Ford Ranger Raptor V6 2022 Review

There are utes, there are go-fast utes and then there is the new 2022 Ford Ranger Raptor.

Continuing a rich lineage of homegrown hay-hauling performance – one put on pause with the axing of the local car-making industry – the second-generation, Aussie-developed Ranger Raptor is finally here.

Make no mistake, Ford’s newest flagship marks the introduction of the ‘super ute’ genre in the mid-size dual-cab segment – offered with the kind of performance content out of the box to put its rivals to shame.

But the big question of on-road ability remains a mystery. As you’re about to read, the Raptor gets full marks there too.

Ford Australia has earmarked September 19 as the official release date for the new 2022 Ford Ranger Raptor.

For those yet to place an order, the car-maker says the wait time has now extended to 10 months and counting.

That’s despite an official price tag of $85,490 plus on-road costs, a circa-$6000 increase compared with its highly respected and popular predecessor.

That additional outlay buys you a whole new level of performance led by a 292kW/583Nm 3.0-litre twin-turbo V6 petrol engine that replaces the first-gen’s 2.0-litre biturbo-diesel four-cylinder, a new permanent 4x4 system, driver-adjustable Fox coil-over shocks, a lockable front diff and an active exhaust to go with the redesigned T6 ladder frame and overhauled 10-speed auto that are key aspects of the tech package. More on that in the next section.

There’s also a stack of additional standard equipment in Raptor take two, including a 10-speaker Bang & Olufsen audio system, 12.4-inch digital instrument cluster with proper tachometer, and Ford Performance leather-accented 10-way power-adjustable seats and trimmings in its Code Orange hero colour.

In terms of design, the Raptor is distinguished by a unique F-O-R-D block letter grille and standard Matrix LED headlights.

It features unique front and rear guards, and a standalone bonnet with fully operational vents.

Beneath the bonnet resides three horizontal slots that would normally be occupied by cool compact daytime running lights in the larger Ford F-150 Raptor. It’s understood Ford Australia engineers had similar plans for the Ranger Raptor but were stopped in their tracks because of ADR compliance…

Elsewhere, the Raptor continues with a 2.3mm-thick steel front bash plate and tow hooks front and rear, plus 17-inch BF Goodrich K02 tyres mounted on alloy wheels. A full-size spare is standard.

The Raptor also gets a spray-in bed liner standard plus tray lighting and a 12-volt power outlet, but misses out on the much-vaunted tray in-steps offered on other Ranger models because of its outboard dual exhaust system.

Sadly, the Raptor isn’t sold with even a tonneau soft cover at this price. And it also misses out on the moveable aluminium tie-down rails of lesser Ranger utes.

Like the rest of the higher-spec Ranger line-up, the Raptor includes zone lighting, side steps and LED tail-lights and front fog lamps.

Inside, there’s dual-zone climate control (now with rear air vents), a standalone steering wheel design, electronic shifter and electric parking brake, front seat heating (though no cooling on account of its bucket chairs), ambient lighting, 12V and USB ports and wireless charging.

The Raptor’s infotainment equipment is comprehensive. Along with Ranger Wildtrak it gets the larger 12-inch centre console touch-screen housing Ford’s SYNC 4A system. Within that you’ll find wireless Apple CarPlay and Android Auto, embedded sat-nav, Bluetooth and a digital radio.

Like all Rangers, Raptor comes with an embedded modem and the FordPass app that enables things like remote start and vehicle locator.

There’s also a significant safety story here that is expected to result in a five-star ANCAP rating. At the core of it all is an autonomous emergency braking (AEB) system fitted with a better camera, adaptive cruise control with stop-and-go, traffic sign recognition and lane centring.

A segment first is blind spot monitoring that covers a trailer if you are towing. Up to 10 trailers can be programmed into the system memory.

Other new driver assist features include rear cross traffic alert, reverse brake assist, evasive steer assist, post-impact braking and road edge detection.

The Raptor offers a new 360-degree camera with a split screen, plus front-facing and rear-facing views.

All Rangers including Raptor now get nine airbags including front-centre and front passenger knee airbags.

The Raptor is covered by a five-year/unlimited-kilometre warranty and comes with 12-month/15,000km service intervals.

