2023 Ford Bronco Raptor: Ford quickly applied the F-150 Raptor’s recipe to the newly relaunched Bronco SUV, capitalizing on the vehicle’s popularity. The wider, taller, butch-up Bronco Raptor was introduced in 2022, a year after the Bronco’s debut, and it is now in its second year of production. With its V8-powered Wrangler 392 model in particular, the Bronco Raptor is poised to challenge the well-established Jeep Wrangler Rubicon. The “Braptor,” as its ardent supporters refer to it, prioritizes strength, rapid desert-style mobility, and all-around off-road ability. Still, it manages to maintain an unexpected degree of on-road poise.
At $75,375, including destination, the Bronco Raptor is the most costly vehicle in the range. It costs almost twice the basic model’s sticker price and is about $20K more than the Bronco Everglades, the closest off-road variation. The Bronco Raptor is only available as a four-door vehicle, and unlike lower specification levels, a manual gearbox is not an option.
A fantastic array of equipment comes with that hefty price tag. With strengthened B and C pillars and a fully boxed, high-strength steel frame, the Raptor has superior torsional stiffness compared to the normal four-door Bronco. Off-road agility is made possible by modified shock towers, Ford Performance control arms, and internal bypass semi-active dampers from Fox Racing. The hard-core Bronco Desert Racer shares its reinforced axles; the Raptor overcomes the roughest terrain with the aid of larger-diameter tie rods, an improved transfer case, burlier front and rear driveshafts, and 37-inch BFG KO2 all-terrain tires.
The Bronco Raptor is over ten inches wider with an 8.6-inch wider track than the standard Bronco. Additionally, it has 13.1 inches of ground clearance, which is 4.8 inches greater than the typical Bronco with four doors. Along with helpful off-road aids, it receives a variety of intelligently calibrated terrain settings that Ford refers to as G.O.A.T. modes—Goes Over Any Terrain. Trail Control assists the driver in maintaining a speed suitable for the terrain while wheeling; it functions as a kind of low-speed, off-road cruise control. A helpful feature for rough crawls and inclines is the One-Pedal Driving mode, which applies the brake as you remove the pedal. Trail Turn Assist brakes the inner rear tire to enable a very quick turning radius.
Lastly, a 3.0-liter twin-turbo EcoBoost V6 that has been carefully tuned is standard on all Bronco Raptors. It is the most potent Bronco, with a rating of 418 horsepower and 440 pound-feet of torque, compared to the normal Bronco’s 330 horsepower 2.7-litre turbo V6. Torque is sent to the front and back axles using a variation of Ford’s 10-speed automatic gearbox and dual-range transfer case.
The Bronco Raptor is a five-seater midsize SUV measuring 191 inches long, with few direct competitors. The only true off-road SUV in its class is the Jeep Wrangler 392. Although the more giant Land Rover Defender V8 belongs in a distinct price range as a premium SUV, one would be tempted to put it in this category. Furthermore, it is pretty challenging to reattach the Defender’s roof after removing it; a reciprocating saw with plenty of extra blades is needed. Additionally, it would be unfair to include the competent but outdated Toyota 4Runner T.R.D. Pro is in the same class as the Everglades, which is more suitable for gentler off-road Broncos.
Performance: Ford Bronco Raptor
Surprisingly well-rounded for such a quick and competent performance off-road SUV, the Bronco Raptor is. Its acceleration is not as fast as the Wrangler 392 but is shorter than a standard Bronco, especially while driving in Sport mode. Furthermore, the throaty growl of the Hemi is much more enjoyable than the droney exhaust tone of the Raptor, which also doesn’t appear to alter much when switching between exhaust settings.
Off-road, the Raptor’s power is plenty for both rocky crawls and dune-bashing, and its reinforced chassis makes it seem impervious to even the roughest terrain. The 4WD hardware and well-calibrated terrain settings combine to create a capable off-road vehicle. Its gripping 37-inch tires and front and rear lockers help it stay attached on steep and uneven climbs. Its automatic swaybar disconnects may be activated or released at any time, even while the axles are articulated. The Bronco Raptor managed to wriggle out of every tight spot and avoided being trapped in Moses Lake Dunes’ even the soupiest sands.
While handling corners at high speeds, the Bronco Raptor seems tall and bouncy, but it’s not as chaotic as the Wrangler 392 while driving on the interstate. Instead, the Bronco Raptor strikes a compromise between its off-road abilities and its respectable on-road handling, accurate steering at reduced speeds, and a small turning circle that facilitates manoeuvring through cities. Even if it lacks the F-150 Raptor’s flawless handling, the Bronco is calmer and has a neater footprint for an SUV with such good off-road capability.
