Ford Bronco's triumphant return to showroom floors four years ago spawned miles of internet traffic interest during a rather cloistered time.
The Bronco name returned to the Blue Oval line up in the 2021 model year during the midst of Covid 19 after a nearly 25-year hiatus. Historically, Bronco is remembered for its tough, go-anywhere and outdoorsy attitude. The 2021 model year return represented the vehicle's sixth-generation effort. It's vital to remember Ford not only brought back the Bronco name, but added a second derivative based upon completely unique underpinnings: Bronco Sport.
While Bronco and Bronco Sport sound somewhat similar in name, these two products differ like oil and water. The larger Bronco 4 x 4 SUV with significantly more ground clearance shares a conventional body-on-frame platform with the mid-sized Ranger pickup truck with a true four-wheel drive low gear. It's the adventure-seeker of the pair designed for heavy duty off-road adventures.
Bronco Sport borrows a uni-body, or car-like underpinnings utilized with Ford's front-wheel drive Escape compact crossover (with Bronco Sport measuring eight inches shorter in length). Don't underestimate Bronco Sports' ability to also tackle off-pavement assignments as it's stocked with technology diving headfirst into outdoor adventures. It's better suited than compact rivals including Toyota's RAV-4 and Honda's CRV to handle deep snow or mud. The Bronco family's 2024 calendar year U.S. sales totaled a very healthy 233,873 units (combining both Bronco and Bronco Sport).
The larger Bronco (and the lead protagonist of this review) arrives in three door or five-door variants while Bronco Sport strictly adorns five. Bronco also boasts a longer wheelbase (distance between front and rear axles). The Big Bronco also strips down to basics if desired with the removable roof and side doors. However, our Mid-January test cycle dissuaded such long-term burlesque. Bronco Sport keeps its doors on at all times; more modest, I guess. Both assemble at different production facilities within Fords worldwide network. Two powertrain choice are available in both, but only the larger Bronco provides a larger V-6 engine opportunity.
Bronco's removable soft-top comes standard and a multi-panel gray modular hard-top version remains optional ($1,895) and my personal pick for upper Midwest trekking. The Blue Oval Company also offers a combined soft/hard top combo pack that's yet to get tested.
Our tester this week, a Bronco Big Bend trim, represents an entry point into the Bigger Bronco lineup. Ford provides a goodly number (nine) of mid-size Bronco trims to ponder during the purchase process and a baffling huge price range. Our five-door Big Bend tester started at $40,370 while the up-level, up-horsepowered Raptor breaks the $90,000 barrier. Bronco's bottom line; this beast builds and bills as a top off-road adventurer with just about every imaginable off-road tech available or built in all at a comparably competitive price.
Not counting the Raptor (a unicorn within the Bronco herd) two engine choices abound. Our trim includes a 2.3-liter, 300-horsepower inline turbocharged four while a more potent 2.7-liter V-6 twin turbo pounds out 330 horses. Ford's EcoBoost four provided plenty of zoomation and never left us wanting for more during our week together. A seven-speed manual transmission offers up in the four-cylinder powertrain, but unavailable with the V-6. The EcoBoost name first appeared in 2009 as Fords way of explaining a turbocharged gasoline engine paired with direct injectors delivering superior horsepower, low-end torque and slightly better fuel numbers with reduced exhaust emissions for an engine this size. However, oversized tires ticked fuel economy down to 17 miles per gallon highway. Both engines thirst for regular, 87-octane fuel.
Big Bend and several lower grades include the four-cylinder standard while Wildtrak and the Heritage Limited edition opt exclusively for the V-6 EcoBoost.
All trims include a capless fuel filling lead illuminating the circular plastic twist cap (and saving a few production pennies) in favor of direct injection of the off-board fuel nozzle into a self-sealing vehicle entry point.
Always a different and welcome perspective when a base model (in this case Big Bend) comes around for evaluation. Normally, automakers make a point to stock the press pool full of loaded-to-the-gills top trim efforts to fully pamper persnickety evaluators. This base model with optional off-road tech may provide the best bang for the Bronco buck.
Big Bend dropped into the entry point tier in 2024 as a previous Base model retired. Other major tweaks include a 12.0-inch sized in-dash landscape mounted in-dash touch screen now standard across all trims.
While the base four-cylinder tester started at $40,370, pricing added up quickly as a number of options reached the $55,915 eventual bottom line including a comparably hefty $1,895 destination charge. Extras included $995 for a special tri-coat exterior paint; $1,495 for 10-speed automatic transmission; $6,665 for the advanced 4 x 4 locking differential Sasquatch package; $1,895 multi-panel hard top; $1,645 Mid-level comfort package with front heated seats, and dual zone climate controls; $160 carpeted floor mats and $795 for signature lighting.
A 4 x 4 electronic Goat mode dial (Goat in this case acronyms to Go Anywhere Terrain) rear of the optional 10-speed floor-mounted automatic transmission vertical shifter allows pilots to choose from six specific terrain management grips through the part-time 4 x 4 design. Bronco's a rear-wheel biased ride so the two-wheel high selection activates rear wheel only. Dial up 4 high and the power splits evenly between front constant velocity (CV) axles to the front wheels and the rear axle to the rear wheels.
