The rear suspension uses single-stage leaf springs and piggyback internal bypass reservoir
Initially, the venerable flex-fuel 5.4L 3V SOHC Triton V-8 making 310 hp and 365 lb-ft of torque on gasoline will be the launch engine when the Raptor goes on sale in summer 2009, while the premium 6.2L 2V SOHC is slated to be available in winter 2009 with power numbers estimated to be about 400 hp and 400+ lb-ft of torque. Either engine will be backed by Ford's new six-speed automatic transmission. Utilizing the same transfer case as the F-150, the Raptor brings with it to the desert a crawl ratio of 45.1:1.
As part of the interior upgrades, the Raptor includes the auxiliary switches from the Supe
As with all SVT vehicles, the Raptor will get the up-market treatment with highly bolstered seats featuring the Raptor logo, special dash appliqu, a unique gauge cluster, and a contrasting leather highlight at 12 o'clock on the steering wheel to indicate straight ahead, perfect for finding center during spirited driving. Another great feature of the Raptor has to be the Super Duty auxiliary switch panel mounted on the center console for powering aftermarket accessories, such as lighting.
While SVT didn't skimp on the chassis, they also didn't forget about the fundamentals of desert driving. The rear axle is stuffed with a GKN-sourced locker, but in the Raptor it can be operated independent of the transfer case. This means you can use the locker in 2-Hi, 4-Hi, and 4-Lo at any speed. Finally, it's about time there is a manufacturer that gets how a locker is used in real wheeling situations. Maybe they've been reading Four Wheeler?
Here you can see the scale of the rear shocks. Note the "shin guard" that protects the sha
Because of concerns about torque steer and handling, SVT says it decided to concentrate on electronic traction for the front differential. We'd love to see a helical limited-slip, similar to the Torsen used in our own Project RangeRunner stuffed in the front diff. Perhaps this will be an upgrade worthy of SVT's or the aftermarket's consideration down the line.
Another trick feature is the "Off Road Mode" button. Users who depress this magic little switch will see all traction and stability nannies go dark. Even ABS goes into a much less-aggressive mode that will keep the wheels turning at high speed, but will allow some lockup at low speed in the dirt, which is just what you want. The Raptor will also be the first Ford product to be available with Hill Descent Control--proving something did come out of Land Rover ownership before it was sold.
Lastly, the Raptor offers real skidplates that extend underbody coverage beyond even the generously skidplated F-150 FX4, going beyond the transfer case and fuel tank to include much thicker front bumper/crossmember protection and front differential and engine coverage.
The people behind the Raptor program stand proudly in front of their latest creation.
Coolest Pickup Ever?
Could we be talking about one of the coolest pickup trucks ever made? Is that going too far? We don't think so, and we can't wait to test the Raptor on our own test loop. The Raptor is as rompalicious in the desert as the Power Stroke is torquey. However, some may question why Ford pushed ahead with such a vehicle at this time of lower truck sales, high fuel prices, and a volatile market that seems to favor smaller vehicles. We would answer that criticism with: now is the perfect time to introduce a vehicle like this. It is in times like these, you need vehicles that will build brand excitement and energize the enthusiasts with products that showcase your best in design and engineering talents and act as a halo for the entire brand. Ford is playing this one to its strength in the truck market, reminding its customers that trucks are still an important piece of its business, and while it caters to other growing segments, its truck customer will not be forgotten.
This certainly has us excited. We'll have more information and drive impressions in a future issue of Four Wheeler. Production numbers and pricing haven't been announced, but you can be sure the Raptor will be an exclusive buy.
Internal bypass shocks, massive control arms, wide track, great styling
No mechanical front traction aid, no hydraulic bumpstops
A street-legal and warranteed desert runner we want to spend our own money on
Vehicle model: 2010 Ford F-150 SVT Raptor
Base Price: TBA
Engine Type: 5.4L V-8
Valvetrain: SOHC, three valves per cylinder
Mfg.'s hp: 310 @ 5,000 rpm (gas)/320 @ 5,000 rpm (E85)
Mfg.'s torque (lb-ft): 365 @ 3,500 rpm (gas)/390 @ 3,500 rpm (E85)
Transmission: Six-speed automatic
Axle ratio: 4.10:1
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 disc/13.7-inch vented disc
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): 5,888
Ground clearance f/r (in): 11.2
Approach (deg): 29.8
Departure (deg): 26.1
Breakover (deg): 20.8
Max Towing capacity (lb): 6,000
Fuel capacity (gal): 26.0
EPA mileage estimates (mpg): TBA
Seating capacity: 5
Be sure to check out www.pickuptruck.com for even more Raptor info and videos!