Fuel Efficiency: Ford Bronco Raptor
Due to its aggressive tune and sticky terrain tires, the Bronco Raptor consumes premium fuel and is thirsty at the pump. Official EPA ratings for the Bronco Raptor’s 3.0-liter EcoBoost engine are 15 mpg in the city, 16 mpg on the interstate, and 15 mpg overall. Strangely, these specs match the bigger and more powerful F-150 Raptor truck perfectly. At least the two EcoBoost Raptors outperform the 392 Wrangler, which gets only 13 mpg in the city, 17 mpg on the interstate, and 14 mpg overall.
Driver assistance and safety:
Automatic emergency braking, lane-keep assist, front and rear parking sensors, blindspot warning with cross-traffic alert, and auto-high lights are standard features of the Bronco Raptor. It also comes with a typical 360-degree view camera. Given the restricted outward visibility of the Bronco, it is a nice feature, even if it does not provide comprehensive close-up views of specific off-road focused systems. While adaptive cruise control is only offered as part of an additional package, trailer sway control is included to simplify towing.
Except for head restraints and seats, where it received an “Acceptable” rating, the Ford Bronco 4-door received the highest crashworthiness rating of “Good” from the IIHS (Insurance Institute for Highway Safety). The Bronco’s score is somewhat lower since it is still too young to get an overall safety grade from the National Highway Traffic Safety Administration. Though it only received three ratings for rollover resistance, generally, it received four out of five stars for frontal crashes. It’s unknown whether the Raptor version would perform better on the latter due to its wider track width and higher profile.
Comfort and space:
The Bronco Raptor is marginally more comfortable up front than the standard Bronco and more so than the Wrangler, particularly for lengthy rides, thanks to its finer materials and more strongly bolstered seats. The Raptor has common dual-zone temperature control, heated front seats, and an optional heated sport steering wheel shaped like a robust, well-made steering wheel.
Because of the Bronco Raptor’s increased ground clearance, entering the vehicle requires a significant step up. Moreover, the running boards typically added to assist with this tend to protrude and scrape your shins. Not only that, but the Bronco’s large spare tire placed outside, the centre brake light blocking the rear vision and its small windshield and flat horizontal hood restricting the view out the front provide for poor outward sight.
The back seat of the Bronco is standard equipment, with 36.3 inches of legroom compared to the Wrangler’s 35.7 inches and few luxuries. Although the seats may be somewhat reclined, the second row is often smaller and less comfortable than a traditional crossover. Although this would be more helpful in the cargo area, there is a convenient 110v outlet at the rear of the centre console.
Infotainment: Ford Bronco Raptor
The 12-inch central touchscreen on the Raptor is positioned horizontally, and it runs Ford’s Sync 4 infotainment system, which has clear, white graphics and easy-to-use controls. An extra pane on the right side of this giant screen shows many functions at once. Standard features include wireless Apple CarPlay and Android Auto. The Lux option adds a wireless charging pad, navigation, and a luxurious 10-speaker B&O sound system.
Almost as stunning as the centre screen is the 12-inch full-colour digital gauge cluster, which flashes realistic animated images when you change driving modes on the Raptor. The “Raptor Information” option also offers many performance and off-road stats. I hope a variation goes throughout the lineup since it’s a massive upgrade over the split-screen arrangement on the basic Bronco.
Storage & Cargo Space:
When the back seats are folded down, the Bronco Raptor can accommodate over 83 cubic feet of cargo or roughly 38 cubic feet when they are not. That is less than comparable two-row vehicles like the 4Runner (89.7 cu ft total), but it is still much greater than the Jeep Wrangler’s 31.7 cu ft with seats and 72.4 cu ft overall. Like its closest competitors, the chairs fold manually and do not have remote flippers. The Bronco’s seats also don’t fold completely flat, and accessing the back may be challenging since the tailgate swings wide to avoid getting in the way of the flip-up rear window and is hinged on the incorrect side for curbside loading.
Unusually for an off-road version, the Bronco Raptor can tow objects up to 4,500 pounds if you wish to increase its hauling capacity. That is a thousand pounds better than the Wrangler and the standard Bronco. In this category, the 4Runner tows the most, with a maximum weight of 5,000 pounds.
The Bronco Raptor’s interior lacks storage, which is to be expected for a vehicle of this nature. There aren’t many cubbies, the centre console box is tiny, and there aren’t many cupholders. There aren’t many places to store stuff, but there are a few valuable features like cargo nets and a mesh tie-down surface on the front seatbacks.
Design: Ford Bronco Raptor
The Bronco Raptor has a cartoonishly masculine appearance. Its enormous tires and fender flares, heat extractors, and bash plates give even the standard Bronco a shrimpy impression. It needs marker lights to be street-legal since it is about ten inches wider than its common cousin. Other LED features, like the Raptor’s distinctive amber daytime running lights, add flair and allude to the vehicle’s uniqueness. The massive Bronco Raptor might seem a little absurd while doing regular business, even though it poses an intimidating threat in the dunes—a picture in excess.
