# data.attributes.metatag[].attributes.content
Ford brings back the Wrangler-rivalling Bronco as an adventure truck. We like. Very much

# data.attributes.metatag[].attributes.content
Ford brings back the Wrangler-rivalling Bronco as an adventure truck. We like. Very much

# data.attributes.metatag[].attributes.content
Ford brings back the Wrangler-rivalling Bronco as an adventure truck. We like. Very much

# data.attributes.metatag[].attributes.content
Ford brings back the Wrangler-rivalling Bronco as an adventure truck. We like. Very much

# data.attributes.metatag[].attributes.content.description
Ford brings back the Wrangler-rivalling Bronco as an adventure truck. We like. Very much

# data.attributes.metatag[].attributes.content[]
"description":"Ford brings back the Wrangler-rivalling Bronco as an adventure truck. We like. Very much"

# data.attributes.field_cars_driving.value
Let’s not pretend the Bronco is great around corners – it isn’t. But it’s not bad either. The independent front suspension allows you to place the car and steer accurately without having to take second bites at the steering through turns, or make constant corrections at motorway speeds. It’s really not that wearing to do distance in. And we did do distance in the Bronco – over 1,200 miles in two days.

And that’s in a car equipped with the big tyres. Which, incidentally, roll more smoothly and quietly than you’d ever expect, and grip harder on tarmac too. They don’t even have too much squidge in them. The brakes have better power and bite than we expected and although it does roll, the top-line Bilstein dampers manage that rather well, and there’s enough feel through steering and seat of your pants to give you information about the approaching limits.

But isn’t the ride a bit crude?

The solid axle at the back does have its drawbacks. It patters on most surfaces and big hits to the rear wheels are transmitted into the heavy back axle and that does in turn send slight shudders into the car. It helps that its coil sprung at the back, rather than the leaf springs you still get in many pick-ups. Unlike the Defender, there’s no air suspension for the Bronco.

How fast is it?

That’s not really the point, although Ford does claim a 0-60mph time of 5.9 seconds for the three-door Bronco equipped with the twin turbo V6. It’s a good engine to use, even though it doesn’t particularly like to rev.

Decent mid-range, just loses its composure a bit if you do extend it. Also the throttle is a bit too sensitive at the top of its travel in Normal mode during general driving.

The bigger barrier to accessing the performance is the gearbox. The smaller engine can be had with a seven-speed manual gearbox, but most Broncos will be fitted with the 10-speed auto from the Ranger. It’s fine as long as you don’t ask much of it, but quick kickdowns or seamless upshifts at speed are beyond it. And if you want to control it manually, the shifts, done by an awkward switch on the side of the gearlever, are heavily delayed. It’s much better behaving itself when crawling around off-road.

If the 10-speed auto ‘box puts you off, certain trims that offer a seven-speed manual for those who prefer to row their own gears. The trade-off is a little less convenience and ease of use, but it’s incredibly satisfying to be this deeply engaged in the drive, particularly if you’re negotiating an out-of-bounds route.

As it happens, that 7th gear is a crawl gear that assists in creeping over sketchy terrain. We’d prefer a physical parking brake handle instead of an e-brake, if only for the sake of our muscle memory.

What about fuel economy?

Don’t expect great feats, since Ford doesn’t make great claims. The most efficient versions return about 23-24mpg on the US test cycle, the worst about 19-20mpg. We got 20.7mpg overall.

Tell me more about how it behaves in the rough.

There are seven modes in the Land Rover-esque mode dial: Normal, Eco, Slippery, Sand, Baja, Mud/Ruts and Rock Crawl. Just turn for the sort of driving you want and the car will do the rest. As well as the front and rear diff locks, there’s a low ratio gearbox and the chassis tricks mentioned earlier.

It’s logical to use and makes mincemeat of every surface we could find to test it on, from sand and gravel to chunky boulders, mud and steep slopes. Depending on the mode you’re in the car will ask if you want to engage low ratio, or diff locks, and can put camera views on the 12-inch centre screen – useful if you’re tipping over an edge and can’t see what’s in front of you.

