The new Ford Bronco looks like a beast, and it’s a wonderful blank canvas for secondary market companies.
Of course, it’s not just about locating the right fundamental truck, that’s a big component of the problem. It’s about providing a constellation of model selection and features so that even Jeep faithful can’t miss cross-shopping. To this end, not only will Ford’s new 4×4 SUV be offered in two- and four-door frame styles, but will be presented with no less than seven versions with a catalog of more than two hundred accessories.
There’s everything for everyone. There is a turbocharged engine that generates 310 horsepower and 400 lb-ft of torque for those who need a lot of power. There are authorizations and off-road specifications designed to show Mr. Seven Slots on difficult things. There’s even a new monocoque brother, the Bronco Sport crossover, for those whose tastes go to the extreme. I’ll cover this style in a detailed article and in a Video of Bronco Sport, so for now, let’s go big.
It’s been about 25 years since the last Bronco left at dusk, and it’s not entirely transparent why Ford kept the nameplate on the ice for so long. Yes, the reputation of the style is marked with luggage, but it was not the car manufacturer’s fault. Anyway, it hasn’t been easy to bear to see Jeep on average over 200,000 profit-rich sales of Wrangler each year over the last part of the decade. In any case, the Ford Bronco 2021 is already here, or more specifically, is here for booking now. The first installments are promised next spring.
First of all, the new Bronco looks like the company. I stay focused on poker when I first see a new vehicle, and honestly, with as many leaked photos as this SUV saw, you’d think I would have controlled playing directly when Ford first introduced an invitation to a off Michigan -Road Park to see it.
No such luck.
I’m here to tell you that Ford has probably got the look out of this new truck. In the two- and four-door shapes, the 2021 Bronco has the kind of position, proportions and main points that only give this SUV the need for utility, but also give the vehicle a great presence.
Ford obviously trusted the first-generation Bronco of 1963-1977 for its stylistic influence, however, the new truck is not an exaggerated and exaggerated pastiche like Ford’s Thunderbird 2002-2005 or, more successfully, a new reincarnation like the 2005-2006 GT. Supercar Just as you can see that today’s Wrangler JL is a faithful and normal update to willys’ war-hardened MB dating back to the 1940s, this new Bronco looks like an evolution of the original. Like the Porsche 911, it’s as if the Bronco had been on a continuous concentrated and uninterrupted off-road badassery until the day of delivery. (Never worry about the large generations who settled in the past due to the 1970s to The Orenthal Years.)
Appropriately, the Ford Bronco 2021 is built on a fully canned frame that stores the component of its genetic makeup with the Ranger. While the overall dimensions of this SUV are similar to those of the Wrangler in the two- and four-door versions, Ford’s short four-seater style is based on a wheelbase of 100.4 inches (3.6 inches more than the Jeep), while the four-door, five-seat Bronco style sits on a wheelbase of 116.1 inches that is 2.3 inches shorter than its rival. Overall, Ford seems to have carefully and thoroughly considered the Wrangler style, however, the company has strayed where he thought it needed it. For example, the front suspension is completely independent, a configuration that offers higher ride quality, but at the expense of greater complexity (and potentially off-road capability and robustness).
If, like me, one of the first things you need to know about the 2021 Ford Bronco is: what is unlocked and how quickly and easily? The answer to the first of these questions is the roof, the doors, the wing extenders, the wings themselves and the grille.
Unlike the Jeep, the Bronco Doors have no frame, which deserves to give this SUV a credit for feeling like a complete convertible when the roof is removed. The bronco’s doors are made of aluminum and weigh 54 pounds (front) and 43 pounds (rear). Oddly enough, this means they’re a little heavier than the Jeep’s doors, however, their shorter length and built-in handles deserve to be less difficult to use.
Although I couldn’t check to unlock the doors in a first prototype, the disassembly and disassembly procedure is more manageable than for the Jeep, with the door clamping strap and the latter’s clumsy cable package. In addition, because the doors have no frame, they have support for the load domain of the two- and four-door models, so they can be transported with you on the trails. The coup de grace? The looking mirrors are fixed on the hood, so you don’t lose them outdoors.
