Raptor clash: 2025 Ford Ranger, Bronco, F-150 Raptor off-road comparison

Is the Ford Ranger Raptor the best off-road specialist from the Blue Oval brand? While it's the only choice we currently get in Australia, other markets get a choice of three. If the Ford F-150 Raptor is the big brother to our smaller Ranger, then the Bronco Raptor is the crazy cousin – with a rap sheet.

While this is a rare opportunity to drive all three examples of Raptor, and compare the Aussie-developed Ranger against the Bronco and F-150 Raptors, it's not a nut-and-bolt comparison. We're going to be driving all three of these vehicles back to back, but in different locations and conditions.

So, we're going to also get a good crack at exploring why the Raptor treatment is important these days, and what sets it apart from just about every other four-wheel-drive out there.

When car makers talk about ‘DNA’, it’s easy to roll your eyes. We’re not talking about flesh and blood here, evolution and genetics. We’re talking about masses of metal, rubber, and oil designed and engineered to do a certain job. 

It can be dismissed as an empty buzzword in most cases, from a marketing team looking for relevance and insinuating some kind of relevance. They’re often too quick to use terms like ‘iconic’ and ‘pioneering’ in their quest to imbue importance about something inconsequential. 

There are some exceptions, of course. Think about BMW M cars, which often use this balanced combination of six-cylinder power and rear-wheel drive. Any hairy-chested home-grown HSV or FPV, V8-powered Mercedes-AMG vehicles, and even the humble Mazda MX-5.

Think about the Jeep Wrangler Rubicon as well, and any Porsche 911. There is a clear recipe in the design, recurring themes that underpin the nature and character of a vehicle, and how it performs in a certain way.

It’s fair that you can say the same thing about Ford’s growing range of Raptor vehicles. If Ford talks about DNA, I’ll allow it.

This range of vehicles hasn’t been around for as long, but there is a clear recipe that does two things. It provides an important edge of performance over other vehicles out there, but also looks to define a style of performance.

So, what is this Raptor DNA? Race-bred suspension, wider wheel tracks, beefier chassis rails, and improved under-bonnet punch all provide the same basis for improved off-road capabilities.

And it’s a recipe that Ford has stuck to for around 15 years now, and has used to assert a clear dominance in comparison to other off-road brands.

While Jeep has certainly dominated the realm of dedicated rock crawlers with its awesome factory gearing, live axles and bountiful clearance, Ford has gone for improved high-speed off-road credentials for the growing range of Raptor vehicles.

It started with the F-150 SVT Raptor back in 2010, three generations ago for Ford’s most popular model. It had a petrol V8, all-terrain tyres and Fox-sourced dampers for improved off-road capability.

The recipe has been refined over that time, and moved with the times. Turbocharged V6 power replaces the V8 and leaf springs have made way for a more bespoke and sophisticated coil-sprung set-up in this latest-generation F-150 Raptor.

With big Fox off-road dampers and 35-inch tyres, Ford’s ‘truck’ turns into a desert basher that has plenty of poke – thanks to that 3.5-litre turbocharged Ecoboost V6 that gives 335kW and 691Nm – and impressively supple long suspension travel. 

You can confidently mash the throttle on rutted desert tracks. And provided you've got the mettle behind the wheel, you can keep your foot planted for a hilariously long time.

Along with having the big 3.1-inch diameter Fox internal-bypass dampers, you’ve also got Dual Live Valve technology that gives electronic adjustment on both compression and extension damping.

It’s technologically stronger, but is all directed at that same cause: going very fast across rough surfaces.

But for Australia, we got the Ranger Raptor in 2019. This was based on the previous-generation T6 Ranger, and brought significant modifications to the chassis and bodywork. Front and rear guards were flared out massively to accommodate the wheel track and 33-inch BFGoodrich all-terrain tyres.

Leaf springs made way for coil springs and a Watt's linkage set-up in the back of the Ranger Raptor; something that is shared with the more tame Everest SUV. 

While other Raptors have a Panhard rod live rear axle, the Watt's linkage set-up provides a more linear suspension travel arc, and brings more stability at higher speeds – perhaps at the expense of ultimate suspension travel.

