It’s BIG, brawny and a best-seller here in the States for 45 consecutive years.
Ford Motor Company’s F-150 light-duty pickup truck’s two score and five (and counting) top-reaching sales thread may never be duplicated. However, Ford is anything but complacent, constantly updating and creating new evolutionary experiences enticing truck buyers back to the innovative Blue Oval.
Ford has good reason to continue evolving. Pickup trucks create steady, sizeable income streams for their respective parent company, more so than any other model.
During its 13th-generation 2015 redesign, F-150 went on a diet, shedding unwanted pounds without compromising strength. While F-150’s workman-like underpinnings returned within a fully boxed steel ladder design, the outer hull introduced high-strength aluminum alloys, allowing significant weight savings of approximately 700 pounds. Less weight translates into improved fuel economy, no matter what size engine (or electric/traction motor) resides inside.
When Gen 14 arrived in 2021, a self-charging gas-electric hybrid supplemented by a 35-kilowatt electric motor debuted. One year later, the truck went all EV with F-150 Lighting setting an industry standard for fully functional pickups never needing a drop of fossil fuel and capable of powering electric tools through its on-board lithium-ion battery pack when no wall socket appears nearby.
Several F-150 engine types, bed lengths and drivetrains (rear vs. four-wheel drive) allow a dizzying array of mix-and-max combo platters. This review focuses on a low volume delicacy for those in search of monstrous, mythical horsepower.
The all-new-for-2023 Raptor R rates as an ultra-high-performance off-shoot of the off-road intended F-150 Raptor pickup introduced a decade earlier (with a not-so-shabby 3.5-liter twin-turbo EcoBoost V-6 and 450 horsepower). This purpose-built Raptor R aims at a narrow set pickup truck buyers seeking a better balance between off-road ability and pure horsepower performance. Both Raptor and Raptor R mate to a 10-speed automatic transmission with the R sibling substituting a new heavy-duty torque converter.
Enjoy the highly audible rumblings of 700 available horsepower thundering through Raptor R’s 5.2-liter V-8 engine thanks to Supercharged tuning. It’s the first time Ford reintroduced a V-8 block engine back into F-150 in nine years. Not only does Raptor R represent the most potent F-150 ever offered, it qualifies as the most expensive.
The fact we’re even testing and discussing this beast of burden results from a rather reactionary decision at Dearborn, Michigan based Ford. Two years ago, RAM trucks lifted a newly minted 702-horsepower SRT Hellcat V-8 from its aging Challenger/Charger platform and stuffed it into a light-duty pickup then stamped on a TRX identifier (think ‘T-Rex’, a word-play swipe at ‘Raptor’).
Ford took exception, and in a polite nod to friendly horsepower competitions dating back to the 1960s, got to thinking. If RAM turned to its pony car heritage for inspiration, why not unleash what’s under hood of the Mustang Shelby GT500. Next, optimize this 5.2-liter, supercharged V-8 for competitive off-road experiences.
Alas, this may represent a final salvo between rival pickups seeking top-dog status within internal combustion confines as the industry begins skewing electric. However, those thrusting for horsepower and low-end torque should note EVs remain surprisingly capable of topping 700 horsepower sans a supercharger.
Raptor R’s V-8 includes a ravenous appetite limited to a steady diet of cannibalistic-like, dinosaur-driven, premium grade fossil fuels with a paltry combined city/highway estimate of 12 miles per gallon. By comparison, the F-150 gas electric hybrid doubles that average to 24 mpg. A huge 36-gallon-fuel tank helps extend Raptor R’s range to a somewhat respectable 432 miles.
The conventional Raptor houses a twin-turbo V-6 while the R counterpart sports a Supercharged V-8. What’s the difference between Turbo and Supercharging? Both force additional gulps of pressurized air into the engine delivering a bigger bang through different sourcing. Both provide a higher oxygen content resulting in quicker fuel burn.
The louder, more potent Supercharger physically connects to the engine (historically by belts or chains), using its crankshaft as a direct energy source to compress air. Larger displacement powertrains with lots of cylinders benefit from Supercharging.
The more fuel-friendly turbocharger finds homes in smaller cylindered engines utilizing streams of recycled exhaust gases to spin a turbine (or two if twin turbo-ed) which compresses air before forced entry into the manifold.
What’s the difference between 700 and 702 horsepower? A measly two horses. But while RAM TRX gets horsepower bragging rights, Raptor R’s lighter weight (approximately 400 pounds) thanks to the aluminum cabin and bed helps provide superior power-to-weight ratio.
