PROS – Awesome handling, high tech features, solid build
CONS – Fuel-thirsty, high price
When Ford first introduced the second-generation Ranger Raptor at the Bangkok Motor Show in 2022, the 2.0-liter turbo diesel engine from the first generation was replaced with a petrol V6 twin turbo powerplant that pumped out almost 300 horsepower and 600Nm of torque.
Despite the new model coming with a petrol engine, sales the Raptor V6 did take off with more orders being placed for this variant than the regular Ranger pickup trucks during the Motor Show period. Of the 3,500 orders Ford received at the event, up to 1,610 orders were placed for the Raptor V6 versus 979 orders for the lower Ranger variants.
But the question always remained: Will Ford re-introduce a diesel variant for the Raptor and if so, when would it be available?
Well, after a year of selling only the petrol variant, Ford finally decided to revive the 2.0-liter bi-turbo diesel engine, which helped Ford fish out any remaining customers for the Raptor, as well as enabling it to legitimately compete in the Asian Cross Country Rally (which Ford performed very well in its second year of participation).
The current pricing of the Raptor diesel is Bt1,799,000, which makes it the most expensive diesel-powered pickup truck in the Thailand. That’s Bt150,000 lower than its petrol sibling and it misses out on some cool features, such as live valve internal bypass dampers, Active Valve Exhaust and Bang & Olufsen audio system.
Design
There’s little to differentiate the diesel and petrol Raptor in terms of exterior design except the 17-inch wheels as well as the dual exhaust from the V6 powerplant.
The Raptor models get a large black front grille with large Ford lettering along with intelligent Matrix LED headlights with C-shaped DRLs and black front bumper with silver bash plate design that doesn’t look too convincing. But there’s a genuine steel underbody protection for serious off-road and cross-country driving.
Compared to the standard Ranger, the Raptor gets a stretched wide body treatment with fender flares that gives it an aggressive look. This is way better than the cut-paste fenders in the Hilux Revo GR Sport.
Heavy-duty powder black side steps provide easy access and exit to the cabin, although they tend to get stuck during heavy off-roading.
The Code Orange exterior body color on our test truck costs an additional Bt10,000, but and the power roller shutter is also optional, putting you back another Bt40,125. I like the roller shutter which is operated via a switch near the lighting controls, allowing you to store valuables in the pickup bed.
There’s a bedliner with partition slots as well as 12V and 230V (400W) outlets, although the tailgate comes with a mechanical easy-lift feature rather than gas struts (powered tailgate would even be better!).
The Raptor diesel comes with 17-inch wheels fitted with highly-respected BF Goodrich KO2 tires which are surprisingly good in terms of noise level being all-terrain tires
Like other Ranger variants, the main highlight on the console is the large 12.4-inch digital driver display and the tablet-style 12-inch center touchscreen, which is still the best in the market after two years.
The Raptor comes with the latest Ford SYNC 4A infotainment system along with wireless smartphone connection and remote features. Users can adjust the climate control system via the touchscreen or physical controls below the screen, which is easier to carry out while driving.
There are both USB Type-A and Type-C ports along with a wireless phone charger, and the rear passengers now get air vents, which was lacking in the first-gen Raptor, and more USB ports. Numerous upfitter switches are provided, allowing easy installation for add-ons like winches and foglamps.
The interior features a serious black and orange theme with large soft touch areas, while the ambient lighting is in amber. The Raptor gets its own multi-function steering wheel with orange center marking. The Raptor is also the only Ranger variant to feature steering wheel shift paddles.
The 10-speed automatic transmission is operated via an e-Shifter that is pretty advanced, especially when shifting on its own when Active Park Assist is engaged.
The Raptor comes with full ADAS package including 360-degree camera, adaptive high beam and adaptive cruise control (with stop and go and lane centering).
The upholstery consists of a mix between what Ford calls “Raptor Leather” and synthetic leather, with both front seats coming with 10-way power adjustment. The front seats come with Raptor lettering and large side bolsters that keep occupants nicely in place during hard driving.
Rear passengers get good headroom and average legroom, along with center armrest, although the seat cushion and backrest are pretty flat rather than sporty like the front pair.
Ford has not offered a sunroof in the Raptor, which I think would be a good addition to this variant, at least as an option.
