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The Ford Ranger Raptor Thread
- Thread starter FiestaST
- Start date
FiestaST
Honorary Master
CarAdvice review
[video=youtube_share;h50GjQtCyI8]https://youtu.be/h50GjQtCyI8[/video]
[video=youtube_share;h50GjQtCyI8]https://youtu.be/h50GjQtCyI8[/video]
FiestaST
Honorary Master
Ford says Ranger Raptor’s engine can handle ‘highest stress’
As the new Ford Ranger Raptor prepares to roll out to initial markets across the Asia Pacific region, the Blue Oval brand has promised that the bakkie’s new engine will be “up to the task of handling the stresses of high performance”.
As a reminder, the Ranger Raptor will be powered by a new twin-turbo 2,0-litre four-cylinder diesel engine (built at the Struandale engine plant in Port Elizabeth), producing 157 kW and 500 N.m, and mated to a ten-speed automatic transmission.
The automaker says this new four-pot will offer both high performance and high efficiency, thanks to its combination of a small high-pressure turbo and a large low-pressure turbo. And Ford promises it will be hardy, too.
“You will never have to worry about whether it will be up to the task of handling the stresses of high performance, as the powertrain has been designed from day one for the most powerful and highest stress applications,” said Ford.
“This includes running a thermal cycle on the engine, heating both turbos to the point of glowing red for 200 hours non-stop. The high-grade alloy turbo housing ensures durability up to 860℃ exhaust temperature, while the turbo bearings and low-pressure turbo are being water-cooled to reduce temperature and protect the air induction components,” the brand added.
Scheduled to launch in South Africa in the first half of 2019, the new Ranger Raptor will be produced both in Thailand and at the Silverton Assembly Plant in Pretoria, South Africa.
“The standout experience of the Ranger Raptor, hands down, is how far you can push it off-road versus any other available standard production road vehicle, and still provide amazing ride comfort on-road,” said Damien Ross, chief programme engineer for the Ford Ranger Raptor.
“Everything about the Ranger Raptor builds on the already outstanding sophisticated feel and functional capability of the Ranger, and then goes further. From a driving dynamics and fun standpoint, it is really an exceptionally special truck.”
Ford says the Ranger Raptor’s chassis frame was “specifically designed” for the vehicle to travel at high speeds off-road and “endure the punishment that off-road racing provides”. The coilover rear suspension uses a Watt’s link setup with solid rear axle.
The braking system uses twin-piston calipers at the front (increased by 9,5 mm in diameter), while the ventilated rotors measure in at 332 x 32 mm. At the rear, you’ll find disc brakes with an actuation master cylinder and booster. The 332 x 24 mm rear rotors are ventilated and coupled with 54 mm calipers.
The dampers come courtesy of Fox Racing, with 46,6 mm pistons fore and aft, while the all-terrain 285/70 R17 rubber is provided by BF Goodrich. The Ranger Raptor also comes with underbody protection. A so-called “terrain management system” is included, offering six driving modes (normal and sport for on-road use and grass/gravel/snow, mud/sand, rock, and Baja modes for off-road use).
http://www.carmag.co.za/news/ford-says-ranger-raptors-engine-can-handle-highest-stress/
As the new Ford Ranger Raptor prepares to roll out to initial markets across the Asia Pacific region, the Blue Oval brand has promised that the bakkie’s new engine will be “up to the task of handling the stresses of high performance”.
As a reminder, the Ranger Raptor will be powered by a new twin-turbo 2,0-litre four-cylinder diesel engine (built at the Struandale engine plant in Port Elizabeth), producing 157 kW and 500 N.m, and mated to a ten-speed automatic transmission.
The automaker says this new four-pot will offer both high performance and high efficiency, thanks to its combination of a small high-pressure turbo and a large low-pressure turbo. And Ford promises it will be hardy, too.
“You will never have to worry about whether it will be up to the task of handling the stresses of high performance, as the powertrain has been designed from day one for the most powerful and highest stress applications,” said Ford.
“This includes running a thermal cycle on the engine, heating both turbos to the point of glowing red for 200 hours non-stop. The high-grade alloy turbo housing ensures durability up to 860℃ exhaust temperature, while the turbo bearings and low-pressure turbo are being water-cooled to reduce temperature and protect the air induction components,” the brand added.
Scheduled to launch in South Africa in the first half of 2019, the new Ranger Raptor will be produced both in Thailand and at the Silverton Assembly Plant in Pretoria, South Africa.
“The standout experience of the Ranger Raptor, hands down, is how far you can push it off-road versus any other available standard production road vehicle, and still provide amazing ride comfort on-road,” said Damien Ross, chief programme engineer for the Ford Ranger Raptor.
“Everything about the Ranger Raptor builds on the already outstanding sophisticated feel and functional capability of the Ranger, and then goes further. From a driving dynamics and fun standpoint, it is really an exceptionally special truck.”
Ford says the Ranger Raptor’s chassis frame was “specifically designed” for the vehicle to travel at high speeds off-road and “endure the punishment that off-road racing provides”. The coilover rear suspension uses a Watt’s link setup with solid rear axle.
The braking system uses twin-piston calipers at the front (increased by 9,5 mm in diameter), while the ventilated rotors measure in at 332 x 32 mm. At the rear, you’ll find disc brakes with an actuation master cylinder and booster. The 332 x 24 mm rear rotors are ventilated and coupled with 54 mm calipers.
The dampers come courtesy of Fox Racing, with 46,6 mm pistons fore and aft, while the all-terrain 285/70 R17 rubber is provided by BF Goodrich. The Ranger Raptor also comes with underbody protection. A so-called “terrain management system” is included, offering six driving modes (normal and sport for on-road use and grass/gravel/snow, mud/sand, rock, and Baja modes for off-road use).
http://www.carmag.co.za/news/ford-says-ranger-raptors-engine-can-handle-highest-stress/
FiestaST
Honorary Master
Ford Ranger Raptor’s claimed 0-100 km/h time revealed…
Despite the Ranger Raptor having been officially unveiled as long ago as February 2018, Ford has been cagey about its off-road bakkie’s performance figures. Until now. Yes, a few interesting details (including a claimed 0-100 km/h time) have emerged from the international launch Down Under.
Powered by a fresh, twin-turbo 2,0-litre four-cylinder diesel engine worth 157 kW and 500 N.m (and mated to a new ten-speed automatic transmission), Ford Performance claims that the new double-cab bakkie will complete the 0-100 km/h sprint in 10,5 seconds, before topping out at 170 km/h. It’ll sip at 8,2 L/100 km, says the brand.