Best of all, the Bronco, although heavy and high to get up into, isn’t actually that big (about 4.5 metres long) and has reasonable steering lock (albeit with a lot of turns between locks) so is surprisingly maneuverable. The Trail Turn system might be useful in some situations, but it’s fairly crude, just locking the inside rear wheel to act as a pivot, with the rest of the wheels skipping and jumping to turn the car around.

# data.attributes.field_cars_driving.processed
Let’s not pretend the Bronco is great around corners – it isn’t. But it’s not bad either. The independent front suspension allows you to place the car and steer accurately without having to take second bites at the steering through turns, or make constant corrections at motorway speeds. It’s really not that wearing to do distance in. And we did do distance in the Bronco – over 1,200 miles in two days.

And that’s in a car equipped with the big tyres. Which, incidentally, roll more smoothly and quietly than you’d ever expect, and grip harder on tarmac too. They don’t even have too much squidge in them. The brakes have better power and bite than we expected and although it does roll, the top-line Bilstein dampers manage that rather well, and there’s enough feel through steering and seat of your pants to give you information about the approaching limits.

But isn’t the ride a bit crude?

The solid axle at the back does have its drawbacks. It patters on most surfaces and big hits to the rear wheels are transmitted into the heavy back axle and that does in turn send slight shudders into the car. It helps that its coil sprung at the back, rather than the leaf springs you still get in many pick-ups. Unlike the Defender, there’s no air suspension for the Bronco.

How fast is it?

That’s not really the point, although Ford does claim a 0-60mph time of 5.9 seconds for the three-door Bronco equipped with the twin turbo V6. It’s a good engine to use, even though it doesn’t particularly like to rev.

Decent mid-range, just loses its composure a bit if you do extend it. Also the throttle is a bit too sensitive at the top of its travel in Normal mode during general driving.

The bigger barrier to accessing the performance is the gearbox. The smaller engine can be had with a seven-speed manual gearbox, but most Broncos will be fitted with the 10-speed auto from the Ranger. It’s fine as long as you don’t ask much of it, but quick kickdowns or seamless upshifts at speed are beyond it. And if you want to control it manually, the shifts, done by an awkward switch on the side of the gearlever, are heavily delayed. It’s much better behaving itself when crawling around off-road.

If the 10-speed auto ‘box puts you off, certain trims that offer a seven-speed manual for those who prefer to row their own gears. The trade-off is a little less convenience and ease of use, but it’s incredibly satisfying to be this deeply engaged in the drive, particularly if you’re negotiating an out-of-bounds route.

As it happens, that 7th gear is a crawl gear that assists in creeping over sketchy terrain. We’d prefer a physical parking brake handle instead of an e-brake, if only for the sake of our muscle memory.

What about fuel economy?

Don’t expect great feats, since Ford doesn’t make great claims. The most efficient versions return about 23-24mpg on the US test cycle, the worst about 19-20mpg. We got 20.7mpg overall.

Tell me more about how it behaves in the rough.

There are seven modes in the Land Rover-esque mode dial: Normal, Eco, Slippery, Sand, Baja, Mud/Ruts and Rock Crawl. Just turn for the sort of driving you want and the car will do the rest. As well as the front and rear diff locks, there’s a low ratio gearbox and the chassis tricks mentioned earlier.

It’s logical to use and makes mincemeat of every surface we could find to test it on, from sand and gravel to chunky boulders, mud and steep slopes. Depending on the mode you’re in the car will ask if you want to engage low ratio, or diff locks, and can put camera views on the 12-inch centre screen – useful if you’re tipping over an edge and can’t see what’s in front of you.

Best of all, the Bronco, although heavy and high to get up into, isn’t actually that big (about 4.5 metres long) and has reasonable steering lock (albeit with a lot of turns between locks) so is surprisingly maneuverable. The Trail Turn system might be useful in some situations, but it’s fairly crude, just locking the inside rear wheel to act as a pivot, with the rest of the wheels skipping and jumping to turn the car around.

# data.attributes.field_cars_editor_title
Ford Bronco (US) review: “it wants to get out there and get stuck in”

# data.attributes.field_cars_inside.value
You can fit four people in the three-door and five in the five-door. The rear seats fold flat and the boot is big. It’s not that easy to load, since you have to swing the lower part of the tailgate open sideways and then lift the glass vertically. That’s because the whole back section can be lifted off as part of the full al fresco experience. It also explains why a lot of the cabin switchgear is rubberised and weather proof – the cockpit is designed to be hosed down.

