2021 Ford Bronco Sport 1.5T Review: Friendly Mall Crawler

We’re big fans of the little Bronco Sport here at AutoGuide.

How could we not be? Ford’s pint-sized crossover jams in a whole bunch of attitude into a right-sized package. When yours truly said the BroSpo “proves a sub-compact crossover can be equal parts cute and ute,” I meant it.

Thing is, that was the top-level Badlands trim. The one with the bigger engine, fancier torque-vectoring AWD system, and pretty much every box ticked. Range-toppers are excellent illustrations of what a car is capable of, but they aren’t always representative of the volume sellers. With that in mind, I recently spent a week with a 2021 Ford Bronco Sport Big Bend, a more down-to-Earth version of Ford’s baby Bronco. This is clearly a model geared more towards how most people actually use their crossovers—on the road, not off—so does it retain the magic?

The BroSpo debuted for the 2021 model year. Instead of a hearty truck-based platform like its big brother, this one rides on a modified Escape setup. It’s shorter, though that makes it almost exactly the same size as the original Escape, which was the Blue Oval’s more butch response to the first CR-V and RAV4. Now that the Escape has been smoothed into a de facto family hatchback, the Bronco Sport has brought the whole lineup full circle. The blocky look is in.

This Big Bend model—and every one of them except the Badlands—runs Ford’s smaller 1.5-liter EcoBoost three-cylinder. My tester also sits on road-friendly 18-inch tires, instead of the knobblier 17-inchers of the Badlands.

I’ve spent a lot of time defining the Bronco Sport 1.5T by what it doesn’t have. So what’s included? The Big Bend has the same airy feeling up front, with a wide open view over the blocky hood making it surprisingly easy to fit into tight city parking spots. The dashboard design is suitably chunky, with four upright vents punctuating the upper section. Lower down, the climate controls are super easy to figure out, with big, glove-friendly dials for fan and temperature. The shiny plastics, specifically on the door cards, isn’t as nice as in other sub-compact crossovers. But it does feel appropriate for the little trucklet, and still better than the Escape.

Normally I prefer to set a seat as low as possible. The BroSpo encourages drivers to sit higher, with an upright driving position for the best visibility. The front seats are super-comfortable, and the easy-clean material should prove handy whether you track in some mud or (more likely) the kids spill some drink.

The Bronco Sport’s tidier dimensions mean second-row space is merely adequate for adults. You’ll find hat-friendly levels of head space thanks to the stepped roof, but the 36.9 inches (937 mm) of legroom is nearly 4 inches (102 mm) shy of the Escape. There’s fractionally less shoulder and hip room, too.

Befitting its go-anywhere attitude, the Bronco Sport has a whole bunch of clever storage spaces. The doors pockets will swallow water bottles. There are zippered pouches on the front seatbacks, plus a clever strap system to latch accessories to. The split-glass tailgate makes it easy to quickly grab items from the large cargo hold, too: it offers up to 32.5 cubic feet (920 liters) with the second row up, and 65.2 cubes (1,846 L) with them folded flat. The optional cargo organizer includes handy molded-in measurements as well. And I can’t forget the built-in tailgate bottle opener.

The Bronco Sport’s tech suite is a bit like its interior plastics: it does the job, and no more. The central screen is an average-sized 8.0 inches, running the older Sync 3 system, with average looks and average speed. Importantly, the learning curve here is flatter than the mall parking lots most Bronco Sport 1.5Ts will rove. Wired Apple CarPlay and Android Auto work without issue, and fill the screen properly. Front seat passengers have a choice of one of either of the common USB ports, and same goes for the second row. You won’t find the Badlands’ helpful front-facing camera here, but you’re also unlikely to take the Big Bend down the sort of trail that requires it.

The hybrid analog/digital instrument panel has excellent legibility in day and night.

The little three-cylinder engine is good match for the littler Bronco. Its 181 hp and 190 lb-ft come on early and stick around, providing adequate passing power on the highway without feeling wheezy. Sure, the Big Bend lacks the untroubled oomph of the Badlands, but in amongst the rest of the sub-compact class, it’s perfectly fine. It’s a noisy one though, but even that feels more acceptable given the shape of the BroSpo. Hopefully Ford will decouple the 2.0-liter from the off-roady bits in a future model year; even the Escape offers the bigger engine on lower trims.

The eight-speed automatic doles out power evenly, with smooth shifts in any of the G.O.A.T. (Goes Over Any type of Terrain) drive modes. Sport naturally holds gears for longer, for when you need the entire rev range for passing. Sand loosens the reigns on the traction control, allowing for more wheel slip to get the baby Bronco going. A quick test on a non-threatening cottage trail proved the BroSpo capable. In normal conditions, the SUV feels planted, sending power to the rear when the front senses slip. There’s no fancy torque vectoring on the rear axle here, though.

In comparison with the Escape, Ford has softened the Sport’s spring rates and stiffened the dampers. This makes it more amenable off-road, but results in more lean and bounce on tarmac. It’s nothing like as bad as a dedicated off-roader, but keep that in mind if anyone in your crew is particularly prone to roadsickness. Away from major road imperfections, the Bronco has a smooth, comfort-oriented ride, even on the larger wheels.

The Big Bend was a frugal ride for the week, matching its 28 mpg (8.3 L/100 km) official highway rating despite mixed use.

Oh, just the fastest-growing segment in the industry. The sub-compact crossover lineup covers a lot of ground, from the urbane Mazda CX-30 to the rugged Subaru Crosstrek. The former is the on-road champ, while the Crosstrek lines up very well with what the Bronco Sport offers here. It’s still quite car-like to drive, but plenty capable when the road runs out, especially the Sport (Outdoor in Canada). Others to keep on your short-list are the Kia Seltos and Jeep Compass. The Toyota Corolla Cross is the latest member of the club, too.

Given the Bronco Sport’s somewhat elevated price tag, it also flirts with the lower end of the compact crossover segment. We’re talking your mid-level Toyota RAV4s, your Jeep Cherokees … and of course, Ford’s own Escape.

How elevated? This Big Bend tester rings up at a reasonable $33,670 ($40,099 CAD), including destination. That’s running very close to the 2.0-liter Escape SEL AWD, which has more space, pace, and tech.

Is it settling to go for a 1.5-liter Bronco Sport? Nope. It’s rational. The 2.0-liter Badlands is good fun, but it’s pricier, thirstier, and still has more off-road prowess than most SUV buyers will ever need.

The 2021 Bronco Sport 1.5T isn’t a wholly head-over-heart affair, either. It’s plenty comfortable and practical, but you’re also getting a package with bags of personality. Unless you need the extra space of a dedicated compact, the Bronco Sport is a satisfying little mall crawler, even in base-engine form.

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