But dampers – using Fox internal-bypassing units with position-sensitive damping – provide a hugely different driving characteristic and capability for this beefed-out ute.

While performance utes aren’t a new thing in Australia, nothing has done it so comprehensively and convincingly as the Ranger Raptor. 

There have been off-road upgrades in the HSV Colorado SportsCat and Nissan Navara Warrior, but modifications haven’t been as extensive as the Raptor. 

But still unsatisfied with these two products, Ford Performance rolled out the Raptor treatment to the Bronco, creating the first Raptor SUV. Only released so far to the United States and Middle East markets, you’ve got a vehicle that – even from a glance – turns up the wick on the Raptor-isms.

Tyres are massive, with 37 inches of diameter available from standard, and are matched to 3.1-inch Fox dampers, once again with Live Valve compression adjustment and internal bypassing. More on this later.

Our first driving experience on this trip started in the most familiar vehicle, the Ranger Raptor.

It’s a vehicle that we know and love in Australia, which broke ground as the first true and holistic off-road performance ute when the first generation arrived in 2018.

Up-sized tyres, off-road dampers and an overhauled suspension design made this a much more comprehensive update. Although, the 2.0-litre turbocharged diesel engine that was borrowed from the rest of the range did feel a little paltry.

But when the next-generation model arrived, with even more suspension technology and much more underbonnet punch, it took the humble four-wheel-drive ute to a place that it hadn’t been before.

It’s also helped bring great sales success to the Ranger line-up overall, despite the relatively big price tag. While Ford won’t tell us the exact split in Australia, it’s a one-in-six split for the overall ‘IMG’ region (including Australia, New Zealand, South Africa and south-east Asia) for the Ranger Raptor.

While payload and towing capacities get reduced for the Ranger Raptor, the trade-off here is bountiful. Around-town ride quality is excellent, with Fox 2.5-inch dampers providing bump-absorption characteristics.

And the 292kW, 3.0-litre turbocharged petrol V6 brings more straight-line punch, character and responsiveness to match the rest of the package.

Although the Ranger Raptor feels like the stunted little brother in this company – with 'only' 33-inch rubber, 2.5-inch diameter dampers and the least amount of power available, it’s still such an enjoyable driving experience off-road. It also feels nimble and manoeuvrable, and the most easily manageable of this trio. 

But, it also doesn’t feel underdone or lacking in pedigree. Like what I experienced back in the thorough test we did in 2019, this Ranger Raptor impresses not through one particular element, but instead how it all comes together in the driving experience.

The engine and suspension of the Ranger Raptor are both the headline acts, but the upgraded steering system is worthy of equal praise here.

Compared to the regular Ranger, this Raptor gets different steering hardware and a meatier steering wheel, which helps make the car feel more pointed and suited for dynamic driving.

It’s an underrated but highly important change for the Ranger Raptor, which yields good responsiveness and communication when under the rigours of fast-paced off-roading.

Match that to the smaller and lower-slung dimensions, and the Ranger Raptor feels something like an off-road hot hatch in this company. You can thread the Ranger between the bushes, as you follow the esses of a sandy and dusty desert track, without worrying so much about collecting some damage.

The tracks we were on had noticeably varied surfaces underneath. Soft, sapping sand of the dunes required big throttle inputs and faith in the suspension to maintain progress, which is something that this vehicle excels in.

But on the flatter, dustier ground between the dunes, there were stodgy patches of bulldust that required plenty of punch to power through. Even though our tyre pressures were kept at a relatively high level – in an effort to keep wheels and joints fused together – we found plenty of easily accessible motivation through the torquey and responsive V6.

And, of course, it’s a car that’s confident to leap off the ground on a jump – if you’re game enough as a driver – and come down with impressive, smooth control.

Climb up into the Bronco Raptor, and despite similarities under the skin, you can tell very quickly this isn't a Ranger with some different body panels. And it's certainly not a different take on the Everest SUV we have in Australia.

