2024–2025 Ford Ranger Raptor Engine Specs and Real-World Tuning Potential

Standard Engine: 3.0L EcoBoost V6

The global-market and North American Ranger Raptor exclusively uses the twin-turbo 3.0L EcoBoost V6 (internally designated “Nano 2.956L”). This is the same block family as the one found in the Bronco Raptor and the previous-gen F-150, but detuned for the mid-size platform.

Factory-rated output (SAE certified):

• 405 hp @ 5,500–5,750 rpm

• 430 lb-ft (583 Nm) @ 3,000 rpm

Key hardware differences vs Bronco Raptor 3.0L:

• Smaller Garrett Motion twin turbos (43 mm compressor wheel vs 48 mm on Bronco R)

• Lower peak boost from factory: ~18–19 psi

• Less aggressive camshaft profiles

• Cast exhaust manifolds instead of tubular headers

• Different intercooler core (still very large, but not quite Bronco Raptor size)

Redline is 6,500 rpm, with fuel cut at ~6,800 rpm.

Drivetrain and Supporting Mods from Factory

• Full-time 4WD with electronically controlled 2-speed transfer case (2.64:1 low range)

• Front and rear electronic locking differentials

• 10R80 10-speed automatic with Ranger-specific calibration and larger transmission cooler

• 4.27:1 final drive ratio (same as Bronco Raptor)

• 33-inch BFGoodrich KO3 all-terrain tires on 17×8.5" beadlock-capable wheels

Tuning and Aftermarket Performance Potential

The 3.0L Nano engine has proven extremely responsive to simple ECU tunes. Real-world dyno numbers and popular tuning options as of 2025:

Stage 1 – Pure OTS (Off-The-Shelf) ECU Tune Only (91–93 octane)

• Cobb Accessport, SCT X4, HP Tuners, Livernois, Whipple, ZFG Racing, Unleashed, 5 Star, etc.

• Typical gains: +90–110 whp / +120–140 wtq

• Peak numbers seen: 480–510 whp / 550–570 wtq

• Boost rises to 22–24 psi

Stage 2 – Tune + Drop-in Upgrades

Most common combo:

• High-flow catted or catless downpipes (SPP, Borla, AWE, Thermal R&D)

• Larger drop-in intercooler (Mishimoto, Wagner, Cobb)

• Improved intake (aFe Momentum GT, S&B, Injen SP)

• Upgraded thermostat (170 °F) and spark plugs (NGK 6510 or Brisk ruthenium one step colder)

Dyno results: 530–570 whp / 600–640 wtq on 93 octane

E85 flex-fuel tunes (with larger injectors) push 600–630 whp reliably.

Stage 3 – Turbo Upgrade Path

Popular upgrades:

• Pure Turbos Stage 2 (48/60R wheels)

• CR Performance Stage 3 (built around larger compressor wheels + billet wheel on stock housing)

• XDI-EVO high-pressure fuel pump + larger direct injectors required above ~600 whp

• Built engine (closed-deck sleeves, Manley rods/pistons) strongly recommended above 700 whp

Highest verified numbers on pump gas/E85 blends (built motor): 760–810 whp.

Transmission Limits

The stock 10R80 in the Ranger Raptor is the same unit used in F-150 3.5L applications and has proven reliable up to ~650–680 wtq with only a good tune and quality fluid (many owners swap to Amsoil or Red Line). Above that torque level, upgraded valve bodies (Exergy, SunCoast) and billet input shafts are appearing in 2025.

Exhaust Notes

Factory active exhaust is surprisingly free-flowing. Cat-back systems (Borla S-Type, MagnaFlow Neo, AWE 0FG) add only 5–12 hp but dramatically change the sound profile from “refined” to “proper V6 growl.”

Fuel Economy Reality

Factory EPA: 16 city / 18 highway / 17 combined

Real-world with 35s and a Stage 1 tune: 14–15 mpg combined is typical

E85 Stage 2 builds usually settle around 11–13 mpg.

The 2024–2025 Ranger Raptor’s 3.0L EcoBoost is currently one of the most tuner-friendly gasoline engines Ford produces. With nothing more than an Accessport and 93 octane, owners are seeing low-11-second quarter-mile times completely stock-bodied on 33s — making it the quickest mid-size truck available until the next-gen Toyota TRD Pro or Chevrolet ZR2 Bison arrive with forced induction.