Speaking of trails, if you make your way through trees or canyons and worry about distances, wing extenders are temporarily unlocked with a provided tool. To go further, all wing discrediting not only allows for greater access to the base and more suspension clearance, but also invites replacement wing designs. As a Bronco engineer told me, you can keep a set of old wings with scars to play in the dust and have a bright, flawless set of “church bumpers” when you want your best Sunday.
Ford launches the Bronco with several other grid models, and the secondary market will bring a ton of unique appearances, especially after others realize how much the grille is designed to be interchangeable with minimal hassle.
And as for the all-important roof, Ford will offer a modular hardtop (three-piece on the two-door, four-piece on the four-door) and a cloth soft top. Officials say that whether you’re putting on or taking off your Bronco’s roof, significantly less time will be spent cursing and yanking than with the Jeep’s lid. I can’t wait to test these claims, but while we wait for Ford to make test units available, I’ll simply note that the Bronco is likely to feel airier when the roof is off, particularly for backseat passengers. That’s not only because of the aforementioned sashless doors, but because engineers have moved the Bronco’s cross-brace in the roll cage. Whereas the Jeep has a B-pillar hoop, the Bronco’s is behind the second row.
Ford officials say he can use the Bronco’s roof, doors, wings and grille in less than an hour with a single tool.
Sounds like Ford hasn’t missed a trick, right? Well, hang on. There’s one thing they apparently couldn’t figure out in Dearborn: How to fold down the windshield like on the Jeep. Unfortunately, I couldn’t get a straight answer as to why. Paraphrased excuses ranged from “structural rigidity” to “ADAS camera concerns” to, “Customers told us they didn’t care about that.” Whatever the reason, it’s a bummer that you can’t drop the front glass for the ultimate in safari-spec feels.
In terms of what’s under the hood, Ford is going with an all-forced-induction engine lineup; there are no naturally aspirated options. The base engine is the 2.3-liter turbocharged EcoBoost four-cylinder borrowed from the Ranger, and Ford estimates it will put out 270 hp and 310 lb-ft. (For those keeping score, that’s the same horsepower as the Wrangler’s optional 2.0-liter turbo, but with a smidge more torque.)
Those with serious towing or off-road needs (or a heavy right foot) are urged to consider the 2.7-liter twin-turbo EcoBoost V6. With 310 ponies, it’s got more horsepower than any Wrangler engine — diesel included — even though it’s still 15 hp shy of the same basic engine in the F-150 pickup. More importantly, the 2.7T has 400 lb-ft of torque, an output that downright embarrasses any gas Jeep. Yes, note the “gas” qualifier in that last sentence: At least for now, Ford is leaving its Power Stroke engines to its F-Series trucks. There’s no diesel Bronco.
As a result, it seems likely that the diesel Wrangler will still best any Bronco for total driving range, albeit at considerable extra expense for fuel and for the EcoDiesel option itself. Unlike the Wrangler and Ford’s just-announced 2021 F-150, no hybrid model is expected at launch.
There’s a seven-speed manual transmission, but not how you might expect.
If you’re a DIY guy or gal and you like your footwells with three pedals, Ford will happily sell you a Bronco with a Getrag seven-speed manual — provided you’re willing to stick to the 2.3T. This isn’t a seven-speed like you’ll find in a Porsche 911, or in the recently departed C8 Corvette. No, this transmission is essentially a traditional six-speed unit with a dedicated crawler gear. This gearbox is available with a scarcely believable 95:1 crawl ratio for peak climbing prowess. This ratio is so low it almost sounds like the driver will be able to hop out and walk alongside the truck as it scrambles slowly over everything, guiding it along like a horse on a lead. (It should go without saying, but don’t actually try this. Seriously.)
Of course, maximum buyers will opt for 10-speed automatic transmission. Let’s hope that even with the Bronco’s huge optional 35-inch tires (2 inches more than the Wrangler Rubicon), those two additional gears will achieve comparable efficiency.
Fuel economy will be announced closer to the date of sale of the Bronco, as the value of the entire model. At the moment, we have the base value of $29,995 for the two-door Bronco (adding the delivery of $1495) and the base value of $34,695 for the four-door (again, adding the delivery). (The $100 booking procedure has already begun).
