Yes, the ultimate Bronco is predictably hyperbolic. There's the expected wind noise from the removable top, as with all Broncos, but ride quality is excellent for a rig so focused on life in the dirt. Drive it hard into a corner-the calipers grab the upsized rotors, the nose dives, and the tail end wants to take the lead, yet it's a perfectly coordinated exercise. Of course, getting to that choice trail will likely require traversing some pavement, where the Bronco Raptor is perfectly livable. A 418-hp version of the Explorer ST’s twin-turbo 3.0-liter V-6 lies under the hood.
The Raptor version of the Bronco is more than twice as expensive as a base Bronco. (Fuel economy, though, is predictably abysmal with an EPA combined rating of 15 mpg.) Tipping the scales at 5764 pounds-793 more than a four-door Sasquatch-it's also gained considerable mass. The result is a lengthy 13.0 inches of wheel travel up front and 14.0 inches in the rear-respectively 4.3 inches and 3.6 inches more than the Sasquatch has. Nearly every suspension component has been fortified, and the Fox Live Valve 3.1 dampers offer three settings of adjustability and external reservoirs on the rear units. To create the Raptor, Ford began with massive 37-inch BFGoodrich All-Terrain K02 tires, rollers large enough to serve as flotation devices. But what you get goes much further than the Bronco's existing Sasquatch package. Starting at $70,095, the four-door-only Bronco Raptor isn't cheap. Now it's applied Raptor-grade high-speed desert capability and frame-scraping rock-crawling talents to the Bronco, to which we say: Take our money. įord first applied the Raptor treatment to the F-150 pickup in 2009, and the overwhelming response proved that suspension upgrades can be glamorous.
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UPDATE 8/16/22: This review has been updated with test results.įrom the September 2022 issue of Car and Driver.
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