A huge decal takes up the outer bed sides and a portion of the rear doors spelling out Raptor while incorporating a gaggle of tiny number 8s, apparently a reference to the number of cylinders found under hood. Sizeable, strap-like body-colored door openers operate with just about any sized work glove enveloping the hands.
Class-exclusive, extra-large (and standard) 37-inch tires with ‘biting teach’ contributes to a class-leading ground clearance (13.1-inches) with standard static running boards donning machined air hole breathers also dispelling water.
Running boards remain a must as Raptor R’s cabin stands above 6-feet, 5 inches requiring a mountain-like climb when jumping onboard and steady use of the molded, inside A-pillar grab bar. A notable gap exists between the toothy tires and circular wheel well frame protected by black composite materials. A full-size spare mounts under the cargo bed.
Raptor’s finely tuned five-link coil rear suspension with long trailing arms help maintain axle positions on off-road surfaces while offering a smother on-road pavement experience. Raptor’s rear coil suspension is unique within the F-150 family.
All this noise and power doesn’t come cheap. Raptor R starts at $109,145 (including the obligatory $1,895 destination fee), about $36,000 more than a conventional twin turbo V-6 Raptor and a hulking $32,000 more than the RAM TRX. Sound pricy? Ford sells most everyone that rolls off the Michigan assembly line, usually with a price premium tacked aboard, same holds true for RAM TRX.
If Rapture R emits too much audio output through its dual exhaust system, built-in mufflers monitor the sound via four settings (Quiet, Baja, Normal and Sport) selectable via a stand-alone iconed (a 3-D dual exhaust) push button at steering wheel’s 3 o’clock position.
A 12-inch touch-sensitive multi-function in-dash center screen includes handy swipe functions and two convenient large twist knobs below and separate from the screen monitoring on/off/volume and station select options. In between expect two rows of audio-assist buttons. Wireless Android Auto and Apple CarPlay smartphone integration come standard as does a premium sound system.
Directly below, the HVAC center with a toggle bar raising and lowering fan speed and a gaggle of push buttons. Two different sized USB ports (A and C) are accessible to front seat drivers.
Standard adjustable brake and accelerator pedals power forward and back via a lower left-side toggle switch to better mesh with the driver’s size (or lack thereof). The vertically-sliding manual gear shifter resides between front buckets and ahead of a deep square storage bin with flip-top cover.
Both Raptor R and Raptor include a standard, full-size, roomy Super-Crew cab configuration with flat floor and row two bench seating for three. Seat cushions manually raise and flush flat against backrests in a 60/40 fashion creating inside storage if needed. A shallow, lockable floor region is found under the flipped-up cushions. Both Raptors feature a 67.1-inch bed length, the shortest available in F-150.
The Raptor Brothers skip the tighter single row regular cab version and clamshell, half-door two-row Club Cab. The electronic transfer pad found on the lower dashboard includes push plates for selecting between rear drive 4 x 2, four-wheel 4 x 4 high, 4 x 4 low and all-wheel drive with a simple push.
The tailgate incorporates a tempered, easy glide, gentle-fall design replacing the quick ‘thud’ versions from generations past. An old-school black whip radio antenna adorns near the passenger side A pillar. While most Ford products find a front grille spot for the corporate blue oval, Raptor boldly spells out the word, F-O-R-D within a black honeycomb-like environment. Two vertically stacked light structures flank the grille separated by narrow, amber-colored LED lighting and outside trim also amber and imitating a boomerang silhouette. This outer boomerang doubles as the turn signal indicator.
Just for kicks, Ford declared in mid-2023 the arrival of a high-octane Raptor version of its midsize 2024 model year Ranger pickup promising a best-in-class 405 horsepower and based upon the 3.5-liter Ecoboost V-6 duo. Which leads to a final question: Is a Raptor R Ranger with 700 horses in the pipeline?
Starting price: $109,145
Engine: 5.2-liter Supercharged V-8
Horsepower: 700
Torque: 640 lb.-ft.
Wheelbase: 145 inches
Overall Length: 231.7 inches
Overall Height: 77.2 inches
Overall Width: 96 inches
Curb Weight: 5,950 pounds
Powertrain warranty: Five years/60,000 miles
Fuel economy: City: 10 mpg/ Highway: 15 mpg
Assembly: Dearborn, Michigan