Before the FX4 MAX came to the market, the Ranger line-up was pretty clear cut, segmented by the work-to-play ratio that each variant represented—70/30 work-to-play, XLS; 60/40, XLT; 40/60, FX4; 30/70, Wildtrak; 90/10, Raptor. There’s no confusion here since the design, powertrain, and even convenience features have all been tweaked to suit the intended customer. Then, here comes the FX4 MAX, and things get muddled a bit. Ford reckons there’s enough white space to slot this between the Wildtrak and Raptor. Did they get it right? The truth is in the pudding.

People dub it, “Raptor lite,” and that’s not far from the truth. Sitting a notch below the Raptor in pricing (without the discount) it gets a lot of the top-dog Ranger’s bits. Everything starts with the design, of course. The FX4 MAX gets a grille that spells F-O-R-D, a full-length tubular sports bar, body-mounted metal side steps, and subtle fender flares that are needed to fit the thick BF Goodrich 265/70R17 all-terrain tires. It gives off an effect that’s both menacing and sporty; a testament that Ford knows best when it comes to pickup truck design.

More than the aesthetics, the most important bit on the FX4 MAX is the addition of one of the Raptor’s key features: Fox shock absorbers. They’re smaller in diameter—2 versus 2.5-inches—but they too are designed with improved off-road chops in mind. However, bear in mind that the ride doesn’t match or even come close to that of the Raptor. In fact, keeping the tires at the prescribed 41 PSI of pressure results in a stiff-jointed ride in the city (more so than the Wildtrak). Pick up the pace and/or drive it straight through rutted roads though, and it feels right at home. Potholes, large or small, simply vanish under its thick tires.

Speaking about those chunky-tread tires, they sound like a recipe for highway noise, but at speed, they’re actually pretty calm. Perfect too because the electric power steering is precise and well-weighted. Through corners, the FX4 MAX’s added ride height results in noticeable lean, but nothing that can be described as dangerous or unpredictable.

Because it rides taller than the Wildtrak, there’s a more commanding view of traffic. Combined that with the large side mirrors and narrower width compared to the Raptor, and the FX4 MAX is much easier to live with in the city. Parking or navigating tight spaces isn’t as problematic.

Sharing the Wildtrak and Raptor’s 2.0-liter engine, there’s nothing to fault with this bi-turbo unit. It may be down on capacity compared to other pickup trucks, but it gives up nothing in terms of output.

Not so lovely is the 10-speed automatic. In slow speed traffic, it gives off an unpolished feel with all the repeated up and down shifts. More than once, the FX4 MAX will slur itself as it struggles to find the appropriate ratio. Engaging the S or Sport mode makes things better, but not by much. The open-road it does better, keeping the revs as low as possible (at 80 km/h, it’s barely above idle). Disappointingly, despite being designed to improve fuel efficiency, it isn’t a diesel miser with an 8.4 km/L average fuel consumption.

Apart from the “FX4 MAX” embroidered on its leather/suede combination seats and all-weather floor mats, there’s little to differentiate this version of the Ranger apart from the rest of the family. Regardless, kudos to Ford for bringing to life a truly timeless interior. Fit and finish aren’t class-leading anymore (it feels plasticky), but ergonomics is still a strong point.

The FX4 MAX has some of the usual amenities found in contemporary pickup trucks such as touchscreen infotainment system (still the best in the business), dual-zone climate control, and even automatic headlights, rain-sensing wipers, and auto-dimming rear view mirrors. Unique to this one though is an auxiliary switch pack located atop the dash. Together with its heavy-duty alternator, it makes attaching aftermarket gear such as auxiliary lights or winches easier.

But in a tit-for-tat move, it loses a ton of features too. Priced just P 50,000 more than the tech-laden Wildtrak (without discounts), this Ranger loses the LED headlights, LED front fog lights, tailgate assist, and the power driver’s seat. Crucially, it takes a step back when it comes to safety, losing 4 airbags as well as its lane keeping, autonomous emergency braking, and even active park assist. It even loses its front parking sensors (despite the bumpers having the cutouts), and rear parking camera.

Ford says they’re looking at hardcore off-roaders who want a formidable truck straight out of the showroom to fill up the order books. At the rate it’s going, Ford seems to be targeting a niche within a niche within a niche. The FX4 MAX sure packs the right ingredients, but the resulting broth isn’t as tasty anymore. Just as Zack Synder’s Justice League didn’t push the cinematic envelope four years after the theatrical version’s release, the Ford Ranger FX4 MAX doesn’t push the pickup truck envelope the same way as the Wildtrak or the Raptor do. Instead, this serves more as the Ranger’s “Greatest Hits.” It’s not going to win any Academy Awards, but it serves as an ode to its woke fans.