MASSIVE DUAL-CAB UTE TEST PART II

LOOKING FOR A 4X4 DUAL-CAB BUT WANT SOMETHING A LITTLE MORE ADVENTUROUS? WE COMPARE FOUR OF THE MORE EXCITING UTES ON THE MARKET

IN RECENT years, there has been an emergence of more exciting lifestyle-orientated dual-cabs on the market. Designed to perform well off-road while still being a cool whip to drive during the week. We’re seeing vehicles rolling off the production line with quality factoryfitted 4x4 components, aggressive tyres and quality suspension packages. As the popularity of this segment continues to grow, we needed to take a closer look at these adventure machines, with a good old-fashioned back-to-back comparison.

This test field is made up of the Ford Ranger Raptor facing up against the Mazda BT-50 Thunder,

Jeep Gladiator Rubicon and the Toyota Hilux Rugged X. All fitted with an automatic gearbox.

Our test location is the former GM now Vinfast proving ground at Lang Lang, Victoria; and when it comes to testing cars, you can’t beat a facility that’s purpose-built for vehicle assessment.

These four utes will be assessed and scored on the following criteria: performance, dynamics, interior, infotainment, running costs, towing performance, payload performance, and off-road ability.

Overall scores will be tallied to determine a winner, but if there is an area which is more important to you, we have provided a breakdown of results from each category as well.

CAN the Ford Ranger Raptor get a real engine, please? To be fair, the 2.0-litre twinturbo four-cylinder diesel is an impressive unit, but it’s out of its depth here.

The problem is that the Ranger Raptor doesn’t just weigh a tonne, it weighs more than 2.3 of them, and despite the 10-speed auto’s best efforts at keeping the engine on song – evidenced by the respectable 6.2sec time from 60-100km/h – there is just too much mass.

This Ford Performance product might not be about outright acceleration, but it’s almost two seconds slower than the Ranger XLT with the same engine thanks to that extra weight and the rolling resistance of those massive Bfgoodrich All-terrain T/A KO2 285/70R17 13S tyres and different componentry.

Under on road braking, those tyres also handicap the Ranger Raptor, with a truly appalling stopping distance of more than 46m in the dry and a 61.5m effort in the wet that’s little better.

DYNAMICS 8.5/10

AN instructive contrast to the XLT given its coil-sprung rear suspension, the flagship Raptor is much like its less salubrious sibling, putting the Ranger pair head-and-shoulders above the rest for on-road dynamics.

So, we’re literally talking relative differences here between the Blue Oval pin-up pickups – with the pimped-up Raptor displaying a bit more suspension travel and road/tyre noise on one hand, a bit less throttle response under hard acceleration (those extra kilos are obvious driven back-to-back), steering precision and higher-speed control on the other. But – again – the brutish Ford feels less like a truck than the other brands’ efforts.

Like the XLT, the Raptor’s dynamic on-road tuning instils a sense of confidence that’s even helpful in tight parking situations, aided by excellent vision and a large camera image. At the end of the day, both Rangers ended up being the only trucks we didn’t want to stop fanging repeatedly around the ride and handling loop at Lang Lang. They feel like they’re bred to impress in such demanding conditions.

That’s a very telling sign of how naturally poised and responsive the Raptor and (especially) XLT are. Nextgeneration Rangers are almost upon us and they have very big shoes to fill. The competition ought to be terrified.

INFOTAINMENT 8/10

FORD’S ubiquitous SYNC 3 infotainment system handles all the infotainment in the Ranger Raptor and displays through an eight-inch touchscreen. Not only does it incorporate Apple Carplay/android Auto smartphone mirroring, but there’s a Fordpass app that integrates phone with infotainment to control functions such as remote start, vehicle locator, fuel level, vehicle health check and live traffic updates. Ford’s Applink system also allows for native integration of phone apps including Spotify, Accuweather and Glympse location sharing.

Using the SYNC 3 system is very straightforward and it’s usually quick to respond to Bluetooth connections, though it can struggle with lag issues when inputting addresses into the navigation. The standard sound system is a good unit with strong reverberating bass.

Voice command is a genuine helper and is quick to understand naturally spoken instructions. Front-row occupants can power their devices using one of the two USB-A ports or the single 12V outlet, while on the back of the centre console there is a 230V outlet.

