The new Bronco comes with two engine options including the base 2.3-liter turbocharged 4-cylinder that makes 275 horses and 300 lb-ft of torque. You get good power and you can really feel a difference in the overall weight of the truck. This is the one to get if having the smooth shifting manual transmission with the crawler gear. Getting over stuff isn’t necessarily easier though, because now you’ve got to think about shifting! There’s a more powerful option in the 2.7-liter turbocharged V6 (graphic: 310 hp/415 lb ft torque). This is a far cry from the 1966 Bronco’s 105-horsepower engine and 3-speed manual. You can only get this one with the 10-speed automatic transmission. But don’t worry, it does really well on the trail. There is power-a-plenty in the V6 and the torque is huge on tough vertical stuff. It’s no V8, but I’m not sure you’re going to need much more. The first iteration of the Bronco was a compact SUV that grew to full-size in the late 70s. This one strikes a nice midsize balance with either a 2- or 4-door model. The midsize dimensions definitely help with Bronco’s astounding off-road capability numbers when you add on the Sasquatch package. You get an 11.6-inch ground clearance, and I’m going to say it right now, with these 35-inch tires on it, this sucker can go over pretty much anything. And you’re going to do it pretty comfortably because the HOSS suspension system here is super comfortable even on rough stuff. I might go as far as saying that the suspension is a jewel in this crown. It makes a huge difference in the off-road driving experience. Ford’s put in some electronic systems that will help put Bronco drivers who might be new to off-roading in a position to succeed. The GOAT terrain modes for stuff like Mud, Sand, Baja, and Rock Crawl change up where and when power goes to which wheel, what diffs get locked, or holds gears longer to harness more of that power for different terrain. Trail Control and Trail One-Pedal drive are both systems that allow the driver to minimize their focus on the mechanical driving of the car and really focus on the obstacles ahead of them. I think Trail One-Pedal braking is my new favorite feature and is like someone left-foot braking for you. Trail Turn Assist that locks out the inside rear wheel whichever direction you’re turning so the truck almost pivots on an axis. This feature will be great on a tight switchback and could definitely get you out of a tough situation if you get into it without having to reverse. There are six Bronco trim levels starting with the base model 2-door version for around $33,400. Trim levels such as the modifiable Big Bend and Black Diamond will increase your payment. The Outer Banks trim adds more luxury and comfort items like leather seats and there’s even a special limited First Edition. It’s very possible to spec out your Bronco into the $60,000 range. All Broncos are 4WD and on all Broncos, regardless of trim, you can add the Sasquatch package I mentioned earlier that gets you a lifted suspension, 35-inch tires on 17-inch wheels as well as front and rear lockers. On-road you get a great vantage point with the 35-inch tires on the Sasquatch. The ride is incredibly comfortable thanks to that HOSS system. It eats up uneven pavement and potholes just like rocks and ruts. The steering is surprisingly good. It doesn’t have a ton of dead real estate in the center and you’re not going to be making lots of corrections when driving in a straight line. The tires are a mixed blessing. They don’t grip the pavement well and the car will fishtail in extreme braking situations. For someone not accustomed, that will take some getting used to. That and the noise. They make a lot of it. On these taller tires, taking turns at speed is something you should be careful of before doing. We love the competition the Bronco’s engendered with Jeep especially, prompting them to come out with a V8 Wrangler on the day the Bronco was revealed. Any chance we’ll see a V8 in the Bronco? We’ll wait and see. It’s a great time to be alive.

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