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Tested: 2021 Ford Bronco Sport 1.5T Is a Tamer Bronco

Ford's new Escape-based Bronco Sport works surprisingly well in standard three-cylinder form.

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We recently tested the Bronco Sport Badlands , which comes with all-terrain tires, bash plates, and a 250-hp turbo-four that's good for 5.9 seconds to 60 mph. With its 181-hp inline-three and touring tires, the Outer Banks trim reviewed here is closer to what most buyers will end up with. Riding a puff of turbocharged torque in suburban stop-and-go, the three-cylinder feels quicker than it is—until you find yourself pulling away from a red light with no traffic ahead to set the pace. The eight-speed automatic's shifts are unhurried and smooth, while the grizzly and gristly engine note sounds right at home in something this butch.

Unfortunately, you can't get the four-cylinder without the off-road gear that you probably won't use. But if you're patient enough to tolerate the base engine, there are upsides to the Outer Banks. At a constant 75 mph, this Bronco Sport averaged a commendable 33 mpg. And at any speed, it rides and corners with impressive civility. The suspension is noisy, but impacts are felt only as subtle knocks and taps. The steering has a just-right heft, and the balanced handling makes the vehicle feel livelier than its 0.79 g of lateral grip.

LOWS: Barely big enough for the whole family, engine upgrade is paired with off-road hardware.

At $36,305, this model costs about the same as the Badlands one we drove, yet it feels significantly more expensive inside. That's because it trades away bash plates, all-terrain tires, and a torque-vectoring rear axle for luxuries like leather and, uh, carpet. If you care about rear-seat riders' comfort, the same amount of money gets you a Honda CR-V or a Volkswagen Tiguan .

There's nothing here to suggest an Outer Banks model will be more capable than the competition in mud, over rocks, and through sand. Without the Badlands equipment, the Bronco Sport is best suited for off-road cosplay in the Target parking lot. Based on how good it is to drive, we won't judge anyone who wants to play dress-up. Countless Jeep Wrangler drivers could be living happier lives behind the wheel of a Bronco Sport.

Specifications

2021 Ford Bronco Sport Outer Banks 4X4

VEHICLE TYPE front-engine, all-wheel-drive, 5-passenger, 4-door wagon

PRICE AS TESTED $36,305 (base price: $33,815)

ENGINE TYPE turbocharged and intercooled DOHC 12-valve inline-3, aluminum block and head, port and direct fuel injection Displacement 91 in 3 , 1496 cm 3 Power 181 hp @ 6000 rpm Torque 190 lb-ft @ 3000 rpm

TRANSMISSION 8-speed automatic

CHASSIS Suspension (F/R): struts/multilink Brakes (F/R): 12.1-in vented disc/11.9-in disc Tires: Michelin Primacy A/S, 225/60R-18 100H M+S

DIMENSIONS Wheelbase: 105.1 in Length: 172.7 in Width: 74.3 in Height: 70.3 in Passenger volume: 106 ft 3 Cargo volume: 29 ft 3 Curb weight: 3593 lb

C/D TEST RESULTS 60 mph: 8.2 sec 1/4 mile: 16.3 sec @ 84 mph 100 mph: 26.8 sec Results above omit 1-ft rollout of 0.3 sec. Rolling start, 5–60 mph: 8.7 sec Top gear, 30–50 mph: 4.2 sec Top gear, 50–70 mph: 5.6 sec Top speed ( C/D est): 125 mph Braking, 70–0 mph: 172 ft Roadholding, 300-ft-dia skidpad: 0.79 g

C/D FUEL ECONOMY Observed: 23 mpg 75-mph highway driving: 33 mpg Highway range: 520 miles

EPA FUEL ECONOMY Combined/city/highway: 26/25/28 mpg

C/D TESTING EXPLAINED

Eric Tingwall holds degrees in mechanical engineering and journalism, a combination he pursued with the dream of working at Car and Driver . While living his dream, he has cut car parts in half, driven into a stationary dummy car at 50 mph, lapped Virginia International Raceway in the hottest performance cars, and explained the physics behind the wacky, waving, inflatable, flailing-arm tube man.

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The Ford Bronco Sport, Driven Off-Road and in the Real World

The new generation of Bronco launches with the smaller version. It still impresses.

By Will Sabel Courtney and Tyler Duffy

The all-new Ford Bronco may have been one of the most anticipated vehicular reveals of 2020 — but you can’t actually buy one in 2020. No, there’s only one member of Ford’s new equine-themed SUV family you can park in your driveway here in this hellscape of a year: the 2021 Bronco Sport .

The Bronco Sport, in case you’ve forgotten what with the 19 million other things that have happened since it debuted back in July , is not a traditional body-on-frame SUV like its bigger Wrangler-fighting sibling; rather, it’s built on a version of Ford’s C2 platform, which also underpins the Escape and the latest Focus that’s not sold in America because we can’t have nice things. It shares its powertrains — a 1.5-liter turbocharged inline-three and a 2.0-liter turbocharged inline-four — with the Escape, as well as its eight-speed automatic

Still, anyone who knows anything about how car companies design and engineer vehicles today knows that automakers can make vastly different products based on the same set of bones. So to find out whether the Bronco Sport is truly worthy of its bucking name or merely a zebra covered in paint, both staff writer Tyler Duffy and editor Will Sabel Courtney took turns behind the wheel: the former at an off-roading event in Michigan, the latter on the hard streets of New York City.

Tyler Duffy:

Ford has struggled to translate the Bronco Sport’s marketing- brief into English. The company website describes the Bronco Sport buyer as “the thrill-seeker, the sightseer, and the day-tripper”…whatever that means.

But as with the Big Bronco , the easiest way to figure out Ford’s intent is to look at Jeep. Off-road branding sells crossovers: more than 335,000 Americans bought a Cherokee or a Compass in 2019, more than the Wrangler and Gladiator combined. Ford saw room to make a version of those cars that was both more engaging and more capable. That’s the Bronco Sport, which is fitting for everyone who doesn’t need much space.

Ford has stressed how the Bronco Sport, especially in full-bore Badlands spec, is a legitimately capable off-roader. After driving it on a course through Holly Oaks ORV park in Michigan, I agree — mostly.

The Bronco Sport certainly is happier on dirt and loose surfaces than on pavement. It’s excellent going up and down grades, and features like the automated Trail Control (a.k.a. off-road cruise control) alleviate a lot of the clenching usually involved.

Granted, the Bronco Sport won’t compete with the Wrangler on the Rubicon Trail; even our mild rock course required some manual rock shuffling to help the vehicles pas. We traversed the par’s shallower water obstacle, as the Bronco Sport can wade through about two feet of water — a good bit less than, say, a Land Rover Defender .

Still, it has 8.8 inches of ground clearance, more than a Subaru Outback, and approach and departure angles of more than 30 degrees. It will be “built wild” enough for pretty much any crossover buyer.

Typically, Ford has shown off the Bronco Sport in two ways, and neither quite does it justice. The carmaker has often shown the Bronco Sport next to the more hirsute Bronco, which does a great job of highlighting what the Sport isn’t . Ford also favors the Bronco Sport’s side view, making it look longer to potential buyers than it is (which is, not very).

But in person, it’s rugged looking and boxy, with an expansive, almost truck-like hood. (The forward-facing terrain camera comes in handy). Is the Bronco Sport as badass-looking as its big brother? No. But it’s certainly a good-looking little crossover.

Will Sabel Courtney:

Ford’s newest l’il SUV feels like a very well-composed, intentionally designed package. Approaching it from the outside, you might not realize it’s supposed to be the cheaper, more approachable alternative to the full-stop Bronco. Still, take a closer look, and it’s clear Ford made an effort to make the Sport, shall we say, cuter than the full-bore Bronco: the boxy front fascia actually has a pronounced curve to it that’s obvious from a few angles, for example.

The interior is really nice — not in the conventional throw-leather-at-it way, at least in my Badlands tester, but with outdoorsy materials and a rugged design. I love the rubberized controls, which feel very much designed for interfacing with actual human hands, rather than the glass-panel displays found in many a Teutonic terror these days.

Likewise, the control layout feels very intentional and smart. The touchscreen isn’t huge, but it’s well-placed for both looking at and touching, and displays everything you need clearly — so who cares?

Clever convenience features abound. I counted four USB ports (two USB-C and two regular ones), two 12-volt plugs and two 110-volt outlets — including ones in the cargo area. The front seats themselves have not one but two sets of pockets — zip-up ones ideal for laptops, tablets and magazines in the seatbacks above the MOLLE straps that can be used to attach all sorts of accessories, and cupholder-like ones in the side bolsters near shoulder level.