Capped-price serving is charged at $329 for each of the first four visits to the dealer, including oil and filter replacements.

The shiny new surface treatments on the 2022 Ford Ranger Raptor are matched by an arsenal of bona fide performance parts underneath – headed by its powerful new donk.

The DOHC 24-valve direct-injection 3.0-litre twin-turbo EcoBoost petrol makes 292kW at 5650rpm and 583Nm at 3500rpm.

For reference, that’s almost double the power and a touch more torque than the previous model’s 157kW/500Nm Panther 2.0-litre diesel.

The petrol V6 is mated to a 10-speed automatic transmission which is differentiated slightly from the diesel V6 found in other Ranger models, with drive shuffled to all four wheels via a BorgWarner torque-on-demand permanent 4x4 system with two-speed transfer case.

The V6 employs an anti-lag system in Baja mode that keeps the turbochargers spinning for up to three seconds after the driver lifts off the throttle to ensure rapid-fire response when the throttle is pressed again.

There’s also an active exhaust valve which changes volume depending on which driving mode you’re in, matched to a synthesised cabin noise, integrated “because the exhaust outlets are so far from the cab”.

Ford officials say the new Ranger Raptor is indeed “hot hatch quick” but are reticent to nominate an official 0-100km/h time. In the right hands, carsales understands a 5.8sec dash is possible and we achieved close to that on test.

Fuel consumption with the V6 officially climbs from 8.2 to 11.5L/100km – but in welcome news, it is compatible with 91RON unleaded. Ford says premium unleaded fuel will improve performance, but isn’t compulsory.

The Raptor’s carryover 80-litre fuel tank capacity potentially precludes it from some of the long-journey adventures many Ranger owners lust after – though to be fair, cross-country adventures are strictly in its remit.

Engine aside, other upgrades for the new Raptor include moving from passive to adaptive Fox Shox Live Valve Internal ByPass dampers, with on-road and off-road tunes.

The shocks, which offer adjustable compression damping, work with the familiar Raptor suspension set-up of aluminium double-wishbone front-end and live axle with coils and a Watts link at the rear.

The Raptor also gets a strong power steering motor, which enables its own EPAS electric power-assist steering tune.

The box section frame has been toughened and reinforced compared to the standard Ranger. Hill descent control has been replaced by an off-road low-speed cruise control called Trail Control. The lockable Dana front diff adds to its predecessor’s locking rear diff.

The driver-selectable modes available with Raptor are Normal, Sport, Slippery, Mud/Ruts, Sand, Baja and Rock Crawl. The drivetrain, steering, dampers and exhaust are all impacted by twirling the dial although not everything changes every time. For instance, the dampers have three tunes: Normal, Off-Road and Sport.

The wheelbase of the Raptor extends 50mm, but the 1710mm track widths are unchanged.

In terms of payload and towing, the Raptor largely carries over with 708kg and 2500kg (braked) respectively. The top perimeter of the tray is now adorned in plastic trim, offering more protection than before.

We’ve driven a prototype 2022 Ford Ranger Raptor in the desert, but this marks our first foray in a production model on Australian roads.

And what a first impression the second-gen Raptor imparts.

Stepping up into the driver’s seat marks a noticeable uplift in cabin presentation, quality and outright wow factor. Soft-touch materials now adorn many of the key contact points, and there is a genuine point of difference from lesser Ranger variants to help validate the additional outlay.

Ford’s new 12.0-inch touch-screen integrates well with the car-maker’s new SYNC4A software to provide seamless navigation of native menus and smartphone mirroring apps alike.

Likewise, the physical switchgear on the steering wheel, centre fascia and centre console enable an inherent ease of use and functionality.

Elsewhere, the seats are comfortable and the Raptor makes a meaningful improvement in its storage cubbies, flip-out cup holders and incidental hidey holes.

Rear air vents are a welcome addition in the second row, as are the Raptor’s unique seat cushions and power outlets. Sadly, Ford is still working through red tape with the 230-volt power outlet in the new model in Australia, meaning the first vehicles will miss out entirely.

As before, the Ranger gets dedicated top tether points across the rear bench, allowing for more secure installation of child seats. Also back there is the sub-woofer and amplifier, well out of harm’s way.

