Ford Ranger Raptor Review

The regular Ford Ranger is one of the best pick-up trucks on sale, offering a brilliant combination of practicality and on-road manners. The Ranger Raptor, however, takes things in a completely different direction, with motorsport-derived technology making it nearly unstoppable off the beaten track.

With the previous-generation Ranger Raptor, Ford only offered a diesel engine in the UK. But things have been ratcheted up a notch for the latest model, following extensive development work by Ford’s Australian engineers.

The result is a twin-turbocharged 3.0-litre V6 petrol engine, which was initially available alongside the previous 2.0-litre bi-turbo diesel. Both were combined with a 10-speed automatic transmission, along with a two-speed transfer case for true four-wheel-drive performance. Since the vehicle was first launched, though, the diesel has now been discontinued, leaving only the V6 petrol.

The Ranger Raptor’s biggest party trick is its suspension, featuring Fox ‘Live Valve’ dampers, (these were only ever fitted to the petrol model). These adjust constantly to the conditions, and can even detect when the Ranger Raptor is airborne over jumps.

They are just part of the extensive array of off-road technology fitted, along with a high level of standard specification. Sport seats inspired by a fighter jet, a digital instrument panel and a five-star safety rating are all part of the package.

The Ford Ranger Raptor is not cheap to buy, mind, not by a long shot. The now-defunct diesel-powered model started from around £57,000, while these days, the more powerful petrol version costs upwards of £63,000. Given its relatively limited practicality, this transforms the Ranger Raptor into an expensive plaything, rather than a hard-working utility truck.

It gets worse. As of April 2025, HMRC reclassified all double-cab pickups (which the Raptor is exclusively) as company cars rather than commercial vehicles, so if you're paying Benefit-in-Kind company car tax on one, you no longer get the preferential knock-down rate, and the Raptor's stonking pricetag means that those in the 40 percent tax bracket will be paying more than £760 a month. The Raptor's payload is less than one tonne, too, which means VAT cannot be reclaimed by business users.

Combine this with the fact that you'll do very well to better a fuel economy return of 20mpg regardless of the engine chosen, and you'll see that owning a Ranger Raptor is not for the faint-of-heart, or the shallow-of-pocket.

Yet all this somehow just adds to the appeal of the Ranger Raptor. On paper it might not make sense (it really doesn't, in fact), but its sheer ability and exuberant character result in a larger-than-life experience. If you want an alternative to traditional performance vehicles, with near unrivalled prowess in the mud, the Ford Ranger Raptor could be for you. Just make sure you live near some sand dunes, off of which you can launch your expensive toy, although finding some of those in the UK might be a little tricky...

The diesel version of the Raptor has now been discontinued in the UK, but even before that was the case, we would've pointed you towards the V6 petrol version. Its 292PS delivers more fearsome performance, and there probably won't be much difference in real-world fuel economy. This is a go-big-or-go-home kind of vehicle, and it deserves a go-big-or-go-home choice of powertrain.

When Ford offered the Ranger Raptor in EcoBlue diesel form, that version started at around £57,000, although as we've said, that version has now been discontinued. Brand new prices for the petrol-powered V6 model now check in at more than £63,000. That obviously makes it extremely expensive for a pickup truck, but then again, this is no ordinary pickup truck. Compared it with performance cars, or consider its one-of-a-kind ability and appeal, and the pricetag starts to look a bit more palatable, albeit only slightly.

The Ford Ranger Raptor finds itself in a class of its own here in the UK. High-performance pick-up trucks are not a common sight on our shores, meaning the Raptor has no natural predators.

There is the Volkswagen Amarok Aventura to consider, which comes with the option of a 240PS 3.0-litre V6 diesel engine. It's almost as expensive as the Raptor, too.

Given the level of driving fun on offer, true sports cars like the BMW M2 or Porsche 718 Cayman might be in the running, too.

As the performance model in the Ford Ranger lineup, the Raptor is fundamentally the same on the inside as its tamer cousins. Naturally, there has been an attempt to liven things up, including liberal use of the Raptor’s trademark Code Orange hue.

This bold colour is applied to the air vent surrounds, steering wheel and Ford Performance sports seats. It certainly helps elevate the Raptor beyond being just another pick-up truck, adding just enough sporting kudos without becoming too cliched.

Ford says the front sports seats were inspired by those found in a fighter jet, and they are certainly grippy enough should you take flight in the Ranger Raptor. They come with 10-way power adjustment, along with heating and cooling functions, making it very easy to get comfortable.

