The first and last Australian Super Ut? Details on the 2023 Ford Ranger Raptor and why it beats the ranks of the Ford Falcon GT, Holden Commodore SS and Chrysler Charger E49

With a bold new nose, wider tracks and a twin-turbocharged V6 petrol engine, the Raptor finally has the muscle to match the manly exterior.

The last Australian supercar in history - and conversely, the first ever super truck - finally emerged from the shadows under the guise of the second-generation Ford Ranger Raptor.

In the second half of this year, the high-performance flagship version of the new-generation P90,000 Ranger pickup truck, with a price expected to push $703 or more, is expected to hit the gravel with scorching speed and a complex chassis to put up with it.

While Ford refuses to list any acceleration times, we understand that the all-new 3.0-litre twin-turbocharged EcoBoost V6 petrol engine that is (for now) exclusive to the Raptor accelerates a double cab truck weighing around 2500kg. up to 100 km/h in less than 5.5 km/h. XNUMX seconds, which puts it on a par with some of the fastest ever built in Australia.

Similar to the engine used in the sister Ford Bronco Raptor with over 300kW for the North American market, local emissions regulations require maximum power and torque to be reduced to 292kW and 583Nm respectively – and these figures are only possible when using premium octane unleaded gasoline. 98. They further reduce performance with standard 91 octane unleaded gasoline.

However, with the help of a specially tuned 10R60 torque converter 10-speed automatic transmission, smaller tires (33-inch rather than 37-inch), lighter weight, and a lower center of gravity, the Ranger Raptor is reportedly faster than its American cousin.   

Among other advances, the new twin-turbo V6 boasts an "anti-lag" system that keeps the turbos at optimum revs to avoid the usual momentary lag that occurs after the driver presses the accelerator pedal.

This engine is a stark contrast to the 157kW/500Nm 2.0-litre, four-cylinder, twin-turbo diesel engine that has been the sole engine for the outgoing Ranger Raptor since its launch in 2018.

It's also just one of the many reasons the novelty's asking price is likely to jump off the existing model's $79,390 before travel expenses.

Again, there's a 10-speed automatic transmission with torque converter and paddle shifters, but this time the P703 Raptor uses a variant of the new T6.2 Ranger Wildtrak's permanent all-wheel drive system with an on-demand electronic two-speed transmission. transfer case, as well as front and rear locking differentials.

A 10-speed automatic transmission is connected to the engine.

Ford believes they have tried to expand the Raptor's capabilities both on and off the beaten track by using seven driving modes - three for on-road driving (including "Normal", "Sport" and "Slippery") and four for off-road (Stone driving). , Sand, Mud / Ruts). and Bach).

Baja is a novelty: in fact, it allows you to drive at high speed off-road, like a rally car designed for rough terrain.

Plus, for added spectacle, there's an active exhaust valve that amplifies the note of the twin-turbocharged V6 engine depending on the selected mode. There are four self-explanatory settings: "Quiet", "Normal", "Sport" and "Bach" - the latter, according to Ford, "is meant for off-road use only".

As revealed during the T6.2 Ranger's global debut late last year, the platform underneath it and the Raptor is a third-generation three-piece frame developed alongside the Ranger for the US market, but also significantly different from it. This allows you to change the suspension at the rear, the adjustable wheelbase in the center and the modularity of the engine at the front.

Like the new Ranger, the Raptor's wheelbase is 50mm longer than before, with the extra length intended to push the front wheels out, accompanied by a corresponding increase in track width. While the overall length remains the same, shorter overhangs promise improved off-road clearance.

However, the ladder frame Raptor chassis features extra reinforcement added to the rear roof pillars, cargo area, spare wheel well and suspension, including around the impact bumper, shock mount and rear shock bracket.

Although they look similar on paper, the Raptor's A-arm front suspension and Watt's coil-sprung rear suspension have been completely redesigned, offering increased travel for more articulation, as well as aluminum upper and lower control arms for extra strength without the extra weight.

