Yahoo Autos The Ford Ranger Raptor Has a Split Personality
Off-road fans in the United States were understandably peeved that Ford decided against bringing the first-generation Ranger Raptor to its home market. To make up for the yearslong absence, the new, second-generation truck was developed specifically with the U.S. buyer in mind. And while that means the new truck arrives with a potent 3.0-liter EcoBoost in place of the leggy Euro-market diesel, the U.S-ready Ranger Raptor hasn’t secured its spot atop the segment. That said, it still knows how to have a hell of a good time in the right environment.
The concept of a mid-sized wheeler with true off-road know-how behind it is extremely enticing. I was fully prepared to spend my flight home from the first drive working on financing options and wholesaling my possessions for a chance at sticking one in the garage. But I walked away from my first taste of the Ranger Raptor disappointed. The truck is a much more manageable size than the F-150 variant, which proves worthwhile on tight off-road trails, and it’s got all of the interior trappings of a Raptor, with stylish accents and sporty seats. But something was missing.
The smaller EcoBoost works fine out on the trials, with a wide assortment of drive modes and powertrain programs to help maximize its effectiveness. On the road, however, the six-cylinder doesn’t feel as spicey as the 405 hp and 430 lb-ft of torque that Ford claims would suggest. The automaker has given enthusiasts a revvy engine experience, tuning the motor to limit power drop-off at the top of the band. But that also means that peak power doesn’t arrive until 5500 rpm, with peak torque starting at 3500 rpm. A standard Ranger with the 2.3-liter EcoBoost four-cylinder feels nearly as punchy in the stoplight battles. That said, the Ranger Raptor, on paper, is almost as quick as the full-size F-150 Raptor through the important metrics, posting 0-60 mph times of 5.3 seconds, and a quarter-mile pass of 14.1 at 97 mph. You’ll need a Raptor R to truly leave the Ranger in the dust.
The baby Raptor had a chance to improve my judgment by way of a mid-sizer comparison test at Michigan’s Silver Lake Sand Dunes State Park. Without Ford’s staff around to guide our experience (or request the use of traction control), I hoped that the truck’s character would start to shine through. The three-hour commute to the dunes didn’t help the truck’s case, with a ride that proved busier and more punishing over a long trek than found in the Toyota Tacoma TRD Pro or Chevy Colorado ZR2 Bison. A set of trick rear bump stops like the ones found on the other trucks might be a worthwhile addition, with companies already offering customers options in the aftermarket. The F-150 Raptor’s ride is one of its better qualities, which makes the Ranger Raptor all the more confusing.
Everything changes when you get the Ranger Raptor out on the sand. Flick the drive mode dial over to Baja Mode, and the EcoBoost’s entire personality is transformed. Like the Bronco Raptor that shares its powertrain with the truck, this mode activates an anti-lag setup derived from Ford’s GT endurance race cars. This system keeps the turbos spinning, ensuring the engine responds quickly to requests for more shove. Revving the engine out goes from somewhat of a chore to an actual joy, helped along by the close-spaced ratios of the 10-speed automatic. The Raptor’s also the only truck of the bunch to feature shift paddles, which makes it easier to dictate exactly how much torque you want for a given obstacle.
Lock the rear differential and matt the throttle through the bends and the Ranger Raptor will pitch sideways with ease. The improved response in Baja Mode helps you extend those slides, hurling massive rooster tails as you go. All of the inputs are perfectly weighted for playing in the sand, with the best steering of the group when off-road. The Raptor didn’t suffer from the same level of front-end push as the other two, and proved much more eager to pick up the pace. The truck wasn’t as comfortable to be in during that process, but that’s hardly front of mind after linking some drifts into a jump… especially when you hit the launch with more speed than you’d dare in its rivals.
While all three of the mid-size segment stars provide exceptional off-road capability by any metric, the Ranger Raptor is simply the most fun truck in the fight. As our testing regiment wound down for the day, I couldn’t help myself from taking extra laps around the park in the Raptor. You can get up to speed quickly in any of these machines, but the Raptor leaves you feeling like there’s more to learn lap after lap. It’s a willing partner, and one that benefits from more than 15 years of off-road truck development. But that performance is made frustrating by the truck’s on-road character. In isolation, the ride isn’t too punishing, but it still places the Ranger firmly in third place in terms of overall comfort. Combined with the so-so on-road character of the motor, the truck just isn’t as well-rounded for daily use. If you don’t spend much of your time away from the pavement, I’d consider the other two models before taking the plunge.
Of course, purchasing a focused vehicle is rarely a logical decision. While the road trip highlighted some different shortcomings of the Ranger Raptor, following the test, my initial disappointment with the truck has faded. Whether or not the Ranger Raptor is “better” than the other two trucks, for the right type of enthusiast, it’s the only choice.
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