What feels juddery at 40 mph smoothes out remarkably at 60-plus mph, the Raptor's newly reinforced chassis staying surprisingly level while its suspension executes a punishing high-speed dance as the truck streaks across the desert washboard. How this works out in real life is that the faster you go, the better the Raptor performs across the whoops. These electronically controlled, internal-bypass units feature larger 3.1-inch tubes to better manage the punishing thermal load of high-speed desert running. The result is that the truck has an easier time putting the power down and keeping it there, especially with a set of larger, next-generation Fox Live Valve shocks.
Perhaps most importantly, this sophisticated rear suspension enables much more precise location of the axle throughout the suspension's travel - not just up and down, but fore/aft and laterally, as well. Ford says this 2021 model has 25% more suspension travel than the original Raptor, which wasn't exactly lacking in that department. This all-new five-link setup employs long rear trailing arms, a Panhard rod and gigundous 24-inch coil springs to provide serious travel (15 inches out back on 35-inch-tire-equipped models, or 14.1-inches on my pickup's 37-inch BFGs). Credit goes to the engineers who developed the Raptor's completely new rear suspension, which ditches the leaf springs used on all other F-Series trucks other than the Lightning EV.
While it's not the first task I tackle, it's the Raptor's performance on the whoops - a long field of of small, rolling jumps that create a rapidly undulating surface - that impress me most. Nick Miotke/Roadshow Whoops! This performance is no accident Playing in the dunes at speed where the Raptor is happiest. It'll be well over 110 degrees before the day is out, so I load in enough water bottles to consume the recommended liter or more an hour and head for the various courses that Ford's team set up. The sun quickly catches fire, illuminating a stunning martian backdrop that feels like someone clicked the "widescreen" button on my life. When I arrive, it's still pitch dark, giving me time air down the tires to about 24 psi and to bolt on high-visibility dune flags, as well as don a helmet and HANS device for safety. I have another 50-mile drive to reach California's Dumont Dunes, a vast, 7,620-acre playland that lies in the shadow of volcanic hills and along the banks of the Amargosa River. How early? I'm in the hotel's lobby by 4:00 a.m., then caffeinated and on the road by 4:15 a.m.
The convoy of test Raptors spends the night in Pahrump in order to get an early start to beat the late-summer heat.
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Prodigious thirst aside, Raptors have always made surprisingly great daily drivers, but this new interior and tech should really make everyday life much easier, even if you don't opt for stuff like Pro Power Onboard, a built-in 2.0-kilowatt generator capable of powering a small job site or a killer tailgate party. Additional features like the $765 360-degree camera package (which shows real-time tire paths for smarter off-roading), a deployable center console table and an available 18-speaker Bang & Olufsen Unleashed audio system are real pot sweeteners, too. This ensures that not only will the Sync 4 continue to offer the latest and greatest infotainment features, new functions and bug fixes can be downloaded for the rest of the truck, too - powertrain included. Importantly, the system also incorporates a 4G LTE Wi-Fi hotspot, enabling bumper-to-bumper over-the-air updates for the first time.
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The graphics are sharper, the response times are snappier and the feature set is deeper, bringing conveniences like wireless Apple CarPlay and Android Auto.
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With a standard 12-inch digital gauge cluster and a matching 12-inch touchscreen running Sync 4 infotainment, you're looking at a major quality-of-life upgrade versus the 2020 model. The dashboard is totally new and it's something of a tech bonanza. Raptor's vastly improved cabin is a major quality-of-life update.
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