2021 Ford Bronco Review: Fewer Doors, More Fun

Can one of the year’s most talked-about new vehicles impress after the honyemoon period?

It’s the question at the front of my brain during a week with the 2021 Ford Bronco. Yes, the Blue Oval’s reborn icon did everything expected of it during our summer first drive. That was a controlled environment though; can this horse be tamed during day-to-day use?

As it turns out, yes. The Bronco might be a little more compromised on the road than your average crossover, but head into it with that mindset and the Bronco is a blast. This is a charming, fun-loving old-school SUV with the right amount of modern day manners. There’s just one area where it still lags behind the almighty Wrangler: this is one thirsty horse.

Quick refresher: the Bronco uses a modified version of the Ranger pickup’s body-on-frame platform. Ford opted for an independent front suspension setup, allowing it to fit the Bronco with more road-friendly rack-and-pinion steering. The rear suspension is a four-link affair with a Panhard rod. Standard suspension travel is a healthy 8.7 inches up front and 10.2 inches in the rear. The hardcore Badlands goes even further still with an electronically controlled front stabilizer bar disconnect. This Wildtrak model does without, however.

The tester also forgoes the Sasquatch package, which fits larger 35-inch all-terrain tires for maximum off-road attack angles. We’re talking 43.2 degrees approach and 29.0 breakover; the Wildtrak makes due with just 35.5 and 21.1, respectively. Ford says those are still best-in-class numbers.

Off-road credentials are one thing, but people aren’t snapping their heads around to catch a glimpse of the Bronco because of some on-paper figures. No, the Bronco demands attention because it’s a big Cyber Orange box, the sort of general shape a preschooler can draw in a few seconds. The two-door model looks awesome, purposeful but approachable, with the various black accessories providing necessary contrast. Okay, those roof bars might keep it out of some underground car parks, but the Bronco doesn’t want to be penned in anyway. Time to point that bluff nose out of the city.

Before the Bronco can frolic in its natural habitat, it needs to take a combination of surface streets and highways. The former is all too easy: the low beltline, high seating position, and slab surfacing make the Bronco a cinch to navigate through dense urban centers. A suspension tuned to climb over rocks means the tarmac hellscape known as downtown Toronto is smoothed down to nothing more troubling than the occasional audible thud. Once on the highway, the Bronco suffers little of the vagueness that troubles its Jeep competitor, with a helm that offers precise, consistent feedback. There’s even a good amount of weight in the wheel, so the driver has something to lean on when needed.

There’s also a good amount of noise. The Bronco isn’t the most turbulent highway ride, but the frameless windows and overall bluff shape do keep the wind noise up. There’s the occasional ping from the hardtop too, something I noticed on the first drive. Ford has had a high-profile stuggle to maintain roof quality on the Bronco, though the company recently announced a fix is in place, so all future models should be all good.

Of course, it’s on the country’s dirt roads—and on no roads at all—where the Bronco shines. The Wildtrak won’t do the true mountain-goat stuff of a Sasquatch-equipped Badlands model, but it’ll still conquer a trail that would have a compact crossover tucking its tail. The Bronco digs for and then finds grip, confidently navigating rain-slicked, rock-strewn paths. The guides at the lead edge of the hood serve as an ever-present reminder of the Bronco’s sheer width. You’re best off avoiding small trails, something equally true in the monstrous F-150 Raptor.

Going off-road does emphasize the Bronco’s Achille’s heel: its fuel consumption. In 4LO with diffs locked front and rear, the estimated range ticks down a few kilometers every minute. Maybe we shouldn’t have skipped that last gas station. It’s conservative, and as soon as we’re out of low-range and onto tarmac, the range holds steady. But we still saw less than 16 mpg (15.0 L/100 km) in the Bronco during the week, and that’s with more highway miles than anything else.

It’s a good thing the Bronco’s interior is such a solid space to watch the miles roll by. The dashboard design is a cliff face framed by grab handles—useful to pull yourself up and into the cabin. It’s all chunky practicality in here. The audio and climate controls feature big, rubberized dials for easy use, even with gloves. The gear lever doesn’t mess with the tried-and-true formula we’re all familiar with. Basically, the Bronco requires minimal acclimatization. Jump in, and all the important touch points are understood.

