2022 ford bronco raptor

2022 Ford Bronco Raptor Review: Unnecessarily Good – Dubai Car News


9.4 / 10

Design | rest | Technology | performance | Safety | The economy of oil | Pricing | Frequently Asked Questions

It is broad, imposing, powerful, and blunt. And driving down Woodward Avenue or any other paved road in, for that matter, the 2022 Ford Bronco Raptor is absolutely pointless. The problem is that parts of it elevate the Bronco experience to such an extent that I totally understand why people want the Raptor, even if it’s not my personal choice of off-roader.

A new twin-turbocharged 3.0-liter V6, standard digital instrument cluster, meteor steering wheel, and updated seats play second fiddle to the excellent suspension and 37-inch tires. But for the real world – you know, where most BRaptors will spend 99.99 percent of their time – these are quality-of-life things that a standard model needs.

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Quick stats 2022 Ford Bronco Raptor
engine: Twin-turbocharged 3.0-liter V6
Output: 418 horsepower / 440 pound-feet
0-60 mph: 6.5 seconds (estimated)
Ground Clearance: 13.1 inches
Tested Price: $78,750



  • Exterior Color: Cactus Grey
  • Interior Color: Black Onyx
  • Wheel size: 17 inches

The standard Bronco is probably my favorite production design of the past couple of years. The Raptor’s exterior changes, then, were a lot to live up to. The comically huge fenders and stunning Raptor graphics are both polarizing, but the updated hood, trim-specific running lights, and traditional FORD-branded grille look great. And are amber clearance lights ever cool?

Cabin changes are significant if your only reference is the standard Bronco. The more prominent steering wheel and new paddle shifters look purposeful, and the digital instrument cluster is a dramatic improvement over the hybrid cluster in the base SUV. Code Orange tones are a bit more, though. And while the black leather upholstery on my tester looks and feels durable, I wished my tester had the standard blue finish. It has much more character.




  • Seating Capacity: 5
  • Seating arrangement: 2/3
  • Cargo Capacity: 33.4 / 73.0 cubic feet

The Raptor’s front seats are larger and more supportive, with larger bolsters. I sincerely hope Ford offers them as an option on the standard Bronco. The steering wheel looks better, sure, but the rim is a bit too thick and has grown tiresome after a week. Wind noise remains an issue with Ford’s removable roof panels, but the 3.0-liter sounds better, richer and louder than the twin-turbo 2.7-liter it replaces.

The 37-inch tires make more noise than the Bronco Sasquatch’s rubber and they make it. Steering also vague. Standard lane-keep assist helps, but the BRaptor is more tiring than any other Bronco. On the upside, I don’t think there’s a surface on the planet that can lower the Raptor’s long-travel springs and Fox’s shocks and still be called “road.”

Technology and connectivity


  • Center Display: 12.0 inch touchscreen
  • Instrument cluster display: 12.3 inches
  • Wireless Apple CarPlay or Android Auto: Yes/Yes

A standard 12.0-inch display running on Sync 4 is available in other high-end Broncos. The big change, though, is in the instrument cluster, where a A 12.3-inch screen replaces the standard Bronco’s annoying hybrid dial/display setup. The new arrangement has crisper, cleaner graphics than the 8.0-inch display and is dramatically more adjustable without adding too much complexity. I sincerely hope Ford adds the digital cluster to all Broncos (either standard or as an option) in the next few years.

Performance and handling


  • Engine: Twin-turbocharged 3.0-liter V6
  • Output: 418 horsepower / 440 pound-feet
  • Transmission: 10-speed automatic

A 2.7 liter Bronco is quite powerful, but The 3.0-liter feels far more natural for performance applications. Effortless low-end torque and a strong mid-range combine with a rich soundtrack that’s bold in Sport and Baja modes and surprisingly subdued in Normal or Quiet. The 10-speed automatic, which drivers can control via a set of Matty Ford Performance paddle shifters shared with the F-150 Raptor and Shelby GT500, doesn’t feel quite up to the challenge. Manual gear changes are not quick enough.

As for on-road handling, well, if you’re taking the BRaptor on paved roads, you’re doing it wrong. There is a surprisingly dramatic level of body movement, forward, backward, and sideways, but the behavior is predictable and easy to manage. The steering, which feels vague going straight down the highway, feels more precise as the angle increases. Really, the Raptor isn’t that hard to lug around, even if it’s designed for tougher conditions.



  • Driver assistance level: SAE Level 1
  • NHTSA Rating: Four stars overall.
  • IIHS Rating: Not TSP/TSP Plus.

The Bronco Raptor comes standard with Ford’s Co-Pilot 360 suite, which includes lane keep assist, automatic emergency braking, blind spot monitoring, and automatic high beams. Opting for the Lux package adds adaptive cruise control and evasive steering assist. Acc Works well enough, though the Raptor is so wide and the steering is so clumsy that the lane-keep system both works overtime and never feels strong enough to be really helpful.

The economy of oil


  • City: 15 mpg
  • Highway: 16 mpg
  • Combined: 15 mpg
Performance: City: Highway: Combined:
2022 Ford Bronco Raptor 15 mpg 16 mpg 15 mpg
2022 Jeep Wrangler 392 13 mpg 17 mpg 14 mpg
2022 Land Rover Defender 110 V8 14 mpg 19 mpg 16 mpg
2022 Mercedes-AMG G63 13 mpg 16 mpg 14 mpg



  • Base price: $31,300 + $1,595 destination
  • Base trim price: $70,095
  • Price as tested: $78,750

As the flagship of the Bronco line, the Raptor is surprisingly quite expensive. Its starting price of $70,095 ($1,595 including destination charge) is double that of the standard Bronco ($32,895). My tester added 17-inch beadlock wheels ($1,995), leather upholstery ($2,495), the Lux package ($2,695), and bright graphics ($1,075). As tested, it’s about an $80,000 vehicle.

And yet, the BRaptor dwarfs its primary competitors. That trim costs $10,000 less than the Jeep Wrangler 392, and the gap only widens when looking at the Land Rover Defender 110 V8 and Mercedes-AMG 63. It’s worth noting, though, that the Raptor is a bit slower than the three. Still, the Bronco feels like a very solid value. It misses none of the 392’s capabilities while looking far more decent, while outright capability is probably greater than both the Land Rover and Mercedes.

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