First Drive Review: 2010 Ford F-150 SVT Raptor
Author’s note: We covered the Raptor’s technical and design elements in great detail in our first look at Ford’s one-of-a-kind, high-speed off-roader. We encourage you to read that story for reference, along with this review of what it’s like to pilot the Raptor.
Somewhere in a safe-deposit box in Michigan, I imagine there must be video of Ford’s senior lawyers caught after-hours dressed as chickens, playing Twister and singing bad karaoke to Barry Manilow’s greatest hits. Holding the only two keys to the locker must be Ford’s Special Vehicle Team engineers and F-Series marketing gurus, who have patiently waited until now, when they’ve finally leveraged that footage to win the legal department’s buy-in to build and sell what is arguably the most daring and radical pickup to come from that company (or any other high-volume auto manufacturer) in the past decade: the 2010 Ford F-150 SVT Raptor. In a world where we have to acknowledge a 5,000 word legal agreement to use “Sweet Home Alabama” as a ring tone, Ford shows a 360-degree view of the Raptor catching air over the desert on its consumer website. The off-road pickup named after dinosaurs, eagles and fighter jets isn’t going to let a few attorneys get in its way.
With Raptors now reaching driveways, there’s likely only one group of people happier right now than Ford’s lawyers watching the video of their poultry-imitating exploits being destroyed, and that’s the folks who’ve just bought one. How do we know? After more than a year and a half of waiting, we’ve finally driven the truck ourselves.
Ford hosted the media’s first drive of the Raptor in Anza-Borrego State Park, near San Diego. What the Rubicon Trail is to Jeeps, Borrego is to the Raptor. It’s where the truck was engineered and tested to meet some of the toughest desert off-road conditions in the world.
The Raptor has to walk a very fine line. It combines a hardcore Fox Racing long-travel suspension -- which until now has only been available in similar configurations as an expensive retrofit kit for hardcore off-roaders -- with the F-150’s confident on-road manners and its trailer-towing, cargo-hauling, work-truck reputation. All this is available for what we consider to be a smoking deal: $38,995 for the 5.4-liter V-8 version we drove.
The Raptor certainly looks the part of the desert-racing bandit. It’s only available as a SuperCab with a 5.5-foot bed. Its Coke-bottle layout is a perfect case of form following function to cover the truck’s track, which is almost 7 inches wider than a typical F-150 for extra stability off-road. It includes all-new sheet metal from the A-pillar forward, including the hood, fenders, bumper and a massive grille with “Ford” boldly stamped across its width. The rounded outer portions of the Raptor’s cargo box are unique, too; only the cab’s doors and roof are carryover. Whether it’s parked on the street or perched on rocks, the Raptor’s hyperkinetic and predatory looks are like no other pickup, and its unique, legally mandated roof and side LED marker lamps make sure the Raptor will be recognized day or night over long distances.
The Raptor’s interior is also unique. The instrument cluster features SVT and Raptor badges. The front leather and cloth captain’s chairs are split by a console that houses a set of four auxiliary switches (two 30-amp, one 20-amp, one 10-amp) borrowed from the Super Duty. They’re pre-wired for aftermarket accessories, like lights, a winch or an air compressor. The console also hosts buttons that activate hill descent control and off-road mode. An integrated trailer-brake controller is mounted in the dash. Optional body-color accents liven up the interior when the truck is at rest while backseat passengers are sure to appreciate the large headrests when the truck is pounding the turf off-road.
On-Road Impressions
It’s hard to imagine that a truck with the Raptor’s bulldog stance and purpose-built, high-speed off-road hardware could handle as well as it did when we drove on pavement.
