2024 Ford Ranger Raptor flexes its off-road muscles in first-drive review

In America, two generations of Ford F-150 and one Bronco have defined the Raptor name as an analog for go-fast, go-hard, off-road badassery. Meanwhile, the fraternity of midsize pickups has never been more diverse and decorated. As it debuts in the U.S.,the 2024 Ford Ranger Raptor must not only assert itself among trail-ready midsizers such as the Chevy Colorado ZR2 but also prove its worth as a Raptor.

The Ranger Raptor has already had time to iron out the kinks in the global market.The first-gen truck went on sale elsewhere in 2018 with a 2.0-liter EcoBlue turbo-diesel engine but never reached the U.S. market, and this second-generation truck succeeded it a couple years ago. The key difference is that this one was always destined for U.S. soil alongside itsregular Ranger sibling (read our First Drive of that truck here), and off-road junkies will be heartened to know it was validated in the unforgiving Australian Outback.

Does the Ranger Raptor have Raptor lights?

No, it doesn’t. But before we explain why, let’s call them by their name in federal regulations: identification lamps. You’ll find trios of identification lamps on the front (amber) and back (red) ends of the F-150 Raptor and Bronco Raptor − and any vehicle that exceeds 80 inches wide. The skinny is the Ranger Raptor is not girthy enough to require these lights. Interestingly, early design sketches for the Ranger Raptor did include identification lamps. Even more interestingly − pay attention here, aftermarket aficionados − there are three perfectly placed empty slots above the grille. You know what to do.

33-inch BFGoodrich T/A KO3 All-Terrains for Ranger Raptor

Using the same platform as the Bronco Raptor, the dirt-dwelling Ranger Raptor similarly employs Fox-brand dampers fine-tuned by the Ford Performance team. Of course, that’s not where the suspension and rolling stock changes end. Where wheel travel and ground clearance intersect, you will find engineers puzzling over the perfect tire size. Bigger tires maximize ground clearance but strain drivetrain components and fuel economy. Larger tires can also affect wheel travel.

The LT285/70R17BFGoodrich T/A KO3 all-terrain tire found on the Ranger Raptor is said to be the sweet spot, and this 33-inch OE fitment is said to be a one-off design from BFG with special attention paid to sidewall stiffness. Engineers say the three-ply sidewall design favors improved steering responsiveness and handling over the similar two-ply BFG all-terrain found on the Bronco Raptor. The Ranger Raptor can also be optioned with a beadlock-capable wheels. (You have to buy more hardware to make them true beadlocks.)

The Ranger Raptor has a 3.5 inch wider track thanthe base Ranger, along with unique and subtly bulged bedsides and front fenders to house the 33-inch meats. The additional track is achieved organically with overengineered hardware instead of dialing up wheel offset. Beefy forged aluminum lower control arms take the brunt of the hard hits. Aluminum upper control arms are designed to improve wheel travel, and the shock towers are specifically reinforced to handle Raptor-level abuse.

Inside the mini race truck

Code Orange accents, a 12 o’clock mark on the steering wheel, and enhanced bolstering on suede-trimmed seats have become the norm for Raptors, and this one is no exception. The truck benefits from the Ranger’s new 12.0-inch center touchscreen, which displays sharp 360-degree forward- and rear-facing camera views, and much more. The large screen does lack places to brace an unsteady hand for precise button presses. We are befuddled by the quasi-grab handles on the center console, as they're wide enough to fit only a few fingers. 

Raptor on the road

Though its home is not the tarmac, any Raptor must behave itself during stints between extreme off-road escapades, and that it does − well enough. The 3.0-liter EcoBoost V-6 puts out less power in this application versus the Bronco Raptor, 405 horsepower instead of 418. Engineers tell us the disparity is due to an increased length of tubing between the intercooler and the tailpipe on the Ranger Raptor. Despite this, the power-to-weight ratio on the smaller pickup is still spicy, and it doesn’t hold back when you mash the accelerator.

The ride quality is naturally stiffer in the desert-ready truck compared to the base Ranger, but it isn’t harsh. The Fox Live Valve dampers cruise over potholes and aren’t prone to allowing excessive body roll. But when it comes to the sound when you grab a foot full of throttle, let's help set expectations. Even in the exhaust’s quieter settings, the truck insists on reminding everyone there’s a turbo V-6 under the hood. The result is a bit too much “import tuner” and not enough “flat-bill-hat race truck.”

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Ranger Raptor off-road: Natural habitat

Turning to dirt behavior, we aimed the Ranger Raptor at an off-road track consistent with what most folks will encounter: a rugged two-track. Washed out by rain and peppered with rocks, it also featured intermittent sandy straightaways that let the 10-speed shift through a few gears. Here’s where Fox Live Valve shocks really shined. When carrying a touch of speed down the trail, the dampers actively and effectively adjusted to absorb sharp hits from cantaloupe-sized bits of talus, repeated blows from a football field-long stretch of washboards, and a harsh G-out, all in a row. No knob turning, no nonsense, they simply allow their pistons to use as much or as little of the roughly 10 inches of travel as the computers and sensors deem necessary.

Here’s our problem with the locking differential function

Climbing the Ranger Raptor up a hill with loose rocks and steep ledges is made easier by engaging four-low and twisting the rotary drive mode selector to Rock Crawl, which desensitizes the throttle to erroneous bouncy inputs. The pickup will climb like a billy goat without any changes, but should you need or want them, the Ranger Raptor has two selectable locking differentials. Lock only the rear, or choose to lock them both. This is a must-have ability for any trail enthusiast wanting to drive at their off-road limit, and we’re thrilled the Ranger allows it. But we have a big gripe in that sifting through the touchscreen and pecking the button with a gritty fingertip and on bounding terrain is a major pain. Other Raptors and just about every other 4x4 offer easy-to-use − and easy-to-locate − physical controls to activate the lockers.

