We endured what felt like an eternity for Ford to reintroduce the Ranger to the United States. What was presented as new to us was, in reality, an outdated model from the Australian and South American markets. However, this time, things have genuinely changed with the arrival of the all-new 2024 Ford Ranger—complete with a Raptor variant. 

RAPTOR PROWLS 

Our growing concern with these off-road behemoths is that they’re becoming too large and unwieldy for trails originally intended for more modest vehicles like the original Jeep Wranglers and Land Rover Defenders. Don’t get us wrong, despite its Raptor guise, the Ranger remains a wide truck—almost as broad as a standard F-150 from fender to fender, yet mercifully about 7 inches narrower than the F-150 Raptor. So at least when romping down a narrow trail, you might just escape some of those battle scar pinstripes.  

Any Ranger, aside from the Raptor, begins with a 2.3-liter turbocharged four-cylinder engine, delivering a respectable 270 horsepower and 310 lb-ft of torque. For models with four-wheel drive, a 2.7-liter turbocharged V6 comes standard, boosting power to 315 horsepower with 400 lb-ft of torque. The Raptor, however, gets its own special treatment, featuring the same twin-turbocharged 3.0-liter V6 found in the Bronco Raptor, producing an impressive 405 horsepower and 430 lb-ft of torque. 

DISLIKES: Drowning exhaust at highway speeds, pointless large screen, small back seat.

If those numbers seem slightly different from the Bronco Raptor, you’re correct. The Ranger’s longer exhaust system results in a loss of 13 horsepower, but trust us, you won’t miss those extra ponies. The Ranger Raptor is nearly 400 lbs lighter than the Bronco Raptor and can sprint from 0-60 in just over 5 seconds. As we said, you’re not missing out. What truly impresses us is its prowess beyond 50 mph. There’s no hesitation from the turbos or the 10-speed automatic transmission. It performs exactly as needed with swift execution.  

THE BORING FACT STUFF 

We’ll be honest—while we enjoy off-roading and getting a truck dirty as much as the next person, we didn’t take the Ranger Raptor too far off the beaten path. First, we were short on time. Second, it’s always wise to have a buddy in a backup vehicle in case anything happens (which we lacked). And third, let’s just say past “adventures” have led to a harsh slap on the wrist, don’t do it again ban from any extreme off-roading for us. So, instead, let’s dive into some facts! 

The Raptor’s suspension system features 2.5-inch Fox Live-valve shocks with variable compression damping, accompanied by a front anti-roll bar. The front track is widened by 3.5 inches, achieved through longer forged aluminum upper and lower control arms. The steering rack is a unique design with extended tie rods, differing from the standard Ranger. 

At the rear, the axle tube is 3.5 inches wider and reinforced with trusswork, positioned by four trailing links. Lateral control is managed by a Watt’s linkage, which offers enhanced cornering stiffness and symmetrical roll behavior compared to the typical Panhard rod. The springs are coil-overs surrounding the Fox dampers, and there is no rear anti-roll bar. 

The Ranger Raptor carries several different driving modes via a rotary knob on the center console. While containing the usual Sport, Eco, Normal modes, it includes three additional options: Off-Road, Baja, and Rock Crawl. The Raptor features five buttons within this control area: 2H, 4H, 4L (high and low range), and a central trailer tow button. Unique to the Raptor is the 4A mode, which automatically adjusts to four-wheel drive based on traction conditions. Off-Road mode defaults to 4H, while Rock Crawl switches to 4L. Baja mode starts in 4H and disables stability and traction control but can also operate in 2H or 4L. The electronically locking rear differential engages automatically in Off-Road and Rock Crawl modes and requires manual selection in Baja. The front differential lock is available only in low range during Rock Crawl, with the rear differential locked.  

Still with me…? Like I said, a fact dump.  

Mode transitions are quick, with shifting to neutral being the only delay for 4L. The differential lock buttons appear on the lower touchscreen after pressing the off-road status button next to the rotary knob. Between these buttons is the Trail Control feature, an off-road cruise control adjustable via standard cruise control buttons—1 mph increments in 4H and 0.5 mph in 4L. While the system is effective, manual control is straightforward with the 10-speed automatic transmission, providing a 61.59:1 crawl ratio in low range and first gear. 