There’s also not one but two rubberized cubbies in the dashboard that are perfect for odds and ends, I took to using the lower one (where a pair of USB ports lies) for my phone and the upper one to store my face mask.

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The Bronco Sport may be compact, but it makes good use of its footprint. I can sit behind myself on the passenger’s side, though it’s admittedly tight in both rows. The cargo area does seem a little small, though. The high load floor means you probably can’t put more than a couple bags back there before you start impinging on the rear sight lines.

That said, having the ability to open either the rear glass alone or the entire hatch is handy, especially for tall folks who can easily reach into the upper enclosure and access most of the cargo bay.

Like all Badlands versions of the Bronco Sport, mine had the 2.0-liter engine, which felt more than peppy and responsive enough for urban life. Low-end torque is ample enough that, on the part-throttle roll-outs that largely define in-town driving, both vehicle and engine feel reassuringly bigger than they are. The engine reveals its cylinder count when you floor it on the highway — it’s a bit coarse, but most four-cylinders are under those situations.

The suspension is surprisingly soft. That’s great for off-road compliance, but it makes the high-speed ride on winding roads a bit bouncy; you can feel it dive and bob when you make quick inputs, to the degree that it made me, on occasion, momentarily dizzy. It wasn’t a dealbreaker by any stretch of the imagination, but definitely worth noting. Drivers who don’t drive like residents of the Tri-State area (or Massachusetts) likely will find less to complain about, though.

Lacking real off-road driving to do, I ventured out to the edge of Brooklyn in search of terrain that might challenge the Bronco Sport. A recently flooded dirt lot filled with driftwood and puddles in a park near Coney Island was the best I could do, but that was informative enough for a first impression. It gallivanted through the crumbly dirt, muddy pools and rocky terrain with unquestioned ease; crater-like potholes occasionally sent shocks through the body as the suspension slammed against its hydraulic bump stops, but the Sport felt fine otherwise.

It is, ultimately an impressive effort for what, beneath the surface, is a Ford Escape with a new body. Indeed, the new Bronco Sport is an impressive effort, full stop — a vehicle that manages to be comfortable, cool and capable in equal measure, all at a reasonable price: a well-equipped Bronco Sport can roll out the door for around $30,000. Ford could have phoned it in with this little rig and let it sell on the strength of its name; instead, they went far enough to make a vehicle worth of the title.

2020 Ford Bronco Sport Badlands

Price as Tested: $35,745

Powertrain: 2.0-liter turbocharged inline-four; eight-speed automatic; all-wheel-drive

Horsepower: 245

Torque: 275 lb-ft

EPA Fuel Economy: 21 mpg city, 26 mpg highway

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Bronco vs. Bronco Sport: 10 Key Differences

We compare the bronco and bronco sport on performance, off-roading, pricing and more.

• Despite the similar names, the Bronco and the Bronco Sport are very different vehicles
• Here are 10 key differences to keep in mind if you're considering both models

The Ford Bronco and the Ford Bronco Sport share a nameplate and some exterior styling cues, but underneath, they're very different. Nonetheless, because both SUVs tap into a sense of nostalgia for older Ford products, there's understandably some confusion among shoppers as to what those key differences are. Comparing the Bronco vs. Bronco Sport, we've highlighted 10 different aspects and how you can expect them to impact the ownership experience.

Pricing: Bronco vs. Bronco Sport

If you're looking to pinch pennies, start with the Bronco Sport. Its starting price, in the base trim, is $28,910 (including destination). At the top tier of Bronco Sport trim levels, you'll find trims such as the Badlands. We recently tested a well-equipped Bronco Sport Badlands and the as-tested price came in at $38,445.

The Bronco has two configurations: two-door and four-door. It starts a bit higher at base trim levels, with a starting price of $30,795 (including destination) for the two-door model. The four-door Bronco, in the same base trim level, is priced at $34,945 (with destination). With a full suite of off-roading hardware, the First Edition trim level we tested came in with an as-tested price of $62,605. That's a big difference between the two, and the standard Bronco will have to do a lot to prove its worth.

Ford Bronco Sport

Exterior dimensions: Bronco vs. Bronco Sport

Worried about parking your Bronco in a tight space? Or whether it will fit in your garage? Well, here are the important numbers. The Bronco Sport measures 172.7 inches in length from bumper to bumper — just over 14 feet. The two-door Bronco is very similar, measuring 173.7 inches in length. The four-door Bronco is considerably longer, at 189.4 inches.

For context, the Bronco Sport is similarly sized to pint-size SUVs like the Honda HR-V (170 inches) and the Subaru Crosstrek (176 inches). Interestingly, the Bronco Sport's Ford Escape platform-mate is roughly 8 inches longer, so if you're looking at the Escape vs. Bronco Sport, it's worth noting that the Escape will take up significantly more of a parking space or your garage. The four-door Bronco, meanwhile, is closer to midsize vehicles like the four-door Jeep Wrangler (188 inches) and the Honda Passport (189 inches).

Powertrains and performance: Bronco vs. Bronco Sport

Both the Bronco and the Bronco Sport offer a choice of two powertrains. The standard engine in a Bronco Sport is a turbocharged 1.5-liter three-cylinder that produces 181 hp and 190 lb-ft of torque. It's not a tower of power, but it's respectable for an SUV of its size. The optional engine is a turbocharged 2.0-liter four-cylinder engine that cranks it way up to 250 hp and 277 lb-ft. During Edmunds' testing, a Bronco Sport with this optional engine went from zero to 60 mph in 7.2 seconds — a good number for its class.

The bigger Bronco gets considerably more power from both its base and optional engine. The base engine is a turbocharged 2.3-liter four-cylinder that makes 300 hp and 325 lb-ft. The optional powertrain is a turbocharged 2.7-liter V6 that puts out 330 hp and 415 lb-ft. During Edmunds' testing, a Bronco with the V6 covered 0-60 mph in just 6.7 seconds. This is an impressive number when you consider the Bronco's size as well as the off-road-oriented tires that were fitted to our test vehicle.

2021 Ford Bronco Sport Picture

Fuel economy: Bronco vs. Bronco Sport MPG

While the Bronco Sport isn't as powerful as the big Bronco, it can boast much better fuel economy numbers. With the Bronco Sport's base three-cylinder engine, the EPA estimates fuel economy at 26 mpg combined. Upgrade to the 2.0-liter engine and you drop a bit to 23 mpg combined. That's not class-leading, but it's better than any rating you'll get in the big Bronco. Depending on equipment levels and configuration, the non-Sport Bronco ranges from 17 mpg combined on the low end to 21 mpg combined on the high end.

Cargo capacity: Bronco vs. Bronco Sport

As you might expect, the larger vehicle in this head-to-head has more cargo space. The Bronco Sport offers 32.5 cubic feet of cargo space behind the rear seats, which is a bit less than the 38.3 cubes available in the four-door Bronco. The two-door Bronco, however, has significantly less cargo space at 22.4 cubes, so at least the Bronco Sport wins that battle. The Bronco Sport also has some clever small-item storage in the form of a well-organized center console and usable door pockets. The Bronco, however, could use some better storage compartments and more places to put your water bottles or smartphones.

Towing capacity: Bronco vs. Bronco Sport

The big Bronco uses body-on-frame construction, which means that it's essentially a pickup truck underneath. The Bronco Sport has what's called unibody construction, which makes its construction closer to that of a sedan or crossover SUV — in this case, the Escape crossover SUV, on which the Bronco Sport is based.

Not surprisingly, then, towing isn't the Bronco Sport's forte. Its maximum towing capacity is just 2,200 pounds. That is enough to tow a small utility trailer or camper but not much more. The more truck-like Bronco can tow a maximum of 3,500 pounds — a significantly larger load. If 3,500 pounds strikes you as not very much for a body-on-frame SUV, you're generally right, but the Bronco's direct rival, the Jeep Wrangler, operates in the same range of towing capacity. So, for a factory off-roader competing with the Wrangler, the Bronco's towing is where it needs to be.

2021 Ford Bronco Sport

Interior: Bronco vs. Bronco Sport

With its higher price point and larger footprint, the Bronco predictably has a nicer and more spacious interior than the Bronco Sport. The materials in the Bronco are higher-quality, too, especially on the upper trim levels. Unfortunately, the Bronco's buttons only feel good when you're comparing it to the Bronco Sport.