The current Ford F-150 lineup has received kudos for solid steering feel that inspires confidence in the truck’s towing and hauling capabilities, but SVT has given the Raptor its own unique steering calibration that replaces slow and steady progressiveness with extra boost for livelier feel. The rack-and-pinion setup easily overcomes sluggishness expected from the Raptor’s wider front stance and helps mask understeer to a moderate degree when negotiating twisty roads. There was very little body roll. However, the Raptor’s uniquely tuned steering can’t make up for occasional road chop that’s communicated directly to the driver’s hands from the stiff high-speed valve tuning of the internal bypass shocks that’s optimized for surfaces that give instead of defects in hard asphalt.
If you still associate “SVT” with the old supercharged Ford SVT Lightning F-150 high-performance street pickup, getting the 5,800 pound Raptor up to speed on the road may require some patience. The three-valve, 310-horsepower, 365-pounds-feet-of-torque 5.4-liter V-8 took 8.8 seconds to go from zero to 60 mph in two-wheel drive, according to instrumented testing with the VBOX we brought along. That’s with the truck’s launch-optimized 4.10 rear axle, though that low final-drive ratio is somewhat negated by the Raptor’s very tall 35-inch tires.
Winning traffic light races isn’t the reason you buy a Raptor, but if power is a priority you might want to consider purchasing a Raptor with the 5.4-liter engine and adding a proven Roush supercharger. The truck will certainly benefit from the extra 90 or so horsepower that Ford’s new naturally aspirated 400 hp / 400 lbs.-ft. of torque 6.2-liter premium V-8 will offer when it becomes available by February 2010, for an extra $3,000.
Driving through diverse urban conditions, we found that the Raptor’s 6R80 six-speed automatic transmission hunted for the right gear more often than the same gearbox in other 2009-10 Ford F-150s. SVT reps on hand said the Raptor’s default street-mode shift logic is optimized for fuel economy to help the truck meet its 14/18 mpg city/highway fuel-economy rating. Our solution was to use tow/haul mode to force the Raptor’s transmission to hold its gears longer, instead of downshifting at the earliest opportunity to save fuel and upshifting soon after to add power or gain momentum. Tow/haul mode made for a much livelier and involved driving experience, with the added bonus of immediate downshifts on descents if we tapped the brake pedal once.
Several times when we came to a full stop we noticed a minor nose-to-tail rocking motion. The driveline felt like it might be binding, but SVT vehicle dynamics engineer Gene Martindale, who’s been driving the Raptor hard both on- and off-road since the first test trucks were cobbled together, said the Raptor’s special engine mounts and long-travel suspension were responsible.
We quickly became big fans of the F-150’s updated brakes, which are standard across the 2010 lineup, including the Raptor. The only difference is that the Raptor has a larger ABS pump to help keep the brakes cool during long, steep grades off-road when the new hill descent control feature is needed for long periods. The new brakes have very predictable and firm stopping feel, with minimal fade and ABS intrusion.
As we entered Anza-Borrego State Park after about 80 miles of stop-and-go urban traffic and curving country roads, the most frustrating portions of the drive gave way to long, straight stretches of undulating highway with varying wavelengths and amplitudes that brought back memories of what it felt like to bomb across the desert as a passenger in the Raptor last fall. The Raptor firmly hunkered down and soaked up everything we could throw at it at any speed across this tamed ribbon of rolling desert terrain until we reached our destination for the first day.
What we learned: The Raptor lives to run in the desert, but it also works well as a daily driver.
Off-Road Impressions
The next morning we departed for the off-road portion of the test. Ford setup base camp at Devil’s Slide near Ocotillo Wells, Calif. The off-road driving was split into two segments: a two-mile hilly loop through deep sand and over rocks to check out the Raptor’s nimbleness over technical terrain, and a 22-mile high-speed lap through Borrego’s dry washes.
The technical loop started out with a several-hundred-yard sprint through deep sand in four-wheel-drive High range, with the rear electronic locker engaged to help us power through sticky spots. Mashing on the accelerator, we effortlessly drifted the Raptor left and right as we kicked up rooster tails sailing across the dune. The power curve of the 5.4-liter V-8 was predictable and steady, as it applied power until the Raptor’s electronic nannies cut throttle when our steering input was digitally deemed too aggressive compared with the truck’s forward momentum and yaw rates. Deep sand, however, offered up another case where the 5.4-liter Raptor could use a bit more punch.
