Features & Specs

Ford dishes on most popular 2021 Bronco build options

The 2021 Ford Bronco is very nearly ready to arrive on dealership lots.

Photo courtesy of Ford Motor COmpany

You know how you would spec your Bronco, but how is the rest of the country configuring theirs? In a recent interview with Autoblog, Ford's US consumer marketing manager Mark Grueber dished the details on which model options have become the most popular choices since the vehicle's online configurator launched last week. More than 190,000 people have reserved a 2021 Ford Bronco so far.

Two-thirds of reservation holders have called dibs on a four-door Bronco with the other third getting the two-door version. The number of four-door box checkers has exceeded Ford's expectations.

Ford Bronco build configurator 2021 Ford Bronco build-and-price configurator is now open for business. Photo by AutomotiveMap with screen image courtesy of Ford Motor Company

Grueber relayed that the most popular Bronco trim levels chosen so far are among the most expensive - Wildtrak and Badlands. The Bronco Wildtrak has garnered about 26 percent of the reservations while Badlands has 20 percent. The remaining 54 percent of reservations are split between the remaining five grades: Bronco base, Big Bend, Black Diamond, Outer Banks, and First Edition. First Edition models sold out quickly.

Half of the Broncos reserved have included the Sasquatch Package. It includes 35-inch tires, 17-inch beadlock wheels, front and rear locking differentials, a lifted suspension, Bilstein shocks, a wider track, and fender flares. Ford recently made the package available in combination with a seven-speed manual transmission after receiving feedback from social media users, but it won't be available at the outset of production because the powertrain combo is still undergoing some fine tuning. Look for Ford to offer it in late 2021.

Bronco has a standard 2.3-liter turbo-four in the base, Big Bend, Black Diamond, Outer Banks, and Badlands models. Wildtrak and First Edition Broncos come standard with a twin-turbocharged 2.7-liter V6 engine, which is also available in the bottom five trim levels. The V6 is proving to be the most popular engine choice though Ford declined to say by how much.

Despite the outpouring of support from online enthusiasts, just 10 percent of Bronco reservations have included a manual transmission. Though low compared to the 10-speed automatic's take rate, it far exceeds the industry average. Genesis offered a manual option in its G70 but after just 100 people chose it, the company announced that it was moving on. The Honda Accord also recently lost its manual option.

Like every other automaker, Ford is listening to customer voices and pouring over the data to see what their customers truly seem to want from the Bronco. A white roof option has been a popular ask, and it will go on sale in 2022.

As for the lingering elephant in the room, it's been forecasted that a Bronco super-off-roader should be expected down the line. Whether or not it wears the Warthog badge, or takes up the Raptor moniker is to be determined, at least for those outside the Ford payroll.

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Motul has released a new line of lubricants for "rad" era vehicles.

Photo courtesy of Motul

Motul has been around for 168 years, far longer than automobiles. The new Classic Line of lubricants have been specifically formulated for cars slightly newer, those that are members of the "rad" era. Motul's Classic Line features oils, detergents, and additives that the company has engineered to enhance the performance of older powertrains while offering improved protection.

Each Classic Line lubricant features an additive package with high-zinc (ZDDP) and molybdenum (moly) for reduced friction and increased power. Synthetic base oils and adapted detergent levels of each formulation are suited for metals and gasket materials that are common of the era of vehicle manufacturing. Advanced additives ensure that the lubricants meet or exceed American Petroleum Institute (API) standards.

Motul Eighties 10W30 Motul's Eighties formulation is made for forced induction engine vehicles.Photo courtesy of Motul

The Classic Line's products have high-adhesion properties that are designed to provide excellent cold flow properties to prevent engine wear during start-ups and to coat and protect engine internals and running gear during the periods of prolonged storage that collector vehicles often experience.

Motul Modern Classic Eighties 10W40 meets the needs of forced induction engines while Modern Classic Nineties 10W30 was designed for the demands of high-revving engines with more modern valvetrains. Both Modern Classic oils are the first products to offer high ZDDP and moly for "rad" era collector cars from these two decades.

To get the new 2100 Classic Oil 15W50, Motul revised its 2100 oil to better lubricate and protect naturally aspirated and forced induction engines with flat tappet cams common to the vehicles in the 1970s and beyond.

Motul Classic 10W50 Classic vehicles have different needs and their lubricants have a different formation than Eighties and Nineties branded oils.Photo courtesy of Motul

Classic Oil 20W50 is designed for hot rods, muscle cars, and collector vehicles, and uses additive packages fortified with ~1,800 ppm of ZDDP. According to Motul, this oil provides "improved protection for flat tappet or high-lift cams and high-performance engines with tighter tolerances and older elastomer gaskets; the medium detergent level also makes Classic Oil 20W50 an appropriate break-in oil for newly refurbished engines".