To be clear, the Ranger Raptor feels decisively better executed inside and out. It’s a positive portent to the way it drives as well.

Depressing the column-mounted starter button, the Raptor makes a massive departure from its predecessor in noise and vibration harshness, no longer beset with the unmistakeable diesel clatter at idle speed.

Rather, the petrol V6 feels smooth and refined, and while its new electric gear shifter requires some adjustment, the transition to low-speed and around-town passage is equally harmonious.

The twin-turbo six feels nonchalant and unfazed in regular conveyance, working with the 10-speed auto to provide positive and well-timed shifts.

In-gear acceleration is seamless too, with adequate shove for overtaking manoeuvres and all-wheel drive grip endowing the Raptor with excellent stability during spirited driving.

On an initial 45-minute drive loop mostly comprising 70-80km/h speed limits, we averaged 12.1L/100km – marginally above the claim. But we’ll reserve full judgement on efficiency for a more thorough assessment.

The other immediate character trait is that of the steering, which is loaded with excellent weighting and feedback on-centre and off-centre – the kind you’d expect from a bona fide performance car.

At low speeds, this feels like a completely manageable and easy-to-use proposition, assisted by overhead cameras and well-honed electronics and safety aids.

Equally, the Raptor indeed feels more mechanically detailed and articulate in the one-per-cent details. The ride offers a better connection with the road underneath; it’s almost as if the circa-2.5-tonne kerb weight is suctioned to the ground rather than hovering above it.

The improvements in structural rigidity mean there is less wobble and flexing than its predecessor, yet the improved active dampers mean it yields little in the way of initial bump compliance.

The primary ride’s richer feedback means you’ll occasionally feel some more initial pitter-patter obstacles transferring through the cabin. But, importantly, everything is progressive and metered, and there is never any thudding or crashing to speak of.

And, crucially, the Ranger Raptor manages to iron out most of the tremoring that afflicts dual-cab utes.

The sum of all this is that the Ranger offers a more communicative driving experience than before. In the absence of diesel clatter, tyre roar from the BF Goodrich rubber also feels heightened; it’s not, everything else is just more subdued.

Of course, the major feat of engineering is reserved for closed-road driving. In our mind, nothing this side of the $200,000 RAM 1500 TRX comes close to the broad performance envelope of the Ranger Raptor. And even then, there are situations where the Ford makes the larger RAM feel like a blunt instrument, such is its level of precision and tuning.

On a high-speed 2km off-road course, the Raptor soaks up imperfections beneath with grace and offers almost maniacal progress out of chewed up and off-camber corners.

At no point do we feel like we’re approaching the flagship Ranger’s limits. It simply laps up everything before it and provides a comprehensively better experience than the previous Raptor, which we also test for good measure.

The V6’s anti-lag function is critical in this instance, keeping the engine on boost and avoiding the three-or-so-second delay that afflicts the old diesel.

But as Ford engineers rightly point out, it’s the new live dampers that are the secret sauce in the new Raptor. They deliver incredibly progressive compression all the way through the stroke, and are equally measured in rebound.

Jumps, huge holes in the ground, acceleration bumps; nothing seems to faze the new Raptor.

Little wonder Ford is contemplating entering the Finke Desert Race production class in 2023.

On a separate slow-speed off-road course, it’s more of the same: the Raptor offers ample articulation and is complemented by the engine’s grunt, umpteen off-road functions and handy touches like the forward-facing, rear-facing and overhead cameras. It’s all a cinch.

For all the hype, anticipation and demand surrounding the 2022 Ford Ranger Raptor, we have to say this is one of the Blue Oval’s most memorable offerings in recent memory.

Not because it’s attainable (in performance pricing terms), or fun, or functional, or downright quick.

But because it is all of the above: a dual-cab ute that in our mind is without peer.

Welcome to the new benchmark in our hay-hauler obsession. A super-ute if ever there was one.

How much does the 2022 Ford Ranger Raptor cost?
Price: $85,490 (plus on-road costs)
Available: Now
Powertrain: 3.0-litre V6 twin-turbo petrol
Output: 292kW/583Nm
Transmission: 10-speed automatic
Fuel: 11.5L/100km (ADR Combined)
CO2: 262g/km (ADR Combined)
Safety rating: Not tested