In 4Hi we climbed several rocky outcroppings as we drove around a series of small peaks above the scrub brush of the desert floor. The weathered granite offered a great surface to the Raptor’s tires, and the truck had no problem beating these challenges. At points where there were deep ruts on one side of the truck, we were able to use the Raptor’s excellent articulation to keep all four wheels in contact with the ground in most conditions. There was hardly any frame-scraping, though we also weren’t dealing with shifting rocks and small boulders. Steering felt very precise, with just the right amount of bump stop feedback from the terrain to tell us what we were crossing when we couldn’t see it fully or without the aid of a spotter. The Raptor’s wide track helped overcome its relatively long wheelbase.
The Raptor is the first Ford-brand vehicle to offer hill descent control. It uses the truck’s antilock braking system to automatically modulate the brakes to slow travel down steep slopes so the driver can focus on steering and it helps make up for the Raptor's relatively mild 45.1:1 crawl ratio. Having driven trucks that were equipped with similar systems, from the expensive Lexus LX 570 to the reasonably-priced Nissan Frontier, Ford’s HDC is the best we’ve driven to date. The ABS modulations were smooth and unobtrusive, leaving our attention to focus on staying on the best line down the grade. It was easy to scrub speed or add velocity in 1 mph increments with a touch of the brakes or accelerator.
The final portion of the technical loop was down a very steep 125-foot hill. The HDC was flawless in slowing down the 5,860-pound Raptor -- we didn’t have to apply the brakes once. The truck simply walked itself down the hill while we were along for the ride.
With the hills behind us, of all the driving we did, we most looked forward to piloting the Raptor in a high-speed desert loop. If you’re a kid who grew up in the 1980s watching “Dukes of Hazard” and dropping quarters on Ivan Stewart’s off-road arcade game, the Raptor is the ticket to making some of the daydreams you had then become reality.
We set the truck in 4Hi and activated its unique off-road mode, which changes the engine’s throttle map, leaving the butterfly valve fully open when pushing the accelerator down through its entire arc. That’s intended to give it linear throttle response, like a race truck, instead of high power at the beginning that’s tapered at the end, like a street truck. Off-Road Mode also changes the transmission’s shift points to hold its gear and not upshift after letting off the throttle at high speeds. It also locks out the sixth gear overdrive at the top of the transmission to keep rpm high. Brake behavior is also modified. At low speeds over deformable surfaces, like sand, it virtually disables ABS to allow full brake lockup so you can stop as quickly as possible to avoid hitting or traveling over an obstacle. But if you’re in a wash at high speeds, ABS kicks in much the same as it would in a street truck until you reach lower speeds, where full brake lockup can occur.
In the first few miles through Borrego’s dry creek beds, we kept our speed to only about 30 to 40 mph. It gave us a chance to earn our Raptor legs. What was most amazing about the first few miles -- and what quickly became expected behavior -- was how well-mannered the truck was while crossing washboard terrain that would have cracked our skulls on the roof of an ordinary half-ton. The triple internal bypass Fox Shocks are monsters with huge appetites for soaking up desert whoops and washboards. The Raptor’s awesome bolstered seats held us in place and damped most of the remaining reverberations that made it past the suspension into the cabin.
As familiarity with the truck grew, we started to notice how well the LT315/70R17 BFGoodrich All-Terrain tires augmented the suspension. Around sandy banked turns in the wash, the tires bit into the loose surface to keep the truck on the track our eyes were focused on. The Raptor easily slid across the sand – but only when we wanted it to. Steering feel again played a major role, allowing us to easily power-slide the truck at will and quickly recover as we learned where the Raptor couldn’t break the laws of physics.