IDENTIFIES AS A SPORTS CAR 

Like most Ranger Raptor owners, this vehicle is destined for daily driving rather than becoming a garage queen like its big daddy. On the road, the Ranger Raptor employs its 33-inch off-road tires and 10-inch suspension travel to deliver an exceptionally smooth and refined ride. Venture off the pavement, and it glides so effortlessly that one might be tempted to hit triple-digit speeds on a dirt road—though that’s certainly not advisable! 

With a distinct steering setup from the standard Ranger, the Raptor boasts a sportier calibration. The steering offers a satisfying heft and responsive control, maintaining comfort and stability with minimal body roll. If you push it just right, you might even enjoy a bit of oversteer for some sideways fun. As for braking, the pedal feels firm and reassuring, although it demands a bit more stopping distance than ideal. 

STRAIGHT FORWARD TRUCK THINGS 

Inside, the Ranger Raptor’s interior is refreshingly straightforward for a truck. It features red trim around the vents, red accents, and suede inserts on the leather seats. Compared to its predecessor, it boasts a modern upgrade with a large 12.4-inch vertical touchscreen offering wireless Apple CarPlay and Android Auto, alongside a digital gauge cluster. Unfortunately, the large screen does not always utilize its available real estate effectively. It functions optimally when Apple CarPlay is engaged filling up the screen; otherwise, when using the Ford menus it looks like a computer desktop without icons, resulting in a sense of unused space.

The new Ranger makes excellent use of space, offering an open and roomy cabin. It includes ample storage with two glove boxes. On long journeys, the seats are surprisingly comfortable and supportive, making trips to the trails more enjoyable. The rear seats, while provide some level of comfortable with decent thigh support and adequate legroom is quite small and perhaps not ideal for marathon trips. 

 LIKES: Stupid quick, nicely tuned suspension, comfortable interior, go anywhere attitude 

Ford ensured the Raptor retained its practical truck capabilities, including the ability to carry sheets of plywood or drywall. The bed is equipped with a 110 and 12-volt outlet and under-rail lighting. Inside, pre-wired auxiliary switches in the fuse boxes make adding lights or off-road gear a breeze. 

Let’s face it, the 2024 Ford Ranger Raptor isn’t cheap—I experienced a bit of sticker shock myself. Starting at $55,365, it’s a significant investment. With additions like the $95 Securicode Keyless Keypad, $495 Spray-In Bedliner, and $1,495 17-inch Beadlock wheels, our total came to $59,045. However, while the Chevrolet Colorado ZR2 is less expensive it lacks the interior finesse and is about 100 horsepower short. Meanwhile, the Toyota Tacoma TRD Pro starts $4,000 higher where our Ranger tapped out and its performance too is down by about 80 horsepower. 

In conclusion, the 2024 Ford Ranger Raptor offers a Goldilocks solution. It ticks all the boxes for an off-road toy, whether you’re tackling a narrow trail, scaling a mountain, or just commuting to the office. It provides the power, refinement, and comfort of a Raptor at a more accessible price than its larger counterpart. 

2024 FORD RANGER RAPTOR

STARTING PRICE: $55.365
AS-TESTED: $59,045

PERFORMANCE: 

ENGINE: 3.0-LITER TWIN-TURBOCHARGED ECOBOOST V-6  
HORSEPOWER/TORQUE: 405-HP / 430 LB-FT 
TRANSMISSION: 10-SPEED AUTOMATIC 
DRIVETRAIN: FOUR-WHEEL DRIVE
EPA MPG: 16-city / 18-highway  / 17-combined 
AS-TESTED MPG: 18.3-MPG Combined (345-mile test) 

FEATURED OPTIONS: 

$95 – SECURICODE KEYLESS KEYPAD
$495 – BEDLINER – TOUGH SPRAY-IN
$1,495 – 17-INCH GRAY PTD BEADLOCK CPBL WHEELS