Select Automatic 4x 4 and the system itself automatically decides the proper front-rear torque balance based on prevailing circumstances. The four low range comes in handy when driving at low speeds up to 20 miles per hour on rough terrain through a low gear ratio when navigating loose rocks, sand, or deep ledges. The off-road Goat mode adjusts differing onboard traction and stability control to specifically handle mud, sand or rocks.
One visual signpost of Bronco's off-road mentality, no spare tire positioned and stowed under the vehicle. Instead, the sizeable, off-road specific 32-inch orb affixes to the lower portion of the rear door with the bottom half hinged at the right side and manually opening up to 150 degrees of motion al-la refrigerator door style with an assist from the thick, left-side vertical thick black grab handle. Side doors include the same color and thickness operational when sporting thick winter-time gloves. Once the lower portion swings opens, the top-windowed half, hinged at the top, manually lifts up. Front tow hooks adorn the fender's top edges above the front grille and rear counterparts connect up down the rear door.
Flanking the back door, vertical style LED red lights in the shape of a Capital B on the passenger side with its mirror image left of the swing-out door. Front headlights also make a statement with a round structure intersecting with a straight-line accent (doubling as the amber turn signal) extending towards the narrow, rectangular front grille spelling out, B-R-O-N-C-O in all capital white letters. The lights include an auto high beam feature providing additional intensity when no traffic approaches from the opposite direction. Big Bend's sideview mirrors opt for a square shape rather than taller-standing verticals. Black, composite materialled fenders build out from the round wheel wells.
In a world of curvaceous aerodynamic body styles Bronco stands tall with distinguished boxy good looks and 90-degree corners. A narrow whip antenna extends up from the passenger side fender adding to a nostalgic ambiance. Our tester's sizeable 11.6 inches of ground clearance (part of the available Sasquatch Package) contributes to a steep egress/ingress. Not the pick to click for the mobility challenged. However, a lower 8.3-inches of ground clearance arrives in some designs sans the locking differentials.
On the highway, expect a bucking Bronco style of ride with a bounce factor. It's not aerodynamic and never desired a smooth operator tag line. Expect gratuitous wind noise but a welcome sophisticated independent front suspension with steering more precise than expected.
Grab handles built into dashboard ends assist front riders in and out. Shotgun riders have access a tri-angled style assist wrung right of the inline cupholders. The removable roof dissuades higher handles. Second-row riders may hang on to grabbers built into interior B pillars. The flat dashboard top travels end-to-end with brim-like outer end and no serpentine side trips and houses a horizontal shift pack consisting of a half-dozen push tabs summoning off-road functions from the optional Sasquatch Package.
Included in the package, a front stabilizer bar disconnect, an electronical front differential locking the wheels on each CV axle and an electronic rear differential locking the wheels on the rear axle. Both enhance low-speed grip by turning the wheels at the same speed. Engage both 'lockers' and all four wheels turn in unison. Also available, a trail turn assist reducing the turning radius allowing Bronco the opportunity to maneuver through tight bends.
Both rows conveniently include Type A and C USB ports for cord connecting Smartphones with the Ford's 'Sync 4' branded 12-inch in-dash screen to easily pair downloaded applications with screen activity. Ford also offers Apple CarPlay and Android Auto wireless compatibility, but no wireless charging unless opting for the optional Luxury Package in place of or in addition to the Mid-level Package. Vertical air vents flank the screen and occupy the far end of the dash.
Two convenient circular twist knobs reside below the square screen controlling volume and station selection. The HVAC settings also operate independently of the screen within the lower central dash bounds via two dual zone temperature dials with interior temperature digitally displayed in Fahrenheit degrees, an up-down push plate monitoring temperature speeds and push button monitoring direction.
An eight-inch all-digital instrument cluster includes a mountain scape during start up with the electronic start/stop button on the dash right of the manual tilt-and telescoping steering column. Several differing information window inserts call up via a steering wheel select button.
The entry Big Bend includes six-way manually adjustable front buckets draped in standard issue mildew resistant marine gray vinyl. Three riders may occupy the back in relative comfort but rear side door entry gets a bit compromised thanks to sizable high clearance fender flares (part of the Sasquatch Package) and a minimal vehicle overhang behind the rear wheel. Row two seatbacks fold with a 60/40 spilt increasing cargo space. Three adults fit within the confines for short durations with seatbacks prone.
Jeep's two-door Wrangler and four-door Wrangler Unlimited remain Bronco's key competitors. Both thrive off road with brand loyalty the likely tie-breaking vote.
2024 Ford Bronco Big Bend
Price as tested: $55,915
Engine: 2.3-liter four-cylinder turbo
Horsepower: 300
Wheelbase: 116.1 inches
Overall Length: 189.4 inches
Overall Width: 75.9 inches
Overall Height: 73 inches
Fuel economy: 18 mpg city, 17 mpg highway
Powertrain warranty: Five year/60,000 miles
Assembly: Wayne, Michigan
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