Be under no illusion, the Ford Ranger Raptor is a large vehicle (see the dimensions section below for specifics). It might not be as big as its American Ford F-150 Raptor cousin, but the Ranger still feels vast by European standards. Navigating a multi-storey car park, or even just tight urban streets, is not for the faint-hearted.

Being so big does make the Ranger Raptor spacious on the inside, with those in the front benefiting from plenty of room. Adults will have no issues with getting comfortable, aided by those electrically adjustable sports seats.

Offered solely in double-cab layout, the Ford Ranger Raptor is relatively spacious in the back as well. The seat-backs are quite upright, but otherwise it is more than usable for carrying adults.

Where the Ranger Raptor finds itself limited in practicality, certainly compared to regular pick-up trucks, is payload capacity. Its trick suspension may be great for off-roading, but it restricts carrying capacity to 631kg in petrol form (this was later boosted to 728kg), or 704kg for the diesel. This is still ample for domestic users, but does see the Ranger Raptor miss out the ability for business users to claim their VAT back.

A standard Euro pallet can still be carried in the Raptor’s load bed, and there are plenty of lashing points to keep everything secure. There is the potential to tow braked trailers weighing up to 2,500kg, too.

Predictably, the Ford Ranger Raptor is a large vehicle. It measures 5,360mm in length, is 2,028mm wide without the door mirrors, and stands 1,926mm tall before any payload is added.

Ford has opted for a fashionable portrait-orientated infotainment touchscreen for the latest Ranger, sharing this setup with the related Volkswagen Amarok. The blue oval’s system is distinct from the German manufacturer’s setup, though, making use of the Ford SYNC4-A operating system.

For the Raptor, this means a 12.3-inch infotainment screen, with large icons that are easy to press and quick to respond. Apple CarPlay and Android Auto smartphone connectivity are included as standard, along with satellite navigation, DAB radio and five USB connections. There is even a windscreen-mounted USB port to power a dashcam.

Compared to the rest of the Ranger lineup, the Raptor benefits from a larger 12-inch digital instrument panel. There is also wireless smartphone charging included as standard, along with a B&O premium sound system with 10 speakers and 360-degree surround-view parking cameras.

Unlike the Volkswagen Amarok, Ford has fitted the Ranger with physical buttons and dials for its dual-zone climate control. This makes it far easier to use in comparison.

A utilitarian pick-up truck is not the typical starting point for a performance vehicle. Thankfully, Ford has done just enough to the Ranger Raptor’s interior to justify its premium price tag.

There is liberal use of soft-touch faux leather and suede fabrics, along with gloss carbon fibre-esque trim and the previously mentioned Code Orange highlights to lift the cabin. If you really go hunting around, naturally you will find some harder plastics being used, but this is still a truck that could live a hard life if needed.

At this price point, sportier alternatives like a BMW M2 or Porsche 718 Cayman will naturally offer a more luxurious interior. But neither of those cars can tow a heavy trailer or bash their way across sand dunes (and still be working at the other end).

Unlike with the previous-generation Ranger Raptor, Ford originally gave UK buyers a choice between petrol or diesel power. More recently, however, the diesel-powered option has been dropped.

No matter, because the twin-turbocharged 3.0-litre V6 EcoBoost petrol engine was always the absolute star of the lineup, anyway. It features a motorsport-derived anti-lag system - typically seen on rally cars or indeed the Ford GT supercar - that helps improve throttle response.

An output of 292PS, along with 491Nm of torque, is considerable for a pick-up truck. Just try not to be too upset that Australian Raptor buyers get a more substantial 397PS, due to not being hobbled by European exhaust emissions rules. Even this lower 292PS output is sufficient for the Ranger Raptor to accelerate from 0-62mph in a swift 7.9 seconds. That's plenty fast enough in a vehicle of this size.

A 10-speed automatic transmission, with paddle shifters made from magnesium, is standard. It changes gear rapidly, helping to maximise the Ranger Raptor’s performance and reward drivers who use the paddles.

If you did fancy hitting the used car market to find a diesel-powered Raptor, it uses a 2.0-litre EcoBlue bi-turbo four-cylinder engine, which was carried over from the previous model, paired with the same 10-speed automatic transmission. It produces 210PS and 505Nm of torque, and the 0-62mph time increases to a more sedate 10.5 seconds.

As a true off-roader, four-wheel drive is standard for the Ranger Raptor, with a selectable two-speed transfer case. A locking rear differential is fitted, while petrol models have a front locking differential as well.