Weak spots in the armor

Negotiating twisty trails certainly showed off the strengths of the midsize off-road machine. Winding between trees was no sweat, even without the Trail Turn Assist available on other Raptors, as Ford engineers decided the truck is short enough to go without. Peering forward over hills is aided by a crisp forward-facing trail camera (which has tire-path prediction lines). What happens, though, when the Ranger Raptor tangles with rocks? Up front, protection is complete from the bash plate all the way to the differential. And should you kiss a rock going forward or backward, the steel bumpers shouldn’t show more than a cosmetic scuff. Watch out for the fuel tank, though, because unlike the Bronco Raptor and its metal fuel tank plate, the Ranger Raptor has only a layer of additional plastic, which Ford carefully calls a “shield.” The protective spurs that direct rocks away from the exhaust pipes on the Bronco Raptor are also absent here, leaving some lengths of tube more vulnerable than others. Finally, extra care must be taken when navigating rocky terrain because of the lack of rocker panel protection, especially with the truck’s breakover angle. And the Ranger Raptor’s 10.7 inches of ground clearance, while 1.4 more than the base Ranger, is still nowhere near the 13.8-inch figure of the Bronco Raptor.

Fast in the dirt: This is why you want a Ranger Raptor

Aside from that, the Ranger Raptor can keep up with the competition on most trails, and this truck truly comes alive when the going gets fast. We hot-lapped the truck around a dirt course where we could really make the tires, suspension and powertrain break a sweat. This is where Baja mode shines. Baja mode activates four-wheel drive; calibrates the throttle, suspension, and transmission for spirited driving; and calms (but does not eliminate) the traction control nannies.

The Ranger Raptor also gives the driver more room to modulate the brake pedal before tripping ABS. Using these tools, drivers can launch the pickup in the dirt, confidently hold speed through choppy ruts (kudos again to the Live Valve shocks), threshold brake into a loose hairpin, then throttle out. Managing your steering inputs is the best way to not alert the traction control. Overwork the wheel, and the truck will rap your knuckles as it pulls power and applies brakes. Stay smooth, and the truck “rewards the revs” and lets you continue to flirt with the engine’s redline.

Feeling confident in your Baja skills? A long press of the traction control button gives the longest leash and disables AdvanceTrac electronic stability control. You’ll quickly figure out where the truck was smoothing over your mistakes.

Lateral movements in the dirt showcase the Watts link used in the Ranger Raptor. Where a Panhard rod suspension − as seen in the F-150 and Bronco Raptors − favors travel at slower speeds, it will also push the rear axle side to side as the suspension cycles. The Watts link is more mechanically complicated but lowers the roll center and allows the rear end to travel vertically across a tighter vertical path. In other go-fast-in-the-dirt news, the rear locking differential will remain locked up to 25 mph for additional hoontastic fun. Exceeding that speed will unlock the diff, but it reengages again automatically when your speed drops below 25.

Jumping the Ranger Raptor

When the Ford Performance crew told us to mat the pedal, hustle toward the center of the jump, then lift, we did it with confidence because the Ranger Raptor is quite ready for flight. When the distance between the BFGs and the dirt closed to zero, the truck dissipated the energy calmly − no bottoming out, no secondary bounce.

Its skill set isn’t quite as strong as those of its Bronco and F-150 counterparts, but the Ranger Raptor satisfies the requirements. The truck can rip through the desert, mob through tight trails, and crawl well enough over obstacles. How does it compare to the rest of the midsize segment?

Is The Ranger Raptor the best midsize off-road truck?

Shooting straight, the Raptor is a no-brainer for anyone who wants the most trail-worthy Ranger on American soil. But there are other midsize off-roaders to keep in mind. Consider, first, wheels and tires. Largest tire diameter of the segment is a tie between Colorado ZR2 Bison and the Canyon AT4X AEV Edition, both with whopping 35-inchers from the factory. Every other off-road-focused midsizer, including the Ranger Raptor, can be optioned with a 33-inch tire.

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The Fox 2.5 Live Valve shocks are well matched against the Multimatic spool-valve dampers on the GM products (though GM’s optional jounce bumpers might give them an edge). Both setups are astonishingly resistant to bottoming out and offer superior performance on and off the trail. Want to lock both differentials? Toyota’s Tacoma is now the only truck in this space without that capability. On the other hand, Chevrolet, GM and Jeep all offer more options for armoring their trucks, especially the rocker panels. The Jeep Gladiator Rubicon’s pair of live axles also serve as the ultimate in hardcore, rock-crawling beef.

If you want the best go-fast hardware in the dirt, don’t need 35-inch tires, and have some semblance of a budget, you might be comparing the Chevrolet Colorado ZR2 to the Ranger Raptor. Even a well-optioned ZR2 should be roughly $5,000 cheaper than the Ranger Raptor. Plus, you gain more options for armor and skidplates − but you lose in the power department. Opting for GMC’s midsize trail machine, the Canyon AT4X, will cost just about as much as a Ranger Raptor with the same edge in armor but concession in power.

Final thoughts

Driving the burliest Ranger on- and off-road raised questions about where it falls within its suddenly crowded segment. The Ford is neither the most cost-effective truck nor the best rock crawler, but it has heaps of power and buckets of torque, and it can hoon the dirt with the best of ’em. And can you name another truck that lets you tune your own exhaust and suspension settings as you rally through silty turns? We'll let you get dirty and decide what best fits your off-road needs. In the meantime, rest assured this truck deserves a place at the Raptor table.