Engine, gearbox and technical details
The decision to fit a fairly bog-standard four-cylinder diesel engine may seem like a shame, but there are actually a multitude of practical reasons for that decision. To start with, the previous 3.2-litre five-cylinder diesel that is still available in some Ranger models might be the more obvious choice for the Raptor, as its torque is available lower down in the rev range, making it feel more effortless at speed. However, that engine is nearing its demise due to incoming emissions regulations, so it made little sense to spend the money homologating it for a new model such as the Raptor.
When the Ranger Raptor reaches the US next year, it’ll feature a completely different petrol powertrain, likely a turbocharged V6 petrol that will also be homologated for the RHD Australian market, but it’s uncertain to pass Europe’s more stringent emissions regulations. With such a small projected market share, the business case to make that powertrain UK-friendly is a tough one.
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The transmission is the same ten-speed automatic ’box as found in the Mustang, but is thankfully far better suited to the Ranger’s narrow powerband. It’s even quite responsive, and can be manually controlled via two bespoke paddleshifters mounted to the steering wheel.