Putting the Raptor in rear-wheel-drive mode, combined with big torque and off-road biased tyres, can result in a truck that feels keen to go sideways...

At the heart of the Ford Ranger Raptor’s appeal are its special Fox suspension dampers. These transform the vehicle into a true off-road racer, rather than a humble pick-up truck.

There is a choice of seven driving modes, starting with Normal, and taking in options such as Rock, Mud, Ruts and Baja, all of which help the Ranger Raptor adapt to off-road conditions.

On petrol-powered models (the only ones available these days), the Fox dampers come with ‘Live Valve’ technology. This sees the suspension react in real time to what is happening, even detecting when the Raptor is airborne. The dampers also adapt to hard acceleration, preventing the truck from squatting down under full power.

The bonus of such clever suspension is a ride quality that feels surprisingly smooth and well-mannered for a pick-up truck. There is a degree of body-roll, as should be expected from a vehicle this tall, but the Ranger Raptor is far more controlled than you might think at first glance.

Being such a large vehicle, it is useful that the Ranger Raptor comes with typically accurate Ford steering, even if there isn't huge amounts of feedback through the wheel.

Chunky off-road tyres will help make the Ranger Raptor feel unstoppable in the dirt, but naturally have their limitations when driving on tarmac. Reassuringly, the brakes are more than up to the task of stopping the big Ford as well.

Refinement in the context of the Ford Ranger Raptor is perhaps best judged on the number of options available for the exhaust system. Petrol models come with an Active Exhaust Valve, with varying degrees of loudness depending on the driving mode selected via a steering wheel-mounted button.

The wildest Baja mode is - according to Ford - intended only for off-road use, but the temptation of the guttural roar it creates will be hard to resist.

Aside from its exhaust, the Ford Ranger Raptor is surprisingly refined for a performance pick-up truck. It can make for an effective long-distance cruiser on the road, with even its huge tyres not generating too much noise.

For all the talk of performance and crazy off-road ability, the Ford Ranger Raptor should also be a safe pick-up truck. Not least because it is built to take on almost anything you can throw at it.

When tested by the Euro NCAP safety organisation, the Ford Ranger received the maximum five-star rating. This included an impressive 84 percent score for adult occupant protection, plus 90 percent for child occupants.

Standard safety equipment includes a wealth of airbags, including one for the driver’s knees, and Isofix child seat attachments in the rear.

For the Ranger Raptor, there is also intelligent adaptive cruise control, active park assist, blind-spot assist and an intelligent speed limiter. Automatic Matrix LED headlights and rain-sensing windscreen wipers are fitted, along with Ford’s Quickclear heated front windscreen.

A twin-turbocharged 3.0-litre V6 petrol engine powering a four-wheel-drive pick-up truck weighing almost 2,500kg: it’s not exactly an ideal starting point for good fuel economy. On the official combined WLTP test cycle, the petrol-powered Ranger Raptor returns an average of just 20.6mpg. Using all its performance will see this number fall even further, of course.

And don't think that seeking out the 2.0-litre EcoBlue diesel version of the Ranger Raptor on the used car market turns it into a fuel miser, either. On paper, the diesel can average 26.6mpg, but the reality is likely to be closer to the petrol Raptor.

Whichever way you cut it, then, the Raptor will cost you an absolute bomb in fuel, but then again, you'll be expecting that.

The Raptor comes with a three-year warranty. There's no mileage limit for the first year, but the next two years are capped at 60,000 miles. That's bare-minimum stuff in this day and age.

Service intervals for the Raptor are every one year or 12,500 miles, whichever occurs first.

As a desirable high-performance pick-up truck, it should come as no surprise that the Ford Ranger Raptor will not be cheap to insure.

Picking the diesel-powered Raptor sees a group 43 (out of 50 groups in total) insurance rating. The more powerful V6 petrol is also placed in the same group.

Curiously, this is still lower than the group 45 rating applied to the related Volkswagen Amarok Aventura.

Somewhat confusingly, despite the Ford Ranger Raptor not being viewed as a light commercial vehicle by HMRC, the DVLA treats it as one for VED (road tax) purposes.

This means drivers will be able to register it as a light commercial vehicle and pay an annual charge of £360.

However, the lack of a one-tonne payload capacity means VAT cannot be reclaimed when purchasing a Ranger Raptor. Company car Benefit-in-Kind tax rates will also be extremely high, costing those in the 40 percent tax bracket more than £750 a month.