Up against most other midsize SUVs, the Bronco feels like it was built with a lot of stiff plastic. The Bronco Sport feels a bit plasticky in areas, too, but it more closely matches the small SUV's price point. The Bronco Sport is much quieter on the highway. The standard Bronco's convertible top and hardtop are both seriously loud at highway speeds, with lots of wind noise that can detract from the overall experience.

Technology: Bronco vs. Bronco Sport

Both Bronco SUVs shine in the tech department. The Bronco Sport offers a number of standard features including Apple CarPlay and Android Auto integration along with an 8-inch touchscreen infotainment system. Options like adaptive cruise control and Ford's available navigation system work well in daily practice. There are some low-res graphics in the Bronco Sport, but that's where the Bronco comes in.

The big Bronco similarly gets smartphone integration and an 8-inch touchscreen as standard, but a massive 12-inch screen is optional and it's a pleasure to behold. Screen resolution is excellent and optional driver aids work well. There are also a number of available tech features that can help amateur off-roaders become more confident in the dirt — stuff like Trail one-pedal driving and Trail Turn Assist. One big drawback, though, is that the Bronco's stereo (even the upgraded 10-speaker system) has a hard time battling the wind noise.

Off-road capability: Bronco vs. Bronco Sport

The Bronco Sport can make it to some pretty remote destinations, especially if you opt for one of the off-road-oriented trims, but, no surprise here, it's no match for the big Bronco. The Bronco has significantly more ground clearance, better approach and departure angles, more optional choices for all-terrain tires, a solid front axle and a true four-wheel-drive system with low-range gearing (instead of all-wheel drive). A locking front differential is also available on the big Bronco, and with the manual transmission you get a super short first gear labeled "C" for crawling over serious obstacles with the clutch fully disengaged. Although the Bronco Sport offers a number of significant upgrades for off-roading over the pavement-biased Escape that it's derived from, including a nifty twin-clutch system that can mimic a locking rear differential, it'll never be a purpose-built beast like the Bronco.

2021 Ford Bronco Picture

Driving impressions: Bronco vs. Bronco Sport

At highway speeds, the Bronco Sport has a nimble attitude. It operates confidently in small openings and feels peppy with the turbocharged 2.0-liter engine. Go with the Badlands trim and you'll have a truly fun dirt-traversing SUV on your hands. Steering is a big letdown, though, with a vague feeling at low speeds. The transmission's shifts are clunky at low speeds, too, making it less fun to commute in than we'd like from a daily driver.

The Bronco's available V6 engine and that engine's mandatory 10-speed automatic (sorry, kids, no manual with the big motor) are an excellent combination. The acceleration is authoritative and the shifts aren't clunky. Naturally, the big Bronco isn't as easy to maneuver in tight spaces, especially with the hefty optional off-road tires. But the steering is well weighted and the highway ride smooth.

Ford Bronco

Edmunds says

Both the Bronco and the Bronco Sport offer a number of virtues. The Bronco is a highly capable off-roader with impressive driving characteristics for a vehicle that's so competent in the dirt. The Bronco Sport has a plucky attitude and lots of available driver aids that are easy to use. They certainly aren't direct competitors, but they're both worth a closer look.

Travis Langness has worked in the automotive industry since 2011. He has written thousands of car-related articles and tested and reviewed hundreds of vehicles over the course of his career.

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Ford Bronco Sport Heritage Puts on Some Retro Duds

The Bronco Junior is a welcome return to the era of reasonably sized SUVs, and it’s capable enough off-road.

• Ford Bronco Sport Heritage Limited 4x4 is powered by a turbocharged 2.0-liter inline-four with 250 hp and 277 lb-ft of torque on tap, paired with an eight-speed transmission, though a less powerful 1.5-liter three-cylinder engine is also on the menu with 181 hp and 190 lb-ft of torque.
• The four-door model offers a tidy footprint, with just enough space inside for family adventures and for commuting, as well as enough off-road skills to offer a compelling alternative to small crossovers without compromising everyday usability.
• The Heritage model is one of the more affordable trims in the Bronco Sport lineup, which features some variety but doesn't stretch too far north price-wise, with this version starting at $33,960 before additional options.

The larger of the two Broncos is certainly a capable off-road machine . But it probably wasn't going to be the most commute-friendly SUV out there.

That's why in bringing back the Bronco a few years ago as a veritable trail machine, Ford also resurrected its smaller sibling , designed to feel just as nimble on forest trails as in the city. It would also allow Ford to take on Jeep's lineup from more than one direction, with pocket-sized SUVs having become a common family car long ago.

This is how the Bronco Sport returned as the spiritual successor to the Bronco II , offering a tidy footprint and most of the off-road skills of its big brother—a formula we hadn't seen since the early 1990s when the Bronco II inspired the original Explorer of 1991.

Now that the Bronco Sport is a few years old, does it still feel modern and useful?

That's what we wanted to find out when we spent a week in the retro-themed Bronco Sport Heritage Limited 4x4 that harkens back to the original Bronco's exterior design and color palette.

First, it's useful to recall just what the greater Bronco Sport lineup offers, as there are quite a few choices.

The base engine is a turbocharged 1.5-liter three-cylinder, good for 181 hp and 190 lb-ft of torque, paired with an eight-speed automatic. While this powertrain has generally been deemed to be capable enough for most daily tasks, making the run from 0 to 60 mph in just over 8 seconds, buyers also have the option of a turbocharged inline-four with 250 hp and 277 lb-ft of torque on tap paired with the same eight-speed transmission.

The latter unit cuts that sprint time down to 5.9 seconds, but more importantly it dials up the torque to permit some greater off-road excursions, which are still an important part of the whole package.

A total of five flavors are on the menu, starting with the base Big Bend trim, followed by our retro-themed Heritage, the '70s-stickered Free Wheeling, Outer Banks, and the range-topping Badlands trim. But it's a relatively narrow spectrum when it comes to price, with the base Big Bend model starting at $31,390, while the Badlands trim maxes out the off-road goodies and options with revised dampers and a lifted suspension with a starting price of $39,985.

As other trims, the Heritage model offers up the Bronco's terrain management system with five G.O.A.T. modes: Eco, Sport, Normal, Slippery, and Sand/Snow which automatically change the braking setup, steering feel, throttle behavior, and transmission shift points based on the selected terrain setting.

But before we get to an off-road course, we first have to drive there over something you're probably going to see on your commute: Pavement. And not just any pavement, but broken 21st-century standard-issue US pavement.

And it's where the Bronco Sport feels at ease without its off-road abilities intruding upon daily driving tasks. The steering feel is biased toward comfort, while the short wheelbase and tires with plenty of sidewall give the ride a responsive but not overly floaty quality. This allows the Bronco Sport to shrug off some serious potholes, while keeping its road manners in check.

On the highway, road noise is only moderate, with the 250-hp four-cylinder providing the small SUV with enough overtaking power. This is also where the Bronco Sport's eight-speed transmission proves to be an unobtrusive unit, settling into its comfort zone with few reminders of its operation.

The back roads are also where the small Bronco feels at home, and dialed into the Sport setting the engine responds well on some twisty, paved roads without seeming wheezy, and without forcing the transmission to be overly dramatic.

Once we've found a trail with some half-buried boulders doused with a recent rain, it's time to try out the Slippery mode. The Bronco slowly pulls us up the sandy trail, with the tires grabbing on to a few larger rocks covered with slick clay. And with a few throttle inputs the gravel starts rattling inside the wheel wells, as the Bronco progresses up the trail.

Once we've reached the top of the forested hill, a road covered with loose gravel lies ahead of us leading back down. This time, we'll try Sand mode in our slow descent, with this mode proving to be adept in letting the Bronco negotiate gravel. More importantly, the steering feel and the suspension give a good picture of what's underneath the vehicle.

Overall, the suspension is communicative enough even on off-road trails to let us know just which boulders are probably best left alone, and which ones can be handled with ease. It also lets us know which clay-filled puddle could require a deeper cleaning of the wheel arches and exterior afterward.

Speaking of the exterior, one favorite feature that we don't really see much in our current electric crossover dystopia is a separately opening rear glass window. The Bronco Sport offers that, plus a two-tiered parcel shelf system in the cargo area that's standard on the Heritage model and optional on Big Bend, complete with a rubber mat.

The interior is equally rugged, even though it's certainly worth it to get a set of rubber floor mats for all four passengers if you're going to be venturing where Wellington boots are mandatory. And the tan seats' zippered pockets will stow some of the smaller gear when exploring the trails.

Our Bronco Sport Heritage Limited 4x4 was optioned up to $46,400, but it's certainly possible to stick closer to the model's starting price of $33,960 and still drive away with a very complete SUV that hides its Ford Escape roots well.