Up front once you’ve hoisted yourself high up into the cabin past the frameless doors you’ll find seats that aren’t that supportive, but are comfortable and have a massive range of adjustment. The centre touchscreen is good and there’s full phone integration and good functionality, but the instrument pack ahead of the driver – inspired by the original apparently – is much less impressive. There’s only a small bar view of the revs, while most of the useful information is contained in a narrow column on the right hand side. It’s awkward to use and poorly laid out.

Is it well built?

Quality isn’t in the Land Rover league, if that’s what you mean. No issues with how well things are screwed together, but the quality of the plastics isn’t great. The design more than makes up for that. You sit with a commanding view out through an upright windscreen, the perimeter of the bonnet easily visible thanks to the tie down hooks mounted at the leading edges, while there’s a pleasing robust chunkiness to the design.

Yes it’s unusual having the mirror and window switches on the transmission tunnel, but they’re there because with a supplied spanner you can remove the doors. Two doors and the front two roof panels can store in the boot – remove more than that and they’ll have to be left behind. The roof panels are simple, rugged and easy to latch in and out. The back section over the boot will need at least two of you.

But when it’s all done you have a surf truck ready for action. Granted this makes more sense in California than Cardiff.

# data.attributes.field_cars_inside.processed
You can fit four people in the three-door and five in the five-door. The rear seats fold flat and the boot is big. It’s not that easy to load, since you have to swing the lower part of the tailgate open sideways and then lift the glass vertically. That’s because the whole back section can be lifted off as part of the full al fresco experience. It also explains why a lot of the cabin switchgear is rubberised and weather proof – the cockpit is designed to be hosed down.

Up front once you’ve hoisted yourself high up into the cabin past the frameless doors you’ll find seats that aren’t that supportive, but are comfortable and have a massive range of adjustment. The centre touchscreen is good and there’s full phone integration and good functionality, but the instrument pack ahead of the driver – inspired by the original apparently – is much less impressive. There’s only a small bar view of the revs, while most of the useful information is contained in a narrow column on the right hand side. It’s awkward to use and poorly laid out.

Is it well built?

Quality isn’t in the Land Rover league, if that’s what you mean. No issues with how well things are screwed together, but the quality of the plastics isn’t great. The design more than makes up for that. You sit with a commanding view out through an upright windscreen, the perimeter of the bonnet easily visible thanks to the tie down hooks mounted at the leading edges, while there’s a pleasing robust chunkiness to the design.

Yes it’s unusual having the mirror and window switches on the transmission tunnel, but they’re there because with a supplied spanner you can remove the doors. Two doors and the front two roof panels can store in the boot – remove more than that and they’ll have to be left behind. The roof panels are simple, rugged and easy to latch in and out. The back section over the boot will need at least two of you.

But when it’s all done you have a surf truck ready for action. Granted this makes more sense in California than Cardiff.

# data.attributes.field_cars_owning.value
It’s a good question to ask, as there are a multitude of trims and packages for the Bronco, a list that’s constantly in a state of change.

Currently, there are seven flavors of Bronco on offer. Some have a two-door option, some are exclusively four-door. Some get the optional manual, some get the Sasquatch pack… you get the picture.

Along with that, there is a staggering array of factory-direct extra bits to tack on to your build for that touch of personalization. Outside of the fundamental differences like the engines on offer, most of what separates stuff like the Base trim and the others are convenience packages that add things like heated seats, more parking/off-road cameras and a superior sound system to name just a few.

The Base and Big Bend Broncos start at $40,495 and $40,995 respectively, both fitted with the 300hp 2.3-liter I-4 Ecoboost and the option of the seven-speed manual over the 10-speed automatic. The Big Bend doesn’t come as a two-door, but it does feature more amenities.

Broncos Outer Banks and Badlands are more loaded up with gizmos, and include the 2.7-liter V6 as an option. They come in at around $48,000, with the $48,890 Badlands as the most versatile model of the lot as it has the widest range of customization.

