The exterior is heavily influenced by Ford's F-series pick ups.
The Raptor’s wheelbase is 50mm longer than before.
Behind the steering wheel is a 12.4-inch digital instrumentation cluster.
The 12.0-inch portrait touchscreen runs Ford’s Sync 4A multimedia system.
With its bold new nose, wider tracks and twin-turbo petrol V6, the Raptor finally has the muscle to match the macho looks.
Australia’s final-ever supercar – and, conversely, first-ever super-truck – has finally broken cover in the guise of the second-generation Ford Ranger Raptor.
Due sometime in the second half of this year with a price tag that is expected to nudge $90,000 or more, the high-performance flagship version of the new-generation P703 Ranger pick-up will hit the gravel with scalding speed and a sophisticated chassis to go with it.
While Ford is refusing to quote any acceleration times, we understand the all-new 3.0-litre twin-turbo V6 petrol EcoBoost powertrain that is exclusively the Raptor’s (for now) propels the circa-2500kg dual-cab truck to 100km/h in under 5.5 seconds, putting it in league with some of the quickest Australian-engineered ever.
Similar to the engine used in the closely-related 300kW-plus North American-market Ford Bronco Raptor, local emissions requirements see maximum power and torque outputs slide to 292kW and 583Nm respectively – and those figures are only possible using 98 RON premium unleaded petrol. They drop even further running on 91 RON standard unleaded.
However, with the aid of the specifically-tuned 10R60 10-speed torque-converter automatic transmission, smaller tyres (33-inch rather than 37-inch items), less mass and a lower centre of gravity, the Ranger Raptor is reportedly faster than its US cousin.
Among other advancements, the new twin-turbo V6 boasts an “anti-lag” system that keeps the turbos spooling in the rev sweet spot to avoid the usual momentary delays experienced after the driver has prodded the accelerator pedal.
The engine is a dramatic departure from the 157kW/500Nm 2.0-litre four-cylinder twin-turbo diesel that has been the sole engine choice in the outgoing Ranger Raptor since its 2018 release.
It’s also only one of many reasons why the newcomer’s asking price will most likely leap from the existing model’s $79,390 before on-road costs.
Once again, there’s a 10-speed torque-converter automatic transmission with paddle shifters, but this time the P703 Raptor uses a variation of the new T6.2 Ranger Wildtrak’s permanent four-wheel drive system, featuring an electronic on-demand two-speed transfer case, as well as front and rear locking differentials.
Connected to the engine is 10-speed automatic transmission.
Ford reckons it’s tried to broaden the Raptor’s capabilities both on and off the beaten track, using seven drive modes – three for on-road (featuring Normal, Sport and Slippery) and four for off-road (Rock Crawl, Sand, Mud/Ruts and Baja).
Baja is new: basically, it allows for high-speed off-road performance, like a rally machine designed for rough terrain.
Plus, for added theatre, there’s an active exhaust valve that amplifies the V6 twin-turbo engine note according to which mode is selected. There are four self-explanatory settings: Quiet, Normal, Sports and Baja – with the latter “intended for off-road use only”, according to Ford.
As outlined when the T6.2 Ranger had its global debut late last year, the platform underneath it and the Raptor is a third-generation three-piece frame, developed alongside but also substantially different from the US-market Ranger. It allows for suspension variation in the rear, adjustable wheelbases in the centre section and engine modularity up front.
The exterior is heavily influenced by Ford's F-series pick ups.
The Raptor’s wheelbase is 50mm longer than before.
Like the new Ranger, the Raptor’s wheelbase is 50mm longer than before, with the extra length devoted to pushing the front wheels out, accompanied by a corresponding increase in track width. While the overall length remains the same, shorter overhangs promise improved off-road clearances.
However, the Raptor’s ladder-frame chassis differs, with extra reinforcements added to the rear roof pillars, load box, spare wheel well and suspension – including around the jounce bumper, shock tower and rear shock bracket.
Despite appearing similar on paper, the Raptor’s wishbone coil-sprung front and Watt’s link coil-sprung rear suspension systems have been completely redesigned, offering extended travel for greater articulation, as well as aluminium upper and lower control arms for extra strength without excess weight.
And then there are the new Fox 2.5 Live Valve internal bypass shock absorbers with electronic dampers, that change their compression according to road/terrain conditions to provide everything from improved on-road comfort and control, to better corrugation and rut absorption off-road.