On the outside, the Heritage trim finished in Robin's Egg Blue added a retro touch with Oxford White grille with red lettering, along with 17-inch phone-dial wheels and a roof finished in the same color, in addition to retro badging. It certainly made us, ahem , noticeable from afar in a parking lot filled with Landlord Gray crossovers, and it also made us remember a time when buyers would choose actual colors when optioning cars.

More importantly, we suspect that the Bronco Sport also lands in that rare sweet spot of being The Most Car many people will actually need every day, without straying into land-crushing excess, eye-watering depreciation of luxury models, anonymous grayness, or into debt.

Will we see significant interest in electric 4x4s of this size in this decade, or is demand mostly focused on internal combustion models in this segment? Let us know what you think in the comments.

Jay Ramey grew up around very strange European cars, and instead of seeking out something reliable and comfortable for his own personal use he has been drawn to the more adventurous side of the dependability spectrum. Despite being followed around by French cars for the past decade, he has somehow been able to avoid Citroën ownership, judging them too commonplace, and is currently looking at cars from the former Czechoslovakia. Jay has been with Autoweek since 2013. 

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• Bronco Sport Reviews

2021 Ford Bronco Sport First Drive | Worthy of the name

Don't let the escape dna fool you, the baby bronco is distinct and very good..

• Engine 1.5L Turbo I-3 (2.0L Turbo I-4)
• Power 181 HP / 190 LB-FT (245 HP / 275 LB-FT)
• Transmission 8-Speed Auto
• Drivetrain AWD
• Engine Placement Front
• Towing 2,000-2,200 LBS
• Seating 2 + 3
• MPG 25/28/26 (21/26/23)
• View All Specs
• Base Price $28,155
• Find Best Price

Apologies to those looking for the first drive review of the Bronco you’re thinking about . That one is coming in the future. Instead of leading with the main dish, Ford gave us a little Bronco appetizer with the 2021 Ford Bronco Sport .

For those who may have missed Bronco-palooza during the big reveal, know that the Bronco Sport is the crossover-based little sibling of the truck-based Bronco 2-Door and 4-Door. The Bronco Sport shares its unibody platform with the Ford Escape (and by extension the Focus sold in Europe), but don’t mistake it for a half-hearted brand play. Putting the “Bronco” name on a Ford product seems certain to help boost sales, but Ford has not sullied the name with a poorly executed product. If you were worried about the Bronco Sport just being a boxy Escape , worry less.

The Bronco Sport is significantly smaller than the Escape, measuring 8.4 inches shorter in overall length, 1.3 inches shorter in wheelbase, 3.0 inches narrower and as much as 5 inches taller. One look at the exterior design should remove your head even further from Escape Land. The design obviously borrows from the big Bronco, achieving a more convincingly rugged look than Jeep's Cherokee or Compass . Styling elements like the round LED lights, safari roof, “Bronco” grille and special Bronco badging satisfy the requisite branding elements, while the boxy silhouette, sidewalls full of chunky tires, available steel-look aluminum-alloy wheels and truck-like hood back up the adornment with substance. The Bronco Sport may be a crossover , but it looks genuinely cool in the flesh. 

By contrast, there's no telling the Escape and Bronco Sport apart under the hood. The base engine in most trims (Base, Big Bend, Outer Banks) is Ford’s 1.5-liter turbocharged three-cylinder that produces 181 horsepower and 190 pound-feet of torque. Opt for the Badlands or First Edition, and you get the stronger 2.0-liter turbo four-cylinder with 245 horsepower and 275 pound-feet of torque. An eight-speed automatic transmission handles shifting for both engines, and all-wheel drive is standard equipment. Models with the bigger engine (Badlands and First Edition) get a torque-vectoring rear differential that can send all rear axle torque to a single rear wheel if need be. It has a locking function, which you can activate by pressing a button by the G.O.A.T. modes dial (that's "Goes Over Any Terrain ," by the way). 

Our first turn behind the wheel is on road in a Bronco Outer Banks, the most luxuriously equipped Bronco Sport with the 1.5-liter engine. From the moment you step inside, it feels like a little truck – an impression that was intentional, according to designers. The A-pillars are further back and the windshield more upright compared to the Escape and other crossovers. You sit in an upright position and gaze over a long, straight hood with two large power bulges that hint, rather disingenuously, at a big engine underneath. Little ridges sit on the edges of that hood to give you an indication of where the edges of the vehicle are, perfect for tight off-roading. 

The truck vibe isn't just a matter of appearances, though. Even the Bronco Sport’s controls have a truck-ish feel to them. The steering has a hint of play/liveliness, making for a small truck feeling on the road. The wide brake pedal has that heavy feedback we tend to associate with full-size trucks like the F-150 . This little crossover is truly trying its best to masquerade as a serious off-roader in a pint-size package. It’s charming and different in this class of largely homogenous driving experiences. Nobody will mistake it for an Escape from the driver’s seat.

The only place where the Bronco Sport’s “Escape-ness” shows through is interior design. There's obviously shared switchgear and a common architecture (their center consoles from HVAC controls to armrest are nearly identical), but there are key differences. Many of them for the better. The air vents are higher, straddling the shared touchscreen, freeing up space for a handy shelf for a phone or something else small. There are also nifty touches like the rubberized, graspable adjustment prongs on those air vents and the sturdy-feeling G.O.A.T. Modes dial. So it's reminiscent of the Escape, but it's also super functional and fit for the vehicle.

Many will buy the Bronco Sport and never leave the pavement. For them, the 1.5-turbo is a solid companion. It’s peppy, but not especially quick, and the three-cylinder doesn’t sound half bad under load. The transmission just melts into the background, which is just as well for a vehicle like this — it neither frustrates nor wows. There’s an extra bounce and stiffness to the on-road ride you don’t get in other crossovers this size. It’s not so much as to be uncomfortable, but you can tell there’s an off-road-tuned suspension underneath, and it makes popping around town that little bit more fun and involved. That doesn’t translate into corner-carving prowess, as the Bronco Sport is a little sloppy when you start to push. An Escape has both superior ride comfort and better handling (the longer wheelbase may also have something to do with that), but that's to be expected. 

The next leg of our journey would show where the Bronco Sport excels: an off-road course fashioned by Ford filled with not-insignificant obstacles. It’s here that we swapped into a First Edition trim, which has all the Badlands off-road goodies, plus every luxury option available. The blue “Navy Pier” leather seats are nice, but even more impressive are the torque-vectoring rear diff, additional transmission and rear-drive coolers, all-terrain tires , unique Badlands suspension and all the other off-road goodies. Ford’s spec sheet is impressive. Badlands models get 8.8 inches of ground clearance; stellar approach, departure and breakover angles; extra underbody protections and a Jeep-sinking 23.6-inch wading depth. Combine this with the powerful four-cylinder and two extra G.O.A.T. modes (Mud/Ruts and Rock Crawl), and you’re left with a little crossover that punches far higher than you’d expect it to.

We climbed up and down steep hills of loose rock, sand and boulders, all the while swapping between the proper G.O.A.T. mode — by altering the all-wheel-drive torque split, transmission shift points, traction control/stability control settings, throttle tuning, brake tuning, and steering weight, each off-road mode does indeed make the Bronco Sport drive noticeably different for the specific purpose at hand. The front camera (only on Badlands and First Edition) proved itself worthy as the Bronco Sport scampered up and over blind crests with sharp turns at the top. None of the big rocks or deep ruts were a clearance issue for the Badlands or First Edition, but the other Bronco Sport trim levels ride an inch lower and could be heard scraping along rocks and bottoming out in the more severe sections.

Ford also set up an autocross-like sandy course where we got to feel the torque-vectoring differential do its thing. It acted quickly and substantially improved the handling on this surface. Power sliding around a hairpin or big sweeper was easy, and assuming you’re in the right mode, the Bronco Sport lets you have all the sideways fun you want without electronic nannies getting in the way. Most owners may never race their Bronco Sport around in the sand, but they’re missing out if they don’t.

The more likely Bronco Sport use case is as a daily driver and weekend adventure companion. For those purposes, it’s perfectly suited. You get vital tech like Apple CarPlay and Android Auto compatibility standard in the 8-inch touchscreen. Plus, the Ford Co-Pilot 360 suite of driver assistance systems comes with every Bronco Sport. 

