With roots tracing back to 1966, Ford has truly honored the off-road heritage of its Bronco brand with an Ultra4-inspired SUV that compromises nothing for the dirt enthusiast. The Bronco Raptor is unapologetically fast across rough tracks, confident and composed on the blacktop, and one of the most adept machines available from the factory for picking through hair-raising obstacles.
Ultra4 racing is an off-road decathlon. Excelling at these events requires a machine that can navigate punishing mud and deep sand, grind across rocks, twist over logs, and throw down the raw power to conquer sloppy hillclimbs and the open desert. Ultra4 racing is at the heart of the Bronco Raptor's design, and the integration of competition-validated equipment elevates it beyond the other vehicles in the Bronco lineup, where it joins the ranks of the Ford F-150 Raptor and the Ranger Raptor (for global markets).
Until now, the Bronco family has consisted of the Bronco Sport, a four-door SUV sporting independent suspension at each corner; the two- or four-door Ford Bronco, an SUV with independent suspension in the front, a live rear axle, and trim levels offering different powertrains, wheel and tire packages, locking differentials, dampers, and other accessories; and the Bronco DR, a limited-edition, 5.0-liter V-8-powered, off-road-only Bronco with a rollcage, 35-inch tires, and other race-ready accouterments. Bronco Raptor enters the stable somewhere between those last two rigs as a four-door-only SUV powered by the 3.0-liter twin-turbo EcoBoost V-6. Goals for the Bronco Raptor were simple: uphold the Raptor name by covering the rugged desert at freeway speeds, and sacrifice nothing when faced with gnarly rockcrawling. Intrigued? We were.
Let's get some facts straight. Yes, Bronco Raptor has the turbocharged 3.0-liter V-6. No, as with the other members of the Bronco lineup, there is no solid front axle. But don't let these items get in the way of what the new Bronco can do. Ford opted for the twin-turbo 3.0-liter V-6, a powerplant that makes exactly 400 horses in its Explorer GT, partially because it was practical from a production standpoint, and adding the 3.0 to the assembly line that's already set for the 2.3- and 2.7-liter was simple. Also, by cutting induction losses to the turbos and reducing backpressure in the exhaust, improving cooling, and managing engine weight, the engineers squeezed final figures of 418 horsepower and 440 lb-ft of torque out of the engine.
Approaching the Bronco is an intimidating experience as it is almost identical in width to the F-150 Raptor, and 6.3 inches wider than the Wildtrak Bronco. "FORD" lettering stamps the grille where "BRONCO" stands on the standard Bronco and because of the monstrous 80-plus-inch width, a trio of amber marker lights lives just below the hood line. Clearance LED lights, denoting the extents of the Bronco Raptor's width, are also found on the ends of the mirrors because both the hardtop and the fender flares (usual mounting locations for these markers) are modular removable parts. Like the standard Bronco, the mirrors stay with the body, even if the owner chooses to remove the doors, roof, and fender flares.
Providing coverage for the class-leading 37x12.50R17 BFGoodrich T/A KO2 all-terrains meant employing fender flares similar in design to those on the Bronco DR. As on standard Broncos, the flares are modular and can be replaced or removed completely. The larger flares required a reshaping of the fuel door and the SUV's width necessitated a tail light design that was also influenced by the Bronco DR. Mounting the 37-inch full-size spare to the tailgate is done with a custom-built bracket that's reinforced to handle the dynamic weight of the tire when driving off-road. The bracket is also ready for aftermarket customization with provisions for affixing accessories like fuel cans or off-road jacks.
Armor for the Bronco Raptor begins with the steel bumper and bash plate in the front, the latter inspired by the F-150 Raptor. The transfer case skid is a carryover from the base Bronco, but steel skids under the engine and up to the transmission crossmember are unique to the Bronco Raptor. There's steel armor on the fuel tank and the leading edge of the muffler is fitted with four upturned loops to discourage hang-ups on obstacles. Rocker panels are protected by Raptor-specific rock sliders that feature easily removable side steps. Around back, attention was paid to which parts of the vehicle would contact terra firma when descending ledges. Therefore, the dual exhaust tips (though not retractable) are tucked high enough to shield them from damage, and even the trailer wiring features a small down-turned beavertail skidplate so it remains unscathed off-road.