The Bronco can be with 35-inch factory tires.
With 4×4, it’s about hardware, and Bronco is able to deliver. The style will be popular with the front and rear Dana differentials (with front axle disconnection available). A Dana front unit with an electronic locker is optional, as is a Dana AdvanTEK44 rear differential combined with an electronic locker.
As discussed above, the Bronco has a separate front suspension, a two-arm A-arm configuration with coilovers. On the back, there is a forged shaft and five location links, also related to threaded phones. Bilstein’s special surprise shock absorbers are sensitive to the remote position of the tank with various compression and rebound zones in the 4 corners are optional. These are from HOSS: high-performance off-road stability suspension configuration.
The front sway bar features a hydraulic disconnect that can be activated even when the wheels are off the ground. The anti-roll bar will automatically re-engage at speed.
I don’t have the space here to get into the rest of the nitty-gritty specs — for that, you can check out Emme Hall’s point-by-point spec comparison with the Wrangler. Suffice it to say, though, that Ford claims the Bronco will feature best-in-class ground clearance, suspension travel and, of course, crawl ratio.
Yep, everything comes off.
Like most modern off-roaders, the Bronco features a whole slate of drive modes that optimize the vehicle’s various systems for different traction conditions and terrains. Things like throttle tuning, stability control, shift schedule and steering weight are all governed by a Terrain Management System with GOAT modes (that’s “Goes Over All Terrains,” but I’m sure officials won’t mind if you think of it as “Greatest Of All Time”). Up to seven such modes are offered: Normal, Eco, Sport, Slippery and Sand, plus Baja, Mud and Ruts, and Rock Crawl.
In terms of novel off-road tech, the Bronco’s Trail Turn Assist will automatically lock the rear inside brake to allow a tighter turning radius. While it won’t do a spin-in-place tank turn like the forthcoming all-electric Rivian SUV, this feature should be a boon in tight situations.
Another feature we hadn’t noticed before is the Trail One-Pedal Drive, which you can decide to automatically apply the brakes to off-road maneuvers at low speed. This eliminates left foot braking and helps prevent unforeseen recoils. The easier control scheme allows the driving force to focus on what surrounds the vehicle.
You’ll note the presence of a jog dial near the gearshift. A flick of the wrist toggles the drivetrain between 4WD Low, 4WD High, 4WD Automatic and 2WD High (rear-wheel drive). This is certainly an easier and more space-efficient setup than the heavy, manual secondary shift lever found in the Wrangler, but it also may feel somehow less mechanically satisfying (and potentially less robust).
The outdoor fun of the Bronco is greater than that of the Wrangler.
With the Jeep, its off-road capacity point is similar to the end of the style you buy. If you need the maximum rock exploration capability, you must use a Rubicon. If you need a major high-speed trail race, the Wrangler’s pickup brother, the Mojave Gladiator, is where he is.
Ford takes another technique of how it distributes its functions and functionality. Yes, there will be a parade of other complete lines at launch, covering the first edition, Badlands, Big Bend, Black Diamond, Outer Banks and Wildtrak, each with its own appearance and attributes. But the Sasquatch max-off-road package should be available in all versions of Bronco, from the fundamental stripper style to a square luxury style like the Outer Banks. Sasquatch’s configuration includes the complex maximum 4×4 formula with other bronco-specific electronic locks on the front and rear, HOSS suspension, fin extenders and bright black alloys compatible with Beadlock containing Bronco-specific 35-inch (315/70R17) Territorial rubber for the good year. Unfortunately, at least for now, this large-legged set requires 10-speed automatic transmission, which is a bit confusing given that the 7-speed manual provides the maximum productive ramp ratio. Ford officials say they are open to comment on the matter.
Anyway, this mix-and-match philosophy will be wonderful news for consumers who need to get their SUV as they wish. On the contrary, it also turns out that this prepares the table for a much larger number of combinations of structures, which can be a recipe to decrease quality and frustrate distributors who would possibly have more trouble getting express models in stock.
The generation of the timing cockpit is standard.