Beyond these are the special edition versions like the Heritage edition, which is like an Outer Banks with a white retro-style grille and matching hard-top, plus some plaid seating for the interior.

The similarly-styled Bronco Stroppe Edition is painted in primary colors in honor of the Baja-blasting Bronco raced by Bill Stroppe in the ‘60s and ‘70s. This is essentially a mini-Raptor, as it shares the suspension components with the sport truck but has the standard 2.7-liter V6. These are priced at $51,624 for the former and $69,995 for the latter.

Lastly, there’s the $79,995 Bronco Raptor. Like its bulky F-150 sibling, the Bronco Raptor has a high performance suspension, dampers for high-speed off-roading, and a 418hp 3.0-liter Ecoboost to power proceedings.

Which one would we get? Don’t make us choose, we want them all.

# data.attributes.field_cars_owning.processed
It’s a good question to ask, as there are a multitude of trims and packages for the Bronco, a list that’s constantly in a state of change.

Currently, there are seven flavors of Bronco on offer. Some have a two-door option, some are exclusively four-door. Some get the optional manual, some get the Sasquatch pack… you get the picture.

Along with that, there is a staggering array of factory-direct extra bits to tack on to your build for that touch of personalization. Outside of the fundamental differences like the engines on offer, most of what separates stuff like the Base trim and the others are convenience packages that add things like heated seats, more parking/off-road cameras and a superior sound system to name just a few.

The Base and Big Bend Broncos start at $40,495 and $40,995 respectively, both fitted with the 300hp 2.3-liter I-4 Ecoboost and the option of the seven-speed manual over the 10-speed automatic. The Big Bend doesn’t come as a two-door, but it does feature more amenities.

Broncos Outer Banks and Badlands are more loaded up with gizmos, and include the 2.7-liter V6 as an option. They come in at around $48,000, with the $48,890 Badlands as the most versatile model of the lot as it has the widest range of customization.

Beyond these are the special edition versions like the Heritage edition, which is like an Outer Banks with a white retro-style grille and matching hard-top, plus some plaid seating for the interior.

The similarly-styled Bronco Stroppe Edition is painted in primary colors in honor of the Baja-blasting Bronco raced by Bill Stroppe in the ‘60s and ‘70s. This is essentially a mini-Raptor, as it shares the suspension components with the sport truck but has the standard 2.7-liter V6. These are priced at $51,624 for the former and $69,995 for the latter.

Lastly, there’s the $79,995 Bronco Raptor. Like its bulky F-150 sibling, the Bronco Raptor has a high performance suspension, dampers for high-speed off-roading, and a 418hp 3.0-liter Ecoboost to power proceedings.

Which one would we get? Don’t make us choose, we want them all.

# data.attributes.field_cars_stand_first
Also, more cars should come with removable doors. Discuss

# data.attributes.field_cars_verdict.value
Ford’s strap line is that the Bronco offers the ‘toughness of an F-Series, with the attitude of a Mustang’. And it emphatically achieves that. This is a tough, very capable machine, but one that comes across as accessible, fun and easy to drive both on and off-road. It doesn’t take itself seriously, looks fantastic and wants to get out there and get stuck in. Yes, it’s less cultured than a Defender, but Top Gear wants one very badly indeed.

# data.attributes.field_cars_verdict.processed
Ford’s strap line is that the Bronco offers the ‘toughness of an F-Series, with the attitude of a Mustang’. And it emphatically achieves that. This is a tough, very capable machine, but one that comes across as accessible, fun and easy to drive both on and off-road. It doesn’t take itself seriously, looks fantastic and wants to get out there and get stuck in. Yes, it’s less cultured than a Defender, but Top Gear wants one very badly indeed.

# data.attributes.field_cars_verdict_against
Sluggish 10spd auto, instrument pack design, fuel economy, no hybrid

# data.attributes.field_cars_verdict_for
Blend of on and off-road ability, retro looks, image, roof panels, versatility and fun

# data.attributes.field_cars_verdict_text
This is a tough, very capable machine, but one that comes across as accessible, fun and easy to drive

# data.attributes.field_cars_what_is_it.value
It’s the Ford Bronco, revived to much acclaim in 2021 after a 44-year hiatus. Like the plucky Mustang’s 2005 refresh, it’s a modern take of a classic design, pitting itself against adventure-vehicle mainstays like the Jeep Wrangler, while inspiring further automotive resurrections like the imminent Scout off-road electric SUV.

