Smaller than the F-150 but no less interesting

The demise of the Fiesta and Focus in the US marked the end of Ford’s long-standing but never-realized ambition to create a “world car” that could succeed in all markets worldwide. bridge. Maybe Ford should focus on a “world truck” instead, a niche market that Forest ranger seems to have been achieved. Ranger is sold in no less than 180 countries. The old version is the most popular pickup model in Europe, where we got our first experience with the much-anticipated new Ranger Raptor.

The Euro version has much in common with US Ranger Raptor coming soon, which we expect to see next year, with the same styling and anti-gravity suspension with internal dampers made by Fox Racing. Aside from the fact that the Rangers sold in Europe are made in Thailand while our version will be made in the US, the main difference is that the American Raptor is set to get a more powerful engine.

That’s because Europe is entering its own Era of Uncertainty. There, the Ranger Raptor is getting a version of the twin-turbo 3.0-liter V-6 from Bronco Raptor, the pickup’s engine was muffled due to having to meet strict new emissions standards. In Australia, where the Ranger Raptor was first launched, its V-6 makes 392 horsepower and 430 pound-feet, but in Europe it will make 288 horsepower and 362 pound-feet. We’ll have to wait for US specs, but it seems certain that our Raptor will have at least as much power as the Australian version — and possibly the full 418 horsepower and 440 pound-feet of Bronco Raptor. A 10-speed automatic with a two-speed transmission, along with locking front and rear differentials, will be standard in all markets.

The new Ranger’s new metalwork sits on the same T6 platform as the old truck, and the Raptor uses a reinforced version of that ladder chassis. From the front, it really looks like a childish F-150, with the LED headlights pushed to the side of the body and the same FORD hat grille motif. Like the F-150, it also has plastic wheel arch extensions and wider rails. Although huge by European standards, the Ranger Raptor’s overall length of 211.0 inches and width of 79.8 inches makes it 21.6 inches shorter than the F-150 version and 7.0 inches narrower. inches. A crew cabin is the standard configuration in Europe and features a 61.6-inch cargo bed.

The addition of some microfiber panels and color accents set the Raptor’s cabin apart from the regular Ranger, but the plastic remains stiff and functional. Both the 12.4-inch digital instrument cluster and the 12.0-inch vertically oriented central touchscreen look good. Ford’s SYNC 4A infotainment system works clearly and intuitively, although we welcome the continued presence of physical controls for heating and ventilation.

The Raptor’s center console features a stout gear lever with a button on the side to activate manual mode—manual shift via paddle shifters on the steering wheel. A turntable selects transmission modes and controls the gear box, which has 2H, 4H, 4L, and 4A settings—the last setting automatically sending power to the shaft first when required.

Road refinement feels very impressive considering the set of Continental General Grabber A/T tires our truck was using. Fox Racing shock absorbers change damping force according to the travel of both wheels and adaptive valves, meaning that driving at everyday speeds becomes luxurious and appropriate. Soundproofing is equally good at highway speeds, and the Raptor’s cabin remains quiet at 75 mph in Normal mode—an advantage beyond expectations.

The weight of the steering wheel feels heavier than that of the F-150 Raptor, even in its lightest mode, but offers little feedback. There’s not much to say about the front tires’ limited ability to provide grip on the asphalt. The Ranger tracks straight and doesn’t wander, but while it feels stable at speed it doesn’t want to get into tight corners. It doesn’t take much enthusiasm to push the front wheel wide open and the rear axle struggles for traction.

While much faster than the previous-generation Ranger Raptor sold in Europe — it uses a four-cylinder diesel engine and needs more than 10 seconds to hit 60 mph — the new Ranger still feels a bit slick. low speed. Ford of Europe cites a 0 to 62 mph sprint time of 7.9 seconds. The gearbox’s blunt responses in the Drive also don’t help boost confidence in the rides. Selecting the Sport mode improved response but also added artificial weight to the electric power steering and introduced a drone exhaust note.

The Raptor’s exhaust has four different modes, including Normal, Sport, and a new Quiet setting for low departures. There’s also a Baja mode that’s so noisy that it comes with a warning on the dashboard that it’s for off-road use only.

Driving the Ranger Raptor on a rough terrain quickly proved where its heart really lies. It’s like a smaller version of the F-150 Raptor, slower but more agile and equally adept at overcoming severe bumps at speed. The Ranger has 10-inches of wheel travel at the front and 11.4-inches at the rear, less than the F-150 Raptor, but the engineering team says the smaller truck’s dampers are more active. Sensors monitor wheel travel at each corner, so the Raptor’s brain knows when its tires leave firm terrain, at which point it stiffens the dampers to a firm level. best to prepare for a collision. The high-speed impact proved that the truck could fly and—more importantly—land without any dramatic circumstances.

However, the Ranger Raptor makes the strongest impression on technically more difficult terrain. Ford’s claims of 10.4-inch ground clearance and 32 degrees of approach may not be as good as the Bronco Raptor’s 13.1 inches and 47 degrees, but this pickup’s specs are better than those of the Land Rover Defender 90. spring coil. features a Rock Crawl mode that automatically maintains the climb rate and takes it up a steep dry stream bed without any throttle input. The electronically-locked front and rear differentials can also be quickly engaged and released—although the icons that control them on the touchscreen are tiny and difficult to locate when the truck is driving through rough terrain.

The Ranger Raptor is smaller than its F-150 cousin and the European version is significantly slower, but it’s no less experienced when it comes to rough terrain. We eagerly await the arrival of our own improved version.