An important facet of Bronco Raptor is the ability to travel at highway speeds off-road, and that is accomplished with help from the Fox 3.1 internal bypass semi-active dampers. These shocks damp movements throughout respective front- and rear-wheel travel numbers of 13.0 and 14.0 inches, almost matching those of the F-150 Raptor with 37-inch tires and the Ram 1500 TRX fitted with 35s. The Raptor-specific Fox dampers feature integrated reservoirs up front and piggyback reservoirs in the rear. The shock bodies have a 3.1-inch outer diameter and are made from anodized aluminum to withstand the increased internal pressures of the shocks' working range. Inside, 1-inch piston shafts, similar to those on the F-150 Raptor's shocks, are chrome-plated, induction-hardened steel, and the PTFE-infused shock fluid is engineered to minimize friction. The brain of the Live Valve system is mounted outboard of the frame on the passenger side, behind a plastic shield, and it continually monitors the vehicle's movements to actively adjust preload within the shocks.
Significant internal reinforcements were built into the fully boxed steel frame to withstand forces associated with off-road driving (it's the landings, not the jumps) and the shock towers are all specially designed for Bronco Raptor. Loads from those landings are absorbed by the shocks' internal jounce bumpers, and also transferred from the lower control arms (in the front) directly to the frame through external multicellular urethane jounce bumpers and reinforced frame pads. Front upper control arms are forged steel and were redesigned both to fit the larger Live Valve Fox shocks and accommodate a bend to manage clearance with the Bronco Raptor's wider body without sacrificing any of the 13 inches of travel. Front shocks attach to their towers with upgraded M12 hardware, compared to M10 bolts on the standard Bronco.
Bronco Raptor features a selectable locking front differential which subjects the front end components to higher loads than the F-150 Raptor. This required beefed-up outer CV joints, a redesigned knuckle, and a slightly repositioned steering arm. Increased loads from the 37-inch tires and the locking front differential are managed by additional ribbing on the steering rack as well as strengthening of every splined component and bushing within the front axlehousing. The 37-inch tires carry over from the 2021 F-150 Raptor, as do the bolt pattern, M14 wheel studs (compared to M12 on the standard Bronco), wheel offset, brakes, calipers, and front wheel bearings—all improvements over the base Bronco.
Peeking under the rear of the Bronco Raptor, you might notice there's no anti-sway bar, but plenty else. Fun fact: The rear shocks attach to the axlehousing via a cast bracket that is "modded" during the assembly process. To make sure the Bronco Raptor has the height clearance necessary to squeeze through the assembly line in the Michigan assembly plant, the axle travel needs to be temporarily restricted as the vehicle moves through the facility. Upon exit, the shock mounts are readjusted, restoring the full 14 inches of wheel travel. Lower control arm pivot brackets are specific to the Bronco Raptor and they help achieve the higher ride height required for the impressive wheel travel. Fitting the Live Valve shocks meant redesigning the rear shock towers to a two-bolt shock mounting system and offsetting the piggyback reservoir from the shock body to avoid contact with the 37-inch tire during suspension cycling.
Bronco Raptor's front axle is a Dana 44 AdvanTEK M210 with a Spicer Performa-TraK electronic locking differential and a 4.70:1 reduction ratio. When combined with the 3.064:1 low-range ratio in the transfer case and the 4.714:1 first gear ratio in the 10-speed automatic transmission, the Bronco Raptor can go from slaying whoops at dizzying speeds to grinding through rocks with a 67.9:1 crawl ratio. To handle both the horsepower of the 3.0-liter V-6 and the torque figures, transmission and transfer case internals and prop shafts have all been strengthened. Bronco Raptor's rear Dana 50 AdvanTEK M235 is Raptor-specific, with 9-millimeter-thick axletube walls and an aluminum differential cover for better heat management. At its ends, the Dana 50 has double-row wheel bearings and the brakes and their single-piston calipers are the ones helping to slow down the F-150 Raptor.
As you swing your leg into the Bronco, one hand meets the carbon fiber-accented grab-handle, and the other wraps around the beefy sport-contoured steering wheel. Push the starter and the dual exhaust pipes snarl before the note returns to a lively rumble. Animations on the fully customizable 12-inch digital gauge cluster feature video game-quality renderings of the Bronco Raptor in various terrains as you toggle through seven displays including Tow Haul, Performance, and Raptor Status. Switch packs along the bottom of the wheel (controls that should be familiar to fans of the F-150 Raptor) allow the driver to customize exhaust, damper, and steering tuning on the fly. My Mode, also on the steering wheel, allows for quick transitions to your favorite presets. Bronco Raptor has G.O.A.T. modes like its siblings, and they are selected with a rotating dial aft of the gear shifter. Bronco Raptor adds Tow Haul mode to the G.O.A.T. repertoire, to complement its 4,500-pound trailer tow rating, and an upgraded Baja mode that keeps the turbo spooled and holds gears for on-demand power as well as keeping the exhaust open and optimizing steering and braking inputs.
