Review Ranger Raptor 2023 2.0 Bi-Turbo Diesel – how is it different from 3.0T Gasoline; worth saving RM11k?
Less than a year after the gasoline engine, Ford Ranger Raptor 3.0L biturbo V6 engine appeared on the Malaysian marketthe 2.0L turbodiesel 4-cylinder variant was launched locally this month.
As a result, the 3.0-liter biturbo V6 petrol-powered variant that leads the current Ranger lineup is complemented by a 2.0-liter diesel variant. The latter continues to offer a compelling alternative to the high-performance off-road two-cabin pickup experience, with a starting price for it at RM248,888, on uninsured off-road .
This makes it exactly RM11,000 cheaper than the V6 petrol version which costs RM259,888 (OTR without insurance). What do you get for a slightly lower price and a different powertrain? We had the opportunity to learn how the oil burner is measured, putting it to the test with a V6 around the hills in Sa Pa, Lao Cai province, Vietnam.
On the surface, there are precious few points that distinguish the Ranger Raptor 2.0 Bi-Turbo Diesel – to give the variant its full name – from the petrol-powered twin to the 3.0L EcoBoost V6 under the bonnet. . Even its exterior is identical, except for the pair of exhaust pipes on the 3.0L petrol variant. The diesel returns to the usual Ranger layout of a single tube that ends deeper below the vehicle.
Moving inside, the interior of the diesel Raptor is similar to that of the 3.0L V6 petrol engine, fully equipped with orange accents indicating the variant’s identity. Passengers still have access to a clear, vertically oriented 12-inch touchscreen that offers wireless Apple CarPlay and Android Auto connectivity.
While the Thai diesel we sampled in northern Vietnam is specified with an unbranded six-speaker audio setup instead of the Bang & Olufsen orchestra of the petrol variant, the diesel variant Our Malaysia market has the same system as on the 3.0L V6 petrol engine. Connecting via Apple CarPlay is straightforward, and the audio quality streamed through the B&O setup is the best one can expect from a pickup.
Beyond cosmetics, however, there are concessions in going back to diesel powertrains. For starters, the diesel variant offers a relatively powerful diesel engine on par with pickup trucks, and although advancements in the powertrain type have brought significant improvement over the years Through it all, sampling gasoline engines like the V6-powered Raptor offers an audible contrast of smoothness between the two. The multi-cylinder thrust from the petrol engine also adds to the sense of occasion.
The delivery of power and torque is slightly slower from the low RPM on the 3.0L V6 petrol engine, helping to generate strong revs to peak figures of 583 Nm and 397 PS for torque respectively. torsion and horsepower. In addition to the output numbers, the 2.0L diesel engine is of course also inferior to the gasoline engine in terms of rpm range and sound quality.
In a sense, the mountainous environment around our test site in Sapa was a double-edged sword. While it offers challenging enough terrain to do some off-roading, it’s mostly about driving at low speeds within the confines of tight, twisty hillside roads. , sometimes going into town still maintaining a low speed Anyway.
While there is nothing quite like the chaos of Ho Chi Minh City or even Hanoi, motorists – especially those traveling like our team – still need to keep an eye out. and turn around in a narrow village like this, because a signpost for locals on these roads is just a suggestion. As a result, reporting on the highway driving characteristics of the diesel-powered Ranger Raptor of any length will require a short local wait.
Likewise, it’s configurable. The diesel Raptor performs with only a limited-slip differential on the rear axle, while the petrol engine has LSD front and rear. On the powertrain, the diesel performs well in the rallies, but perhaps more rigorous testing is needed to see if the lack of a front-lock differential changes performance aspects.
That said, we can tell you that the diesel variant perfectly matches the 3.0L V6 petrol engine on the chassis front, with the main difference being shown by the slight difference in specs. Specifications of damper.
While the petrol version has 2.5-inch Live Valve internal dampers from renowned suspension components manufacturer Fox, which adjusts the damping speed up to 500 times a second, the shock absorbers in the version. Diesel engines do not feature Live Valve.
The petrol and diesel versions of the Ranger Raptor that we sampled in Vietnam run on different terrain roads, although there is enough overlap to show that the petrol variant equipped with Live Valve has the feeling of driving. as well as the ability to control the body is a bit more complex than the similar diesel version. rock crawling road and river crossing.
In addition, our colleague, Farid, had a brief test drive in the 2.0L diesel Ranger Raptor on a short dirt track held at the variant’s launch site in Malaysia, and he co. The fact that the Ranger Raptor doesn’t have a Live Valve suspension is just a little less intuitive. Off-road taking the speed higher than the gasoline engine.
This is only relative, because in the context of the entire Ranger line-up, the Raptor variant’s sturdier chassis construction, coupled with the Fox dampers, is immediately apparent in the tight control. Tighter body movements over rough terrain than standard Ranger variants.
Chassis movement on the Raptor is much tighter and the entire truck off-road in a more integrated fashion when compared to the standard 2.0L diesel Ranger variant, as shown in a reference sample with a unit close to specifications TO Wildtrak variant of our market.
With that in mind, much of the Ranger Raptor’s premium value over its more mainstream brethren is therefore kept within its off-road equipment, both in terms of construction and equipment. So who is Ranger Raptor 2.0L diesel for?
Like the petrol variant, the diesel Raptor is aimed at buyers who want and already make use of its enhanced off-road capabilities, especially when running at higher speeds and who appreciate a truck body like a reward. It’s true that the Raptor has a slightly lower payload rating than its range mates, but no one getting one will really be bothered by this.
This is true for both petrol and diesel variants, so the diesel has the upper hand in the fuel range. Both have an 80-litre fuel tank, and on the 3.0L V6 in Vietnam, the range shown on the screen is about 330 km from a full tank, with the diesel showing almost double that.
However, the petrol Ranger Raptors during testing had to run very hard to show off Baja Mode to a previous group, very often in open throttle mode, while the diesel engine was relatively deployed. safer on muddy roads and on rocky roads.
While the fuel range doesn’t offer the exact mix of apples for the occasion, it can be inferred that the diesel is the go-to for potential buyers looking for off-road capability. by Ranger Raptor. without having to stop for regular gas. Meanwhile, the V6 petrol engine delivers stronger performance at speed and delivers a quieter engine sound.
Against the backdrop of the RM248,888 price tag for the diesel-powered Ranger Raptor compared to RM259,888 for its twin petrol, the RM11k doesn’t really put a lot of daylight between the two, so it has may depend on one’s intended use.
At this late stage of the pickup truck market in Malaysia, the asking price can be difficult to justify in the face of cold cost-oriented logic. On the other hand, if a premium sedan in this price range is in the tag as a second or third car in one’s barn, the Raptor is sure to offer plenty of appeal, in a different, standout way. turn on.
For those who have the opportunity to deploy the Ranger Raptor’s off-road capabilities at high speeds, the 3.0L V6 is definitely the right choice, while those who have traveled a lot on the highway but still appreciate this very well-rounded chassis, the 2.0L Bi-Turbo diesel engine deserves serious consideration, and not just for its price advantage.
Ford Ranger Raptor 2023 in Vietnam, official photos
