Ford’s Ranger Raptor has redefined the dual-cab ute as we know it – and not just the current, dirt-snorting, twin-turbo V6 petrol version that’s in hot demand today.
Even the original, previous-generation T6 Ranger Raptor appealed to performance enthusiasts in strange ways, much like a giant, heavy, tall, diesel rally car might. That had a lot to do with one single thing: its Fox Shocks suspension. Ford tested myriad combinations of we assume spring, damper and valving before it arrived on the mysteriously, wickedly good suspension that went into the production car.
READ MORE: Toyota GR HiLux detailed
The Fox Shocks not only gifted the ladder-chassis Ranger with ride quality hitherto unknown for a dual-cab ute, but allowed the two-tonne behemoth to launch off actual jumps and land in a surprisingly soft way. Attempt the same in other dual-cabs, even the HSV-fettled Holden Colorado Sportscat (remember that?) and you’d be popping the bonnet to check the strut towers were still intact.
Since the original Ranger Raptor, no other manufacturer has been able to create a proper rival, not even for the first diesel version. But some have tried. Notably Toyota with its HiLux, the arch-nemesis to the Ranger in many ways, not least sales.
In 2024, Toyota knows how to build a driver’s car, and in multiple ways. That’s evidenced by the sublime, rear-drive Toyota GR86, but also the excellent and rorty, turbo three-cylinder GR Corolla.
So it stands to reason a HiLux with a GR badge would be something of a driver’s delight, at least by dual-cab ute standards, right?
UJI COBA OFF-ROAD: Ulasan Ford Ranger Raptor
To find out, we discovered ourselves with the keys to a black HiLux GR Sport. While it does without a sports bar (curiously) the pumped wheel arches at each corner bring to mind the original Ranger Raptor, and give this dual-cab the vibe that it’s ready to go sniffing out Baja, Finke or even Dakar. Visibly wider tracks and glimpses of bright red suspension components – monotube items from spring and shock gurus KYB, no less – hint at ability to match the flex.
So does the spec sheet. Power from the 2.8-litre turbodiesel inline-four is 165kW and torque a hearty 550Nm, a 15kW/50Nm increase on other HiLux models – making the GR Sport the gruntiest diesel HiLux to date.
Once inside, you sit high even by dual-cab ute standards – the ride height is about 15mm higher than your typical HiLux – and there are more hints of sporting ability. The steering wheel, upholstered in lovely leather, has a red line across its top, an idea borrowed from rallying so you can easily know what steering angle you’ve inputted as you’re heinously crossed-up on some rally stage. There are aluminium pedals, serious-looking steering wheel shift paddles, and even some red seatbelts and racy GR logos to break up all the black leather.
It’s a pity, then, that this HiLux is no match for the Ranger Raptor – not the original diesel version, and certainly not the current 292kW model.
Those who drove the original Ranger Raptor were instantly taken aback at its bewitchingly good suspension, but that’s not quite the case with the HiLux GR Sport. While riding well by HiLux standards, is still ultimately a bit fidgety and firm. Nothing that special here.
Find yourself approaching a winding road and there’s no designated Sport mode – just a button that reads, gruffly, ‘PWR’ – and at least on bitumen, the all-terrain tyres offer lateral and braking grip like you’re in the wet. Even when it’s dry.
That’s a shame as the dynamics are actually quite good, and in the corners is where the KYB suspension shines. There’s an obvious sophistication to the way the body moves through its arcs, offering just the right blend of body-roll and control.
Power and torque are okay, and the retuned six-speed torque converter transmission seems to snatch gears with a newfound vigour, but ultimately this HiLux smacks more of a cosmetic exercise than a proper, rally-bred one.
In a sense, that’s fine, as to our eyes it looks quite good. And it drives well by HiLux standards at all other times you’re not punting it into a corner.
It’s also quite richly specced by HiLux standards, with interior niceties such as seat heaters and dual-zone climate control. (The tech offering is pretty last century, however, with fully analogue dials, no wireless Apple CarPlay, no wireless phone charger, and just basic radar cruise control – no advanced driver assistance systems here. Luckily the JBL Audio system is very good.)
Ultimately, however, at $74,310 before on-roads – making this the most expensive HiLux of the range – it’s not quite the revelation the original Ranger Raptor was. It’s more of a Ranger Wildtrak X rival.
A bit more GR DNA beyond some badges would be nice, and we’re sure punters would pay for some next-level suspension with links (pun unintended) to the Dakar-winning race version. We’ll be waiting.
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