The cabin is completely different. Through the dashboard, the seats, the infotainment and technology integration. It's not all terrific, I have to say, especially when you convert that $US90,000 asking price into some serious Australian dollars worth of asking money.

And similar to the Wrangler – the exact car that this vehicle was designed to take on – the Bronco Raptor's interior is compromised by the fact that the doors and roof are designed to be taken off. This is an undeniably cool feature, but it means you've got limitations in head room and boot space, and some parts of the interior that look cheap and unfinished.

But you're not buying this car with interior fit and finish being front of mind. It's about what lurks underneath those retro-inspired panels, and your driving position immediately indicates this is quite a different beast to anything else from the factory floor.

Your seating position is quite high. And while they are out of sight from the driver's position, you're acutely aware of how far those gigantic fender flares reach outwards at each corner.

So despite the boxy dimensions, the large height and width of the Bronco Raptor takes some getting used to from the driver's seat.

The Ford Bronco Raptor takes inspiration from the mental Ultra 4 buggy and 4600-series off-road racing that have become increasingly popular in the United States, which doesn’t stick to one off-road discipline. 

While an Ultra 4 buggy tries to keep up with a Trophy Truck across the wide-open whoops of the desert, it also needs to be a capable, tough and durable technical rock crawler to be competitive at events like King of the Hammers. 

That 4600 refers to the same challenging mix of conditions, but in vehicles that are much closer to stock specification.

This kind of racing is a huge engineering challenge, where gifted designers and fabricators look to maintain lots of high-speed stability and control, while also giving lots of articulation, gearing, and clearance for the near-vertical climbs and massive rock steps. 

These are two separate capabilities, and getting the balance between the two is no mean feat.

To that end, the Bronco Raptor goes hard on just about every single thing under the sheetmetal. The 37-inch tyres provide a big jump in clearance, while massive 3.1-inch Fox shocks (with Live Valve semi-active damper adjustment) provide loads of suspension travel, durability and control. 

For reference, these dampers are longer and thicker than what you get on the Ranger Raptor, which allows for more oil (better abuse tolerance) and extra high-speed cushioning as you race across the whoops. 

The 37-inch tyres are a rarity in Australia, at least in a fully road-legal form. The fact that Ford has done it for a showroom-fresh specification under warranty coverage is impressive.

And if you’re wondering, the Bronco Raptor has pinched a few heavier-duty components from the big-brother F-150 to help maintain durability. The knuckles, bearings, and brakes are shared with the F-150 Raptor. 

To prove the high-speed off-road competence, a Bronco Raptor won its ‘Stock Mid-Size’ class at the 2023 Baja 1000, with a time of 40 hours and 37 seconds.

Once you're rolling, you've got a familiar 3.0-litre twin-turbocharged V6 that is a little angry, but mostly smooth and torquey in its character. There's slightly more power and torque available here, with 294kW/598Nm besting the 292kW/593Nm of the Ranger Raptor.

But there's a big difference in gearing and tyres, as well as weight. Whereas the Ranger Raptor has a 2475kg kerb weight, we've got 2600kg worth of Bronco here. Straight-line acceleration, while still sprightly, feels a little hampered in comparison to the Ranger.

Although, you're up on a pair of wobbly stilts with the taller rubber and suspension, combined with a shorter wheelbase. It sits back on its haunches comically as it takes off, and rolls around on the springs more noticeably than the others.

It's quite a noisy experience at highway speeds as well. The 37-inch tyres develop plenty of noise, as do the relatively flat windscreen and removable roof.

But once you start to trawl around on rough surfaces, that roly-poly nature of the Bronco Raptor comes into its own wonderfully. It's hugely absorptive, feeling almost vague and disconnected through the suspension at lower speeds. And once you feel your way through the tall height – remembering that it's well countered by the big 1869mm wheel track and 317mm-wide tyres.

We didn’t get the chance to drive the Bronco Raptor at high speeds off-road, but instead spent a bit of time rock crawling and highway cruising.