The Raptor we drove through the wash was optionally equipped with Ford’s navigation system. Its huge screen and excellent graphics make it our top choice in the half-ton segment. Although we were off the grid, the screen still showed us a helpful breadcrumb trail to follow as we ran the circuit.
Having ridden in the third seat of SCORE Baja full-size stock race trucks outfitted with professional-grade suspension and electronics systems, it’s amazing to think just how similar a factory Raptor is to one of those very expensive -- and temperamental -- beasts. Just five years ago, it probably would have been impossible to build a truck like the Raptor that’s as close as it is in capability to the professional sleds that race Baja.
What we learned: You’ll probably see the Raptor running at high speeds through the desert -- we topped out at 75 mph -- but for a vehicle its size it’s surprisingly nimble and capable crawling up and down at low speeds over technical terrain, too. Our biggest gripe is that it needs extra grab handles for the driver and passengers.
Summary
The Raptor doesn’t have the low-speed rock-crawling focus of the Dodge Ram Power Wagon or Hummer H3T, and the 5.4-liter version may not be powerful enough for some, but the Raptor’s overall versatility in the dirt is as close to perfection as you’re going to get if you want to take your off-road recreation to the next level and still retain livable work truck capability without adding a second mortgage to your home.
The Raptor’s sophisticated on- and off-road driving modes and hill descent control allow the driver to expertly dial-in the truck’s performance to fit their unique skill level. It’s a truck that will grow with the driver as they hone their off-road skills and it will provide an excellent platform to build on when the time comes to start swapping out hardware. We fully expect the aftermarket is going to love the Raptor.
The bottom line: The Raptor can do things we didn’t think were possible in a factory pickup. We don’t really know or care how it was given the OK by Ford’s attorneys. The fact is, it’s available now and it’s virtually perfect for the application for which it’s built. We’re just happy Ford’s legal eagles must like their Raptor as much as we do.
2010 Ford F-150 SVT Raptor Specs
Base price: $38,995Engine: 5.4-liter V-8
Valvetrain: SOHC, three valves per cylinder
Horsepower: 310 @ 5,000 rpm (gas) / 320 @ 5,000 rpm (E85)
Torque (pounds-feet): 365 @ 3,500 rpm (gas) / 390 @ 3,500rpm (E85)
Transmission: Six-speed automatic
Axle ratio: 4.10
Suspension (f/r): Unequal-length control arms, coilover shocks/single-stage leaf spring, piggyback reservoir shocks
Steering: Power rack and pinion
Brakes (f/r): 13.78-inch vented discs / 13.7-inch vented discs
Wheels/tires: Cast-aluminum 17x8.5-inch/LT315/70R17 BFGoodrich All-Terrain
Wheelbase (in.): 133.1
Length (in.): 222.1
Width (in.): 86.6
Height (in.): 78.4
Track (in.): 73.6
Curb weight (lb.): 5,860
Maximum towing (lb.): 6,000
Ground clearance (in.): 9.8
Approach (deg.): 29.8
Departure (deg.): 26.1
Breakover (deg): 20.8
Crawl Ratio: 45.1:1
Maximum towing capacity (lb.): 6,000
Fuel capacity (gal.): 26.0
EPA mileage estimates (mpg): 14/18 city/highway
Seating capacity: 5
Where We Drove
During the F-150 Raptor first drive we recorded performance and GPS data using our VBOX instrumented test system. If you're interested in seeing the trails we followed or recreating the drive yourself (at your own risk), we're happy to share the following links:
Google Earth GPS Coordinates (requires Google Earth application)
Google Maps Pictures
Comments
Great read.
I'd love it but between low tow rating and no crew it just ain't gonna happen. Too bad :( Maybe some day.
How long until you get to try the 6.2L version?
2-3 months?
Nicely done. Bring on a longer, useable bed, a 4:1 tcase, and the 6.2, I'm in. Seriously. As the truck stands, not really interested.