The Bronco’s cabin is, as you’d expect, purposeful and rather basic-looking at first glance. This aesthetic is appropriate for a hard-core off-roader, but there’s more than first meets the eye. The dashboard assembly itself is bookended on either side by substantial grab handles, which, along with the transmission tunnel passenger-side handle, are all unboltable to facilitate personalization. The steering wheel and switchgear are similarly chunky. There’s even full physical switchgear for the audio and climate control systems mounted below the touchscreen — you won’t have to use the touchscreen to turn on the seat heaters, for instance.
Another little team win? The window controls. They are fixed to the front of the center armrest, making them less difficult to locate and use to the touch than out-of-place Jeep stops fixed vertically in front of the gear lever.
As you might expect, soils are presented with drains integrated into the water after a day in the dust or dunes. However, you probably don’t expect the Molle folder organizer formula to solve parts like emergency kits and garage bags.
On the back, there are also a number of wise towers. The main is an optional sliding tailgate (late availability) that gives you a heel rod or a position to organize your fishing box. There is also a bottle opener.
Synchronization works on an 8- or 12-inch display.
A closer look at the internal generation shows that dual screens are in the middle of this interior. The demonstration of the organization of the 8-inch reconfigurable meter is staggered, along with a classic analog speedometer. For the center console, Ford’s new Sync Four infotainment system works on screens up to 12 inches (an 8-inch unit is standard). The formula will come with everything from Alexa integration to Apple CarPlay Wireless and Android Auto. Wireless charging will cut the cable while extending much more conveniently.
The board is also interesting. Ford took the trouble to climb a cabin model at a steep angle to ensure that the parts don’t fall off garage pits built at off-road angles. Another clean touch? A “bring your own device” dashboard shelf with a 12-volt power output that simplifies mounting accessories such as portable off-road GPS devices and GoPro cameras.
Speaking of cameras, a 360-degree panoramic suite is optional. This will not only help you in parking maneuvers, there are also special off-road perspectives to avoid nearby obstacles. And speaking of GPS, Ford is making a wonderful deal with Trail Maps, a new software that will allow you to download topographic maps off the road to your smartphone and assign them to the infotainment screen. Not only will they appear on the screen, but they will also be able to record their off-road journeys, add telemetry and mapping data, and download the recording to the cloud so you can calculate your adventure with friends.
Also, if you look with your eyes wide open the two sunny orange doors with which the most sensible one was undone and the doors were cut, or the 4 cement gray doors do not have any doors, keep in mind that Ford has supplied those cars with a lot of non-standard prototype parts. Many will be for the Ford catalog, while others will be trampolines for concepts for the secondary market.
The Bronco starts at about $30,000.
The Bronco will offer a full range of complex drive force assistance systems as a component of ford’s Co-Pilot 360 Suite. Features come with pre-collision assistance with automatic emergency braking (including pedestrian detection), blind spot tracking with cross-traffic alert, lane maintenance assistance, and post-impact braking.
For now, officials are suggesting providing the Bronco Active Assist Assist, the partial hands-free self-driving formula shown for the upcoming F-150 pickup and Mustang Mach-E electric SUV.
In terms of passive protection, Ford engineers also deftly understood how to pack the looking air curtains into the protective cage, a feature presented at Wrangler.
With the release of this new wrestler and his unibody sports family, Ford comes to Bronco not only as a model, but also as a logo, a sub-logo, to be more precise. Just like Ford does with Mustang and the upcoming Mach-E EV, the Blue Oval transforms one of its best-known nameplates into a mini-logo that lives under the company’s large tent. This is an attractive strategy, which can only be used to get Ford’s attention, as it gets rid of other nameplates like Taurus, Fusion, Fiesta and Focus in the coming years.
Two or four doors?
As with all new vehicles, the evidence will ultimately be in driving. Based on the early exposure to the 2021 Ford Bronco, not only am I incredibly excited about this new truck, but I put my non-public mind on buying a Jeep Wrangler (OK, a Gladiator) on hold. Whether you’re hunting on the fact sheet or feature list or just hunting in the superbly strong cup of this SUV in front of me, I find it hard not to be frustrated because the Bronco is rarely very in dealerships for about nine months.
Again, it took Ford a quarter of a century to get rid of his duff to give another to the world, so he could be a little more patient.