Trail Testing the Badlands and Wildcat

Does the Ford Bronco live up to the hype behind the wheel?

Words by Perry Mack

Managing expectations has never been our strong suit and we knew it as we approached the test drive for the Ford Bronco. It is perhaps the most anticipated 4x4 release in the past 20 years. With an all-new truck backed with an off-road racing heritage and iconic cultural status, the Ford design team hit a home run and their marketing team sold out the stadium.

Then COVID-19 closed the stadium, and we were left with tickets, dreams and promises. Until now. There are still some challenges in production, but the Bronco is being delivered across the country and we finally had a chance to test drive the Badlands and Wildcat trims in 4- and 2- door models.

Our test drive began on the off-road course at the Canadian Tire Motorsport Park in Bowmanville, ON. The Ford staff were quick to point out that the track wouldn’t challenge the Bronco, but it would allow us to see how the systems performed and prove that the Bronco was capable of so much more. This is often the case on media drive days as many automotive journalists often lack 4WD experience and even a basic off-road course will test the limits of their abilities long before the 4x4 reaches its peak performance.

The Badlands edition we tested was equipped with the Sasquatch package featuring the 2.7 L V6 twin-turbo EcoBoost engine mated to the ten-speed automatic transmission, which comes with the upgraded suspension, 35” M/T tires, electronic swaybar disconnect, plus front and rear locking diffs. This was exactly what we wanted to drive. The longer wheel-base of the 4-door meant it would be the most popular model sold, but also the most challenged off-road as its long wheelbase reduces ground clearance and lengthens the turning radius – in other words – the worst off-road trail performance. Plus, the Sasquatch package would be preferred for everyone wanting a competent out-of-the-box solution for driving off-road.

The Bronco nimbly travelled winding trails through Ontario’s deciduous forest. I was happy and somewhat surprised to see that the trail was narrow enough that branches continually scraped the sides, pinstriping the Bronco. We had to pay attention navigating the tightly confined path to avoid contacting a tree.

Approaching the alternating ruts and ridges obstacle, it was time to test the electronic swaybar disconnect. One of the highlights of the Bronco is that you don’t have to be on a level surface. In 4-low and losing traction with two opposing front and rear wheels in the air, I hit the disconnect switch and immediately felt the front droop and drop to meet the trail. Hitting the gas, I made some progress before switching into neutral and individually engaging the front and rear lockers. The Bronco immediately and easily moved forward. While the functioning lockers were anticipated, the locker engagement was surprisingly smooth and fast.

A steep, sandy 10 m (39 ft) downslope followed and after engaging the Trail One-Pedal drive, the Bronco crept down the hill without having to apply the brakes. This allows you to focus on steering and get off the accelerator to brake or step on it to speed up, never sliding and losing traction.

We were then looking for an excuse to test the turn-assist feature and approached a hairpin turn I knew my Wrangler JK Unlimited would be hard-pressed to make without a three-point turn. Push the button, turn the wheel, hit the gas. Trail Turn Assist brakes the inside rear wheel, forcing the Bronco to pivot on it. Flawless. It spun around the hairpin as easily as a ballerina pirouettes.

A trail ‘cul-de-sac’ provided another opportunity to test the feature with less dramatic results. We learned the Trail Turn Assist doesn’t function as well in hard-packed dirt and was told it doesn’t function at all on pavement - there’s no doubt that’s why Ford calls it ‘Trail’ Turn Assist. Squeaking into tight parking spaces while mall-crawling is off the table – not our concern.

The requisite water-crossing was on the agenda, and we were advised to go slowly but not stop, which is how you should drive in these conditions if you own it. We didn’t…own it and we went through fast enough to get to the higher water and test the advertised 85 cm (33.5 in) water fording depth. The water went so high into the hot engine bay that a cloud of steam blew from under the hood like an overworked Turkish bathhouse, fogging the front window and side mirrors. From beneath the steaming cloud, to Bronco’s credit, the engine idled smoothly, patiently waiting for the next obstacle.

The final challenge for an off-road vehicle that pulls double duty as a daily driver is on-road performance. Vehicles designed for high-speed off-road performance (like the Bronco) usually have a soft floaty ride on pavement as the suspension is designed to absorb harsh off-road terrain to maintain control. Case-in point is the floaty feel of the Ford Raptor on the highway. We’re not bashing the Raptor. We’ve driven the 4x4 off-road through the Nevada desert at high speed and it’s astounding.

As much as we love Wranglers, they are trail-star turtles - they go virtually anywhere, slowly. Can you get a road-legal 4x4 that performs amazingly on rough, tight trails as well as at high speeds on- and off-road right off the showroom floor under six figures?

Turning onto the highway, we stomped on the skinny pedal. The enhanced engine sound is like a symphony to an audiophile or a gas nebula to an astronomer, passionate and powerful. Acceleration, however, is neither. You don’t get pressed back into the seat the way you do with the same engine in an F-150 and nowhere close to the rush of the 3.5L HO in the Raptor.

Taking the Bronco up to highway speed, we tested nosedive and steering control under harsh braking, swerved back and forth in the lane to check roll and stomped on the gas at 90 kph (56 mph) to check acceleration for passing performance. Aside from frightening other drivers, it went well. Great on-road performance for a stellar off-road vehicle.

We also drove the 2-door in the Wildcat trim on-road and it had a much different feel. The lighter weight made acceleration noticeably faster and the shorter wheelbase provided a sportier drive. Although everyone will love the extra acceleration, some drivers might feel the steering is too twitchy. Both the 2-  and 4-door models are as noisy as the Wrangler at highway speeds. Apparently, there is a limit to the amount of exterior sound absorption in a removable roof regardless of the manufacturer.

Unfortunately, we didn’t have an opportunity for a high-speed off-road run. The closest we got was a cottage trail drive, which was exactly as it sounds, a pleasant Sunday afternoon drive on a country lane.

Naysayers point to the independent front suspension (IFS) as a weakness but that is the IFS of the past. Most Baja 1000 vehicles are IFS for a reason. They take a pounding and provide incredible performance.

Has Ford had production challenges? You bet they have, but so has every other automotive manufacturer, if not every manufacturer, over the past year and a half. But were my expectations met? Would I buy this new 4x4 SUV for off-road life in Canada? Absolutely. One of our team has just taken delivery of his 2-door with the Sasquatch package. Look for our accessory installs, trails, trials and testing in upcoming issues.

Find full Bronco specs and features in 4WDrive Vol 22 Issue 6 or online at https://suncruisermedia.com/4WDrive/trucks/all-new-2021-ford-bronco/.