A little rudimentary maths will tell you that the Ranger Raptor’s claimed sprint time makes it around 2,5 seconds slower to the three-figure mark than both the (larger-engined) Volkswagen Amarok V6 and Mercedes-Benz X350d.
Of course, the Blue Oval brand has already emphasised that the Ranger Raptor is “not about the engine”, with Jamal Hameedi, chief engineer at Ford Performance, telling us at the reveal in Bangkok in February that “if you’re talking about power; if you’re focused on power, that’s not a Raptor. That’s not what Raptor’s about. It’s about the chassis and the suspension”.
Speaking to motoring.com.au at the launch, Trevor Worthington, Ford Asia Pacific’s vice president of product development, added that the 2,0-litre engine delivered a strong balance of performance, fuel economy and refinement.
“There’s this thing called engine capacity, which some customers get hung up on, and some customers really don’t care [about],” Worthington told the Australian publication. “At the end of the day, people have got to drive the car and really experience it.”
http://www.carmag.co.za/news/ford-ranger-raptors-claimed-0-100-km-h-time-revealed/
Despite the Ranger Raptor having been officially unveiled as long ago as February 2018, Ford has been cagey about its off-road bakkie’s performance figures. Until now. Yes, a few interesting details (including a claimed 0-100 km/h time) have emerged from the international launch Down Under.
Powered by a fresh, twin-turbo 2,0-litre four-cylinder diesel engine worth 157 kW and 500 N.m (and mated to a new ten-speed automatic transmission), Ford Performance claims that the new double-cab bakkie will complete the 0-100 km/h sprint in 10,5 seconds, before topping out at 170 km/h. It’ll sip at 8,2 L/100 km, says the brand.
A little rudimentary maths will tell you that the Ranger Raptor’s claimed sprint time makes it around 2,5 seconds slower to the three-figure mark than both the (larger-engined) Volkswagen Amarok V6 and Mercedes-Benz X350d.
Of course, the Blue Oval brand has already emphasised that the Ranger Raptor is “not about the engine”, with Jamal Hameedi, chief engineer at Ford Performance, telling us at the reveal in Bangkok in February that “if you’re talking about power; if you’re focused on power, that’s not a Raptor. That’s not what Raptor’s about. It’s about the chassis and the suspension”.
Speaking to motoring.com.au at the launch, Trevor Worthington, Ford Asia Pacific’s vice president of product development, added that the 2,0-litre engine delivered a strong balance of performance, fuel economy and refinement.
“There’s this thing called engine capacity, which some customers get hung up on, and some customers really don’t care [about],” Worthington told the Australian publication. “At the end of the day, people have got to drive the car and really experience it.”
http://www.carmag.co.za/news/ford-ranger-raptors-claimed-0-100-km-h-time-revealed/
FiestaST
Honorary Master
Can four play six? Can the Ford Ranger Raptor hold its own against its V6 rivals?
To underscore just how much 2018 has been 'year-of-the-bakkie', Ford’s Ranger Raptor is being experienced by the international media at its global launch this week, as you read this.
Ford fans haven’t had the easiest July, with confirmation that fourth-generation Fiesta ST will not become available locally due to fuel quality concerns.
Softening the ST blow
That means Ranger Raptor has an even greater burden of expectation, as it attempts to soften the blow of disappointment in the wake of Ford’s Fiesta ST announcement.
The bakkie market is especially competitive in South Africa and Ford requires no tutoring on the realties of it, as they are the near most important participant.
With Ranger Raptor, Ford will be marketing at a very limited portion of the double-cab market, one where buyers are willing to pay handsomely for a favoured combination of performance and image. It’s also a part the bakkie market where German V6 diesel double-cabs appear to have an unassailable advantage.
Can four play six?
When Ranger Raptor eventually goes on sale in South Africa next year, VW’s upgraded Amarok V6 and Mercedes-Benz’s X350d will be well entrenched. Both bakkies offer image appeal far superior to most rivals and unapparelled performance.
With power outputs just shy of 200kW and 0-100kph times both below 8 seconds, the V6 double-cabs from VW and Mercedes appear unbeatable as a first choice for those buyers who desire the utility of a bakkie with the acceleration of a junior hot hatch.
In view of Amarok and X350d’s performance numbers, it’s difficult to appreciate how Ford imagines Ranger Raptor will fulfil a destiny of becoming the double-cab of choice for South African bakkie fans who don’t like surrendering their position in the far righthand lane. Not only is the engine 30% smaller than either of its German V6 bakkie rivals, but power figures are notably humbler too.
Has Ford misread the market completely? Or is there a dilution of perspective by most bakkie enthusiasts and the media, obsessing about statistics instead of considering what Ranger Raptor presents as a holistic driving experience?
It’s true that the engine is not impressive when viewed in isolation, yet with a spread of ten-gears it should feel greatly quicker than a peak power output 157kW implies.
Power is nothing without control
What distinguishes Ford’s performance double-cab from its German rivals are components hidden from view, obscured by its wheels. Renowned off-road racing and motorcycle suspension specialist, California’s Fox Racing Shox, has assisted in developing a custom coilover damper set for Ranger Raptor.
Unfortunately, suspension is considered boring by most, as it doesn’t have a specific power output or impact on 0-100km/h acceleration times.
Perhaps the most important influence on a vehicle’s harmonisation of performance, is the quality and sophistication of its suspension.
The ability to ride out bumps or road surface imperfections, without a vehicle being deflected off its intended steering line, is the reason why certain cars, with less power, are quicker than high-output rivals at the Nürburgring.
In an off-road environment it becomes an even greater conduit to delivering a rewarding driving experience. An apt analogy is Porsche’s 911 GT3 RS, which has a lot less power than a 911 Turbo S, but is more revered as a driver’s car, due to its advanced suspension and structural chassis upgrades.
How many bakkie enthusiasts will value Ranger Raptor’s revolutionary Fox suspension technology, is uncertain. But in any analysis between the status of Amarok V6, X350d or Ranger Raptor being South Africa’s ultimate performance bakkie, an argument founded purely on engine output or acceleration numbers is unsound.
Critics of Ranger Raptor will question the benefit of its Fox suspension bits being of no use in ordinary driving conditions, whereas the surge of performance from an Amarok or X350d’s V6 engine is.
That might be true, but when you do happen upon a dune field or specifically challenging terrain, a Ranger Raptor will embarrass any other bakkie by the margin of superiority in its overall turn of speed.