The front seats are wide and flat, accommodating drivers of all shapes and sizes. They’re comfortable enough on the long highway drive out to our off-road test area, but I wouldn’t say no to more lower back support. The leather-and-vinyl combo keeps them easy to clean, too. Being able to easily drop them to stow stuff is a huge help in a two-door shell.

Access to the back row is tricky. The combination of the climb up to the cabin and the small-ish opening requires some flexibility on the passenger’s part. Once back there, legroom is merely adequate, and the cushions are low. Take a cue from the door count: if you need space for three or more adults regularly, just get the foor door. Even if it doesn’t look as cool.

The side-opening tailgate is a hefty one, especially with the full-size mounted spare. You can always open the rear glass separately for small items, however. The Bronco ate up an entire week’s worth of groceries with room to spare. You’ll find 22.4 cubic feet (634 liters) of storage space behind the rear seats; fold those flat and the number swells to 52.3 cubes (1,481 L). Ford will sell you a variety of cargo organizers to maximize space, too.

Ford fits a honking great 12.0-inch touchscreen in the center of the dashboard on higher-trim Broncos like this one. It runs the newer Sync 4 system, an intuitive upgrade over the dated Sync 3 setup found in the Bronco Sport. With crisp graphics, snappy responses, and the ability to split the screen for maximum functionality, it’s a great system. Standard wireless Apple CarPlay and Android Auto is a huge boon, too. The 10-speaker B&O sound system pumps out the necessary tunes to drown out the highway road noise.

Ahead of the driver, a combination of analog dial and digital info panel provides easy access to important info. Depending on the mode, the screen can display information like roll and pitch.

While the Wildtrak doesn’t get the trick disconnecting sway bar, it does still feature Ford’s Trail Control, a sort of adaptive cruise control for the fields and forests. Set a specific low speed, and the truck will maintain it, allowing the driver to focus on navigation. There’s also the fun Trail Turn Assist. With both diffs locked, pressing the dashboard tells the system to brake the inside rear tire, significantly tightening the Bronco’s turning circle on loose surfaces. It works well—just remember to keep your foot in for best results.

We all know what the Bronco’s most direct competition is. The Jeep Wrangler has had this corner of the market sewn up for decades now, but the Bronco mounts the stiffest fight for the throne yet.

Pricing now starts from $30,795 ($42,594 CAD), including destination. That will nab you a two-door like shown, though in the base trim, called er, Base. That also means a 2.3-liter turbocharged four-cylinder and seven-speed manual, though this turbo-V6 is optional on all trims (and standard on the Wildtrak). For reference, a bog-standard Wrangler, with the Pentastar V6, rings up at $30,665 ($39,860 CAD).

This Wildtrak tester has a whole stack of options, including the Lux and High packages, which include adaptive cruise control, wireless charging, the larger touchscreen, and other goodies. All told, the final tally is $58,475 ($69,529 CAD).

If you don’t want or need a removable roof, the evergreen Toyota 4Runner is another off-roader option.

A week with the 2021 Ford Bronco only reinforced its general appeal. It was talented off-road—of course—but when pressed into the daily grind, it was comfortable, practical, and still enjoyable. The Bronco will happily do all the everyday errands asked of it, and still get up to naughty, mud-filled fun on the weekend.

I just can’t ignore the lack of more fuel-efficient drivetrains. The Bronco needs an electrified option yesterday, if it truly wants to challenge the Wrangler on all fronts. It has the Jeep beat in on-road manners, interior quality, and infotainment. The Bronco’s off-road credentials are sound, too. All it needs is a hybrid or EV version to truly take the fight to the Wrangler 4xe. Now there’s a twin-test I can’t wait for.

FAQs

How much is a 2021 Ford Bronco worth?

Prices start from $30,795 for a basic two-door, four-cylinder Bronco, and extend to $49,275 for a V6 Wildtrak four-door, including destination but before options.

When can you buy the 2021 Ford Bronco?

Due to high demand, Ford shifted some 2021 orders to the 2022 model year. Expect a couple months’ wait if you go looking for one now..

Does the 2021 have an electrified option?

Not yet. Rumors persist that an electrified version will arrive before long, however.