2021 Ford Bronco First Drive Review: The Real Deal

“No, this is a Ford Bronco.”

That’s what I want to say to each and every person who has told me they’ve seen “the new Bronco” the last few months. The Bronco Sport is a dandy little crossover, with more off-road ability than many would give it credit for. But this, this 2021 Ford Bronco, is the real deal.

After what’s felt like forever, Ford’s Wrangler wrestler is here, and after only a day of driving it on road and off, the message is clear: Jeep finally has a true competitor on its hands. In fact, in some important ways, the Bronco now sets the standard.

Despite sharing a name with the BroSpo, the full-size Bronco runs an entirely different platform. Instead, it shares its chassis with the mid-sized Ranger pickup. Using a proper body-on-frame setup means Ford can give the Bronco plenty of suspension travel and articulation. the Blue Oval is particularly proud of what it calls best-in-class approach and breakover angles of 35.5 and 21.1 degrees, respectively. That’s just the base two-door, too: throw the optional 35-inch tires on there and you’re talking 43.2 and 29.0 degrees.

We’ll talk numbers later: what people notice on the road is the look of this rig. And boy will they notice. Even away from any city centers, and on a day where rain made a few brief appearances, nearly everybody who saw the Bronco took a second look, or pulled out their phones. The styling is decidedly retro, but pulls from the earliest models instead of the last Bronco, which rolled off the production line in 1996. Boxy is in, and the straight lines accentuate the Bronco’s width; depending on model, it’s up to half a foot wider than the Wrangler. For the first time, a four-door Bronco is available, and while it looks pretty cool, the stubby two-door is just perfection to these eyes. The lighting signature up front is instantly identifiable, and just in case, there’s big, white BRONCO badging. Or, if you have one of the many available front bush bars equipped, simply RON.

This isn’t a one-horse show, either. Ford offers the sixth-generation Bronco in six trims: Base, Big Bend, Black Diamond, Outer Banks, Badlands, and Wildtrak. As is typical with new products these days, the company expects the top three trims to be the volume leaders, at least for now. A 2.3-liter, turbocharged four-cylinder is standard on every trim except Wildtrak, producing 300 horsepower and 325 pound-feet of torque (on premium fuel). A 2.7-liter EcoBoost V6 bumps the numbers up to 330 and 400, respectively; it’s standard on the Wildtrak and optional ($1,895 / $2,000 CAD) everywhere else. A seven-speed manual is available for the smaller engine, with a 10-speed auto optional, and standard on the V6.

In addition to a few options packages that add various creature comforts, Ford also offers the Sasquatch package across the board. This abominable bundle throws in 35-inch all-terrain tires wrapping 17-inch beadlock-capable wheels, a higher 4.7:1 final drive ratio, electronic front sway bar disconnect, a long-travel Bilstein suspension, and extended fenders.

There were multiple models on test during my day with Ford, though both the four-door and two-door I sampled were Wildtraks, which include the Sasquatch kit as standard.

A race track may be the last place you expect to take something like a Bronco, but Canadian Tire Motorsport Park (Mosport) hides within its forested surroundings a variety of trails. There are also quite a few gnarled cottage trails in the surrounding area, and its here where I start my day, in the four-door.

Even before we get to the trail, the paved roads reveal the first surprise with the Bronco: it’s pretty damn good on tarmac. There’s a reasonable amount of weight to the steering, yet it’s precise, and consistent in its feedback. The choice to go with an independent front suspension and rack-and-pinion steering may ultimately limit the Bronco’s off-road capabilities—emphasis on “may”—but it’s a dramatic improvement over the occasionally wayward Wrangler. There are myriad driving modes, with each trim featuring its own suite, and they do provide genuine differences. Yes, even Sport.

The other surprise is how quiet the Bronco’s interior is. Okay, it’s still noisier than just about any other vehicle out there, but it doesn’t drown out the radio at highway speeds. I did notice frequent pinging from the hardtop, like there was rain falling on it even when the sky was clear. The issue was unique to the four-door, though. I wasn’t able to take the roof off and put it back on to check, since the weather decided we needed some actual rain before I could.