Straight-weight Classic Oil SAE 30 and SAE 50 are mineral monograde engine oils with low detergent levels, blended specifically for gasoline or diesel four-stroke engines generally produced before 1950.

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The Tahoe has three available powertrains.

Photo courtesy of Chevrolet

When I write car reviews, I don't typically say very much about the engine and drivetrain unless there's something particularly interesting or unique about it.

I believe most car buyers don't really care about things like zero to 60 mph times or how many gears a transmission has. Those are features and statistics, and they're an imperfect measurement of an automobile.

I'm a fan of the Good-Better-Best school of cars, and it looks a bit like a bell curve. There aren't any genuinely terrible new cars sold today, so at worst, you're getting something that's Good. I'll call that the bottom 20 percent of the market. Sometimes these cars have engines that really are too weak and should probably be avoided, and I'll mention that in my review.

2021 Chevrolet Tahoe Duramax Diesel Diesel-powered versions of the Tahoe look just like gasoline-powered Tahoes.Photo courtesy of Chevrolet

Then there's the class of Better, or the middle 60 percent. When I review these cars, I'll include a throwaway line about the engine or drivetrain as it's not worth mentioning in depth. They get the job done, but there's nothing to get excited about.

Then there's that top twenty percent where the magic happens. Whether it's the perfect majesty of a Rolls-Royce V12, the throaty bark of a Lamborghini V10, or even the brilliance of a Toyota Corolla Hybrid's effortless 52 miles per gallon — these are engines worth discussing.

And so it is again with my test car this week: the 2021 Chevrolet Tahoe. We've already reviewed two of the Tahoe's sister vehicles, the GMC Yukon and the Cadillac Escalade. Despite being from the same family, they're definitively different branches.

But under the hood of the Tahoe is an engine that is so firmly lodged in the Best category that I can't help but write hundreds of words about it. It's the 3.0-liter six-cylinder "baby" Duramax turbodiesel that was in the works at GM for more than a decade.

It gives terrific fuel economy (for a giant truck, anyway) and fantastic torque in everyday driving. I find it far preferable to the extraordinarily thirsty 6.2-liter V8 that I had in the Yukon and the Escalade and heartily recommend it to anyone buying a GM full-size SUV or half-ton pickup. That's even more impressive because the 6.2-liter V8 is already an upgrade over the smaller 5.3-liter V8 that comes standard in most Tahoe trims.

2021 Chevrolet Tahoe Duramax Diesel The engine is a mighty six-cylinder.Photo courtesy of Chevrolet

It sports 277 horsepower, which doesn't sound like a lot, but horsepower is a poor quantifier of engine performance. Because it's a diesel and because it has a turbocharger, the baby Duramax has gobs of torque with which to pull away from stoplights or accelerate on a hill, or when you're trying to pass someone and you need to accelerate from 55 to 75 mph as quickly as possible.

The Tahoe's diesel engine excels in all these scenarios while delivering an EPA-estimated 21 mpg in the city, 28 mpg on the highway, and 24 mpg combined in the RWD trim that I drove. That's a healthy improvement over the 16 mpg combined from the 6.2L and four-wheel drive-equipped Yukon. It's worth noting that the four-wheel drive diesel fares a little worse, getting 22 mpg combined, but that's still far better than the traditional gasoline engine.

It does all this, and it can even tow up to 8,200 pounds when properly equipped, but most people will never tow anything heavier than a small horse trailer or a boat with their full-size SUV. If you're hauling that much weight on the regular, you've likely opted for a heavy-duty pickup.

The irony of the Volkswagen dieselgate scandal is twofold. For one, some were pulling similar testing shenanigans that Volkswagen was — it's just that VW was the first to get caught. And second, those VW diesel engines were fantastic. They were torquey and excelled in everyday driving, pesky pollution aside.

2021 Chevrolet Tahoe Duramax Diesel Diesel Tahoes are branded with the Duramax name.Photo courtesy of Chevrolet

There's a dirty secret to the horsepower numbers that most carmakers cite: they peak at very high RPMs that average drivers will never reach. But torquey turbocharged engines like this baby Duramax? It generates 95% of its 460 pound-feet of torque at just 1,250 RPM, and then peak torque runs all the way from 1,500 to 3,000 RPM. That means you're in the prime torque band nearly continuously.

In plain English, that means it's way better to drive. It's more fun, it's more efficient, and thanks to all manner of fancy technology, diesel engines aren't weird and finicky anymore.

Yes, you should probably plug it in if you park it outside in frigid weather. But other than that one minor caveat, this diesel is nonpareil.

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