The Watt’s link coil-sprung rear suspension systems have been completely redesigned.
Additionally, the Fox shocks are fitted with Bottom-Out Control that provide maximum damping force for the last 25 per cent of compression.
Other chassis-related advancements include increased underbody protection, with the front bash plate that’s nearly double the size of the regular Ranger’s. With this and the engine and transfer case under-shields, twin rated tow hooks front and rear for greater flexibility in the event of getting bogged, and a new off-road cruise control system known as Trail Control that works below 32km/h so the driver can concentrate on steering through challenging terrain, the latest Raptor is designed to be better off the beaten track.
Speaking of steering, the electric rack and pinion steering system has also been completely reengineered in the latest model. The all-new hydroformed front end allows for substantially more effective engine cooling as well as air-conditioning performance. And there are better air flow properties for when accessories are fitted.
While the four-wheel disc brakes essentially carryover from before, the anti-lock brakes and electronic stability control software have been recalibrated for greater off-road performance. Overall weight is up by between 30 to 80kg depending on specification.
As reported late last year, the Ranger (and thus Raptor) brandish a blockier and bolder front-end design that is in line with the current US Ford truck thinking as seen in the latest F-Series full-sized trucks. Another giveaway is the ‘F-O-R-D’ lettering across the nose.
There’s large ‘F-O-R-D’ lettering across the nose.
The Raptor introduces ‘C-clamp’ LED Matrix adaptive headlights to the dual-cab series for better projection performance and safety, matched out back by similarly styled LED tail-lights. The grille adheres to a horizontal theme with full-mesh inserts, there’s a split-bumper style with a body-coloured brow and dual integrated tow hooks.
Additional Raptor-specific design items are the bonnet and front guards’ functional vents, perforated side steps, wider rear box section with more pronounced wheelarches, and Precision Grey rear bumper with dual exhaust cut-outs for the full twin exhaust system and integrated step pad.
At the rear of the Raptor are two large exhaust pipes.
Believe it or not, the Ranger and Raptor share fewer body panel pressings than you might think. Only the tailgate, roof and doors are shared with Ranger.
As with the latter, the Raptor’s interior represents a huge leap forward compared to the outgoing model.
Key differences alongside Ranger include so-called ‘jet fighter’ inspired front sports seats that promise next-level support (if not a pilot ejector system), more heavily bolstered rear seats, as well as luxuries like ambient lighting, a leather sports steering wheel, magnesium paddle shifters, a 12.4-inch digital instrumentation cluster, 12.0-inch portrait touchscreen with Ford’s Sync 4A multimedia system, wireless connectivity for Apple CarPlay and Android Auto, wireless charging, and Bang & Olufsen premium audio.
Behind the steering wheel is a 12.4-inch digital instrumentation cluster.
The 12.0-inch portrait touchscreen runs Ford’s Sync 4A multimedia system.
Ford also reckons the new Raptor will be substantially quieter, more refined and lovelier to behold inside than the outgoing version.
Finally, there are two styles of 17-inch alloy wheels – one offering optional Beadlock Capable Wheels – with both wearing BF Goodrich All-Terrain KO2 tyres.
Ford started work on the new Raptor back in 2016, with the goal being to create a more capable all-round package. Hot weather testing was carried out in the Northern Territory, with extra evaluations occurring in Dubai (for sand/desert performance), New Zealand (cold weather) and North America (for powertrain calibration).
Further details, including specific driver-assist systems, fuel consumption, emissions ratings, crash-test performance, safety specification, equipment levels and accessories availability, will be announced closer to the Raptor’s release date.
Only the Raptor’s tailgate, roof and doors are shared with Ranger.
Hopefully, we’ll also be able to publish the all-important first-drive reports sooner rather than later, so stay tuned.
Much of the Raptor’s unique engineering comes from the Ford Performance division, and – as per every T6 and T6.2 Ranger-based vehicle including much of the coming VW Amarok II versions – was developed, designed and engineered in and around Melbourne.
However, each rollout of the T6.2 vehicles – including the coming Everest – brings us closer to the final-ever fully Australian designed and engineered vehicle, as Ford has already announced that the all-new, next-generation Ranger is already under development in Michigan, USA, using a scalable architecture based on a future F-Series truck range.
Whichever way you look at it, the Raptor is shaping up as Australia’s first true high-performance truck – and the last of the local breed.
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