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2022 Ford Ranger Raptor first drive

Two removable covers in the lower bumper of the second-generation Ford Ranger Raptor give an insight into the tough truck’s capability. Stamped with “remove before flight”, they’re proof the pinnacle of the new Ranger line-up is designed to make you smile – and that it may not always have its wheels on the ground.

I learn this seconds after being asked to brake to 110km/h on a dusty, bumpy dirt track as we bound towards a tabletop rise.

The Raptor heads for the sky before landing with cat-like dexterity, an amazing feat from a 2.4-tonne-plus ute engineered to go fast over just about any terrain.

Our drive is well away from public roads on a private property in the South Australian outback where development mules have been pummeled and punished over tens of thousands of kilometers.

Australia is the global design and engineering hub for the new Ranger and its vast selection of harsh roads makes it the ideal test bed for a truck that will be sold across the globe.

The all-new Raptor builds on a successful formula but its heart has been seriously boosted.

Rather than a fuel-sipping diesel, the new Raptor has a 3.0-liter twin-turbo petrol V6.

Its 292kW and 583Nm outputs are akin to a V8 – and there’s a thirst to match. It slurps a claimed 11.5 liters per 100km but expect real-world use to be higher.

Teamed with a 10-speed automatic, the engine can blast the Raptor to 100km/h in about six seconds – over just about any terrain, courtesy of a permanent four-wheel drive system.

It’s fiery and fast, the engine building enthusiasm as revs rise.

The black twin exhaust tips of these development vehicles have been sandblasted from gravel spewing out from the broad off-road tires, but production versions have a hardier, shiny stainless steel finish.

The Raptor does without the Eco or Tow drive modes in the regular Ranger, replacing them with Sport and Baja settings.

Baja mode keeps the turbo spinning between stabs of the throttle to reduce lag and improve response when darting between corners. It also adds a rortier snarl to the exhaust and preps the suspension for high-speed attacks.

The brakes – discs all around, now with an electronic booster – are primed for gravel, allowing some skidding for added bite on dirt.

The Raptor’s secret sauce is suspension that bears little resemblance to the rugged setup in garden variety Rangers. Left- and right-hand wheels are 60mm further apart, there are bulging wheel arches (the Raptor is 110mm wider than regular Rangers) and there’s a more sophisticated coil-spring system replacing leafs at the back.

The chassis has been strengthened and off-road specialist Fox developed race-inspired shock absorbers with “position-sensitive damping”.

It’s on the landing from a brief airborne excursion that you appreciate the weakness of its control, the dampers almost instantaneously firming towards the end of the suspension travel. They can also tighten to reduce squatting on fast take-offs.

The Raptor points sharply on this challenging terrain and bumps doing little to upset things.

The work going on at ground level means you can cover rough ground ludicrously fast but with control and composure no normal ute comes close to.

It’s an impressive effort for a ute that also tows 2500kg and carries 717 kilograms in a tray that accommodates a pallet.

Rugged BF Goodrich off-road tires claw the loose gravel beautifully, giving the Raptor rally car-like traction. We’ve previously been less impressed with them on wet bitumen, but that’s not the prime remit of the Raptor.

The new Raptor doesn’t come cheap, although against other muscle machines it’s arguably a bargain, starting at about $92,000 drive-away. “Code Orange” highlights – including a rally-like center marker on the steering wheel – and heavily bolstered seats with Raptor badging reinforce the image.

It gets most of the equipment on the Ranger Wildtrak, including ambient lighting, a 360-degree camera, 12-inch touchscreen, over-the-air software updates and a range of active safety systems.

To that it adds a broader 12.4-inch digital instrument cluster and a Premium Pack with 10-speaker Bang & Olufsen audio, overhead auxiliary switches and matrix LED headlights.

But’s it’s the added V6 muscle and impressive dynamic nous that transforms this ute from a workhorse into a roadgoing off-road racer with genuine pace. The original Raptor was proof of concept, the new one has added pace to match its muscles.

VERDICT

The ute equivalent of a GT3 racer covers rough ground ludicrously quickly.

