Noise insulation proved equally good at highway speeds, the Raptor's cabin staying quiet at a 75-mph cruise in Normal mode-an unexpected virtue. The Fox Racing shock absorbers vary damping force according to both wheel travel and an adaptive valve, meaning the ride at everyday speeds is plush and compliant. On-road refinement felt very impressive considering the Continental General Grabber A/T tires our truck was wearing. A rotary dial selects the drive modes and controls the transfer case, which has 2H, 4H, 4L, and 4A settings-the last automatically sending power to the front axle when required. The Raptor's center console features a stubby shifter with a button on the side that engages manual mode-manual shifting is via the steering-wheel paddles. Ford's SYNC 4A infotainment system works cleanly and intuitively, although we welcomed the continued presence of physical controls for heating and ventilation. ![]() The 12.4-inch digital instrument cluster and 12.0-inch portrait-orientated central touchscreen both looked good. The addition of some microfiber panels and colored accents elevate the Raptor's cabin over the regular Ranger's, but the plastics remain hard and utilitarian. A crew cab is the standard configuration in Europe and has a 61.6-inch cargo bed. Although huge by European standards, the Ranger Raptor's 211.0-inch overall length and 79.8-inch width make it 21.6 inches shorter than the F-150 version and 7.0 inches narrower. ![]() Like the F-150, it also has plastic wheel-arch extensions and a broader track. From the front, it really does look like a baby F-150, with LED headlights pushed to the edge of the bodywork and a similarly shouty all-caps FORD grille motif. The new Ranger's fresh metalwork sits on the same T6 platform as the outgoing truck, and the Raptor uses a reinforced version of that ladder chassis.
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