When Ford debuted the second-generation F-150 Raptor in 2017, it was a significant step forward in terms of technology and capability. A two-year gap in production allowed the Blue Oval to really mull over the details, and the results made it clear that it was well worth the wait. Outfitted with a sophisticated drive mode system, position-sensitive Fox dampers, a quick-shifting ten-speed automatic gearbox, and roughly 500 pounds lighter than the outgoing machine, there was a lot to like about Ford’s latest desert-storming pickup.

There was significantly more power on the tap, too, but how it was generated proved to be a source of consternation for many enthusiasts. While the outgoing Raptor was equipped with a high-output version of the 6.2-liter V8 used in the Super Duty trucks, the second-generation Raptor was motivated by a twin-turbocharged, 3.5-liter V6.

Black accents, "R" badging, and a larger power dome on the hood are the main visual differentiators between the Raptor R and its V6-powered counterpart. We dig the relatively low-key look, so we’d probably skip the optional R-specific graphics package on the rear doors and fenders.

It certainly had enough grunt for the job – its peak output numbers of 450hp and 510lb-ft represented gains of 39 horsepower and 76 pound-feet of torque – but it simply could not replicate the V8’s manic roar, and Ford also had a tough time addressing the drawbacks of a small-displacement turbocharged powerplant in an application where low-RPM response is often crucial. But the F-150 Raptor had the segment entirely to itself, so enthusiasts who were seeking a hardcore, factory-built, desert-running pickup truck really didn’t have any viable alternatives.

Then the Ram 1500 TRX showed up.

Equipped with a heavily reinforced frame, a five-link rear suspension, specially developed Bilstein adaptive dampers, and a riotous 702 horsepower, 6.2-liter supercharged Hemi V8 that was derived from Dodge’s Hellcat models, the TRX simply outclassed the Raptor by virtually every measure. And beyond its outright capability, it also sounded the part, and that gave the TRX a measure of charm that the Raptor was clearly lacking.

The Raptor R’s supercharged 5.2-liter V8 is derived from the engine used in the latest Mustang GT500. Here it serves up 700 horsepower and 640 pound-feet of torque, improvements of 250 horsepower and 130 lb-ft over the turbocharged 3.5-liter V6 in the standard F-150 Raptor.

Ford soon brought a raft of improvements to the F-150 Raptor. Upgrades like an all-new coil link suspension with active dampers, optional 37-inch tires, beadlock wheels, and updated tech helped to keep the Raptor relevant, but it was clear that it was no longer the apex predator. Ford knew that they had to formulate a proper response to the TRX. And now they have.

Did the world need a second factory-built 700hp off-road truck? Maybe not, but it’s certainly better for it.

"R" Is For Rowdy

Although the F-150 Raptor R isn’t a dramatic departure from a loaded version of the V6-powered F-150 Raptor (which Ford still offers), the few changes that distinguish an R model from the “standard” Raptor do make a very big difference.

Chief among them, of course, is the ballistic missile that Ford installed in the engine bay. It’s a supercharged, all-aluminum 5.2-liter V8 that’s derived from the cross-plane mill used in the latest Mustang GT500, though here it gets a new supercharger calibration as well as a new pulley to optimize the V8 for Raptor duty. New stainless steel exhaust manifolds, a deeper oil pan, and unique oil cooler are part of the deal as well, along with a new air intake system that’s said to increase volume by 66%. It dishes out a monstrous 700 horsepower and 640 pound-feet of torque, figures represent gains of 250hp and 130lb-ft over the turbocharged V6.

The Raptor R offers a payload capacity of 1,400 pounds and can tow up to 8,700 pounds.

To ensure that the drivetrain would be able to handle the additional torque, Ford engineers also equipped the Raptor R with a strengthened front axle, a larger diameter aluminum driveshaft, and a specially-tuned torque converter with a heavy-duty turbine damper and four-pinion rear output assembly. Along with revised calibrations for the ten-speed automatic transmission and the Raptor’s various drive modes, the spring rates and Fox Live Valve shocks have also been tweaked to dial the suspension in for the additional heft of the blown V8.

The rest of the R package largely consists of equipment we’ve seen on the Raptor before. The 37-inch BFG all-terrain tires that are optional on the V6 Raptor are standard equipment here, and that means that the Raptor R offers 13.1 inches of ground clearance, 13 inches of wheel travel up front, 14.1 inches of wheel travel in the rear, and approach, breakover, and departure angles of 33.1°, 24.4°, and 24.9°, respectively.

37-inch BF Goodrich All Terrain T/A KO2 tires wrapped in 17 x 8.5-inch beadlock-capable forged aluminum wheels are standard equipment here.

The R package’s aesthetic cues are fairly low key, with the larger power dome on the hood, subtle R badging, and blacked-out treatment for the grille, fender flares, and bumpers being the main visual callouts on the exterior of the truck. Our tester also features an optional, R-specific graphics package on its flanks.

