It’s been two years since the current Ford Ranger hit the market, and it’s still our benchmark since then despite a few new competitors. A year after its release, the Ranger Raptor was also released, and while it rides on a heavily modified T6 platform as the outgoing generation, the upgrades are significant enough to make this the best pickup for both on- and off-road use. That’s because the very things that make the 2024 Ford Ranger Raptor so good on off-road trails also make it the best pickup to be driven on paved roads.
It all starts with its platform, in which heavy modifications in its transformation into a new generation Ranger Raptor have improved upon its fundamentals. The Ranger Raptor is wider than the standard Ranger, and it’s not a simple case of giving it wider fenders and then calling it a day (I am looking at your, Hilux GR-S). The Ranger Raptor has structural differences from the standard Ranger, which results in its wider, more handsome stance. And since it still maintains the cab’s width, the blistered fenders make the Ranger Raptor’s side profile very chiseled.
Combined with its BF Goodrich all-terrain tires wrapping those 18-inch wheels, along with the increased ride height, you’ve got a pickup that can clear large obstacles with ease. The wider stance not only has the upside of making the car look nicer, but it also makes it corner extremely well. The electric power steering is surprisingly sharp with decent weight and is far from the very disconnected steering that most pickups tend to have. The suspension also does a good job of managing body roll, though there’s only so much that you can do with the laws of physics. As a result, this is a pickup that has the upside of being fun to drive in corners as opposed to being cumbersome.
Granted, the all-terrain tires aren’t the best for outright lateral grip, but when you combine it as well with the all-around coil spring suspension that replaces the leaf springs, along with the Fox-branded shocks, the Ranger Raptor is also uncompromised when it comes to ride quality. This is a pickup that mitigates body roll well, whilst delivering a ride quality that won’t shatter your spine. It’s a vehicle that you can literally plow through the horrible C5 truck lane and you’ll stay relatively unfazed, and that’s not something you can say to other pickups, even the Nissan Navara. Its only downside, however, is its low payload capacity of 652 kg. Then again, that isn’t its target market, and the vast majority of pickup buyers only seek its tall ride height and its flood-wading capability whilst expecting the ride quality of a passenger car.
Finally, there’s the drivetrain. The 2024 Ford Ranger Raptor pretty much inherits the drivetrain of the previous model, but here, there’s some work done to improve its refinement. For instance, the ten-speed automatic used to be a minor sore point of this drivetrain, but here, it’s now perfect. The gear changes are silky smooth, and always give you the correct gear, unlike before where it has a minute tendency to be undecisive. It also helps in managing the 2.0-liter twin-turbo diesel engine’s narrow power band. Its 210 horses and 500 Nm of torque are finally taken to full advantage with this ten-speed gearbox. Ford has probably implemented software changes to the transmission, and here’s to hoping that other Ranger and Everest models also inherit this.
Of course, a 2024 Ford Ranger Raptor review wouldn’t be complete without mentioning its off-road prowess, and thankfully, that’s what I was able to sample for myself. Admittedly, the off-roading trail I went through in Tanay is something that even your typical 4×4 can also go through, but the Terrain Management System and electronic 4×4 system make easy work of going over trails. The Terrain Management System eve automatically sets up the 4×4 system and its rear locking differential, depending on the drive mode. Thankfully, you can manually override the features that the Terrain Management System selectively manipulates, though I’m not a fan of the locking differential button being on the 12-inch portrait SYNC4 touchscreen.
Speaking of tech, the 2024 Ford Ranger Raptor pretty much inherits the tech goodies of the standard Ranger. That 12-inch SYNC4 infotainment receives a software update, based on the minor interface revisions in this particular test car. This, of course, comes with wireless Apple CarPlay and Android Auto, wireless charging, and is mated with a 12.4-inch fully digital driver’s display that’s highly configurable. If I have one minor gripe, I hope the gauge themes can be changed to match the amber ambient LED lighting of this pickup or the other way around.
As for the rest of the interior space, it’s largely similar to the standard Ranger, but it gets Raptor-specific goodies such as sportier and more heavily bolstered front seats, a sportier steering wheel, magnesium paddle shifters, and a ton of red trimmings. It’s also the most premium-feeling pickup with a generous amount of soft-touch materials and suede-like surfaces, while passenger space on all two rows is pretty good, particularly for a pickup. Ingress could be slightly challenging for some, mainly drivers who usually bypass the steel step boards because it’s wide enough for your pants to somewhat get caught.
The 2024 Ford Ranger Raptor is an uncompromising pickup, one whose tools that make it so capable off-road also make it the best pickup for driving on paved roads. It has the lowest payload capability of any pickup as a result, but in the emotions aspects such as off-road capability, driving dynamics, and even refinement, the Ranger Raptor is the absolute best pickup that I’ve ever reviewed at its price point. Priced at P2,345,000, it’s also the most expensive, then again, it also excels in every single aspect that matters to most pickup buyers, unless payload considerations are one of your highest priorities.
0 comments on “2024 Ford Ranger Raptor Review”