Ranger Raptor might not be the most powerful double-cab available, but it can use nearly all its engine output in terrain that bakkies are designed to conquer, whereas more powerful rivals have to be shepherded at quarter throttle, unless you really enjoy riding rodeo in your seat and blowing suspension seals every few hundred metres.
https://www.wheels24.co.za/OffRoad_...r-hold-its-own-against-its-v6-rivals-20180725
To underscore just how much 2018 has been 'year-of-the-bakkie', Ford’s Ranger Raptor is being experienced by the international media at its global launch this week, as you read this.
Ford fans haven’t had the easiest July, with confirmation that fourth-generation Fiesta ST will not become available locally due to fuel quality concerns.
Softening the ST blow
That means Ranger Raptor has an even greater burden of expectation, as it attempts to soften the blow of disappointment in the wake of Ford’s Fiesta ST announcement.
The bakkie market is especially competitive in South Africa and Ford requires no tutoring on the realties of it, as they are the near most important participant.
With Ranger Raptor, Ford will be marketing at a very limited portion of the double-cab market, one where buyers are willing to pay handsomely for a favoured combination of performance and image. It’s also a part the bakkie market where German V6 diesel double-cabs appear to have an unassailable advantage.
Can four play six?
When Ranger Raptor eventually goes on sale in South Africa next year, VW’s upgraded Amarok V6 and Mercedes-Benz’s X350d will be well entrenched. Both bakkies offer image appeal far superior to most rivals and unapparelled performance.
With power outputs just shy of 200kW and 0-100kph times both below 8 seconds, the V6 double-cabs from VW and Mercedes appear unbeatable as a first choice for those buyers who desire the utility of a bakkie with the acceleration of a junior hot hatch.
In view of Amarok and X350d’s performance numbers, it’s difficult to appreciate how Ford imagines Ranger Raptor will fulfil a destiny of becoming the double-cab of choice for South African bakkie fans who don’t like surrendering their position in the far righthand lane. Not only is the engine 30% smaller than either of its German V6 bakkie rivals, but power figures are notably humbler too.
Has Ford misread the market completely? Or is there a dilution of perspective by most bakkie enthusiasts and the media, obsessing about statistics instead of considering what Ranger Raptor presents as a holistic driving experience?
It’s true that the engine is not impressive when viewed in isolation, yet with a spread of ten-gears it should feel greatly quicker than a peak power output 157kW implies.
Power is nothing without control
What distinguishes Ford’s performance double-cab from its German rivals are components hidden from view, obscured by its wheels. Renowned off-road racing and motorcycle suspension specialist, California’s Fox Racing Shox, has assisted in developing a custom coilover damper set for Ranger Raptor.
Unfortunately, suspension is considered boring by most, as it doesn’t have a specific power output or impact on 0-100km/h acceleration times.
Perhaps the most important influence on a vehicle’s harmonisation of performance, is the quality and sophistication of its suspension.
The ability to ride out bumps or road surface imperfections, without a vehicle being deflected off its intended steering line, is the reason why certain cars, with less power, are quicker than high-output rivals at the Nürburgring.
In an off-road environment it becomes an even greater conduit to delivering a rewarding driving experience. An apt analogy is Porsche’s 911 GT3 RS, which has a lot less power than a 911 Turbo S, but is more revered as a driver’s car, due to its advanced suspension and structural chassis upgrades.
How many bakkie enthusiasts will value Ranger Raptor’s revolutionary Fox suspension technology, is uncertain. But in any analysis between the status of Amarok V6, X350d or Ranger Raptor being South Africa’s ultimate performance bakkie, an argument founded purely on engine output or acceleration numbers is unsound.
Critics of Ranger Raptor will question the benefit of its Fox suspension bits being of no use in ordinary driving conditions, whereas the surge of performance from an Amarok or X350d’s V6 engine is.
That might be true, but when you do happen upon a dune field or specifically challenging terrain, a Ranger Raptor will embarrass any other bakkie by the margin of superiority in its overall turn of speed.
Ranger Raptor might not be the most powerful double-cab available, but it can use nearly all its engine output in terrain that bakkies are designed to conquer, whereas more powerful rivals have to be shepherded at quarter throttle, unless you really enjoy riding rodeo in your seat and blowing suspension seals every few hundred metres.
https://www.wheels24.co.za/OffRoad_...r-hold-its-own-against-its-v6-rivals-20180725
FiestaST
Honorary Master
FiestaST
Honorary Master
FiestaST
Honorary Master
Comprehending the Ford Raptor: Five blasts from the past
The Ford Ranger Raptor is due for release in South Africa soon and will be looking to rattle the establishment, as well as what we've come to know of fast bakkies.
Though it may be instantly recognisable as a Ranger, what lurks beneath all the metal is a bakkie that's been reworked to deliver stellar performance whilst at the same time managing to fly.
Ford's next chapter
Yip, that's right. The Ranger Raptor is lighter, more powerful, and has been specifically tuned to handle any and all airborne endeavours.
For the uninitiated, this is all new and exciting but for those who have had blue blood in their petrol head veins before the iPhone was launched, Ford’s latest high-performance bakkie is but another chapter.
There is a terrifically rich history in building bakkies which are quick enough to get your emergency braai wood to where it needs to be in less time than any other. To better understand how the new Ranger Raptor came into being, we’ve listed a history of Ford’s fastest bakkies below.
Ranchero (1977)
Long, low and definitely not slow. The Ranchero wasn’t that great for ranching cattle, but it was amazingly good at getting ranchers from farm to town in the shortest possible time - when required.
Based on Ford’s large station wagons of the time, you could get them with mighty big engines. And when we say big, we mean gargantuan, as in 7.5-litre V8s. They were even briefly produced locally, at Ford’s Port Elizabeth facility.
F-150 Lightning (1993)
In the early 1990s, Ford decided to do something rather unusual and build a bakkie which could lap racing circuits at a pace not much slower than its Mustang muscle car. The result was this first F-150 Lightning.
Not much was altered with regards to the F-150’s classic bakkie proportions, but behind that imposing grille was a 5.8-litre V8, cranking out 180kW and 460Nm. Those numbers might not sound like much in 2018, but back in 1993, they were plenty – and good enough for 0-100km/h in 7 seconds.
Didn’t handle too tragically around corners either and with special rubber inserts added to the rear-axle’s leaf springs, wheel-hop during full-throttle acceleration was marginally contained.
