Raptor R
The apex predator
PhotoHJUdall · CC0 · Wikimedia Commons
All 4 photosManufacturer figures unless noted. Used pricing is a 2026 clean-truck range and moves with the market.
| Engine | 5.2L supercharged V8, Predator architecture |
|---|---|
| Supercharger | 2.65L Eaton TVS roots-type |
| Power | 720 hp @ 6,650 rpm (2024 and later); 700 hp on 2023 |
| Torque | 640 lb-ft @ 4,250 rpm |
| Transmission | 10R80 heavy-duty ten-speed automatic |
| Rear suspension | Five-link coil with 24-inch Watt’s link |
| Shocks | Fox 3.1 Live Valve internal bypass, R-specific tuning |
| Suspension travel | 14.0 in front / 15.0 in rear |
| Tires | 37x12.50R17 BFGoodrich All-Terrain T/A KO2, standard |
| Wheels | 17-inch beadlock-capable forged aluminum |
| Ground clearance | 13.1 in |
| Approach / breakover / departure | 33.1° / 24.4° / 24.9° |
| Curb weight | ~6,015 lb |
| Payload / towing | ~1,400 lb / 8,700 lb |
| Fuel tank | 36.0 gal |
| EPA | 10 city / 15 hwy / 12 combined |
| 0–60 mph | ~3.8 sec |
| Hood | Functional heat extractor vents |
| Exhaust | Dual active-valve with quad tips |
| Base MSRP, 2026 | ~$113,000 |
4 free-licensed photographs of the F-150 Raptor R. Open any image for the full caption, the photographer, the exact licence and a link to the original file.
Only the changes that move the buying decision. Trim shuffles and paint codes are not on this list.
Ford finally answered the TRX with the GT500’s Predator V8 under a Raptor hood. 700 hp and 640 lb-ft, 37s standard, Code Orange interior on the option sheet. This is the year people forget is 700 and not 720.
Twenty more horsepower, the refreshed grille with Ford block lettering, the 12-inch cluster and SYNC 4 screen, and revised Fox tuning. The TRX left the market the same year, which made this the last truck standing in the segment.
New paint and interior accent packages. No mechanical change.
Unchanged. Supply and dealer markup move the price more than the option sheet does.
Documented failures and complaints, with the symptom, the affected years, the fix that holds, and what it costs in 2026 money.
Run the list in order, in person, with the truck cold. Anything you skip here you pay for later.
2023 is 700 hp. 2024 and later is 720 with the refreshed front end and screens. Sellers blur this constantly.
A modified R is a warranty conversation you will be having alone. Check the strategy code and ask for the tuner’s name.
Brakes are the honest odometer on this truck. Fresh pads at 12,000 miles tell you how it was driven.
You are listening for supercharger bearing whine that does not settle after thirty seconds. The exhaust will try to hide it.
Beadlock-capable forged wheels are not cheap and a bent one will not show until you are at highway speed.
A set of 37s is close to three thousand dollars. Know whether you are buying tires with the truck.
Fluid on the pan is worth chasing before you sign. So is a pan that has clearly been dragged.
Timeslips are a red flag on a 6,000 lb truck. The driveline is stout, not infinite.
Stages, not a shopping list. Each one assumes the stage before it is done, because doing them out of order is how people buy the same part twice.
720 hp from the factory with a full warranty is a position of enormous strength. The first mod on an R should be tires or armor, not a pulley.
The R comes with more clearance than any other Raptor and owners immediately use all of it. Body panels on this truck are painful to repaint.
Heat soak is the real ceiling on this engine, not airflow. Fix the temperature problem and the truck holds its power on the third pull.
A stuck R is 6,000 lb of stuck. Match the winch to the weight and never pull a truck this heavy on steel cable.
This is where you find another 60 to 100 hp and where the powertrain coverage stops being yours. Do it with your eyes open or not at all.
14 catalogued parts confirmed to fit this truck, and 2 registered Raptor R builds running them.
The default tire for a reason: predictable on pavement, tough sidewall, and every shop in the country stocks them. Sizing up from the factory 35 needs a speedometer recalibration, and the tread is not the strongest choice in mud or deep sand.
The KO2 replacement with a stiffer sidewall and better wet braking, aimed at trucks running higher speeds off-road. It costs more than the KO2, and any size change from stock still calls for a recalibration, not a tune.
A true beadlock ring holds the tire on the bead at single-digit psi, which matters the moment air pressure drops for sand or rock. Heavier than a standard wheel, and the outer ring needs a periodic bolt torque check.
A forged-look cast wheel with enough backspacing flexibility to clear big brakes and still tuck under stock fenders. The most common wheel swap in the registry for anyone not running a beadlock.
Quarter-inch 5052 aluminum from the engine back through the transfer case, plus front and rear lower control-arm shields most full skid kits leave exposed. Bolts to the factory mounting points with no drilling and clears lifts up to 4 inches.
Replaces the factory 2.65L Eaton on the supercharged 5.2 with a larger Whipple twin-screw, worth well north of 200 horsepower on the right fuel and calibration. It also ends the powertrain warranty on a truck that is almost certainly still covered, so have that conversation with yourself first.
Opens up the factory 5.2 supercharged V8 without the drone that ruins a lot of cat-back kits on this engine. The Raptor R's exhaust note is already good from the factory, so this is an incremental gain, not a transformation.
Needs a winch-capable bumper to mount to, so budget for that first if the factory bumper is still on the truck. Spooled with synthetic rope instead of steel cable, it saves real weight over the front axle.
A shackle mount that keeps a synthetic winch line from folding back on itself at a sharp hook angle, which is the actual failure point on most budget setups. Cheap enough that skipping it does not save any real money.
Airs 37s back up from trail pressure in a few minutes instead of the twenty a portable compressor takes. Needs an under-hood or in-bed mounting location and a clean 12-volt run straight to the battery.
Half the weight of the factory steel cable, and it does not store the same kind of energy if it fails under load. Pair with a proper thimble and soft shackle, not the steel hook that came on the truck.
Digitally molded to the factory floor pan so mud and snowmelt stay off the carpet instead of pooling at the edges. Not exciting, but it is the single most common first purchase in the registry after the truck itself.
Two weatherproof drawers rated to carry gear on top and inside, without a bed liner underneath cutting into usable height. Heavy on its own before anything gets loaded into it, so factor that into the payload math.
Carpet-backed liner that stops gear from sliding around and does not clang like a spray-in or drop-in plastic liner. Traps moisture if it does not get pulled and dried out after a genuinely wet trip.
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