FORD RANGER RAPTOR

PRICE From about $92,000 plus on-roads

WARRANTY/SERVICE 5 yrs/unlimited km, $1316 over four years

SAFETY Nine airbags, autonomous emergency braking, lane-keep assist, speed-sign recognition, 360-degree camera, driver monitor, blind-spot warning

ENGINE 3.0-litre V6 twin-turbocharged, 292kW/583Nm

THIRST 11.5L/100km

SPARE full size

TOWING/PAYLOAD 2500kg and 717kg

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Volkswagen Polo review: drive impressions, prices, specification

Hatchbacks used to be the default option for city drivers, but the compact SUV has put a huge dent in the market.

Volkswagen’s Polo is one of few remaining choices for buyers.

VALUE

The days of the sub-$20,000 hatchback are long gone.

The price of admission into Volkswagen’s new Polo is about $29,400 for the manual 70 TSI Life variant, while our 85 TSI Style test car will set buyers back more than $35,000. That’s a fair chunk of change and is more than many hatchbacks and SUVs a full size bigger.

Our test car has flash 16-inch alloy wheels, LED head and tail lights and an in-vogue LED illuminated grille strip.

It’s aimed at younger drivers, so connectivity is front and center.

An eight-inch touchscreen and a fully digital instrument display with crisp readouts and hi-res satnav is standard, as are Apple CarPlay/Android Auto, several USB-C charging points and a wireless device charger. A $1900 Sound and Tech pack adds a Beats stereo and wireless smartphone connectivity among other items.

VW backs its cars with an industry standard five year/unlimited km warranty and capped price servicing will cost $2200 over five years.

COMFORT

Despite its small size the Polo has plenty of room for long-limbed drivers.

Manually adjustable cloth wrapped seats are firm but supportive and a movable steering wheel makes it easy to find the right driving position.

The cabin is a mix of hard wearing plastic surfaces and premium glossy inserts. There are easy to use climate controls in the center dash and essential functions can be managed via steering wheel-mounted buttons.

Rear-seat legroom is above average for its class and there are two USB-C charging points. Disappointingly at this price point, there are no rear airconditioning vents.

The Polo has firm suspension that can crash over larger bumps but it does a decent job of managing pockmarked city streets. It’s quiet, too, keeping most of the outside noise at bay.

SAFETY

The Style grade comes with seven airbags including a center airbag to prevent head clashes during an accident.

The Polo will automatically brake if it detects a potential collision with a car, pedestrian or cyclist.

An array of sensors will warn you if a car is in your blind spot and sound an alarm if a car is approaching from the side as you reverse.

Radar cruise control and lane-keep assist make highway cruising a cinch.

DRIVING

The 1.0-liter three-cylinder engine proves that good things come in small packages.

It makes just 85kW of power but ample torque delivered early in the rev range means plenty of oomph off the mark.

VW has persisted with a seven-speed dual-clutch auto that can feel a little jerky at lower speeds and can hesitate on takeoff.

Once up to speed, it’s a hoot to drive thanks to quick, accurate steering and excellent body control through corners.

It feels agile in traffic and stable on the open road. Its compact size means it’s adept at tackling tight car parks and inner city streets.

VW claims it’ll drink 5.4L/100km of more expensive premium unleaded petrol, and it’ll do close to that figure in the real world.

ALTERNATIVES

Skoda Fabia Monte Carlo, priced at $37,990 drive-away

A hatch that shares its underpinnings with the Polo, but with a bigger engine and price tag.

Toyota Yaris ZR Hybrid, from about $36,000 drive-away

Smaller inside, but benefits from amazing fuel economy and low-cost servicing.

Mazda2 GT, priced from about $30,100 drive-away

Once a class leader that now feels too small inside and underpowered. Packed with safety kit, though and much cheaper.

VERDICT

three and a half stars

Price will scare buyers away, but it’s a classy little hatchback that boasts some impressive tech features and crisp drive experience.

VITALS

PRICE About $35,500 drive away

ENGINE 1.0-litre three-cylinder turbo petrol, 85kW and 200Nm

WARRANTY/SERVICING Five years/unlimited km, $2200 over five years

SAFETY Seven airbags, auto emergency braking with pedestrian and cyclist detection, lane-keep assist, blind-spot detection, rear cross-traffic alert, radar cruise control and driver fatigue detection.

THIRST 5.4L/100km

SPARE Temporary

LUGGAGE 351 liters

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