As the truck stands, they already sold out of the 5.4 so it doesn't really matter if any of the tire kickers here are not interested.
I would buy one if I had the money! The only reason I wouldn't buy one is I am I too poor and don't have the money for a second truck.
Two things are official.
1) U G L Y
2)Way overpriced.
Most people who want a prerunner are younger people who want excitement. Younger people can't afford a $40,000 truck, make it $30,000 you would see some sales then. I could convert any (preferably) HEMI or GM 6.0 to out run that with $$$ to spare.
Is this 6.2 ever going to make it to the market. Let's seem some official numbers already.
AWESOME!!!
Why would they offer up official numbers before its out? Marketing 101.
I too would like to see it in SuperCrew form, and I'm still holding my breath for the EcoBoost.
I wonder if they would consider a Raptor-lite package with 285s and the EcoBoost...
Long bed usually equals long wheelbase. Not what you want in a prerunner or any off road truck. That is why it cracks me up to see 1 ton duallies with off road packages. How much off roading is someone going to do with a rig like that?
As far as building a Dodge or Chevy just as capable and coming in at under $38,000? Good luck with that unless you are starting out with a used or stripped truck platform to start with. The Raptor is not a stripped truck, is a supercab and carries a warranty. $38,000 is a very fair price. Go look up a King Ranch or Platinum F150, they are priced north of $40,000 and all you get are more doodads and trim stuff. I'll take the extra cost and fucntional options any day. If it could tow my travel trailer i would be looking at a Raptor for my next truck.
Awesome! Way to bring your A game FORD.
I am by no means a ford guy, i love my toyota, but jesus that is a good lookin truck, i would switch over for that thing. They really did a great job with this one and being a toyota guy i really like how they have FORD across the front like they used to do with the early toyota trucks. So save this tag you american made lovers because bravo they did a great job on this one!
Raptor Bronco....it could be done if Ford wanted to.
I agree. Awesome! Looking forward to the review of the 6.2 V8. And Failure... loads of people mention they "could" build their own similar vehicle for a cheaper price. Just nobody ever seems to make that a reality. I wonder why....
Power Kid and Failure, You 2 crack me up..(LOL) Did you not read this?? The 6.2 is comin out in Feb. 2010..
"Long bed usually equals long wheelbase. Not what you want in a prerunner or any off road truck. That is why it cracks me up to see 1 ton duallies with off road packages. How much off roading is someone going to do with a rig like that?"
Keith your a good man, lol. Your 100% right man, I dont get that either. This truck is awesome for a dessert runner, but I want a short wheelbase, small truck for wheeling in most situations. It also makes me laugh to see most any full size pickup truck with a lift kit, or a suspension off road package. They really aren't capable.
Sadly, a lot of newbies believe the larger and taller the truck, the more capable it is offroad, when a lot of the time, its the exact opposite that is true.
Fitting Ford named it after an extinct dinosaur. Get 'em while you can!
Rob,
The F250 makes a decent off-road machine. It must have a SFA. I know a lot of people that have lifted Full Size Heavy Duty Pick-Ups. They look sick; ya hear, SICK.
The big and small of it: The ranger at Pismo Beach use F250 5.4 4x4 SuperCab shortbeds to patrol the dunes. STOCK except 315 wide tires.
The Suzuki Samurai was one of the best offroad vehicles I've driven. It could go many places larger vihicle could not.
Great Ford , the crickets chirping over at GM is getting deafening .
THAT is one awesome truck!!! I LOVE it!! Make mine orange!! I wish it came in a CC though.
After reading your review and comparing it to others like the one at jalopnik it's painfully obvious that the other guys couldn't figure out the truck's capabilities or it's electronics. Their biggest complaint was how poorly matched the transmission was to the truck. Too bad someone didn't tell them about off-road mode...