F-150 SVT Lightning (1999)
Ford’s second-generation F-150 lightning was a pre-millennial bakkie of huge performance, released in 1999. It featured a great many more trick aero and styling bits than the 1993 Lightning's and although the V8 engine was slightly smaller, at 5.4-litres, it now benefitted from a crank-driven boost in the form of an Eaton supercharger. That blower boosted 283kW and 610Nm from the V8, which was sufficient to bother most e39 M5s of the day.
Ford Falcon XR8 (2008)
South Africans require no introduction to the special resonance of an ‘XR8’ badge on any fast Ford. We were, after all, the market mad enough to accept those XR8 Sierras in the mid-1980s.
Bless our southern hemisphere petrolhead cousins in Australia, for they continued this tradition and peaked it with the 2008 Falcon XR8 bakkie.
Long and low like the Rancheros of old, the Falcon was clearly evolved from its sedan namesake. But it could haul a lot more stuff in its loadbed than you ever could in a boot. Quick too, with a 5.4-litre atmospheric V8, which converted unleaded fuel to 290kW/520Nm.
If you were good with the six-speed manual transmission, it would run the 0-100km/h benchmark in six seconds dead. Didn’t have any stability control, though. Hence many ended-up the wrong way around, or upside down, in ditches all over Australia.
Ford F-150 SVT Raptor (2011)
The original first-generation Raptor and a bakkie which established the legend. Generally misunderstood due to its amazing off-road racer styling, the secret to Raptor was all the custom engineering beneath its menacing appearance.
Raptor was a road-legal version of Ford’s Baja 1000 off-road racing bakkies and featured similar long-travel Fox suspension, the kind of stuff you ordinarily can’t buy – even if you have a lot of bitcoin and ask nicely.
Beyond the amazing suspension technology, which enabled it to clear rough terrain at speeds which would break any other bakkie, it was Raptor F-150’s 6.2-litre engine which won over most pundits.
Like all good racing engines, it was naturally-aspirated, and at 302kW, it was certainly not short on power. That you could have it paired to a six-speed automatic and legally registered for road use, was nothing short of amazing.
https://www.wheels24.co.za/OffRoad_...ord-raptor-five-blasts-from-the-past-20180725
The Ford Ranger Raptor is due for release in South Africa soon and will be looking to rattle the establishment, as well as what we've come to know of fast bakkies.
Though it may be instantly recognisable as a Ranger, what lurks beneath all the metal is a bakkie that's been reworked to deliver stellar performance whilst at the same time managing to fly.
Ford's next chapter
Yip, that's right. The Ranger Raptor is lighter, more powerful, and has been specifically tuned to handle any and all airborne endeavours.
For the uninitiated, this is all new and exciting but for those who have had blue blood in their petrol head veins before the iPhone was launched, Ford’s latest high-performance bakkie is but another chapter.
There is a terrifically rich history in building bakkies which are quick enough to get your emergency braai wood to where it needs to be in less time than any other. To better understand how the new Ranger Raptor came into being, we’ve listed a history of Ford’s fastest bakkies below.
Ranchero (1977)
Long, low and definitely not slow. The Ranchero wasn’t that great for ranching cattle, but it was amazingly good at getting ranchers from farm to town in the shortest possible time - when required.
Based on Ford’s large station wagons of the time, you could get them with mighty big engines. And when we say big, we mean gargantuan, as in 7.5-litre V8s. They were even briefly produced locally, at Ford’s Port Elizabeth facility.
F-150 Lightning (1993)
In the early 1990s, Ford decided to do something rather unusual and build a bakkie which could lap racing circuits at a pace not much slower than its Mustang muscle car. The result was this first F-150 Lightning.
Not much was altered with regards to the F-150’s classic bakkie proportions, but behind that imposing grille was a 5.8-litre V8, cranking out 180kW and 460Nm. Those numbers might not sound like much in 2018, but back in 1993, they were plenty – and good enough for 0-100km/h in 7 seconds.
Didn’t handle too tragically around corners either and with special rubber inserts added to the rear-axle’s leaf springs, wheel-hop during full-throttle acceleration was marginally contained.
F-150 SVT Lightning (1999)
Ford’s second-generation F-150 lightning was a pre-millennial bakkie of huge performance, released in 1999. It featured a great many more trick aero and styling bits than the 1993 Lightning's and although the V8 engine was slightly smaller, at 5.4-litres, it now benefitted from a crank-driven boost in the form of an Eaton supercharger. That blower boosted 283kW and 610Nm from the V8, which was sufficient to bother most e39 M5s of the day.
Ford Falcon XR8 (2008)
South Africans require no introduction to the special resonance of an ‘XR8’ badge on any fast Ford. We were, after all, the market mad enough to accept those XR8 Sierras in the mid-1980s.
Bless our southern hemisphere petrolhead cousins in Australia, for they continued this tradition and peaked it with the 2008 Falcon XR8 bakkie.
Long and low like the Rancheros of old, the Falcon was clearly evolved from its sedan namesake. But it could haul a lot more stuff in its loadbed than you ever could in a boot. Quick too, with a 5.4-litre atmospheric V8, which converted unleaded fuel to 290kW/520Nm.
If you were good with the six-speed manual transmission, it would run the 0-100km/h benchmark in six seconds dead. Didn’t have any stability control, though. Hence many ended-up the wrong way around, or upside down, in ditches all over Australia.
Ford F-150 SVT Raptor (2011)
The original first-generation Raptor and a bakkie which established the legend. Generally misunderstood due to its amazing off-road racer styling, the secret to Raptor was all the custom engineering beneath its menacing appearance.
Raptor was a road-legal version of Ford’s Baja 1000 off-road racing bakkies and featured similar long-travel Fox suspension, the kind of stuff you ordinarily can’t buy – even if you have a lot of bitcoin and ask nicely.
Beyond the amazing suspension technology, which enabled it to clear rough terrain at speeds which would break any other bakkie, it was Raptor F-150’s 6.2-litre engine which won over most pundits.
Like all good racing engines, it was naturally-aspirated, and at 302kW, it was certainly not short on power. That you could have it paired to a six-speed automatic and legally registered for road use, was nothing short of amazing.
https://www.wheels24.co.za/OffRoad_...ord-raptor-five-blasts-from-the-past-20180725
FiestaST
Honorary Master
^ that Falcon XR8 is lovely!
FiestaST
Honorary Master
Buyers don’t want a V6-powered Ranger Raptor, says Ford
A high-ranking Ford executive says that customers in markets in which the Ranger is sold “wouldn’t even consider buying” a Ranger Raptor powered by a petrol V6 engine.