Performance
The Raptor’s 2.0-liter bi-turbo diesel engine is capable of pumping out 210 horsepower at 3,750rpm and 500Nm of torque from 1,750-2,000rpm, which is one of the highest in the market.
The engine is mated to a 10-speed automatic gearbox — both are carried over from the previous generation but have gone through improvements that help it achieve Euro 6 emission standards (while Thai regulations require only Euro 5).
It is a pity that Ford has not decided to offer the 3.0-liter V6 turbo diesel available in the Ranger Wildtrak and Everest Platinum, which pumps out a whopping 250 horsepower and 600Nm, in the second-gen Ranger Raptor.
While the 2.0-liter bi-turbo diesel provides the Raptor with plenty of horsepower and torque compared to most of its Japanese rivals in the market, its only weakness is the fuel consumption, which is claimed at 9.43km/liter. That’s considerably higher than the 190-hp Isuzu D-Max V-Cross (13.8km/l) and even the 224-hp Toyota Hilux Revo GR Sport (11.9km/liter).
Nevertheless it’s still more fuel-efficient than the petrol V6 Raptor, which averages at 8.7km/liter (and in most cases you’ll be doing worse than that).
Acceleration from 0-100km/h takes roughly 10.5 seconds and you can get the Raptor to a top speed of 180km/h. Although the exhaust note is incomparable to that of the Raptor V6 (which could be heard from kilometers away), this diesel engine does offer a sporty note when compared to other diesels.
In my point of view, the real highlight in the Raptor is not the drivetrain but the suspension set up that gives this sports pickup an uncanny character.
At the front you get aluminium double wishbones with 2.5-inch FOX internal bypass shock absorbers and stabilizer while the rear features coil-over FOX internal bypass reservoir dampers and Watt’s Link. Although they may not match the live valve dampers offered in the Raptor V6, the FOX dampers offered in the diesel-powered Raptor still puts it above the rest of the field.
There’s plenty of stability on the highway as well as on dirt roads, and even quick evasive maneuvers can be done effortlessly, which is something you don’t expect from the pickup truck.
Cornering performance is also way up there, with the Raptor maintaining its composure through high-speed curves, while its beefy steering also adds to the confidence level.
While many would associate the Raptor’s outstanding suspension with cross country jumps and slides, it also provides occupants with a firm and smooth ride in day-to-day use.
The braking system has also been upgraded to large ventilated discs both front and rear, providing the Raptor with powerful stopping performance.
In terms of drive modes, the Raptor comes with plenty. The driver can select not only sport or slippery, but various off-road modes including mud ruts, sand and Baja (high-speed cross-country).
According to Ford, each selectable drive mode adjusts a number of elements from engine and transmission to ABS sensitivity and calibration, traction and stability controls, exhaust valve actuation, steering, throttle response and even the instrument cluster and center touchscreen. And depending on the mode, the color scheme of the digital displays changes to match the mode.
A cool feature is Trail Control, which is like cruise control for off-roading. The driver simply selects a set speed (less than 32km/h), and the vehicle manages acceleration and braking while the driver concentrates on steering through difficult terrain.
An electronic rear diff-lock is provided but to engage it you need to get into the infotainment screen settings rather than by pressing a physical button. According to the specs, the ground clearance is 272mm while the maximum wading depth is 850mm.
The driver display layout is different from the regular Ranger variants, with priority being given to conventional dials for the rev counter and speedo, with a slight tough of modernism. Ford is still the only manufacturer offering fully digital driver displays in its pickup trucks in Thailand.
Meanwhile, the transfer case provides drivers with 2H, 4H, 4L as well as 4A which is fully-automatic, switching between rear- and all-wheel-drive when necessary. A front camera also helps the driver see the front view more clearly whenever the 4WD system is engaged (great for steep inclines).
A small setback for heavy off-roading is the large side step, which often gets scraped when you drive over a rocky terrain. But if you consider the Raptor as a truck to be used for high-speed cross-country environment rather than slow rock climbing, then it would start to make sense.
Verdict
The Ford Ranger Raptor 2.0 bi-turbo has positioned itself at the top of the apex when it comes to diesel-powered pickup trucks. There is a price to pay and it’s pretty damn high, but for those who want the best pickup there is just no other option.
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