In terms of its mechanicals it sits midway between the Wrangler and its other close rival (for a British audience at least), the Land Rover Defender. In days gone by, the toughest, most rugged off-roaders had a separate ladder frame chassis with beam axles at either end and a body on top. That’s the current Jeep Wrangler. The latest Defender was a radical shift, using a monocoque chassis and fully independent suspension at each corner.

The Bronco is more aligned with the Jeep (its separate chassis is similar to the Ranger pick-up), but has independent double wishbone front suspension.

Does that make a difference to the way it drives?

Absolutely. The independent front end gives it decent stability and accuracy, and makes this a car that can cope with long journeys and get around a corner without stumbling. It’s not as refined and comfortable as the Defender, but most chassis shudder has been eradicated, and it feels markedly more sophisticated and capable on-road than the Wrangler.

Off-road it’s deeply, deeply impressive. A rotary selector on the console gives you access to the G.O.A.T. modes (Goes Over Any Type of Terrain, rather than Greatest Of All Time, although we’re sure Ford wouldn’t mind you getting that wrong), multiple driving modes which control various parameters, while buttons on the dash allow you to lock the front and rear differentials and perform a couple of extra tricks. One allows you to hydraulically disconnect the front anti-roll bar to improve axle articulation, while another locks the inside rear wheel to enable you to turn more tightly off-road.

The best mode is the one-pedal system. Much like in an electric car, lifting the throttle applies the brakes – very handy for precisely controlling your speed off-road in rock sections. That, in particular, works very well indeed. Want more on driving the Bronco? Click the Driving tab.

Talking of electric, is there a hybrid version?

Nope. No diesel, no hybrid (yet), and no electric version (probably ever). The available powertrains haven’t changed much at all since the vehicle was launched. Ford still powers the Bronco with the 2.3-litre four cylinder Ecoboost we’re already familiar with from the Mustang and Focus RS, although in the Bronco it develops 300bhp and 325lb ft.

Above that there’s the engine we drove, a twin turbo 2.7-litre V6 Ecoboost. Not much more power (330bhp), but at 415lb ft, a chunk more torque. Indeed, the only real change here is the addition of a 418hp 3.0-liter Ecoboost V6 used solely in the super-extreme Bronco Raptor.

Like the Defender, the Bronco can be had as either a three- or five-door. All of them come with removable doors (so a no-door?). The three-door comes as standard as a hardtop with lift out roof panels, while the five-door has a canvas lid as standard, but can optionally be had with the hard top with removable panels over the two rows of seats, allowing you to fundamentally change the look and feel of the car. The panels remove neatly and easily via mechanical latches, and fit well enough that wind noise isn’t an issue.

Will it be sold in the UK?

Bad news: this is about as likely as the UK agreeing to become the 51st state. Stranger things have happened, and the current Mustang has done great business for Ford, but Jeep’s Wrangler doesn’t sell well in Europe and Ford will surely see that as reason not to invest in Bronco sales over here. Book your private import now.

Still, we think Ford’d be surprised how much people would jump at the chance to own a Bronco. Especially if they could get prices to align. In America, the Bronco starts at $40,495. Mercifully, the bottom line doesn’t go much higher than that until you wander into the special editions and start adding on packages like the Sasquatch pack.

The WHAT pack?

Sasquatch. Americans do the best names. That gets you 35-inch tyres, those electronic diff locks, Bilstein shocks, raised suspension and more. And let’s face it, you can barely get a base Defender for the same money as a fully loaded Bronco.

The options list runs to over 200 items, and in addition Ford has worked closely with aftermarket suppliers to allow owners to fit light bars, roof racks, winches and so on. Any extra electronics can then be controlled via roof mounted auxiliary switches (and supplementary wiring) that Ford has thoughtfully included up front.