The off-road-ready double-cab bakkie draws its urge from a fresh, twin-turbo 2,0-litre four-cylinder diesel engine worth 157 kW and 500 N.m, and mated to a new ten-speed automatic transmission. Ford Performance claims that it will complete the 0-100 km/h sprint in 10,5 seconds, before topping out at 170 km/h.
Speaking to CarAdvice, Trevor Worthington, the Blue Oval brand’s vice president of product development for the Asia Pacific region, said that Ford didn’t ever consider dropping in a six-cylinder unit.
“The vast majority of the 200 markets [in which] we sell Ranger – and when I say a vast majority, I mean 99 percent – are all diesel markets,” Worthington told the Australian publication. “It’d be like turning up with something that people wouldn’t even consider buying,” he added.
“The job always was, what’s the best diesel power pack that we can find, balanced across all the attributes, that’s going to work in all of those markets and with all kinds of people,” Worthington explained.
“This customer with this particular utility is looking for a certain level of outcome related to performance, related to fuel economy, we are convinced that this is the right solution, transmission and engine power pack.
“I think the only V6 diesel that we have is a 3,0-litre V6 and I’m pretty sure it wouldn’t fit even if we tried to make it fit.”
http://www.carmag.co.za/news/customers-dont-want-v6-powered-ranger-raptor-says-ford/
A high-ranking Ford executive says that customers in markets in which the Ranger is sold “wouldn’t even consider buying” a Ranger Raptor powered by a petrol V6 engine.
The off-road-ready double-cab bakkie draws its urge from a fresh, twin-turbo 2,0-litre four-cylinder diesel engine worth 157 kW and 500 N.m, and mated to a new ten-speed automatic transmission. Ford Performance claims that it will complete the 0-100 km/h sprint in 10,5 seconds, before topping out at 170 km/h.
Speaking to CarAdvice, Trevor Worthington, the Blue Oval brand’s vice president of product development for the Asia Pacific region, said that Ford didn’t ever consider dropping in a six-cylinder unit.
“The vast majority of the 200 markets [in which] we sell Ranger – and when I say a vast majority, I mean 99 percent – are all diesel markets,” Worthington told the Australian publication. “It’d be like turning up with something that people wouldn’t even consider buying,” he added.
“The job always was, what’s the best diesel power pack that we can find, balanced across all the attributes, that’s going to work in all of those markets and with all kinds of people,” Worthington explained.
“This customer with this particular utility is looking for a certain level of outcome related to performance, related to fuel economy, we are convinced that this is the right solution, transmission and engine power pack.
“I think the only V6 diesel that we have is a 3,0-litre V6 and I’m pretty sure it wouldn’t fit even if we tried to make it fit.”
http://www.carmag.co.za/news/customers-dont-want-v6-powered-ranger-raptor-says-ford/
FiestaST
Honorary Master
Top questions answered - CarAdvice
[video=youtube_share;SHzsacCbZpE]https://youtu.be/SHzsacCbZpE[/video]
[video=youtube_share;SHzsacCbZpE]https://youtu.be/SHzsacCbZpE[/video]
FiestaST
Honorary Master
DRIVEN: Ford Ranger Raptor Double Cab 2,0 4×4 AT
My foot is flat on the accelerator as the Ranger Raptor floats over a dirt track that’s more akin to a rally stage than a farm road … at more than 100 km/h. The first serious bump appears from the dust and I hesitate. This is the kind of obstacle that could easily rip off the suspension of a standard bakkie before sending it into countless barrel rolls. I expect a frantic “brake … brake!” command from my instructor, but it doesn’t come. Instead, he calmly says “go”.
I brace for impact. The Raptor’s suspension compresses but there’s no spine-crushing jolt. The double-cab bakkie is still utterly composed as the wheels leave the ground, before it returns graciously to terra firma moments later…
The name
The Raptor name is borrowed from the Ford F-150 Raptor that has long captured the imagination of the American public. Whereas a standard “truck” needs plenty of upgrades (and thus the investment of plenty of spare cash) – from the suspension and tyres to the brakes – to stand a chance of effectively covering rough off-road terrain at speed, the big Ford is more than capable enough when leaving the showroom floor. And, according to Hermann Salenbauch, global director of Ford Performance, the Ranger Raptor follows in its big brother’s footsteps, and plays the role of the fifth member of the top echelon of the Blue Oval’s performance range, alongside the aforementioned F-150 Raptor, the GT, the Focus RS and the Mustang Shelby GT350.
Looks
Styling wise, the Raptor takes race-inspired looks to the next level. What contributes to the aggressive but tasteful execution (in contrast to the popular-but-brash aftermarket kits often seen in South Africa) are the increased width (by 150 mm) and increased height (by 50 mm) when compared with a standard Ranger. Indeed, the Wildtrak support vehicle appeared positively tame next to the Ranger Raptor.
Ford Ranger Raptor
Up front, you’ll find a new bumper, tow hooks and bash plate, while the flared wheel arches (using composite material up front) are barely able to contain the massive 285/70 R17 tyres. At the rear, yet more tow hooks and a model-specific bumper can be found, while the tailgate operation is now spring loaded.
Inside, the changes are more subtle. Highlights here include racing seats that manage to be both comfortable and figure-hugging (both necessary when in full flight), a Raptor-specific instrument cluster with an analogue rev counter, a steering wheel with the obligatory Raptor logo (plus red centre position marker) and bespoke gear-shifter treatment.
On the road
The on-tar drive to the remote test location lends me an opportunity to evaluate the Ford’s road manners. Although the suspension is race inspired with coil-over Fox Shocks front and rear, there is a certain plushness to the ride. While I wouldn’t quite class it as passenger car comfort, the experience is markedly more resolved than in the donor vehicle, with much better body control in the bends.
Braking is taken care of by a ventilated disc arrangement. Dynamically, the Ranger Raptor is a joy to pilot and the all-terrain BFGoodrich KO2 tyres provide higher levels of grip on tar than expected, with minimal road noise despite the aggressive tread pattern. But the full range of the tyres’ capability will come to the fore only when the tar ends.
Powertrain
Of course, the elephant in the room is the all-new, bi-turbodiesel engine. Although the on-paper power outputs of 157 kW and 500 N.m eclipse the figures of the current 3,2-litre, five-cylinder unit, they lag behind in the ultimate “power war” numbers of the Volkswagen Amarok V6 and Mercedes-Benz X-Class X350d.