In addition, there are new Fox 2.5 Live Valve shocks with internal bypass and electronic dampers that vary the compression ratio based on road/surface conditions to provide everything from improved comfort and control on the road to better absorption of corrugations and ruts off-road.

The Watt coil spring rear suspension has been completely redesigned.

In addition, the Fox shocks are equipped with Bottom-Out Control for maximum damping force in the last 25% of compression.

Other chassis-related improvements include increased underbody protection and a front skid plate nearly twice the size of a regular Ranger. Thanks to this, as well as engine and transfer box protection, dual tow hooks front and rear for more flexibility in the event of a bog down, and a new off-road cruise control system known as Trail Control that works at speeds below 32 km/h. the driver can focus on driving the car over difficult terrain, the latest Raptor is designed to better navigate the beaten track.

Speaking of steering, the electric rack and pinion steering system has also been completely redesigned in the latest model. The all-new hydroformed front end provides significantly more efficient engine cooling as well as air conditioning. And there are better airflow properties when accessories are installed.

While the four-wheel disc brakes are essentially inherited from before, the anti-lock brakes and electronic stability control software have been recalibrated for improved off-road performance. The total weight increases by 30-80 kg depending on the specification.

As reported late last year, the Ranger (and therefore the Raptor) is sporting a more blocky and bold front end design that is in line with Ford's current truck thinking, as seen on the latest full-size F-series trucks. Another gift is the inscription "FOR-D" on the nose.

On the nose is a large inscription FOR-D.

Raptor introduces C-clamp Adaptive LED Matrix Headlights to the Dual Cab Series for better projection and safety, and at the rear, they are paired with similar style LED taillights. There is a horizontal style grille with solid mesh inserts, a split bumper with a body-coloured brow bar and dual integrated tow hooks.

Additional design elements specific to the Raptor include functional hood and front skid vents, perforated side steps, a wider rear box section with more pronounced wheel arches, and a Precision Gray rear bumper with dual cutouts for a full dual exhaust system and integrated kickstand. .

At the rear of the Raptor are two large exhaust pipes.

Believe it or not, the Ranger and Raptor have fewer pressed body panels than you might think. The Ranger shares only the tailgate, roof and doors.

As with the latter, the Raptor's interior is a huge leap forward from the outgoing model.

Key differences from the Ranger include so-called "jet fighter-inspired" front sports seats that promise next-level support (if not a pilot's ejection system), stronger rear seats, and luxuries such as ambient lighting and a leather-wrapped sports steering wheel. , magnesium alloy paddles, 12.4-inch digital instrument cluster, 12.0-inch portrait touchscreen with Ford Sync 4A infotainment system, wireless connectivity for Apple CarPlay and Android Auto, wireless charging, and Bang & Olufsen premium audio system.

Ford also believes the new Raptor will be significantly quieter, sleeker and prettier inside than the previous version.

Finally, there are two styles of 17-inch alloy wheels - one with optional Beadlock Capable Wheels - with BF Goodrich All-Terrain KO2 tires.

Ford began work on the new Raptor back in 2016 with the goal of creating a more capable all-rounder package. Hot weather testing was conducted in the Northern Territory, with additional evaluations conducted in Dubai (sand/desert), New Zealand (cold weather) and North America (powertrain calibration).

More details, including specific driver assistance systems, fuel consumption, emissions ratings, crash test results, safety performance, equipment levels and accessory availability, will be announced closer to the Raptor release date.

Only the tailgate, roof and doors of the Raptor are shared with the Ranger.

We hope that we will also be able to publish all the important reports from the first trip sooner rather than later, so stay tuned.

Much of the Raptor's unique development comes from the Ford Performance division, and like every T6 and T6.2 Ranger based vehicle, including most future versions of the VW Amarok II, was designed, engineered and engineered in and around Melbourne.

However, every release of the T6.2 cars, including the upcoming Everest, brings us closer to the last all-Australian vehicle, as Ford has already announced that an all-new next-generation Ranger is already in development. in Michigan, USA using a scalable architecture based on the upcoming F-series truck line.

Whichever way you look at it, the Raptor is Australia's first truly high-performance truck - and the last of the local breed.