RUNNING COSTS 7.5/10

ALL Ford products are sold with a fiveyear/unlimited-kilometre warranty and the Ranger Raptor is no exception. Until a Ranger reaches seven years of age, each service at a participating Ford dealership will renew its 12-month membership to the brand’s roadside assistance program.

Ford caps the price of Ranger Raptor maintenance for the first 12 services of ownership, starting out at $299 for the first four 15,000km intervals and getting more expensive from there.

Depreciation data from Glass’s Guide suggests that a Ranger Raptor will retain 58 per cent of its initial purchase price after three years of ownership, which is a good result for retained value, especially with such a high initial outlay of $77,690 before on-roads.

TOWING 7/10

20-60km/h: 6.7 seconds

WHILE the high-end Fox suspension fitted to the Ford Ranger Raptor is brilliant off-road, it’s not designed to tow such large weights in factory guise. The rear end in particular is extremely soft and sagged significantly once the car trailer was hooked up.

Aftermarket coil springs with a higher spring rate are available to fix this if you are so inclined. And while the Raptor shares the same engine as the Ford

Ranger, it was slower during acceleration testing, which we’re putting down to additional weight.

Brakes were more than adequate, and the gearbox shifted quickly to get the Raptor moving. But, let’s be honest, like the Jeep Gladiator, towing isn’t the core focus of what the Raptor has been designed to do.

OFF ROAD 8.5/10

THE first thing you notice about the Ranger Raptor is how wide it is. We drove it second last, and it simply didn’t want to sit in the wheel tracks carved out by 4x4s we’d already tested.

Engaging low-range 4x4 was simple and easy, with various traction control modes to play with depending on the terrain you are driving. Special mention must go to the seats, with those supporting side bolsters holding you in place no matter how rough the terrain.

Speaking of rough terrain, the Raptor’s suspension ate washouts for breakfast. This was by far the fastest vehicle through the test course, without even trying. Traction was great thanks to the BFG all-terrains, but in terms of pure 4x4 ability, it’s not the most capable here. It’s still very accomplished and was an absolute hoot to drive.

INTERIOR & SAFETY 6.5/10

A RANGE of select additions to the Ranger cabin adds a sporting touch expected for the Raptor. For instance, the leather-wrapped sports steering wheel with a straight-ahead marker is backed by long, metal paddle shifters.

The Raptor-specific front seats are simply superb. They hold you well, have good under-thigh support and provide cushioning that strikes a good balance between support and comfort. In contrast, the rear seats are hard and flat – like the regular Ranger.

Outward visibility is okay. ANCAP rated the Ranger with a five-star safety rating back in 2011, which the Raptor uses today. It benefits from active safety features like AEB, adaptive cruise control, lane-keep assist, lane-departure warning and a rear-view camera. But it misses out on rear cross-traffic alert and blind-spot monitoring.

Other features include dual-zone climate control, an electro-chromatic rear-view mirror, auto wipers and auto headlights. It also scores a leatherwrapped gear lever and handbrake, power windows with an auto driver’s window, rear window defrost and keyless entry with push-button start.

Floor mats feature front and back, occupants of the latter having a 12V power supply and 230V inverter plug in the absence of vents and USB ports. There’s good legroom, and the Raptor has ISOFIX points on the outboard seats.

PAYLOAD 6.5/10

THE Raptor sports a relatively low payload for a dual-cab ute. A lower Gross Vehicle Mass rating of 3090kg and 2342kg kerb mass leave you with 748kg for passengers, cargo and towball download weight. But its tub is well proportioned, measuring wider than the category average. It also features a 12V power supply, spring-loaded tailgate, load area illumination and spray-in liner with four tie-down points. It does not come with a tonneau cover.

Loaded with a 500kg pallet, the Raptor logs a 4.2-second sprint from 20 to 60km/h, which is on par with popular dual-cab utes. The transmission acquits itself well under hard acceleration, but it lacks finesse out on the ride and handling loop.

The throttle needs attention to keep a set speed. The same could be said about the Raptor’s overall composure while laden on the test. Although the steering remains responsive, it suffers from poor body control. It never settles and is uncomfortable carrying the weight. The Raptor’s lovely ride quality also vanishes when laden.