As the extra bracing added to the chassis and suspension upped the mass of the Raptor to 2 332 kg, straight-line performance was never going to be the stand-out feature (which is bad news for robot racers). This was confirmed over lunch by Damien Ross, chief programme engineer, who did not entertain any complaints over the power output and was confident that any doubts would be put to rest after the off-road section…
The new 10-speed, automatic transmission, which was co-developed with General Motors, works a treat and allows the driver to make the most of the willing engine. Large metal shift paddles behind the steering wheel encourage manual control, although this is mostly not required. The standard transfer case of the Ranger is retained, meaning that selectable four-wheel drive and low-range with rear diff-lock is included. A steep quarry section reveals that first gear high-range is sufficient to tackle most low-speed gradients. Low-range, though, provides extreme crawling ability.
Baja mode
But the Raptor is not designed to go slowly. Carving up the dirt track, the Ford makes its driver feel like an off-road-series competitor. Different driving modes are available, but most interesting is the Baja setting, named after the famous Baja 1000 that takes place in Mexico. This mode sees the electronic control systems allow plenty of slip before any “recovery” action is taken.
Ford Ranger RaptorThe new suspension set-up with Watt’s linkage rear axle limits body lean during extreme cornering and the Raptor can easily be coaxed into long, controllable drifts on the sandy surface. In short, the Ranger Raptor encourages hooligan-type behaviour and makes it surprisingly easy to achieve.
Up the ante
Just when I think I have experienced it all, I’m handed a race suit, helmet and neck brace. This is for protection when sitting next to a Ford test driver who is going to give me a taste of what the Raptor went through during its extensive development. Nothing can prepare you for the speed the Raptor is capable of when hitting ruts, jumps and ditches, all without sustaining damage. The closest experience I had had before this was in a Dakar off-road racer … but this is a standard production car!
The short loop is quickly completed, with the Ranger Raptor not showing any strain after what many would consider a severe beating. It is simply unimaginable that the development requirement is 1 600 km (or 1000 miles, as in the Baja race distance) of this type of onslaught during testing.
Summary
The Ranger Raptor is an immensely capable off-road vehicle and its ability in this respect far exceeds that of a standard Ranger … or any other competitor in the segment, for that matter. The fact that these qualities shine through strongest during a full-on dirt-road assault may count against it as such opportunities are not usually available right outside the local showroom floor during the requisite test drive.
Of course, pricing will be key, but many local buyers will likely take the plunge on looks alone and end up using it as a family vehicle – a role it is admittedly perfectly capable of playing. Still, that would be a shame as the Ranger Raptor has been built for traversing barren terrain at high velocities, even if a chequered flag is nowhere to be seen…
Model:Ford Ranger Raptor Double Cab 2,0 TDCi 4x4 AT
Price:TBC
Engine:2,0-litre, 4-cyl, turbocharged diesel
Power:157 kW
Torque:500 N.m
Fuel Consumption:8,2 L/100 km
CO2:212 g/km
Transmission:10-spd auto
Notes
ayload: 758 kg; towing capacity (braked/unbraked): 2 500/750 kg; wading depth: 850 mm
http://www.carmag.co.za/car-reviews/driven-ford-ranger-raptor-double-cab-20-tdci-4x4-at/
My foot is flat on the accelerator as the Ranger Raptor floats over a dirt track that’s more akin to a rally stage than a farm road … at more than 100 km/h. The first serious bump appears from the dust and I hesitate. This is the kind of obstacle that could easily rip off the suspension of a standard bakkie before sending it into countless barrel rolls. I expect a frantic “brake … brake!” command from my instructor, but it doesn’t come. Instead, he calmly says “go”.
I brace for impact. The Raptor’s suspension compresses but there’s no spine-crushing jolt. The double-cab bakkie is still utterly composed as the wheels leave the ground, before it returns graciously to terra firma moments later…
The name
The Raptor name is borrowed from the Ford F-150 Raptor that has long captured the imagination of the American public. Whereas a standard “truck” needs plenty of upgrades (and thus the investment of plenty of spare cash) – from the suspension and tyres to the brakes – to stand a chance of effectively covering rough off-road terrain at speed, the big Ford is more than capable enough when leaving the showroom floor. And, according to Hermann Salenbauch, global director of Ford Performance, the Ranger Raptor follows in its big brother’s footsteps, and plays the role of the fifth member of the top echelon of the Blue Oval’s performance range, alongside the aforementioned F-150 Raptor, the GT, the Focus RS and the Mustang Shelby GT350.
Looks
Styling wise, the Raptor takes race-inspired looks to the next level. What contributes to the aggressive but tasteful execution (in contrast to the popular-but-brash aftermarket kits often seen in South Africa) are the increased width (by 150 mm) and increased height (by 50 mm) when compared with a standard Ranger. Indeed, the Wildtrak support vehicle appeared positively tame next to the Ranger Raptor.
Ford Ranger Raptor
Up front, you’ll find a new bumper, tow hooks and bash plate, while the flared wheel arches (using composite material up front) are barely able to contain the massive 285/70 R17 tyres. At the rear, yet more tow hooks and a model-specific bumper can be found, while the tailgate operation is now spring loaded.
Inside, the changes are more subtle. Highlights here include racing seats that manage to be both comfortable and figure-hugging (both necessary when in full flight), a Raptor-specific instrument cluster with an analogue rev counter, a steering wheel with the obligatory Raptor logo (plus red centre position marker) and bespoke gear-shifter treatment.
On the road
The on-tar drive to the remote test location lends me an opportunity to evaluate the Ford’s road manners. Although the suspension is race inspired with coil-over Fox Shocks front and rear, there is a certain plushness to the ride. While I wouldn’t quite class it as passenger car comfort, the experience is markedly more resolved than in the donor vehicle, with much better body control in the bends.
Braking is taken care of by a ventilated disc arrangement. Dynamically, the Ranger Raptor is a joy to pilot and the all-terrain BFGoodrich KO2 tyres provide higher levels of grip on tar than expected, with minimal road noise despite the aggressive tread pattern. But the full range of the tyres’ capability will come to the fore only when the tar ends.
Powertrain
Of course, the elephant in the room is the all-new, bi-turbodiesel engine. Although the on-paper power outputs of 157 kW and 500 N.m eclipse the figures of the current 3,2-litre, five-cylinder unit, they lag behind in the ultimate “power war” numbers of the Volkswagen Amarok V6 and Mercedes-Benz X-Class X350d.