The cottage roads are not the type to worry the Bronco. It bounds over everything the rock-strewn path can throw at it, like a puppy that’s learned just how powerful its legs really are. When the going gets slippery, it’s as simple as switching drive modes, engaging 4LO, and poking the dashboard-mounted buttons to lock both diffs.

A long water crossing gives the Bronco a chance to show off its fording abilities. The Blue Oval says 33.5 inches (850 mm), so just a bit below the tire line. At a steady speed, the Bronco simply plows through without a single issue.

Returning to base camp at Mosport, the next challenge is a narrow trail through the forests. The Bronco never breaks a sweat: the toughest thing is placing it between the trees as it crests hills. Thankfully, a grille-mounted camera is my digital spotter, so no saplings are harmed. The system is smart enough to automatically engage the camera when 4LO is active, and there are other views, too.

After a few climbs, we’re beside the back straight, and a series of moguls lay ahead. It’s time to decouple the roll bar, and let the long-travel Bilstein suspension tip-toe the Bronco across.

At a dead-end clearing, I get to use another of the Bronco’s tech tricks: trail turn assist. Punching this particular button tells the Bronco to brake the inside wheel whenever full lock is applied. On loose surfaces, this allows the Bronco to pivot around that wheel, at least in theory. It takes me a few goes to get a satisfying skid, with the four-doors extra length being my big mental block.

Doubling back down the same path is an opportunity to use hill descent control. The Bronco of course sails through just fine, its off-road cruise control allowing the driver to trim the speed down to single km/h increments. There’s a one-pedal mode, too. Through it all, I can watch a display in the digital instrument cluster that provides real-time pitch and roll measurements. The Bronco makes you feel like an off-road hero, but the various bits of tech are always supporting, never leading.

The absolute cheapest way into this year’s hottest new SUV is a bog-standard base model for $29,995 ($42,494 CAD). That’s assuming you can find a dealer willing to part with one, if they even specced it that way. It still sounds like a barrel of laughs, since you’re getting a two-door with the four-cylinder, a seven-speed manual, and cloth seats. Adding an extra set of doors is a few grand more, but the difference shrinks as you move up the trim levels.

In addition to the Sasquatch package, Ford offers Mid, High, and Lux packs, with availability depending on trim. Niceties like adaptive cruise control and wireless charging are locked behind the Lux, for example. Lux needs to be bundled with High too, which includes the larger 12.0-inch center screen (an 8.0-inch item is standard), the 360-degree camera system, and other goodies. The Mid pack is where you’ll find most of the modern driver assists; it’s included on higher trims.

The four-door Wildtrak model I spent most of the day with includes all the above. There are of course dozens upon dozens of accessories available too, as that’s one of the primary appeals of a vehicle like the Bronco. With its RON-bar, powder-coated steps, and a few other goodies, the four-door rang up at $71,289 CAD ($59,490 in the US).

Something to factor into the price, too: the cost of gas. The Bronco sucks down premium fuel if you want the full 330 horsepower, and its fuel economy figures aren’t great. As equipped, the EPA rates the Wildtrak at 17 mpg across the board; the Canadian combined rating is 13.9 L/100 km.

It might feel like Ford has taken its sweet time getting the Bronco to market. It has—and the latest round of hardtop issues suggests it could still be a while before supply catches up with demand. But something this good can’t be done overnight.

There’s a sense of freedom open-air off-roaders offer that nothing else can. Jeep buyers know this, and while surely some will stay with that tribe, other people may value the experience more than the brand. And when they’re not off the beaten path, the Bronco doesn’t punish them for it, thanks to better on-road manners. It also offers more tech, but crucially, never makes it feel like the computers are running the show.

For the first time in forever, the Wrangler has real competition. Choice: it’s a beautiful thing.

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