Then, there are the features that weekend hiking and camping warriors will like. The flip-up rear hatch glass is a great design choice that deserves to be on more SUVs and crossovers. Huge liftgate floodlights, MOLLE straps for quick item access, in-vehicle dual-bike storage capability, rubberized easy-to-clean mats everywhere and large raised roof rails make life that much easier in the wilderness. You can trailer up to 2,000 pounds worth of whatever behind you in most trim levels (the Badlands trim adds an extra 200 pounds), and there will be a massive number of accessories available at launch. That this little crossover has more off-road capability than it’ll likely need is just icing on the cake.

Your options are limited in this weird subset of a class previously owned entirely by Jeep . The Compass is Ford’s closest competitor in terms of size and off-road capability, but a Jeep Cherokee is in the same price ballpark, too. From a looks, tech and on-road driving perspective, the Bronco Sport has a distinct advantage.

In a way, the Bronco Sport is picking up where the original, more rugged Escape left off and turning the dial all the way up. As crossovers became more car-like over the years, the Escape went with it. The latest generation is the softest one yet, which Ford certainly did on purpose to make room for the Bronco Sport. The Escape might be all the crossover many folks need , but we can’t help but want the Bronco Sport. It’s more expensive, but the end product is worth the premium. Even if the big Bronco 2-Door and 4-Door has gotten the lion's share of attention, the superb little Sport still deserves to bear the Bronco name.

Related video:

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Autoblog accepts vehicle loans from auto manufacturers with a tank of gas and sometimes insurance for the purpose of evaluation and editorial content. Like most of the auto news industry, we also sometimes accept travel, lodging and event access for vehicle drive and news coverage opportunities. Our opinions and criticism remain our own — we do not accept sponsored editorial.

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2024 Ford Bronco Sport: A Comprehensive Guide On Features, Specs, And Pricing

The Bronco Sport was created by Ford in 2021 to bridge the gap between the car-like crossovers and the truck-based off-roading SUVs in Ford’s lineup.

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What’s new for 2024, engine specifications and performance, interior technology and comfort, safety and reliability, 2024 ford bronco sport versus its competitors, how much does a 2024 ford bronco sport cost, fuel economy, is it worth buying a ford bronco sport.

As it has been since Ford created it in 2021, the Bronco Sport crossover is still motivated by Ecoboost three-cylinder or Ecoboost four-cylinder engines using an eight-speed automatic to distribute power to all four wheels.

The big news for the 2024 Ford Bronco Sport compact SUV is Big Bend becoming the entry point to the line and enhancing it with a blacked-out appearance package, and the addition of a model that pays tribute to Ford off-roaders from the 1970s.

2024 Ford Bronco Sport

EXPERT OPINION: Introduced in 2021, the Ford Bronco Sport SUV shares its name and retro looks with the bigger Bronco, but not its platform, which it shares with other compact crossovers in the Ford and Lincoln stables. All trims are four-wheel drive and come standard with GOAT (Goes Over Any Terrain) selectable driving modes. It gets power from turbocharged three-cylinder or four-cylinder engines, and its cabin features room for five.  

• Inexpensive to purchase and operate
• Powerful, fuel-efficient engines
• Sure-footed on multiple terrains
• Cargo management configurations
• Some interior trim pieces look cheap
• Larger engine only for the top trim
• Steering precision is not part of GOAT modes
• Tight interior for five

This guide provides comprehensive information provided by the manufacturer. HotCars sourced additional data for reliability (from J.D. Power), EPA gas mileage (Fueleconomy.gov), safety ratings (IIHS), and recalls (NHTSA). We evaluate five different metrics when determining a rating for each model. You can read our Methodology page for more information about how our rating system works.

For 2024, the Ford Bronco Sport crossover SUV gets a new model – the Free Wheeling Special Edition pays tribute to off-roaders from the 1970s , with interior and exterior sunset-inspired graphics, a unique grille, and 17-inch wheels. A Black Appearance Package for Big Bend blacks out the grille and 17-inch wheels, and adds matte black decals.

2024 Highlights

• A Free-Wheeling special edition features reflective graphics paying homage to 1970s Ford off-roaders.
• Black Appearance Package for Big Bend trim level
• Big Bend is now the base Bronco Sport trim
• Two new exterior colors, Azure Gray and Desert Sand, are added to the palette.

Exterior Dimensions

The 2024 Ford Bronco Sport gets motivation from one of two EcoBoost engines. The top-of-the-line Badlands trim uses a 2.0-liter turbocharged four-cylinder that makes 250 horsepower and 277 pounds-feet of torque. The other trims use a 1.5-liter turbocharged three-cylinder making 181 and 190, respectively.

In both engines, torque peaks early in the rev range, at the 3,000 rpm level, to provide plenty of grunt for acceleration, towing, and low-speed off-road climbing. Power is reined in by eight-speed automatics, with the Badlands model getting paddle shifters.

Instead of center and rear differentials, the four-wheel drive system uses the transaxle up front to split torque between the front wheels, and the driveshaft sends power to a rear-axle power transfer unit (PTU), which redirects it to a rear drive unit (RDU) with a clutch to distribute to each of the rear wheels as needed. The Badlands RDU uses two clutches.

Performance Specifications

Towing capabilities and payload capacity.

Tow ratings for all trims of the 2024 Ford Bronco Sport are in the one-ton range, as expected for a compact vehicle. The Badlands pushes the weight rating to exactly a ton, while the lesser trim levels using the three-cylinder engine top out at 2,000 lbs.

Payload maximums are better for the lower trim levels that use the lighter three-cylinder engine. The four-cylinder EcoBoost and various other mechanicals add over 250 lbs. to the curb weight of the Badlands trim, so it’s understandable that its payload is reduced by 160 lbs.

Off-Road Capability

The Bronco Sport competes in one of the most desirable segments in the automotive marketplace, and its owners are generally more concerned with getting through snow drifts effectively than they are with rock crawling. To that end, Ford equips all Bronco Sport models with a driver-selectable G.O.A.T. (Go Over Any Terrain) system, with Normal, Eco, Sport, Slippery, and Sand modes; Mud/Ruts and Rock Crawl modes are added on Badlands models.

However, the compact SUV does wear the Bronco badge, which carries with it some degree of off-road expectations. The Badlands trim takes off-roading to heart and its steeper angles of approach and departure are evidence that it’s ready to tackle the tough trails. Ground clearance is also increased by almost an inch over the lower trims, while skid-plates protect mechanicals. Trail Control provides a cruise control-like setting with automatic throttle and braking control, up to 20 mph forward and 6 mph in reverse so that the driver can focus on steering.

Best Interior Features Of The 2024 Ford Bronco Sport

• Outer Banks and Badlands trim levels get premium-wrapped steering wheels
• With the rear seats down the cargo area will house two mountain bikes, standing up
• Ford+Alexa allows voice-activation of interior systems, including navigation
• Cargo management packages for various specific uses

The Ford Bronco Sport interior is meant for comfort over the long haul, with well-padded seats upholstered in materials that can support occupants during long highway runs and short jostly off-road bursts. On the Badlands trim, upholstery is fabric-protected, mats are rubberized, and accessory switches are sealed to allow for a quick hose-down after sloppy off-roading sessions.

The rear bench seat houses three passengers or flips forward nearly flat to more than double the 30-cubic-foot trunk space and houses whatever equipment may be needed in the woods. Available cargo-management packages allow secure equipment transport, quick base-camp setup, and even rooftop accommodations.

Based on the Big Bend trim level, the 2024 Ford Bronco Sport Free Wheeling model interior is finished in Black Onyx and Dark Space Gray, with sunset-colored seat inserts and omber stitching. The door trim adds a Race Red C Channel that mirrors the wheel inserts. The Black Appearance package for Big Bend features Sport Contour seats and a modified airbag cover with a black bucking Bronco badge.

Here's What We Love About The 2023 Ford Bronco Sport

Ford was one of the pioneers of on-board infotainment, creating SYNC in partnership with Microsoft in 2007. The latest SYNC3 in the 2024 Ford Bronco Sport features an eight-inch touchscreen with Android Auto and Apple CarPlay , SiriusXM satellite radio, and Ford+Alexa to aid voice-activated commands, including navigation.

A six-speaker sound system can be upgraded to a Bang & Olufsen system with 10 speakers, including a subwoofer. Up to 10 devices can be connected in the cabin when coupled with the FordPass Connect mobile app, which also remotely controls some features, such as door unlocking and remote starting.

Interior Dimensions

How ford did all the right things with the 2023 bronco sport.

Since its introduction in 2021, the Ford Bronco Sport has proved consistently reliable, having won the IIHS Top Safety Pick+ award for two years. As with any new model, it had a lot of customer complaints to NHTSA in its first year, and several recalls, but those have steadily declined in subsequent years.