# data.attributes.field_cars_what_is_it.processed
It’s the Ford Bronco, revived to much acclaim in 2021 after a 44-year hiatus. Like the plucky Mustang’s 2005 refresh, it’s a modern take of a classic design, pitting itself against adventure-vehicle mainstays like the Jeep Wrangler, while inspiring further automotive resurrections like the imminent Scout off-road electric SUV.

In terms of its mechanicals it sits midway between the Wrangler and its other close rival (for a British audience at least), the Land Rover Defender. In days gone by, the toughest, most rugged off-roaders had a separate ladder frame chassis with beam axles at either end and a body on top. That’s the current Jeep Wrangler. The latest Defender was a radical shift, using a monocoque chassis and fully independent suspension at each corner.

The Bronco is more aligned with the Jeep (its separate chassis is similar to the Ranger pick-up), but has independent double wishbone front suspension.

Does that make a difference to the way it drives?

Absolutely. The independent front end gives it decent stability and accuracy, and makes this a car that can cope with long journeys and get around a corner without stumbling. It’s not as refined and comfortable as the Defender, but most chassis shudder has been eradicated, and it feels markedly more sophisticated and capable on-road than the Wrangler.

Off-road it’s deeply, deeply impressive. A rotary selector on the console gives you access to the G.O.A.T. modes (Goes Over Any Type of Terrain, rather than Greatest Of All Time, although we’re sure Ford wouldn’t mind you getting that wrong), multiple driving modes which control various parameters, while buttons on the dash allow you to lock the front and rear differentials and perform a couple of extra tricks. One allows you to hydraulically disconnect the front anti-roll bar to improve axle articulation, while another locks the inside rear wheel to enable you to turn more tightly off-road.

The best mode is the one-pedal system. Much like in an electric car, lifting the throttle applies the brakes – very handy for precisely controlling your speed off-road in rock sections. That, in particular, works very well indeed. Want more on driving the Bronco? Click the Driving tab.

Talking of electric, is there a hybrid version?

Nope. No diesel, no hybrid (yet), and no electric version (probably ever). The available powertrains haven’t changed much at all since the vehicle was launched. Ford still powers the Bronco with the 2.3-litre four cylinder Ecoboost we’re already familiar with from the Mustang and Focus RS, although in the Bronco it develops 300bhp and 325lb ft.

Above that there’s the engine we drove, a twin turbo 2.7-litre V6 Ecoboost. Not much more power (330bhp), but at 415lb ft, a chunk more torque. Indeed, the only real change here is the addition of a 418hp 3.0-liter Ecoboost V6 used solely in the super-extreme Bronco Raptor.

Like the Defender, the Bronco can be had as either a three- or five-door. All of them come with removable doors (so a no-door?). The three-door comes as standard as a hardtop with lift out roof panels, while the five-door has a canvas lid as standard, but can optionally be had with the hard top with removable panels over the two rows of seats, allowing you to fundamentally change the look and feel of the car. The panels remove neatly and easily via mechanical latches, and fit well enough that wind noise isn’t an issue.

Will it be sold in the UK?

Bad news: this is about as likely as the UK agreeing to become the 51st state. Stranger things have happened, and the current Mustang has done great business for Ford, but Jeep’s Wrangler doesn’t sell well in Europe and Ford will surely see that as reason not to invest in Bronco sales over here. Book your private import now.

Still, we think Ford’d be surprised how much people would jump at the chance to own a Bronco. Especially if they could get prices to align. In America, the Bronco starts at $40,495. Mercifully, the bottom line doesn’t go much higher than that until you wander into the special editions and start adding on packages like the Sasquatch pack.

The WHAT pack?

Sasquatch. Americans do the best names. That gets you 35-inch tyres, those electronic diff locks, Bilstein shocks, raised suspension and more. And let’s face it, you can barely get a base Defender for the same money as a fully loaded Bronco.

The options list runs to over 200 items, and in addition Ford has worked closely with aftermarket suppliers to allow owners to fit light bars, roof racks, winches and so on. Any extra electronics can then be controlled via roof mounted auxiliary switches (and supplementary wiring) that Ford has thoughtfully included up front.

# data.attributes.field_cars_what_we_say
Ford brings back the Wrangler-rivalling Bronco as an adventure truck. We like. Very much