Too funny that people think you have to want a rock crawler to want an offroad truck. Being taller, it'd have more breakover and clearance no matter how long it was. I can't haul anything I need to haul that boy toy bed, it's as useless as the Explorer Sportrac. If I wanted a rock crawler I'd get a Jeep. I want the longer half cab Raptor because 1. It'll haul and tow better. 2. I want the 4:1 tcase for obvious reasons (it'd be REALLY sweet to have 4:1 with 2wd capability!) 3. A longer bed, longer truck will handle the highway better. By better, I mean the frost heaved hell we have up here, hence the need for the Raptor's enhanced suspension. I don't begrudge you guys your wish list, but I've got MINE. I also have the money to buy what I want so Ford, if you're listening... I'm waiting.
Like failure said. If the 6.2 is coming out in Feb. where the hell are the stats.
Lets see some numbers. I bet 400 and 400 is all it will muster. What a Joke
Ford will always make the worst V8s.
Ever heard of the Raptor R? It has the 6.2 and 500HP. So you just made yourself look like an idiot.
Huck - Ford isn't building the Raptor to be a rock crawler or a street machine. They could care less how it handles frost heaves. It also is not intended to be a heavy hauler or used to tow heavy. It is a prerunner. If you want the things you want fo buy an FX4, it will suit your needs.
Thatsjustdumb - before you laugh at 400-400 go look at what GM's 6.2L is putting out. Just about the same.
Everything fine, but only that damn front-end design of the latest Ford trucks...
@ Alex, before you criticize someone why not do a bit of reading. The 500HP 6.2 is a custom engine ONLY built for the Raptor R which is not a production model. Its ONLY for the Baja 1000 and other competitive events.
Now, when the Production 6.2L Boss is ever released it is said to have around 400-425hp 400-425lb-ft.
I do think the Raptor is a neat truck and it is built for what its built for. It is not built to be a family truck, hauling loads of gravel, and towing heavy loads. It is a niche truck and it will appeal to the few that do this kind of off-road driving and to those who just want it because its "cool."
I'm looking forward to Fords 6.2L Boss 425hp Engine.
When I first saw this rig, I almost hurled at the design...then I said...it's not so bad, but I wouldnt want a regular F150 like that.
The shorter the wheelbase, the more nimble a truck can go around corners. Try going around a rock without scratching your Superduty.
And as for the price...think of the folk who buy mid-level trimmed trucks and add those lift-kits and big wheels and tires...I guarantee you even if you bought a Work Truck and added aftermarket lift-kits, that costs way more than the Raptor truck that you see.
Thank you jrod for telling me something that has already been published on this website over and over again. "Thatsjustdumb" said "I bet 400 and 400 is all it will muster. What a Joke...Ford will always make the worst V8s."
This implies that Ford could not get any more power out of it no matter how hard they try. Which is a stupid comment to make about any engine., because you can always get more power and torque out of any engine.
The Raptor R example was proof it can obviously put out more than that. Whether they sell it to the public or not.
So yes, I have every right to say he made himself look like an idiot. And stop telling people on this website to read this website. That is another dumb comment too.
@Ryan I know when the Raptor gets the 6.2L. But guys like Mike get to test these new units long before the review hits the web/print. When you get your monthly Car & Driver do you think they conducted the testing the day before it was mailed? It occured months earlier...
Oh and I'll say it again, the GM 6.2L makes @ 384hp on reg fuel. It makes 403 on premium only. Fords ratings are on reg gas. So even @ 400 it kicks some GM azz. And it'll probably have more.
Wow, if I've understood this very interesting road test correct Raptor is also a 4WD truck and to that moment I always thought it has only RWD as typical desert race trucks... My conclusion: immediately make an comparison test with the coming on Ram Power Wagon - different worlds of off-roading but could be very exciting and maybe even 2 winners...