Driver Assistance Features

The Ford Co-Pilot360 suite of advanced driving aids is standard across the Bronco Sport lineup, with now-mainstream features such as blind-spot assistance, front collision prevention or mitigation, and rear cross-traffic alert, among others.

Ford Co-Pilot360 Assist+ is optional, with features such as adaptive cruise, lane centering, and evasive steering. Cameras around the vehicle aid in parking and even off-roading, with the front camera acting as a spotter for the driver to see what might otherwise be hidden by the hood of the vehicle.

• Trail Control
• Pre-Collision Assist with Automatic Emergency Braking
• Pedestrian Detection
• Forward Collision Warning and Dynamic Brake Support
• Blind Spot Information System
• Cross-Traffic Alert
• Lane-Keeping System
• Auto High Beam Headlamps
• Rearview camera
• Intelligent Adaptive Cruise Control with Stop-and-Go
• Lane-Centering
• Speed Sign Recognition
• Evasive Steering Assist

NHTSA 5-Star Safety Ratings

• Recalls (NHTSA): 3 (2023; fuel leak, ABS module leak, parking lights)
• NHTSA Investigations: 0
• NHTSA Consumer Complaints: 22 (2023; powertrain, brakes, wipers, electrical system)
• Awards: 2022 IIHS TOP SAFETY PICK+ , 2021 IIHS TOP SAFETY PICK+ .

The 2024 Ford Bronco Sport falls in line with Ford’s basic warranty structure, which is a fairly standard application for mainstream models across the industry , of 3 years/36,000 miles comprehensive coverage, 5 years/60,000 miles for powertrain and roadside assistance, and 5 years/unlimited mileage for corrosion.

The Ford Bronco Sport competes in the toughest segment in the automotive marketplace. Every company has at least one vehicle in the compact crossover SUV segment and some have multiple nameplates. The segment leader is the Toyota RAV4 and the perceived alpha among off-road SUVs is Jeep, represented in the segment by the compact Compass (notably the Trailhawk variant).

How The Ford Bronco Sport Compares To The Toyota RAV4

The 2024 Ford Bronco Sport matches up almost exactly with the RAV4, with its three-cylinder engine not making quite as much horsepower as the Toyota’s four-cylinder unit, but turbocharging helping it to generate more pounds-feet of torque and bringing it on tap lower in the rev-range, meaning better acceleration and pulling power.

The beloved RAV4 started the “sport-cute” segment back in 1995 , and is the segment sales leader for several reasons – it’s stylish, reliable, holds its value extremely well, and is relatively roomy and comfortable for five people. It’s also diverse, with a Hybrid variant able to deliver excellent economy in everyday use, and off-road prowess offered through the TRD version.

How The Ford Bronco Sport Compares To The Jeep Compass

In its short life, the Ford Bronco Sport has acquired a reputation as a competent off-roader , mostly due to its Bronco badge, but also because of its Badlands trim that debuted in 2022. That trim level adds the bigger and more powerful four-cylinder engine, increased ground clearance, and underbody protection. It also keeps the Ford hallmarks of interior comfort and convenience, which many off-roaders give up in favor of ruggedness and durability.

The Compass started life in 2006 as a street-going Jeep (alongside a more off-roadable Patriot twin) but diversified its lineup with the second generation, extending its capabilities both as an on-pavement performer and go-anywhere adventurer. The latter is represented by the Trailhawk, and it’s rough-and-tumble as any off-roader gets, although the naturally-aspirated 2.0-liter “four” in the Jeep Compass is not as powerful as the Bronco Sport Badland’s turbocharged unit.

The 2024 Ford Bronco Sport is about as affordable as a new vehicle comes in today’s economy. Prices start just above the $30,000 mark , which is less than half the average cost of a new vehicle in America. Depending on trim level, option packages, and standalone options, you could take that up to and above the $40,000 mark.

EcoBoost engines blend the relative power of larger displacement engines with the fuel economy of smaller ones, and those in the Ford Bronco Sport are prime examples. Opt for the lower trim levels’ 1.5-liter three-cylinder for optimal fuel economy, or go for the larger 2.0-liter four-cylinder unit in Badlands to get more low-end grunt while remaining miserly. Either way, you won’t spend too much money at the pumps .

You can’t go wrong with the purchase of a 2024 Ford Bronco Sport, especially if you’re a newcomer to the go-anywhere, any time, crossover SUV segment. It’s affordable to purchase, and affordable to operate on a daily basis.

And, if you want to explore the possibilities of venturing into the wilderness, you can choose the Badlands trim for a relatively small cash outlay before perhaps choosing to move up in the future to a more robust (and by extension, more expensive) vehicle that will enable more extreme adventures.

Sources: Ford , Forbes , J.D.Power , NHTSA , IIHS , FuelEconomy.gov .

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Torque Tamer Long Travel Traction Bar 1966-77 Bronco Configuration

From: $ 599.91 $ 499.90

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If you are breaking U joints and/or have axle wrap, start here. The torque tamer fits 1966-1977 OEM frames. In 1977 Ford introduced the centurion housing which is a larger differential housing, the different parts required to install that axle are included when you choose the '77 selection.

We also offer a DIY torque tamer which comes with wider & bare crossmember parts to make up for the difference between the different frame widths that are on the market. The pivot point on the main crossmember is also tack welded in place so the end-user can break the tack welds loose and reposition them for different drivetrain configurations.

Available options:

Torque Tamer Color 2 Torque Tamer Color

Torque tamer bolt on bracket 3 torque tamer bolt on bracket.

You no longer have to worry about finding a buddy to weld the brackets on your axle for your Early Bronco Torque Tamer. James Duff is now offering a Bolt-On option, allowing for a pain-free install. Another benefit by installing this bolt-on option is the main bar of the Torque Tamer will be closer to the center of your driveline, keeping it out of the way of obstacles. This will require the removal of 4 bolts that hold on your third member which will be replaced with the included studs. It comes Zinc plated and includes all required hardware to install.

Note: If you have 400 horsepower at the crank, 35 inch or bigger tires and do aggressive off-roading, we recommend you install the torque tamer with the traditional axle weld-on brackets that come with the kit.

Hellwig TTBOB Spacer 4 Hellwig TTBOB Spacer

If you are planning on running a Hellwig rear swaybar and a torque tamer, you need this spacer! A simple addon that prevents the sway bar from contacting your bolt-on torque tamer bracket and provides proper operation of both parts when installed. No hardware is needed! Use your existing Hellwig u-bolts.

Centurion Housing U-Bolts for Hellwig Sway Bar 5 Centurion Housing U-Bolts for Hellwig Sway Bar

If you are planning on running a Hellwig sway bar with a '77 centurion axle housing, you will need longer u-bolts to complete the installation.

Lube Locker 9" Differential Gasket 6 Lube Locker 9" Differential Gasket

Torque tamer bolt-on bracket skid plate spacer 7 torque tamer bolt-on bracket skid plate spacer.

If you are running a Duff skid plate with a torque tamer bolt-on bracket you will need this spacer.

3rd Member Replacement Studs 8 3rd Member Replacement Studs

This kit of 6 studs is used to replace your old 3rd member studs & complement our bolt-on torque tamer bracket which includes 4 longer studs.

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Installation Notes:

• The axle brackets must be welded on with the axle installed and the vehicle at loaded ride height. This is to ensure that the torque tamer is installed at the optimal angle.
• To avoid binding at the torque tamer we recommend that your drive shaft is within 1-2° of your pinion angle. If not we offer pinion shims during purchase to fix your pinion angle.
• If you have 400 horsepower at the crank, 35-inch or larger tires, and do aggressive off-roading, we recommend you install the torque tamer with the traditional axle weld-on brackets that come with the kit.

'66 - '76 System Includes:

• Powdercoated Crossmember
• Midnight Black or Duff Signature Blue Traction Bar

'77 System Includes:

• Late Model Housing Bracket

DIY System Includes:

• Bare Crossmember
• Early and Late Model Housing Bracket
• Torque Tamer Bolt-on Bracket - For applications under 400hp
• Torque Tamer Sway Bar Spacer - For installing a TTBoB with Hellwig Rear Sway Bar
• Centurion Sway Bar U-Bolts - For '77 Axle Housings and using the Hellwig Sway Bar
• Lube Locker 9" 3rd Member Gasket - For refreshing your gasket when installing your TTBoB
• Replacement 3rd Member Studs - For replacing all 3rd member studs in addition to your TTBoB

Information

After you lift your Bronco or even just update to a progressive leaf spring, they typically will distort under load (stepping on the gas), this can cause damage to your leaf springs and break u-joints leaving you stranded and damaging the Bronco. Ordinary long fixed mount traction bars directly over or under the leaf springs limit travel which is ok for street-driven vehicles but the Bronco is designed to ALSO go off-road. The torque tamer traction bar utilizes a pivot shackle to allow axle articulation while eliminating axle wrap. The main bar mounts between the mufflers, paralleling the driveline on the driver side; protecting it while eliminating axle wrap. It is perfect for on and off-road driving.

