You’ll still have to splurge on an upper trim to get worthy upgrades like low-speed, forward-facing trail cam and disconnecting front anti-roll bar, but those are more nice-to-haves than necessities.Īs for clearances and angles of the various Bronco options, why don't we let a chart do the talking? Note that the water-fording figure here for non-Sasquatch vehicles is an estimate, as Ford has not officially released a number. Now, when we said the Badlands is the Wrangler Rubicon fighter*, Sasquatch is the asterisk, because it bundles the majority of the off-road goodies that make a Rubicon so desirable without the corresponding price tag. It gets you 17-inch beadlock-capable wheels wrapped in 35-inch mud-terrain tires (non-‘squatch tops out at 33 inches), electronic-locking front and rear axles, a 4.7:1 final drive ratio, Bilstein shocks, a suspension lift, high-clearance fender flares and the very-cool Trail Turn Assist, which we’ll also talk about later. To any of these trims, however, can be added the Sasquatch package. For the purposes of this review, though, know that the Outer Banks is the fancy one, the Wildtrak is the high-speed desert runner and Badlands is the Rubicon-fighter* rock crawler. There are then five additional trim levels – Big Bend, Black Diamond, Outer Banks, Wildtrak and Badlands – with varying equipment and capability that we document extensively in this Bronco Trim Level Breakdown. The differentials are produced by Dana, with the rear being a Dana 44, with standard AdvanTEK units and available Spicer Performa-TraK electronic locking units.Ĭost of entry for a 2021 Bronco is $29,995 for the two-door or $34,695 for a four-door (both those sums include a $1,495 destination charge). The standard system features a two-speed, electronic, shift-on-the-fly transfer case with a 2.72:1 low ratio, while the optional system has a 3:06:1 low ratio and adds a 4A mode that automatically goes between 2H and 4H when needed. Four-wheel drive is standard on every Bronco, but like Jeep, Ford offers different grades. Speaking of the automatic, its Ford's now-familiar 10-speed that's optional on the 2.3-liter and mandatory with the 2.7 liter. The 2.3-liter can be had with a seven-speed manual transmission, which is really just a six-speed with a creeper gear offering a crawl ratio of 94.75:1 with the shortest available axle ratio the automatic can best achieve a ratio of 67.8:1, again with the optional axle. You can squeeze significant power out of both by filling with premium, but it's not required. The 2.7-liter turbo V6 is good for 315 hp and 415 lb-ft of torque, which betters the 2.7 offered in the Ford F-150. The standard 2.3-liter inline-four, shared with the Ford Ranger, produces a stout 275 horsepower and 315 pound-feet of torque. There are two available engines, both of which are turbocharged. Also like the Jeep (but not the Land Rover), it’s a body-on-frame design. So far, Ford has avoided firewalling much equipment behind the larger four-door (a strategy illustrated by Jeep’s Wrangler 4xe and Rubicon 392, among others), so it’s really a matter of how much you’re willing to compromise on either comfort (two-door) or capability (four-door) to suit your lifestyle. Like the Wrangler and Land Rover Defender ( for now), the Bronco comes in two sizes: a short-wheelbase, two-door model and a longer four-door. We’ve covered the Bronco exhaustively since spy photos of early prototypes first appeared, but just in case you’ve been living under a rock (or need a refresher after an entire year), we’ll recap the items you really need to know. Look, there are only so many ways we can say “finally,” so we’ll spare you the snarky intro and get right to it. A year ago, Jeep was put on notice with the official announcement of the 2021 Ford Bronco, poised to take the fight directly to the Wrangler.
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