t handy off-road, but it’s no Raptor.

The Raptor retains the Ranger’s part-time 4x4 system but has a Terrain Management System to fine-tune the powertrain and chassis for different driving environments. The settings run to ‘Normal’, ‘Sport’, ‘Grass/gravel/snow’, ‘Mud/sand’, ‘Baja’, and ‘Rock’. All modes bar ‘Rock’ are available in high range, while all modes bar ‘Sport’ and ‘Grass/ Gravel/snow’ are available in low range. These different modes vary the engine throttle mapping, gearbox shift protocols and the electronic traction and stability control calibration. This is a sophistication the Warrior lacks.

The Raptor also comes with paddle shifters for ‘manual’ gear selection, which is handy off-road and again something the Warrior lacks.

The Raptor also claims an impressive

850mm wading depth, considerably more than the Warrior despite the fact the engine’s air intake is under the bonnet lip. Four heavy-duty and easily accessible recovery hooks are also a nice touch, and compare favourably to the Warrior’s single front hook.

Compared to the Warrior the Raptor feels big off-road, essentially because it is big, and in tight spots it’s not as handy as the physically smaller Warrior.

CABIN, ACCOMMODATION AND SAFETY

THE Raptor has a spacious and notably long cabin, just like any Ranger, and is bigger in every dimension than the more compact Warrior.

There’s still no reach adjustment for the steering wheel, but the Raptor’s heated, bespoke-leather front seats are more comfortable than Warrior’s and the back seat also offers more space and comfort, especially for taller people and for more than two occupants. The Raptor’s cabin also wins on presentation and has the feel of a more expensive vehicle than the Warrior, which it is.

With automatic emergency braking the Raptor also leads the two in safety kit; although, it doesn’t get a driver’s knee airbag as does the Warrior.

PRACTICALITIES

COMPARED to a standard leafsprung Ranger, the Raptor has less payload (758kg before you even add a driver or passengers) and less towing capacity (reduced from 3500kg to 2500kg) which is all due to the softer, long-travel suspension. The Raptor still has a bigger tray, with a work light and better placed, but not adjustable, cargo tie-downs.