As the extra bracing added to the chassis and suspension upped the mass of the Raptor to 2 332 kg, straight-line performance was never going to be the stand-out feature (which is bad news for robot racers). This was confirmed over lunch by Damien Ross, chief programme engineer, who did not entertain any complaints over the power output and was confident that any doubts would be put to rest after the off-road section…
The new 10-speed, automatic transmission, which was co-developed with General Motors, works a treat and allows the driver to make the most of the willing engine. Large metal shift paddles behind the steering wheel encourage manual control, although this is mostly not required. The standard transfer case of the Ranger is retained, meaning that selectable four-wheel drive and low-range with rear diff-lock is included. A steep quarry section reveals that first gear high-range is sufficient to tackle most low-speed gradients. Low-range, though, provides extreme crawling ability.
Baja mode
But the Raptor is not designed to go slowly. Carving up the dirt track, the Ford makes its driver feel like an off-road-series competitor. Different driving modes are available, but most interesting is the Baja setting, named after the famous Baja 1000 that takes place in Mexico. This mode sees the electronic control systems allow plenty of slip before any “recovery” action is taken.
Ford Ranger RaptorThe new suspension set-up with Watt’s linkage rear axle limits body lean during extreme cornering and the Raptor can easily be coaxed into long, controllable drifts on the sandy surface. In short, the Ranger Raptor encourages hooligan-type behaviour and makes it surprisingly easy to achieve.
Up the ante
Just when I think I have experienced it all, I’m handed a race suit, helmet and neck brace. This is for protection when sitting next to a Ford test driver who is going to give me a taste of what the Raptor went through during its extensive development. Nothing can prepare you for the speed the Raptor is capable of when hitting ruts, jumps and ditches, all without sustaining damage. The closest experience I had had before this was in a Dakar off-road racer … but this is a standard production car!
The short loop is quickly completed, with the Ranger Raptor not showing any strain after what many would consider a severe beating. It is simply unimaginable that the development requirement is 1 600 km (or 1000 miles, as in the Baja race distance) of this type of onslaught during testing.
Summary
The Ranger Raptor is an immensely capable off-road vehicle and its ability in this respect far exceeds that of a standard Ranger … or any other competitor in the segment, for that matter. The fact that these qualities shine through strongest during a full-on dirt-road assault may count against it as such opportunities are not usually available right outside the local showroom floor during the requisite test drive.
Of course, pricing will be key, but many local buyers will likely take the plunge on looks alone and end up using it as a family vehicle – a role it is admittedly perfectly capable of playing. Still, that would be a shame as the Ranger Raptor has been built for traversing barren terrain at high velocities, even if a chequered flag is nowhere to be seen…
Model:Ford Ranger Raptor Double Cab 2,0 TDCi 4x4 AT
Price:TBC
Engine:2,0-litre, 4-cyl, turbocharged diesel
Power:157 kW
Torque:500 N.m
Fuel Consumption:8,2 L/100 km
CO2:212 g/km
Transmission:10-spd auto
Notes
ayload: 758 kg; towing capacity (braked/unbraked): 2 500/750 kg; wading depth: 850 mmhttp://www.carmag.co.za/car-reviews/driven-ford-ranger-raptor-double-cab-20-tdci-4x4-at/
FiestaST
Honorary Master
Ford Ranger Raptor vs Ranger Wildtrak suspension travel - CarAdvice
[video=youtube_share;ll23uYW0GIA]https://youtu.be/ll23uYW0GIA[/video]
[video=youtube_share;ll23uYW0GIA]https://youtu.be/ll23uYW0GIA[/video]
FiestaST
Honorary Master
Ford says Ranger Raptor shouldn’t be ‘used as stunt vehicle’
The lead image on our driving impression of the new Ford Ranger Raptor from the international launch in Australia shows the double-cab bakkie leaping through the air. But a top engineer at the Blue Oval brand says buyers “shouldn’t use it as a stunt vehicle”, warning that damage stemming from “abuse” won’t be covered under warranty.
Speaking to CarAdvice, Damien Ross, the Ranger Raptor’s chief engineer, emphasised that the bakkie is “not a jumps vehicle”, despite boasting Fox Racing dampers.
“Well, let’s make clear. What we’re doing around here is to demonstrate the maximum capabilities of the suspension. And some of the jumps that you see [at the international launch], they visually show that,” Ross told the Australian publication.
“It’s not a jumps vehicle. It’s a vehicle that when you ride on an off-road track, a race track – you’ll think that you’ll maybe look at something and then you go, ‘oh, but it’ll take it, right?’ and that’s kind of what it’s meant for.”
Ross warned that damage from “abuse” of the vehicle would not be covered by Ford’s warranty.
“It’s not a stunt vehicle and customers shouldn’t use it as a stunt vehicle. I don’t want to see ‘Dukes of Hazard’ stuff. What we’ve done is, if you’re an experienced driver and you’re driving at your limit off road … we’ve made sure that it can take that kind of abuse. But we can’t warrant it for [stunts],” he said.
http://www.carmag.co.za/news/ford-says-ranger-raptor-shouldnt-used-stunt-vehicle/
The lead image on our driving impression of the new Ford Ranger Raptor from the international launch in Australia shows the double-cab bakkie leaping through the air. But a top engineer at the Blue Oval brand says buyers “shouldn’t use it as a stunt vehicle”, warning that damage stemming from “abuse” won’t be covered under warranty.
Speaking to CarAdvice, Damien Ross, the Ranger Raptor’s chief engineer, emphasised that the bakkie is “not a jumps vehicle”, despite boasting Fox Racing dampers.
“Well, let’s make clear. What we’re doing around here is to demonstrate the maximum capabilities of the suspension. And some of the jumps that you see [at the international launch], they visually show that,” Ross told the Australian publication.
“It’s not a jumps vehicle. It’s a vehicle that when you ride on an off-road track, a race track – you’ll think that you’ll maybe look at something and then you go, ‘oh, but it’ll take it, right?’ and that’s kind of what it’s meant for.”
Ross warned that damage from “abuse” of the vehicle would not be covered by Ford’s warranty.
“It’s not a stunt vehicle and customers shouldn’t use it as a stunt vehicle. I don’t want to see ‘Dukes of Hazard’ stuff. What we’ve done is, if you’re an experienced driver and you’re driving at your limit off road … we’ve made sure that it can take that kind of abuse. But we can’t warrant it for [stunts],” he said.
http://www.carmag.co.za/news/ford-says-ranger-raptor-shouldnt-used-stunt-vehicle/
ForceFate
Honorary Master
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FORD SAYS RANGER RAPTOR SHOULDN’T BE ‘USED AS STUNT VEHICLE’
The lead image on our driving impression of the new Ford Ranger Raptor from the international launch in Australia shows the double-cab bakkie leaping through the air. But a top engineer at the Blue Oval brand says buyers “shouldn’t use it as a stunt vehicle”, warning that damage stemming from “abuse” won’t be covered under warranty...
