Gen 1 Ford Raptor Buyers' Guide

• January 16, 2025
• Story By
  Ali Mansour - Off-Road & Truck Editor
• Photos By Ali Mansour

If you’re looking for a new-to-you off-road ready ½-ton truck, then look no further than the first-generation Ford Raptor. Spanning from 2010 to 2014, this Baja-inspired pickup set the bar for what a truly off-road capable full-size could be. Sure, the last Gen 1 Raptor is 11 years old at this point. However, its timeless styling, proven V8, and immense aftermarket support continues to make it a go-to for adventure enthusiasts.

Add in the fact that these can be purchased for a quarter of the price of what a new Ford Raptor goes for (not to mention the wildly expensive V8-equipped Raptor R) and the Gen 1 is an absolute bargain. While Ford got a lot right with these trucks out of the gate (selectable rear locker, 35’s, and factory electronic nannie deletes), it’s not without faults. In this article, we’ll go over why these trucks are such a great platform, worthwhile upgrades, and common issues.

6.2L Power

When the Ford F-150 Raptor was initially released, the truck came standard with the 5.4L Triton V8. Not long after, the 6.2L showed up and quickly became the go-to engine. With 411 horsepower and 434 lb-ft of torque, there’s plenty of power on tap for hauling and fun on-road and off.  

Suspension

The Raptor came standard with Fox Internal Bypass Shocks and boasted 11.4 inches of front and 12.2 inches of rear suspension travel. This was innovative for the time and made for an incredibly smooth ride regardless of the setting. The bad part is that these shocks are not known for going the distance. So, your new-to-you Raptor may need them rebuilt to get the truck performing as it was intended.

The Jump Mark

Ford spent a good bit of marketing displaying how well these trucks work off-road, which translated to some people pushing them beyond their limits. A tell-tale sign that the Raptor may have been pushed a little too hard off-road can be found where the back of the cab and front part of the bed slightly overlap. If you can see damage in this area, it could mean the frame is bent or it’s taken some serious impacts off-road (airtime anyone?)

Room To Roam

All of the Gen 1’s came standard with a 315/70R17 tire, which was billed as a 35. You can easily transition to a true-to-size 35 on these trucks with an aftermarket wheel. Something such as this 35x12.50R17 Nitto Ridge Grappler. If you want to move up to a 37, you’ll need to be prepared to do a bit of fender trimming and you’ll be best served with a wheel with higher numerical backspacing.

Aftermarket Support

There are few ½-ton trucks that have the type of aftermarket support as the Raptor. High-clearance bumpers, long-travel suspension systems, and power upgrades are plentiful for this platform.

Weak Link

The biggest weak link for these trucks is the Integrated Wheel End (IWE). It’s part of the truck’s four-wheel drive system. The IWE’s are positioned between each front axleshaft and unit bearing. The IWE system uses vacuum to disengage the hubs when placed in 2WD. When you shift into 4WD, this vacuum pressure is released. This allows a spring inside of the hub to unite the axleshaft and outer hub assembly. Over time, vacuum leaks can create issues (grinding noise and hub damage). The fix can be as simple as a new check valve or expensive as a new IWE assembly. For those looking to bypass the entire system, check out this upgrade from RCV Performance.

The Right Stuff

Any used truck can have hidden issues or rust concerns. So, it’s always best to have one of these checked out by someone who is either familiar with these platforms or a trusted mechanic. Depending on the miles and your location, it’s not unusual to find a Gen 1 Raptor for around, and sometimes under 20K. While that’s not dirt cheap, compared to a brand new one, it’s a very attractive option.