The cabin of the R is also very similar to a loaded version of the standard F-150 Raptor. Black leather Recaro sport seats with orange stitching come standard here, and the Raptor name (with an orange-accented second “R”) is embroidered on the front seats and armrest. A unique tri-axial carbon fiber weave is also applied to the doors, media bin, and the upper parts of the instrument panel. Meanwhile, creature comforts like premium audio and the 12-inch touchscreen infotainment system are all included by default, as are off-road-focused features like Trail Turn Assist, Ford Trail Control, and Trail 1-Pedal Drive.

Behind The Wheel

While the look and feel of the Raptor R is familiar, the sound it makes when you press the ignition button is not. Simply put, the R sounds fantastic, and its four-mode active exhaust system has the uncanny ability to range from nearly silent in Quiet mode to wake-the-neighborhood-loud in Baja mode. In contrast to the V6 Raptor, which we instinctually kept in Quiet mode as often as possible during our time with it, we hardly used any mode other than Baja with the R.

And the difference in power isn’t just noticeable, it’s transformative. The Raptor R is mind-blowingly quick for a vehicle its size. Drop the hammer to pass on the freeway, and the truck rears up like an angry Clydesdale as it shoves you into your seat and blasts off for the horizon. It may be slightly down on power compared to the Ram 1500 TRX, but the Raptor R is about 400 pounds lighter and its gearbox has two extra cogs, and as a result it feels perceptibly more urgent in a straight line. If its top speed wasn’t electronically limited to 112 mph, we have no doubt this truck would lay down high 11-second quarter-mile ETs at the drag strip.

The Raptor R’s four-mode active exhaust allows you to adjust the volume of the V8’s song from a whisper to a roar with the press of a button. Unlike the Ram TRX’s blower, the Raptor R’s 2.7-liter Eaton supercharger is rarely audible.

It’s also worth noting that while the Ram 1500 TRX uses a full-time all-wheel drive system, the Raptor R has a 2WD drive mode. We’re not saying people should do donuts in empty parking lots with this truck but, you know, the functionality is there.

The Raptor R is a surprisingly pleasant way to knock out everyday driving tasks as well. Although its size was ever-present in our minds while jockeying for position on LA’s freeways, the ride quality is excellent, even in the stiffened Sport mode. The R’s Sport mode is actually a bit softer than we’d prefer – it doesn’t sharpen the handling and control the body motions of the big pickup nearly as well as TRX does in its Sport mode, a drawback that we suspect is related to the Raptor’s larger 37-inch tires. It’s not something that we’d normally give a lot of thought to in a pickup tuned for off-roading, but when there’s 700 horsepower on tap, the situation changes a bit.

The Raptor’s Recaro seats, which are plainly designed to prioritize comfort over sportiness, tell a lot of the story about Ford’s approach here, and we’re OK with that. The 18-speaker B&O sound system absolutely thumps, and with the exhaust muted, there’s an admirable amount of clarity and detail on offer as well. Ford’s 12-inch Sync 4 infotainment system is among the better ones on the market today, but it’s still a step or two behind Ram’s Uconnect 5 system in the latest TRX models.

The R’s system is essentially identical to the one in the V6 Raptor we tested last year, and that equates to fast system response, sharp graphics, and generally trouble-free use, but the fact that Apple Carplay is cropped into a section of the screen rather than utilizing all of the available real estate is an annoyance, and Sync 4 still lacks the level of customization and depth of features that Ram’s system currently offers. The rest of the Raptor R’s technology suite is right on the money, though, and although the truck is simply too wide to keep Lane Keep Assist on while traversing most of LA’s curvy freeways, its adaptive cruise system was rarely caught off guard.

We selected the Rock Crawl drive mode and engaged the rear locker for this section, but the Raptor R probably wouldn’t have broken a sweat if we had just left it in 2WD.

Of course, it should also come as no surprise that the Raptor R feels absolutely unstoppable off-road. As with the standard F-150 Raptor, the truck’s biggest limitation is ultimately its sheer size, which occasionally limited which paths we could take out on trails. Even though the V6 never really felt out of breath when we tested here at Hungry Valley, the R’s instantaneous low-RPM response was appreciated, particularly in technical sections where precise throttle inputs were required. The drive modes do feel like they could still use a bit of tweaking, though – the tendency of Off-Road and Baja modes to aggressively hold the lowest gears available feels like a hangover from the V6 and Ford’s desire to keep the turbocharged engine on boost whenever possible. That’s not a factor with the supercharged R, and there’s a rock crawling mode for the low-speed stuff anyway. We ended up putting the transmission into manual mode on a several occasions just so we could keep the truck from winding out first and second gear while we were casually cruising down the trail. But on the whole, the F-150 Raptor R is an incredible performer, and choosing between this and the Ram 1500 TRX is really a subjective matter because they’re both fantastic trucks all-around.

The price might be the deciding factor for some, though: While the Ram starts at $84,555, the F-150 Raptor R starts at an eye-watering $109,145. However, it’s important to keep in mind that while Ram offers a number of optional features on TRX, the Raptor R is essentially comes in one fully-loaded specification, and equipping the Ram similarly brings its bottom line to within a few grand of the R. Fortunately for those with the means, there’s really no wrong way to go here.