Article
The lead image on our driving impression of the new Ford Ranger Raptor from the international launch in Australia shows the double-cab bakkie leaping through the air. But a top engineer at the Blue Oval brand says buyers “shouldn’t use it as a stunt vehicle”, warning that damage stemming from “abuse” won’t be covered under warranty...
Article
FiestaST
Honorary Master
Ford says there’s ‘pent-up demand’ for the Ranger Raptor
A high-ranking Ford executive believes there’s “pent-up demand” from buyers who yearn for a “built for purpose” bakkie such as the new Ranger Raptor.
Speaking to GoAuto.com, Trevor Worthington, Ford’s vice president of product development for the Asia Pacific region, said that the market was crying out for a product such as the new Raptor-badged Ranger, hinting that he expected demand to be high.
“I think there’s a pent-up demand for people who are looking for genuine, expressive versions of double-cab [bakkies],” he told the Australian publication.
“Not just ones that have got a bit of cladding on the side and a sticker, but ones that are really built for purpose, and [the Ranger Raptor] is built for a purpose.
“Whether it’s the traditional ‘winning the argument at the pub’, feeling really good about driving a vehicle that’s got credibility, that’s got real integrity about it, I think it’s really going to appeal to a lot of customers in that sense.
Still, Worthington was cagey when GoAuto.com asked about sales targets.
“We don’t talk about how many we think we’ll sell, because it doesn’t matter what number I say, it’ll be wrong.
“Historically, we’ve under-called the utility of vehicles like this in our sales. When we did Wildtrak, we had a thought about what we’re going to sell, and we ended up selling three or four times as many as we thought.
“I have a feeling [the Ranger Raptor] will be a bit of a sleeper as well. Especially when people see the overall balance of its capability; it’s not just going to appeal to the extreme people that are looking for this kind of utility.
“You drive this vehicle down the road, it points and steers really well. It’s a really comfortable vehicle to drive on long trips. It tows 2 500 kg, can carry a good load in the back. It can comfortably carry a family of five,” he said.
http://www.carmag.co.za/news/ford-says-theres-pent-up-demand-for-the-ranger-raptor/
A high-ranking Ford executive believes there’s “pent-up demand” from buyers who yearn for a “built for purpose” bakkie such as the new Ranger Raptor.
Speaking to GoAuto.com, Trevor Worthington, Ford’s vice president of product development for the Asia Pacific region, said that the market was crying out for a product such as the new Raptor-badged Ranger, hinting that he expected demand to be high.
“I think there’s a pent-up demand for people who are looking for genuine, expressive versions of double-cab [bakkies],” he told the Australian publication.
“Not just ones that have got a bit of cladding on the side and a sticker, but ones that are really built for purpose, and [the Ranger Raptor] is built for a purpose.
“Whether it’s the traditional ‘winning the argument at the pub’, feeling really good about driving a vehicle that’s got credibility, that’s got real integrity about it, I think it’s really going to appeal to a lot of customers in that sense.
Still, Worthington was cagey when GoAuto.com asked about sales targets.
“We don’t talk about how many we think we’ll sell, because it doesn’t matter what number I say, it’ll be wrong.
“Historically, we’ve under-called the utility of vehicles like this in our sales. When we did Wildtrak, we had a thought about what we’re going to sell, and we ended up selling three or four times as many as we thought.
“I have a feeling [the Ranger Raptor] will be a bit of a sleeper as well. Especially when people see the overall balance of its capability; it’s not just going to appeal to the extreme people that are looking for this kind of utility.
“You drive this vehicle down the road, it points and steers really well. It’s a really comfortable vehicle to drive on long trips. It tows 2 500 kg, can carry a good load in the back. It can comfortably carry a family of five,” he said.
http://www.carmag.co.za/news/ford-says-theres-pent-up-demand-for-the-ranger-raptor/
crackersa
Honorary Master
Gonna be a hard sell to the masses when base price is $50k
FiestaST
Honorary Master
Ford Ranger Raptor 2018 review
Should I buy one?
With its gross dimensions and epic 12.9-metre turning circle, the Ranger Raptor isn't for everyone.
However, it will appeal to buyers who want a desert-racer-style truck powered by a diesel engine designed to be less of a burden at fuel bowsers across Europe.
Unfortunately, few owners will exploit the Raptor’s true potential. But then again, few Ferrari drivers take their cars to a race track.
Ford Ranger Raptor specification
Where Northern Territory, Australia Price tbc On sale late 2018 Engine 2.0-litre, 4-cylinder, twin-turbo, diesel Power 210bhp at 3750rpm Torque 369lb ft at 1750-2000rpm Gearbox 10-speed automatic Kerb weight 2404kg Top speed 106mph 0-62mph 10.5sec Fuel economy 34.4mpg CO2 212g/km Rivals Volkswagen Amarok, Mercedes-Benz X-Class
https://www.autocar.co.uk/car-review/ford/first-drives/ford-ranger-raptor-2018-review
Should I buy one?
With its gross dimensions and epic 12.9-metre turning circle, the Ranger Raptor isn't for everyone.
However, it will appeal to buyers who want a desert-racer-style truck powered by a diesel engine designed to be less of a burden at fuel bowsers across Europe.
Unfortunately, few owners will exploit the Raptor’s true potential. But then again, few Ferrari drivers take their cars to a race track.
Ford Ranger Raptor specification
Where Northern Territory, Australia Price tbc On sale late 2018 Engine 2.0-litre, 4-cylinder, twin-turbo, diesel Power 210bhp at 3750rpm Torque 369lb ft at 1750-2000rpm Gearbox 10-speed automatic Kerb weight 2404kg Top speed 106mph 0-62mph 10.5sec Fuel economy 34.4mpg CO2 212g/km Rivals Volkswagen Amarok, Mercedes-Benz X-Class
https://www.autocar.co.uk/car-review/ford/first-drives/ford-ranger-raptor-2018-review
Gtx Gaming
Gtx Gaming
Some rumours about the price being around 800k!
crackersa
Honorary Master
Some rumours about the price being around 800k!
It will be more than that.