Great truck. I am a Ford guy and love to see them spend their money on exciting products. Most are haters and I don't know why. FX4 F-150 = 30K. Lift kit, tires etc. Easy 10K. Not to mention it won't be tuned, wider, shocks, durability. This is the best bang for your buck hands down. It would poop on the faces of all those other trucks out there. Honestly, I wonder just how bad it would do in the rocks? It probably wouldn't be so bad. Sounds like an interesting read. Maybe wait for the 6.2L?
@ Alex, well the way I understood his comment was that 400 & 400 is all that ford will get out of the engine as a production model. Everyone knows that there is always a way to modify and customize. It appears we each interpreted his comment differently.
I'm just tired of people always attacking someone and making personal insults. I like this site for the reporting Mike Levine does, but some of the people here make it less than desireable.
I could just not read the comments but I like to hear intelligent discussion and opinions on the topic. I am not saying the comment about 400 & 400 was intelligent, but he wasn't personally attacking a fellow reader.
But hey, that is just my opinion on the matter.
You my friend just came across as very angry and mean. If I seemed to come across in the same manner I apologize and it was not my intent.
I will be checking out the Raptor at the nearest Ford dealer when available just to see it in person.
Fair point jrod, I too am looking forward to it coming to my local dealer. Really looking forward to the new engine.
the way i understood his point was that he was just making the 400/400 comment to be a smartass. people like alex and i are tired of this.
Its a cool looking truck but as with all fords of late the engine leaves a little to be desired and with fords history of pathetic engines I am not holding my breath on the 6.2. Also, sad to say but wouldnt most people who get a lifted truck to take it on trails and haul/tow things and such? Lets look at the reality its besically built to play in the desert. Your never going to see this going anywhere a Power Wagon goes or other lifted pickups its just too wide nor towing anything. though the price is more than reasonable its a lot to shell out for a truck with only one use. As with so many ford products they start out with a great idea and get lost in translation and the limited usability could be the nail in the coffin for this otherwise really cool truck. I mean seriously no crew cab what was ford thinking and why not introduce the new motor with the introduction of the raprtor? From a marketing and sales standpoint would that be a no brainer? For those who are seriouly considering this truck better act fast because it may not last more than a couple of years. Dont want to come across as a ford hater just pointing some things out and voicing my opinion as I have owned many ford trucks over the years.
WOW! well, Ford has done it again and i have to say-its a pretty gdm fine truck. if do say so myself.
but, times are changing and ford needs to get a new diesel out on production. im waiting for ford and catapiller to sit down and get togther and put a yeller engine in its new tonka series...hopefully in the coming years soon.
ford does need to put more hp back in to there trucks, i mean--265hp just doesnt cut it anymore. i know i have a 2009 f 450 and i hate it. the powerstrokes have outlived there usefulness and its time for some new blood in the diesels.
would be nice if ford would boost up the 6.2 back up to the 7.3 again or better yet come out with a 7.8l or a 8.0L V10
dual turbo trk.
I own a harleydavidson f150 08 i would never get this truck i live in canada and this truck starts at 50000 no way in hell i would pay 50000 for a ext cab i bought a hennssey camaro hpe 550 way better buy at lest it will hold its value the end of the harleydavidson f150 is comeing here that truck is way over 60000 its a beauitful truck but add 8.9 interest on loan ext warrenty ford thinks its cool to have 1200 payment raptor is the same way i will find other cars to have fun with
Complex control systems using valves requires an automatic control based input of an actuator. The actuator strokes the valve allowing the valve to be positioned accurately and allowing control over a variety of requirements.
Thanks for sharing this post. Ford Raptor is the toughest pick up truck ever built. Ford F150 SVT Raptor has nice features like 5.4 liter V8, FFV engine blasting out a 320bhp at 390lb/ft of torque The performance of the Raptor was outstanding. Riding this truck is fun. The efficiency was expectedly low, but it recorded a 14 in the city and 18 on the highway. The Raptor pickup truck can carry a load of 1000 pounds and a 6000 pound. For more details refer http://www.macktruck.org/2010-ford-f150-svt-raptor-review.html
If it wants to stand as a true offroader, it's gonna need to go on a diet. That thing is way too huge to do any sort of rockcrawling. Although I guess that's not really what it was designed for....
