2025 Ford Bronco Outer Banks Sasquatch 2.7L Ecoboost V6

The Big Dog

I’ve always had a dream that one day, motorists in the Philippines would learn to give good courtesy to other road users –one where cars don’t come rushing to cut the lane you’re supposed to go to when you flash your turn signals, where motorcycles don’t squeeze themselves at the gaps on your sides, and give way to your vehicle whenever you cross an intersection.

For a few days, I got to live that dream. Heck, I even felt what it’s like to be the kid with the coolest 4x4 in town: the Bronco.

While it has been in the US market since 2020, in the Philippine market the Bronco is very much a newcomer. Demand in the US meant we had to wait, and that wasn't helped by a certain global event that was raining hell on production and the economy. Now it's here. The question: Is the wait worth it?

The Bronco is impressive to see, without a doubt. Like vehicles from the Land Cruiser bloodline (FJ Cruiser, Prado) and its direct rival, the Jeep Wrangler, the Bronco’s off-road roots run deep – hence the retro-modern design that pays tribute to the original Bronco that came out of Dearborn in 1965.

There are multiple variants available in the US market with exciting names – Badlands, Wildtrak, Everglades, Raptor, etc., but the sole Bronco variant for the PH market is specced as the Outer Banks with the Sasquatch package. In this trim, you get the beefy 35-inch tires, bead-lock ready (but not fitted) wheels, a special suspension package, and the 4x4 tech you’d need for hardcore off-roading, so no need to go to an aftermarket 4x4 outfitter to get those things, unless you want rooftop tents, winches, and all that.

The Bronco’s retro-modern styling would turn curious heads around, and that’s probably because of the boxy look and the fact that there are not a lot of Broncos out on the road just yet. The round LED headlights, the door-mounted spare tire, and the fender bulge in front remain faithful to the OG Bronco.

While the equally boxy Jimny would look adorable when fitted with wide fenders and mud-terrain tires, the big and bad Bronco commands an imposing presence on the road while wearing those. Even PPVs would keep their distance on the Bronco. I would too if I were in their place as I wouldn’t want to get a huge 35-inch tire mark on my doors. That’s a big contrast compared to my Yaris where I’m always on the defensive to keep my car from getting hit.

Even as a 5’9” guy, I still have to use the step boards to get inside the Bronco’s cabin. Ford has thoughtfully put in grab handles on the side of the dashboard to make ingress easier. When you eventually get settled in, you’re welcomed with big screens on the flat dashboard, and a bevy of buttons that do many things.

In typical high-variant Ford fashion, the Bronco has lots of creature comforts for a dedicated 4x4. Apart from the electric seats with heating and cooling functions, it’s also never short in terms of in-car entertainment. There’s wireless Apple Carplay and Android Auto on the landscape-oriented infotainment touchscreen, along with a 10-speaker premium audio system from Bang&Olufsen.

There are hard, durable plastics around which is forgivable for a 4x4, but there are also some soft-touch surfaces at the armrest and the leather-wrapped steering wheel. The 4x4 lock switches and the Trail Turn Assist are conveniently placed right in the middle.

Since the Bronco has removable doors like the Wrangler, the power window and side mirror adjusters were moved to the center console area. However, there are a few switches that fell a bit out of place because of this arrangement. One is the switch for the auto start-stop function that’s found between the volume and scanning knobs for the radio – the other is the electronic parking brake that’s placed on the left side. It just feels odd for the EPB to be there, and the motions feel like you’re opening the bonnet every time you try to engage the EPB.

Space, on the other hand, is unusual. The Bronco is not as roomy as I expected it to be. If anything, cabin space is closer to an Everest or a Ranger rather than an Explorer, but this definitely feels less cramped compared to the Wrangler. The seating position is a bit upright in the second row, while headroom  With five seats up, the cargo area is 31 inches long, 42.5 inches wide, and about 36 inches tall.

Powering the Ford Bronco Outer Banks Sasquatch is a 2.7-liter Ecoboost V6 engine that delivers 335 PS and 555 Nm of torque, paired with a 10-speed automatic transmission. And while the Bronco looks big and heavy like Shaq, behind the wheel, it’s a different story. The Bronco’s more like Lebron James – athletic and nimble for its size. You’ll just have to adjust to the width of the car, but it’s easy to get past it when you use the hood tie-downs and the wide fenders seen on the side mirrors as a reference.

It doesn’t take much throttle effort to get the Bronco up to speed with its huge 35-inch tires, and I like the low-end grunt of the gas turbo V6. It’s like you’re driving a big displacement diesel or even a big block V8. In fact, I managed to get past the steep uphill of Sungay Road in Talisay while keeping the revs below 2,000 rpm on the way to Tagaytay. The low-end torque will also be very much useful in the trail to quickly get out of the muck.

If you’re being throttle happy, on the other hand, the V6 will gladly come to life with a throaty roar. The sweet spot is around 2000-4000 rpm – keep it in this range and you’ll reach triple-digit speeds in no time. While the rush and the sound of the turbo V6 revving hard can be addicting, you’ll notice that the more you raise the rpms, the faster the fuel gauge will drop. But drive it at a moderate pace, and the Bronco will surprisingly return fairly decent fuel efficiency numbers.

During my time with the Bronco, I was able to do 8.3 km/l at an average speed of 35 km/h. In the city, it logs around 6 km/l, but on the highway, it could do north of 12 km/l. That's the number I usually get with diesel 4x4 PPVs. It may be worth noting that my driving conditions may differ, but considering diesel is almost as expensive as unleaded gasoline now, switching to a V6 gas might not be a bad idea after all with the Bronco... at least in the short term. 

Dedicated 4x4s usually do great off-road at the expense of on-road manners, but the Bronco’s not quite a one-trick pony. While lifted 4x4s with big tires have a tendency to heave with their high ground clearances, the Bronco’s HOSS (High Performance, Off-Road, Stability Suspension) keeps body motions in check when driven on the pavement.

The Bronco stays planted when changing lanes, and the agility makes you forget you’re rolling with 35-inch tires. Of course, expect a stiffer ride than usual as a compromise for that. I believe the Ranger Raptor’s suspension setup still delivers the best ride comfort, but the Bronco’s not too far off the Everest and Ranger.

Ford’s choice to put in a double-wishbone front suspension with rack and pinion power steering has paid off in delivering decent highway manners for the Bronco instead of the live axle and recirculating ball combination of 4x4s like the Wrangler and the Jimny. The setup takes the Bronco at an advantage for on-road handling as it’s far more stable at high speeds, especially when it comes to the steering.

There are still a few compromises, however, with the Bronco’s road manners when you compare it to a midsize SUV. It won’t be as quiet as the Everest inside as the removable roof and the swing-out doors that house the full-size spare will let out a few squeaky noises. Plus, the mud-terrain tires mean noise starts to creep in when you reach around 70 km/h. But once you’re playing your tunes in the B&O sound system, then it becomes less of an issue.

At PHP 4,998,000, the Bronco’s price definitely makes it an expensive toy but it’s liveable for daily use. It comes with the tech and features to make it highly capable off-road without getting much of a penalty when it reaches the sealed surface. And yes, the better-behaving motorists are a bonus.