Compatible with our Dual Exhaust system; other exhaust systems may require modification. Welding brackets to the differential housing is required or you may select our optional bolt-on bracket. NOTE: If you have a '77 Bronco or a later model 9" axle housing make sure you select the torque tamer for a '77 Bronco.

• Completely eliminate U-Joint failure
• Stop axle wrap in its tracks
• Doesn't compromise suspension travel
• This design works great on or off-road, and does not bind up like others on the market
• Only welding required is to the axle, leave the guesswork to us

Last year we beefed up the design for Broncos with hotter motors and heavy right feet. We are confident that our Torque Tamer can handle the rowdiest of Bronco builds.

Please note: this is designed to work with a stock Bronco configuration. Please check out our DIY Torque Tamer before ordering if you have an aftermarket transmission, transfer case, or axle. It is designed to work with all of our exhaust kits, some mods may be required to work with what is on your vehicle.

We also added a new cross member for C-channel Broncos and axle brackets for 8.8" axles. The combination also allows for an application for 78-96 Broncos with a factory 9" & 8.8. See #5328 for 1978-96 Broncos.

Q: What add-ons should I consider before purchasing the Torque Tamer? A: Please refer to our configurator above to see all options and add-ons.

Q: Is this system compatible with James Duff Exhaust Systems? A:   Yes, all of our exhaust systems are compatible with the Torque Tamer

Q: Is a lift required for the installation of this system? A:  Yes, at least 2.5" of suspension lift is required.

Check out our other FAQs here .

Compatibility

1966-1976 Broncos

1977 Broncos

DIY Version for 66-77 Bronco aftermarket frames

Instructions

5322 - Early Bronco DIY Torque Tamer

5326/5327 - Early Bronco Torque Tamer

5329 - Torque Tamer Bolt-on Bracket

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Torque Tamer Bolt-On Bracket Sway Bar Spacer

Torque Tamer Bolt On Bracket for Ford 9″

LubeLocker Differential Gasket

James Duff Dual Sport Hellwig Anti Sway Bar, Early Bronco

Recent reviews:.

2024 Ford Bronco Sport prices cut by as much as $1,980

R emember not long ago, when some cars were especially hard to get and certain automakers said they wanted to retain the ordering model instead of going back to incentives? Those hopes are coming to nothing, from the look of dealer lots and incentive listings at places like Cars Direct . It appears that Ford might have tired of putting money on the hood of the Bronco Sport and decided to lower the Escape-based crossover's MSRP. This is welcome news to us, as just three months ago, we wrote, " As much as we like the Bronco Sport , it is very pricey for an SUV of its size. It got even worse for 2024 since the base trim level was discontinued, leaving the Big Bend trim as the point of entry."

According to a dealer bulletin sent earlier this month, as seen by Cars Direct , the automaker trimmed a low-four-figure number off all but one Bronco Sport trim. New MSRPs for the 2025 Bronco Sport after the $1,595 destination charge, and their differences from previous pricing, are:

• Big Bend: $31,390 ($1,435 less)
• Heritage: $33,690 ($1,335 less)
• Free Wheeling: $33,990 ($1,335 less)
• Outer Banks: $35,530 ($1,980 less)
• Badlands: $39,985 (No change)

At the entry-level end, the Bronco Big Bend costs just $300 more than the vanilla Escape Active; price gaps grow from there, however, to around $2,000 depending on trim. And for some reason, the Bronco Sport's destination charge is $100 more than the Escape's.

At the other end, only the Badlands trim holds steady, which might not be a bad thing; the previous $2,515 price delta between it and the Outer Banks below is now $4,450. Not that we're advocating for higher prices, but that latter sum sounds like a more realistic premium to get equipment like the front tow hooks, torque-vectoring rear diff, additional transmission and rear-drive coolers, skid plates, all-terrain tires and unique Badlands suspension.

The Bronco Sport put up great numbers last year, selling 127,476 units in the U.S. for 2023, a more than 30% gain over the 99,547 sales registered in 2022. In December, Ford offered incentives of up to $4,500 for the 2023 Bronco Sport. Dealers got another 31,565 off lots in the first quarter of this year, a 6% gain over Q1 2023. This quarter will show whether the price cuts will have the same effect as cash back.

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2024 Ford Bronco Sport prices cut by as much as $1,980 originally appeared on Autoblog on Thu, 11 Apr 2024 15:30:00 EDT. Please see our terms for use of feeds .

THE 10 BEST Boat Tours & Water Sports in 3rd Transport Ring (TTK) (Moscow)

Boat tours & water sports in 3rd transport ring (ttk).

• Boat Rentals
• Scuba & Snorkeling
• Fishing Charters & Tours
• Stand-Up Paddleboarding
• Water Sports
• Surfing, Windsurfing & Kitesurfing
• Kayaking & Canoeing
• Waterskiing & Jetskiing
• River Rafting & Tubing
• Parasailing & Paragliding
• Dolphin & Whale Watching
• Speed Boats Tours
• Submarine Tours
• 5.0 of 5 bubbles
• 4.0 of 5 bubbles & up
• 3.0 of 5 bubbles & up
• 2.0 of 5 bubbles & up
• 3rd Transport Ring (TTK)
• District Central (TsAO)
• Garden Ring
• District Northern (SAO)
• Good for Couples
• Good for Big Groups
• Good for Kids
• Good for a Rainy Day
• Honeymoon spot
• Budget-friendly
• Adventurous
• Hidden Gems
• Good for Adrenaline Seekers
• Things to do ranked using Tripadvisor data including reviews, ratings, photos, and popularity.

1. Flotilla Radisson Royal

2. Moscow River Boat Tours

3. CheapRussia Tours

4. Erwin. Reka

5. Lovely Russia Tours

6. Diving Club Divers

7. MORE MOSCOW

8. Mosparokhodstvo

9. Dive-Project

10. DIVECLUB CHE

11. Water Taxi

12. MosFlot

13. sea wind.

14. Russia CityPass

15. majestus.

16. Moskva Flot

17. 365AltaiMongolia

18. Russian tour operator DMC

19. Magiya Otdykha

20. sportfish tour.

21. Aviashop.Ru

23. Moscowkremlintours

24. fishing adventures club, 25. moskva s gidom.

26. Follow Locals

27. LoveYachting

28. nizhny novgorod 4* vodohod.

30. Mosflot.ru

What travelers are saying.

• Tour Account ›
• Travel Forum ›
• Travel Forum
• Independent Trave...

Independent Travel to Moscow and St. Petersburg

My wife and I have traveled independently to many European countries and, after reading many of the comments in this forum, feel like we may be able to do so in Moscow and St. Petersburg as well, although we feel somewhat less comfortable than the other countries where we have traveled in Europe.

My biggest question is how much we will miss by visiting the main sites without a tour guide. In the other European countries we have visited on our own we have been comfortable and satisfied with the level of knowledge we have gained by studying and visiting on our own, although we believe a tour guide or tour company in any country would normally be able to provide greater insight than visiting a site on our own, but about in Moscow and St. Petersburg?

Any thoughts would be appreciated.

Unless you speak at least some Russian and read the alphabet it would be difficult without a guide. Very few signs in English especially in Moscow. Also not too many people speak English there.

I visited St Petersburg last Autumn for a protracted period , and did not find it anymore daunting than any other European city . As Ilja says , learning the Cyrillic alphabet is a big plus . I also found that it was fairly easy to grasp . It will , among other things , enable you to read signs with relative ease . I would answer the main part or your question ( about tour guides ) thus - I am not enamored of tour guides or tours. While I only use a tour under duress ( A sites rules prohibiting an independent visit - ie Glasgow School of Art , Municipal House in Prague , etc ) . Doing your own preparation and homework is the best way , in my opinion . My wife and I ventured through St Petersburg with nary a concern ,and made two day trips outside of the central district ( one was twenty five miles away , and no English speakers in sight ) Figuring out the logistical details , did not present any difficulties . While I never use tours , I am an inveterate eavesdropper , have done so many times , and find , that on balance , the information that they impart is fairly elementary . If you want greater detail , they are unlikely to supply it . I also prefer to go at my own pace , not being rushed and being able to dwell on things that most other visitors barely give a passing glance . If you are interested , let me know . I would be happy to provide you with information that will enable you to travel independently

Thank you, Steven. I am encouraged by your comments and feel the same way you do about tour groups. We are very much willing to prepare in advance and learn the basics of the Cyrillic alphabet to help us have a better experience.