Leather-wrapped bolsters work in tandem with laser-perforated Black Onyx Neo suede to keep the driver planted in the saddle during rough off-road situations, and still looking sharp. With the hardtop removed, it's easier to appreciate the bracing at work behind the C-pillar. Carbon fiber was used to reduce weight on these pieces, which are higher up on the vehicle. All structural improvements were done to the Bronco Raptor's frame so as to maintain the same factory hardtop as the standard Bronco.
Our previous experiences with Bronco Raptor were stationary, but this time our ride began with an on-road loop that climbed from the desert floor to the mountains and back down, twisting the entire way. Sport mode and Baja exhaust made for an exciting combination as we wound through mountainous switchbacks, and the ride was nothing short of uneventful as the Bronco Raptor chassis and the Fox shocks worked together to keep the SUV planted and compliant on the highway. That confidence carried through to the dirt in a big way when we were ushered to Johnson Valley, the home of the King of the Hammers Ultra4 race and the proving grounds for the Bronco Raptor.
Terrain here ranges from wide-open dry lakebeds and truck-swallowing whoops to heinous canyons littered with refrigerator-sized boulders and deep sand. Add in a thunderstorm and the locale becomes just as slimy as your favorite Midwest off-road park. We activated the Rigid Industries off-road LED lights, set the G.O.A.T. mode dial to Off-Road, and hit the trails.
Despite its considerable width, the Bronco Raptor felt at home in narrow two-tracks. Washed-out ruts, beach-ball boulders, and the occasional G-out were non-issues for the suspension, and were repeatedly met with musings of "oh, that obstacle didn't hurt." Picking our way through narrow rocky sections was, of course, made easier by expert spotters, but the onboard cameras gave plenty of warning before obstacles disappeared under the Bronco's nose or snuck around its sides. We coursed through many of the terrain types Johnson Valley had to offer at a moderate clip, oftentimes climbing with nothing visible ahead of us but blue sky or descending where we were all but certain both rear tires were suspended in midair, with no loss of control.
We were especially interested to see the Bronco Raptor perform in hardcore rockcrawls as we felt this would be a demonstration of its Ultra4 racing DNA. We selected Rock Crawl from the G.O.A.T. mode menu, which dampened the throttle to smooth our inputs, then familiarized ourselves with the sta-bar disconnect and locking differential switches on the dash, and crawled toward one of the hairier rock lines we'd driven in some time. With the 37-inch tires aired down to below 20 psi and affixed to the wheels via true beadlock rings, we began dancing slowly over the obstacles. With 13.1 inches of ground clearance, Wrangler-besting approach and departure angles, and both locking differentials engaged (when necessary), we thumped almost every skidplate, rock slider, and bumper against the rocks, but were never stuck. We'll argue the Bronco's armor is tough and the SUV is expertly equipped for the gnarliest trails most off-roaders are willing to drive.
Immediately following the rockcrawl, we pointed the Bronco Raptor at a desert course where we tackled Baja-esque events at freeway speeds. We were impressed and sometimes dumbfounded by how predictably and confidently the chassis handled severely eroded terrain, and how the Live Valve shocks smoothed over harsh G-outs, whoops, and the occasional jump. It wasn't for lack of trying, but no bottom-outs were felt during this part of the drive and the experience inside the cab was one of comfort and control.
We finished the day with a short autocross course on the dry lakebed, where we were encouraged to flick the Bronco into turns, stab into the brakes, and feel the traction control at work. The Bronco Raptor's ABS and traction control functioned less like a tyrant and more like a gentle nanny, guiding us through the off-road scenarios rather than appearing out of nowhere, hindering travel. As an added note, even after three spirited laps through silty lakebed dust and a prolonged desert course through 100-plus-degree heat, our temperature readouts remained within healthy ranges.
It's not often that we experience a vehicle that can tackle rough tracks at speed, maintain composure on the road, and also crawl confidently over rocks. Like a true Ultra4 car, we feel the Bronco Raptor comes with very little compromise to the off-road enthusiast.
In episode 1 of the new video series 4x4 Garage , host Christian Hazel tears down the suspension of a 1988 Ford Bronco for a 6-inch Superlift system and dives into the axles to prep them for new 4.88 gears and Eaton TrueTrac differentials to support the 37x12.50R17 Falken A/T3W all-terrain tires for awesome performance. Want to see more? Subscribe to the MotorTrend YouTube channel!