The Bronco Raptor seems more opulent inside than the practical Bronco but at a cost. The inside carbon fibre package ($1,725) and available suede upholstery ($2,495) contribute to the cabin’s impressively upscale appearance. But we believe the standard marine-grade vinyl and hose-able rubberized flooring are superior for off-road activities. Even while Ford’s fundamental components are substantial and of high quality, some aspects don’t seem perfectly executed, such as sure sharp edges on the detachable roof panels that may cut your finger if you’re not cautious.
Is the 2023 Ford Bronco Raptor Worth it?
According to Ford’s website, the Bronco Raptor’s MSRP for 2023 is $73,780, up from the $68,500 listed during the vehicle’s introduction last year. This seems to be a hefty price increase. However, even with the $1,595 transportation charge included, the base-spec Raptor is still $5,800 less expensive than the Wrangler 392 at launch.
Assume you decide to forego the carbon fibre and leather entirely in favour of the $2,300 Lux Package, which includes adaptive cruise, wireless charging, a heated steering wheel, GPS, and B&O sound. If so, even if you treat yourself to one of the upgraded paint colours and a bold graphics package to make your Raptor even more noticeable, you’re looking at a nicely equipped dune basher for much less than $80K.
However, even for an SUV as fiercely powerful as the Bronco Raptor, $78K is a lot of money. It is not quite in the same league but still offers more capabilities than the typical user could ever require—for more than $20K less. The Toyota 4Runner TRD Pro also has Fox reservoir shocks. However, the Bronco Raptor is an excellent option for customers who demand the most extravagant off-road vehicle.
How Much Does Ford Bronco Raptor Insurance Cost?
Ensuring the Bronco Raptor isn’t quite as pricey as its F-150 Raptor sister despite having comparable extreme objectives. According to our data, a 30-year-old female driver with a spotless record could anticipate paying an average of $2,064 for an annual premium across all 50 states. About $3,091 is the price of the F-150 Raptor truck. However, the Jeep Wrangler Rubicon 392 costs about $2,185, albeit the exact amount paid by each driver would differ.
Ford Bronco Raptor Generations
Sixth Generation
2021 to Present
For the 2021 model year, Ford brought back the Bronco after a nearly 25-year break. Except for the name, it is new and maintains the original’s tough, adaptable character and goal.
Fifth Generation
1992 to 1997
Before the current model was reintroduced, the Bronco had one more minor external and interior style update for its fifth and final generation. Power-adjustable mirrors, an alarm system, and optional remote keyless entry were offered for the first time. In 1993, four-wheel anti-lock brakes replaced the prior rear-wheel system, and in 1994, a driver’s side airbag.
Fourth Generation
1987 to 1991
The fourth-generation Bronco, once again tying in with the F-series truck, received an aerodynamic front end and saw the addition of electronic fuel injection, anti-lock brakes, and an available 5-speed manual gearbox throughout its four-year existence. A 1991 25th anniversary version had a distinctive colour scheme of charcoal and currant red, while a Nite edition had a black-out packaging with an Aegean Blue and Azalea Pink body side stripe.
Third Generation
1981 to 1986
Using many of the chassis, drivetrain, and cosmetic cues from the well-liked F-Series pickup, the third-generation Bronco debuted in late 1979. Ford decreased weight, shortened the vehicle’s overall length, and added the new Twin Traction Beam front suspension (TTB), which enhanced the ride quality over the old solid front axle.
Second Generation
1978 to 1980
The second-generation Bronco used a shorter F-100 pickup chassis instead of the original’s small dimensions and unique platform. It also used the F-series design elements, particularly in the front, and was over 28 inches longer and eleven inches wider than the previous generation. Sales outpaced its main rivals, the Dodge Ramcharger and Chevrolet Blazer, because of the detachable fibreglass roof, which won many fans.
First Generation
1966 to 1977
The Bronco, which debuted in late 1965, was the first car to be identified as a sports-utility vehicle, or SUV. The two-door-only Bronco, which came in pickup, roadster, and wagon body designs, had coil springs at all four wheels, much like the new Bronco, and it offered a decent mix of off-road flexibility and on-road stability. Standard power comes from an inline six-cylinder engine; a V8 is an option. With its modest features, the original Bronco remained loyal to its heritage and maintained a simple but charming look for twelve years.
Verdict
Even though the Jeep Wrangler Rubicon has long held the crown for the best high-horsepower factory off-road capabilities, Ford’s Raptorized Bronco midsize SUV makes a strong case for the top trail-basher position. The Bronco Raptor is almost unstoppable on the road thanks to its rugged posture and vast array of 4×4 technology. It also has better on-pavement characteristics than the Jeep, although it has less power than the most extreme Wrangler. This makes it a more well-rounded trail-basher at a more affordable price range.
