What if you could condense that into something that was smaller and more affordable?

Oh, look at that, a Ranger Raptor. We're going to check it out today.

Styling symmetry with the bigger F-150 Raptor is here with that Ford script across that wider grille.

We've got the C-shaped LED daytime running lights, these stacked LED headlights.

Down low is a silver painted bumper and two recovery hooks along with steel skid plate protection.

At the side, this metallic flaked Velocity Blue paint is magnified with the sunlight.

Here we've got some 17-inch beadlock capable wheels wrapping over those are 33-inch BFGoodrich all-terrain tires.

There are some Rhino-guarded metal side steps and a Raptor badge here at the back.

Around the rear, we've got Rangers spelled out along with these LED taillights.

Down low is a steel rear bumper, you've got two recovery points, your exposed hitch, this truck can tow up to 5,500 pounds, and we've got two 3-inch exhaust ports.

Ah, almost forgot, there's a full-size spare tire mounted underneath.

Releasing the tailgate, which comes down dampened, we've got a spray-in bedliner for the 5-foot bed, which is the only configuration for the Ranger Raptor alongside a double cab.

There's a 400-watt AC outlet off to the side and multiple tie-down points along with LED bed lighting up top.

Like its big brother, the Ranger Raptor has a twin-turbo V6, but unlike the F-150 Raptor, it displaces 3 liters, not 3.5.

It makes 405 horsepower, 430 pound-feet of torque, connected to a 10-speed automatic, sending power to a part-time four-wheel drive system.

Zero to 60 takes 5.5 seconds, the fuel economy is 16 mpg city, 18 on the highway, and 17 combined.

Inside the Ranger Raptor cabin, we do have some of the bigger F-150 Raptor styling elements, like this red-orange accent for the steering wheel, here the Raptor badge, around the air vents, and accenting these leather-trimmed seats, which do have some Alcantara-style inserts, and they've also got heating, there's a heated steering wheel as well.

And it's not so big for a pickup truck, it's almost like it was pulled out of the Focus ST.

Feels great in the hands, there are these large paddles on the back.

Beyond that, we've got a digital gauge cluster that is mildly reconfigurable.

There's this rubberized material up on the dashboard, and extends all the way over to the door panels.

Two positions of memory for this driver's seat.

There's a center-stacked, vertically-oriented, 12.4-inch display, and it is quick-responding, and fairly easy to use.

You do have wireless Apple CarPlay and Android Auto as well.

Below that is a physical volume knob and some climate controls.

I'm glad you do have those redundancies, not all just being in the touchscreen.

And beneath that, we've got a wireless charging pad, two USB ports, one A, one C, little slot here for some storage, two cup holders, leather-topping the gear selector.

And I've got to spend a sec talking about this selector as well, because the way you operate it is a little different.

For one, the release for the selector is up here, not on the side like it is for most vehicles.

On the side is your manual controls, and you have to be so finely tuned with how you're working into each gear.

For example, if you want to go back into reverse, you can easily overshoot that and go all the way to neutral or drive.

This dial is your drive mode selector and transfer case control.

And then under the leather-top console, you've got a tray that can be removed for deeper storage with a DC outlet.

Then above my head, I've got six pre-wired auxiliary switches.

I've got a sunglass holder here and the power-opening rear glass.

In the back, behind my own seat, at six feet tall, my knees are into the back of the seat, but not pressed hard.

There are also cutouts. I just wish they were wider.

You've got, in the center, no air vents, but instead some storage. Not as good of a trade-off.

Two USBs, one A1C, and a 400-watt AC outlet.

In the center, without a passenger here, you can pull down the armrest, get some padding, and two cup holders.

If you needed to put a person here, they need to be on the smaller side, because the drive shaft up is raised up.

My head does just touch the roof here, though. On the sides, I had much more headroom.

Kicking things off around town in the Ranger Raptor.

If you're going to start in your neighborhood, you might be worried.

This is a big, burly pickup truck. It may not be as big as the F-150 Raptor, but it's still got that twin-turbo V6 power.

Is it going to disturb my neighbors? Thankfully, no.

For one, you can actually force the truck to start in its quietest exhaust mode, as a setting here on the infotainment.

If you forget, though, you can also hit this button on the steering wheel and bring it back down to that quiet exhaust mode.

And it is actually quiet. Like, I'm riding in it right now, and I don't hear anything from that twin-turbo V6.

In fact, all I do hear right now is just a light hum from those all-terrain tires.

It's not obnoxious in any way, it's just reminding you that you did spend the extra money on the big, burly off-road truck.

And if you do want to take this thing off-road, which I highly recommend I've done it, it really impressed me.

You've got this two-speed transfer case, all these different off-road modes, one for crawling, one for going quick in the desert.

It's got a Fox 2.5-inch live valve suspension that just absorbs anything that you plan on tackling off-road.

The truck feels very stable off-road with the widened platform, and the tires just dig into whatever you're going to encounter.

It's very impressive, it's very enjoyable, it feels very Raptor, but not as expensive.

Back around town, the things you will appreciate.

First and foremost, these seats are incredibly comfortable.

Just super supportive, not squishing the life out of me, but also holding me well in place with good padding and good adjustability to them.

Visibility is a win as well, I can see easily over that hood and out the side glass.

There's a small blind spot at that back pillar, but you do have standard blind spot monitoring with rear cross traffic.

And for parking visibility, there's also a 360 surround view camera system.

The view out the back, the glass is a little bit on the narrow side because the raised rear cowl, but the headrest can be folded if you're not using them.

Around town, the brakes are easy to modulate, you know how much foot pressure to apply.

But if you have to go hard on them, the nose will dive heavily, and it just doesn't feel confidence-inspiring.

Power is abundant. As I said, 405 horsepower, 430 pound-feet of torque.

That's routed through a 10-speed automatic gearbox, and it's a very smooth transmission.

You, for the most part, don't even notice the gear changes.

If you do need to dig into that power, even if you're in the normal drive mode, you just put your foot in it, and that twin-turbo V6 wakes right up.

But if you want the transmission and powertrain to be primed for performance, you can either move the dial over into the sport drive mode, or you can hit this R button here, which is a custom mode.

Much like BMW's M mode, you can bring in all the settings for your exhaust, for your powertrain, for your steering feel, and then just hit that twice, and you're ready to go.

And whenever you're in the off-road mode, it'll automatically lock up that rear differential to prevent slip.

What's all that gonna cost you?

$57,000 is the starting price for the Ranger Raptor, which is a whopping $21,000 less than the F-150 Raptor.

This one is tested, $59,000.

Competitors include the Chevy Colorado ZR2, which starts at just $48,000.

It makes 310 horsepower, gets to 60 in 7 seconds, has fuel economy of 18 combined.

And then there is the redesigned Toyota Tacoma TRD Pro, which starts at a whopping $65,000.

It makes 326 horsepower, gets to 60 in 7.2 seconds, and gets fuel economy of 23 combined.

Among those, I think this Ranger Raptor stacks up really nicely.

It has the most power by a good margin.

The price point is middling between the Colorado ZR2 and the Tacoma TRD Pro.

Off-road capability is tremendous, but balanced by a comfortable, pleasant on-road demeanor.

The only hit against the Ranger is the fuel economy, but you give that up and you get power.

For more information on this Ranger Raptor or any of the trucks I mentioned in this video, click the link in the description below.

I'll see you again next time.