2022 Ford Ranger Raptor X off-road review

It’s been three years since we first laid eyes on the Ford Ranger Raptor and two years since it scored our 4x4 of the Year accolade, and not much has changed with the model during that time.

There have been a few small tweaks to equipment levels in line with the model year changes across the Ranger line-up, but for the main part the Raptor continues unchanged.

For the end of MY2021 – and as the current PX2 Ranger nears the end of its model life – Ford has given the flagship Ranger a spruce-up and dubbed it the Raptor X.

While the Raptor X is predominately a new sticker pack with a few other styling tweaks, we thought it was a fine time to get back behind the wheel of one of our favourite double-cab utes.

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POWERTRAIN & PERFORMANCE

The Ranger Raptor X remains driven exclusively by the four-cylinder bi-turbo diesel engine backed by Ford’s 10-speed automatic transmission and part-time four-wheel drive.

All too often described as underpowered for a performance flagship, the 2.0-litre diesel engine puts out an unchanged 500Nm and 157kW, which remains class-leading for any four-cylinder 4x4 ute.

While those numbers might be class-leading and adequate in day-to-day use, we agree with the pundits that it doesn’t live up to the Ford Performance moniker and leaves the Raptor as one of those vehicles where the chassis is capable of so much more than the powertrain can deliver.

It’s a car where we find our right foot planted on the firewall more often than any other, where the space and terrain allow you to make the most of the exceptional chassis.

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"The Raptor X is the best off-the-showroom-floor touring ute you can currently buy"

As for the transmission, it is relatively fuss-free and smooth; although, we do feel it gets a bit lost for gears under light throttle when driving in the suburbs. Alternatively, it does a great job banging through its plentiful ratios when you have the foot to the floor and the Multi Terrain Selector (MTS) in Baja mode.

The performance deficit and transmission foibles are just a couple of items that we, along with many other Ranger fans, hope will be addressed with the all-new 2022 Ranger Raptor.

Something the Raptor gets over other Ranger models is a version of the MTS. This adjusts the vehicle’s electronic systems such as the stability and traction control calibration, throttle, ABS and transmission inputs, to best suit the way the car is being driven.

As well as the regular Rock, Sand and Snow modes, the Raptor gets Baja mode, which winds everything up to 11 to let the driver have the most control and fun.

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ON-ROAD RIDE & HANDLING

While the Raptor’s bespoke suspension has been optimised for off-road use, it does have huge benefits on-road.

The Watts link-equipped coil-spring rear suspension is adapted from the Everest wagon and, together with the Fox coil-over shocks, delivers superior ride quality, body control and handling compared to working-class ute designs with leaf springs.

All-terrain tyres and an increased ride height over a standard Ranger don’t help with on-road dynamics, but this is a car set up for all-road use. The tyres are relatively quiet on-road compared to other ATs.

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OFF-ROAD

Ford Performance used its knowledge from developing the F150 Raptor in the USA when it worked with Fox Suspension and BFGoodrich, to develop the set-up for the Ranger.

The wider wheel track, aforementioned rear coil set-up and Fox coil-overs and BFG tyres deliver a package that eats up rough roads and tracks at high speeds.

While most of us don’t get to drive at high speeds on public roads, that superior control afforded by the well-designed package and its quality components works equally as well when driving on any rough road, at any speed. This works when touring, as the driver has less body movement and bump steer to contend with, to give him or her better control resulting in a more relaxed drive, especially over long periods. Perfectly suited for Australia’s outback roads.

The package also works well for low-speed off-roading, with better rear axle travel than a leaf-sprung Ranger.

Ford’s excellent electronic traction control is still there when you have the rear diff lock engaged, with the added ride height and sturdy side steps there to help you over obstacles.

This is the best factory suspension package you can get under any readily available production 4x4 in Australia, bar none, and it would cost you tens-of-thousands of dollars to successfully emulate it using aftermarket equipment. We are truly thankful Ford offers it off the showroom floor.

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CABIN & ACCOMMODATION

The interior of the Raptor has always had a premium feel to it, and in Raptor X guise it has seen some changes.

The loss of the CD player in the audio system was an across-the-range change, but the Raptor X has also lost its 240V power outlet from the back of the console, vanity lights behind the sun visors, light in the cargo tub, and the ‘RAPTOR’ embroidery that was on the floor mats. A bit of a rough deal when you consider the price has gone up more than $3000 and the only extras are the stripes.

The well-bolstered and supportive seats and thick soft-feel steering wheel remain, while the Ford Performance Blue stitching that was previously on the dash and seats has now changed to red; maybe red makes them faster! There’s also a new black finish on some of the dash and vent plastics.

The Ranger’s interior has always been a big and comfortable place to ride, and it has aged well.

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PRACTICALITIES

For all the great attributes of the Raptor’s off-road-bred suspension, it does sacrifice a few things on what makes a ute so practical. Specifically, the Raptor X can’t haul as much as a regular leaf-sprung Ranger.

The towing capacity drops from 3500kg to 2500kg, and the payload is rated at 758kg where most 4x4 Rangers are rated to carry closer to 1000kg and more.

The Raptor’s big 285/70R17 BFG all-terrains are a great addition to any car and we’re stoked you can have them fitted from factory. These and the extra height of the suspension give the Raptor X ground clearance of 283mm and a wading depth of 850mm – both up from the regular 2.0-litre Ranger. The burly towing hooks in the front bumper have changed from black to red.

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SUMMARY

The two things most owners are likely to replace when they are building a new ute to be a capable and comfortable touring vehicle, are the tyres and the suspension. With the Raptor X, Ford has already done this for you and it hasn’t scrimped on cheap parts, as the kit beneath the Raptor is top notch. Plus it’s all legal and covered by the factory Ford warranty.

With this in mind, the Raptor X is the best off-the-showroom-floor touring ute you can currently buy. It’s no wonder it scored so well at the 2019 4x4 of the Year.

Sure, it doesn’t tow or carry as much as other utes, but that’s not what the Raptor X is made for. It will eat up outback kilometres better than anything else that’s standard, and it’s smoother, more comfortable, more controlled and safer than any other standard ute.

In fact, the Raptor X could probably take the 4X4OTY win again if it were held today.

FORD RANGER RAPTOR X SPECS