When you match a rear Panhard rod, live rear axle, and wider overall wheel track, you’ve also got huge amounts of wheel articulation available. Ford quotes 373mm of rear wheel travel available, while a front swaybar disconnect allows for up to 330mm of travel – loads for an independent front suspension set-up.

There’s plenty of supple stability on offer. It might not have the same outright balance of a Wrangler Rubicon, but it’s still very good. 

And what the Wrangler Rubicon cannot do is accelerate lustily into the horizon, taking whoops and jumps in its stride with ardent composure. 

But at the low-speed crawling challenge, we sidled up to a rock step that honestly gave the Bronco Raptor not even a moment’s contemplation. Without any pause or slippage, it rolled over the top of the rock step like it was a small ants' nest.

Would this be the most capable four-wheel-drive vehicle in Australia if it were offered by Ford? For long-distance touring and desert driving, no. But for raw technical ability to cross rough terrain – at pace as well – it would no doubt be on top of the pile.

Driving the F-150 Raptor is less of a sideways step, and more of a straight step up in comparison to the Ranger Raptor. And it’s not just the body style, but more the long wheelbase and obvious focus on high-speed off-road capability and stability.

Obviously, it’s a larger and heavier vehicle overall compared to the Ranger Raptor. But everything else is up-sized to match.

The engine gets another half-litre of capacity for 3.5 litres, and develops an impressively healthy 335kW and 691Nm. This runs through a 10-speed automatic gearbox and clutch-based selectable four-wheel-drive system, which is similar to what you get in the Ranger Raptor.

In a nutshell, this system allows for variable levels of slip and torque split front and rear, allowing for four driven wheels on-road, but also giving a proper four-wheel-drive system with front and rear outputs locked together.

More grunt offsets the increased weight of the F-150 in comparison to the Ranger Raptor at 2590kg. 

For reference’s sake, the F-150 dashes from 0–100km/h in a claimed 5.4 seconds. The smaller Ranger Raptor does it in around 6.0 seconds, according to previous testing from Drive.

But it's the damping that provides an extra layer of capability and smoothing confidence in this F-150. Dampers are larger with a 3.1-inch diameter, but also get the Live Valve adaptive damping in both directions. 

In other words, the dampers are smart enough to catch you smoothly after a big jump, but also provide excellent adjustability in managing the back-to-back whoops of desert tracks. 

You can keep piling on speed, to well beyond what you think is reasonable and fun, and the suspension in the F-150 begs for more. It’s quite startling, and while the Ranger Raptor has the advantage of less size and weight, this feels like a blunderbuss of power and capability. 

Steering is less responsive and sharp, but the chassis is keen to play along with mid-corner throttle stabs and commensurate smooth waving of the tail. It’s bigger and longer, giving you a strange sense of movement from behind the wheel. But with plenty of accessible torque available, you can control this nicely on the right patch of track.

It might sound a bit kitsch and convenient, but the Ford Ranger Raptor does feel like something of a sweet spot between the two more costly and hardcore models. When you look at pricing in the American market, the Ranger Raptor presents as a 30–38 per cent cheaper option than the F-150 or Bronco Raptors.

And while there's more clearance, more suspension, more tyres, and more of just about everything else available in the other two, the Ranger still feels like the real deal in this company. It's fast and fun, with plenty of suspension scope to outlive your own cojones from behind the wheel. The smaller footprint certainly helps with responsiveness, both through the powertrain but especially through the steering.

Whereas the F-150 is the most finely tuned and dominant at ridiculous speeds, and the Bronco Raptor provides the most overall raw capability, the Ranger sits in a sweet in-between spot that it owns quite comfortably.

So while we might yearn for the likes of a Bronco Raptor or F-150 Raptor to complement what we have on Australian shores – I know I do – what we have is still something quite awesome already.

Sam Purcell has been writing about cars, four-wheel driving and camping since 2013, and obsessed with anything that goes brum-brum longer than he can remember. Sam joined the team at CarAdvice/Drive as the off-road Editor in 2018, after cutting his teeth at Unsealed 4X4 and Pat Callinan’s 4X4 Adventures. Off-road writer of the Year, Winner - Sam Purcell

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