The “flight attendant” stepped back with a final warning: “There will be no pedals while the Ranger Raptor is in flight.”
To be fair, it was a modest table with a steep ramp but only a couple feet of drop, and I didn’t have enough runway to send it more than ten feet, maybe. Launching it in second gear ensured I wouldn’t be mid-gearshift at the launch point, causing the weight to pitch forward and nose the landing, but it also meant not tapping fully into the turbocharged 3.0-liter V-6 adopted from the Bronco Raptor. That would be for the Baja section of Assault School.) and now, gleefully, to the Ranger.
Raptors add two tow hooks to the rear inboard of the dual tailpipes to match the hooks up front. Steel skid plates also cover the engine, transfer case, and gas tank, and all the apertures are opened in the grille, including in the giant Ford letters stamped like a 3D face tattoo.Even though Ford offers three turbocharged engine options across the Ranger lineup, a hybrid is not part of the powertrain plethora.
The changes to the track and wheelbase, as well as the tweaks to the frame, make the Ranger more road friendly than its predecessor, and that extends to the Raptor. Even on its all-terrain tires on the road to the middle of nowhere for Assault School, three adults fit comfortably and the ride was settled. The unladen bed wasn’t bouncing around like the tail wagging the dog.
The console dial takes some getting used to: twist it to activate the drive mode menu in the Raptor’s 12.4-inch instrument cluster, then twist it again to zero in on the desired mode. The dial also doubles as the controller for Ford’s excellent Pro Trailer Backup Assist, which lets you turn the dial in the direction you want the trailer to go instead of counter-turning the steering wheel; it’s a must-have for the occasional if not insecure tow-er, especially with a small trailer.
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