The Raptor R costs $31,000 more than the standard Raptor, but it also performs much better on a dystopian desert run.
Imagine a desolate desert path of loose rock and sun-scorched earth rising from a dried out lake bed into the sun, creosote bushes turning into themselves, the once happy and hopeful prickly pear drooping its pads from the heat. Now imagine a truck ripping past at near triple-digit speeds, dust clouds filling the rearview mirror like a storm.
On the plane ride to Palm Springs, Calif., I broke a crown on a problematic molar. I expected an assault on dentistry and chiropractics during my three hours desert thrashing a full-size factory truck near the King of the Hammers off-road course in Johnson Valley. Instead, the Raptor R kept the cabin stable enough for me to run my tongue over the absence in my mouth without biting it.benefits from a mid-cycle refresh that digitally upgrades the interior with a 12.
The Raptor R benefits from a slew of improvements, and the 5.2-liter supercharged V-8 is a great place to start. The 3.5-generation Raptor R now makes 720 hp and 640 lb-ft of torque, up from 700 hp. The 2024 Raptor still uses the twin-turbo 3.5-liter V-6 that generates 450 hp and 510 lb-ft. For context on displacement, in 2009 when the F-150 Raptor first appeared, its available 6.2-liter V-8 topped out at 411 hp.. The bigger bragging right, however, is that Ford still sells the Raptor R.
The 10-speed automatic holds gears longer to tap into peak torque at 4,300 rpm, but in my testing it never worried about hitting the redline, giving me more confidence to keep going until Ford wouldn’t let me go anymore. On one tabletop launch, the power was almost too great. The trailing arms, which are about a meter long and tie into the five-link rear suspension and giant 24-inch coil springs, helped keep all that power down from a start. When approaching the tabletop, I had to let off a little from 70 mph just to goose it again through takeoff. It was my nerves, though, not the truck.
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