I would be very interested in learning more about your experience in Russia and receiving any additional information you can provide on independent travel there, starting perhaps with obtaining the visa.

I am not opposed to hiring a private or small group guide for a specific site or for a day trip outside St Petersburg and Moscow, but, like you said, I much prefer the freedom of staying at places as long or short as I want and seeing the sites that interest me most. For example, neither my wife nor I are big into shopping, yet most tour itineraries leave afternoon time for just that. Not interested!

Please provide whatever you may feel would be helpful for us.

Russ , I see you are quite near San Francisco - you can start by looking at the VISA procedure , it's fairly straightforward . Since there is a consulate in San Francisco - look here http://www.consulrussia.org/eng/visa-sub1.html

And here - http://ils-usa.com/main.php

Having always traveled independently, we thought we could do a better job than any tour. How misguided (pun intended) we were. Now that we have had the experience of having someone native to the area walk us around and explain things through a personal perspective we realize how much we missed. For St. Petersburg I highly recommend http://www.peterswalk.com/tours.html . This is not a traditional guided tour, but an opportunity to receive some orientation to the area as well as insight into the "Russian soul". I think if you did this upon arrival the rest of your time would be much more meaningful. We really liked the http://www.pushka-inn.com . The location is superb (just around the corner from the Hermitage square), the rooms lovely, the included breakfast at the restaurant next door ample and overall an excellent value. We used this company to get our visa: https://www.passportvisasexpress.com/site/san_francisco_customer_service Note that it costs about the same for a 3-year visa as a one-year, and you never know if you might want to return within that more extended window of time. It is not cheap, so factor that into your planning.

If you like traveling without a guide in other countries and find this satisfying, the same will be true in Moscow and St. Petersburg. Of course it's not either/or - you can certainly take a guided walk or boat tour, for instance.

I cannot emphasize enough the importance of learning Cyrillic if you're going on your own. The book I used was Teach Yourself Beginner's Russian Script, which was great. It breaks down the alphabet into letters that are the same as English, letters that look the same but are pronounced differently, etc. It's out of print, but you can get used copies on Amazon: http://www.amazon.com/Teach-Yourself-Beginners-Russian-Script/dp/0071419861/ref=sr_1_2?ie=UTF8&qid=1459701143&sr=8-2&keywords=teach+yourself+russian+script

Russia is indeed a bit more "foreign" than say, Italy. However, in Moscow and St. Petersburg, I found enough English to be able to get by. Many restaurants had English menus and/or English speaking staff, for instance. This was most emphatically not true in Vladimir and Suzdal (two cities in the Golden Ring outside Moscow). I went with my sister, a Russian speaker, and if she hadn't been there, I would have been in big trouble. So, if you want to see places outside these two big cities, use a guided tour (even if just for that part). Also, Moscow and St. Petersburg are huge cities. Coming from New York, I wasn't intimidated, but those not used to a megacity may not be so cavalier (even I found them overwhelming at times, especially Moscow).

I found both Lonely Planet and Rough Guide to be helpful, and both to have various errors. Look at both, buy whichever one has a more recent edition, and then be prepared to have to discard some of the advice therein. Also, these places change more quickly than places in Western Europe. Be very careful of outdated advice. For instance, I was there in 2001 and 2010, so I won't give you any specifics on getting a visa - that changes constantly.

Just as a teaser, two things I saw and loved that I doubt would be included in any escorted tour are the Gorky House in Moscow (an Art Nouveau wonder) and the Sheremyetov Palace in St. Petersburg (it's now a museum of musical instruments, and the decor is amazing, particularly in the Etruscan Room).

Thanks for all the good advice. Any additional thoughts are welcomed.

One of history's seminal works pertaining to Russian history and culture and a MUST for anyone contemplating a visit or simply interested , is this fine work from 1980 - http://www.amazon.com/Land-Firebird-The-Beauty-Russia/dp/096441841X

This is about you and not about Petersburg. Do you like guided tours? We don't and didn't find that a guide added to our experience in China where we did hire private guides mostly for the logistics; it was easy to have someone drive us places. But once at a site, we didn't need the guide. I felt the same way about our 9 nights in Petersburg. We did hire a guide for the trip to the Catherine Palace again for the ease of logistics for us Olds. Here is our visit: https://janettravels.wordpress.com/2016/01/23/an-easy-trip-to-the-catherine-palace/ There are also snapshots of the Church on Spilled Blood in this photo journal. Having someone pick us up at the apartment and get us in without line ups and shepherd us through the palace steering clear of the tour groups was lovely. But we didn't need commentary because we can read and prepare.

You certainly don't need a guide for the Hermitage (we spent 4 days there), the Russian Museum, the Kazan Cathedral or Church on Spilled Blood or the Faberge Museum. We enjoyed a number of self guided walking tours including a couple from Rick Steves guidebooks. We took the canal cruise suggested by RS that had an English commentator. I would not take one without that as you will be totally clueless. The commentator was not all that good but at least we had some idea what we were seeing. So for people like us who like to do our own thing and can read a guidebook and don't particularly like to be led about, a tour is not needed. If you enjoy tour groups, then go for it. Petersburg is easy to negotiate. It helps if you can read the cyrillic alphabet and it is also useful to have the google translate ap on your phone. We found ourselves translating packages in grocery stores with it and the occasional museum sign or menu. I have one food I need to avoid and so it was handy to have the translator to talk with waiters (I could either show them the sentence, or play it for them or play it to myself and then repeat it to the waiter -- that all worked well)

Dear Russ, I cannot help you with Moscow, but about four years ago, my husband and I went to St Petersburg on our own. But, we did use a private guide for 4 half days. We both feel that our guide absolutely made our trip (we stayed 6 or 7 nights). We used a company owned by Tatyana Chiurikova, www.tour-stpetersburg.com I cannot say enough good things about her and our experience. I emailed her and we worked out a schedule/ sights that was tailored to our interests. She also offered some recommendations, which we took. The guide will meet you at your hotel. And frequently, at certain places, with the guide, we were able to skip the long entrance lines. We had an half day driving tour of the city (car, driver, & guide). You are taken to & go in places such as Peter & Paul Fortress, some of the cathedrals, etc. We had a half day with the guide at the Hermitage which ensured that we would see the major sights there. And, of course, you can stay after your guide leaves or return another day. Also, we had the guide for Peterhof (a must & go by boat) and Catherine's Palace. I hope that you will go to the website. As I said, our guide made our trip. I am positive that we would have missed quite a bit on our own everyday. And I'm sure we would have wasted a lot of time trying to get to various place.This was the best of both worlds, a guide where needed and plenty of time on our own. Whatever you do, I'm sure that you will love St Petersburg! Ashley

I am curious about the lines as we encountered no lines on our trip -- but it was in September. We got tickets for the Hermitage at machines and skipped those lines and our guide for the Catherine Palace which was our only guided experience (as noted before, chosen for the logistics of getting there) had arranged tickets and we didn't have a line, but then we also didn't see lines. We did not find lines at any other site.

Both Moscow and St Petersburg I've done on my own, that is together with the Dear Partner. I can't remember any problem getting where we wanted to go. The Metro systems are well signed, and with a little exercise and patience you can recognize the station names. With a good map and a good guide - we had the Rough Guides - that part of the logistics is solved. The language is a major problem, but the usual tricks of pointing, looking helpless, and making a joke of it all do wonders. I would hate to be led by a guide, but for others it is a comfortable thought.

We also did both cities on our own. I found the DK Eyewitness guide for Moscow has the best map. I used the one from our library (kept the book at home). Took the smaller RS book for St. Petersburg ( his book on northern cities). His map and restaurant ideas were all good. We also downloaded the Google maps in our Android Samsung tablets/phones for both cities and then could get directions to any place we typed in. The blue ball guided us everywhere. I'm sure we missed somethings by not having a guide, but we just enjoy walking around and getting a sense of a place. If you like art, The Hermitage is great. We went 3 times and still missed alot. In St. Peterburg we stayed at the 3 Mosta which we loved (quite and not far from the Church of Spilled Blood.) We also loved the Georgian food in both cities. There's a great Georgian restaurant near the 3 Mosta hotel. We're now in Belarus- very scenic. Enjoy your trip!!

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A History of Moscow in 13 Dishes

Featured city guides.