I have just found out that we can buy a Ford Rapter here in Australia for $132,000 Aust dollars plus tax and delivery fees includ's converted to RHD
you people make me laugh, this truck was built for southern cali kids, how do i know this, beacause i live in souther cali. it looks like a very capable truck for what it was built for, also very affordable for what it was built for. I say affordable because anyone who knows anything about desert racing or just desert driving in general knows its expensive. First you buy a 30,000-40,000 truck (any truck for that matter) then you take the truck to a shop that can do the work, add long travel arms to the front end-$5,000-up, long travel shocks-$1,000-up a shock, fiberglass fenders-$500 for the front, engine cage because you just lost all structural integrity-$500-up. Now lets move to the rear end and we will go mid travel to save money, Deaver springs-$700-up, new shackles-$400, long travel shocks-$500 a shock-up, rear shock hoops-$500-up, Fiberglass bed sides-$500. This is on the complete cheap side and doesn't include labor or fab parts(just estimates, i'm sure you know someone who can do it cheaper). So like i was saying, this is a pretty affordable truck for what it was built for, if you want a mudder, rock crawler, toy hauler, or general hauler, BUY A DIFFERENT TRUCK! Don't be the idiot that says "its a great truck but i want a off roader". Your making yourself look and sound stupid because you don't understand what this truck was actually built for. Why do you think Ford did all the testing on this truck in the Calfornia desert???
i don't know where you got your prices shane but those are off the scale. like $400 bucks for shackles??? lol but anyway in my opinion it's a nice truck. way over priced but nice. chevy is thinking about throwing a truck out like this that is about the same price but better. I know what ppl are goin to say "your a chevy guy" and that is true but for the same price on the chevy you get carbon fiber instead of crappy fiber glass. like carbon front fenders, hood, tailgate all that good stuff. plus you get a real motor. like as in 550 hp supercharged. here's a link check it out. http://www.caranddriver.com/news/car/09q4/chevrolet_silverado_zr2_concept-auto_shows
This is Fords Best design EVER and for all of you that have negative comments about this Vehicle i suggest you all work alitle harder or perhaps find better jobs so you can afford and appreciate its true power before you critisize or condem its true power and off road ability
Supercharged Rock Warrior is far better then this one.
i drove gm most of my life, in 1998 when the superduty came out with the 1999 i bought one. it has so mutch more room for a larger person. im 61 years old and im going to order a raptor tomarrow. the dealer said he can order a 6.2 motor now. if you havent driven one how can you knock it. i have built several off road race trucks and there is no way to build something like this for the price.
wow people its a baha truck. made to be a OFF ROAD TRUCK.... not for the everday drives.
To mb2020- here is a direct quote from the car and driver article you have linked: "Compared with the Raptor, the ZR2 doesn’t appear as extensive of a package".
The Chevy ZR2 is a 'churched up' silverado that will fall apart when you open up that 550hp engine in the desert! This is only a concept truck and will never make it to the desert or to the public. However, the Raptor is a real truck that was proven under the most extreme conditions and is worth every cent. Ford will continue to be the innovator and Chevy will continue to be the imitator.
Sorry mb2020, I was replying to dayton's comment....
I would like to say that this truck has had me drooling since I saw it in a car show. I have had dreams of sailing over sand swells and rocketing around corners. As for hauling a million- bazillion pounds, oh well. But for everything else, this *trophy truck* is awsome !
P.S.
if you don't know what the term trophy truck means, you should not even be considering this truck. It s for serious preformance off road drivers. Not for construction crews, or soccer moms, or underground street racing!
It's an offroad truck, and for my hard earned American dollar, I don't think it gets any better.
The comments to this entry are closed.