Ford Ranger vs Ford Bronco

[lowmpg]

Good Morning !

Has anyone done the comparison with the 2019-2021 Ranger suspension vs the Bronco? Design wise they both look similar.

I know the Escape and the Bronco Sport are pretty much spot on to each other.

I'm curious, especially with the Raptor version of the Ranger coming out soon how close they are related.

Huh? Design wise they look similar? Not even close. Maybe a Bronco Sport somewhat but a Bronco, not even remotely.

How close does an entry level pickup rank against a Bronco? Not at all. Entirely different class all together. Like saying "how does the Mustang Mach 1 rank against a Bronco with a 2.7"

Sponsored

 

[timhood]

Has anyone done the comparison with the 2019-2021 Ranger suspension vs the Bronco? Design wise they both look similar.

I know the Escape and the Bronco Sport are pretty much spot on to each other.

So, the Bronco Sport and Escape share the same platform, but the suspension is actually one of the significant differences between the two chassis. I suspect the Ranger/Bronco will be similar, as even if the Ranger went to rear coil suspension, it's not going to be tuned and setup for such heavy-duty off-roading. The Ranger Raptor will likely be the closest between the two, with maybe similar hardware but tweaked for the differences in both anticipated duty and weight distribution.

 

[timhood]

Since the Ranger is and always will be a Truck first, the leaf springs will live on. I'm sure the GVWR and payload will require leaf springs.
My 2¢

Ram trucks seem to be fairly competitive with F150s, yet they have converted to coil springs. It gives them an advantage in ride quality. I'll bet we see the day when Ranger/F150 get coils. My crystal ball doesn't know when, but I'll bet it's not that far down the road. Gotta stay competitive!

 

[kmichalak]

So, the Bronco Sport and Escape share the same platform, but the suspension is actually one of the significant differences between the two chassis. I suspect the Ranger/Bronco will be similar, as even if the Ranger went to rear coil suspension, it's not going to be tuned and setup for such heavy-duty off-roading. The Ranger Raptor will likely be the closest between the two, with maybe similar hardware but tweaked for the differences in both anticipated duty and weight distribution.

I actually just finished the comparison of the shocks and struts for both the Bronco Sport and the Escape. Both have the same design shock and struts, with very minimal differences. My assumption is that the aftermarket will consolidate.

 

[kmichalak]

Huh? Design wise they look similar? Not even close. Maybe a Bronco Sport somewhat but a Bronco, not even remotely.

How close does an entry level pickup rank against a Bronco? Not at all. Entirely different class all together. Like saying "how does the Mustang Mach 1 rank against a Bronco with a 2.7"

In regards to the fronts, they are similar design. Except for the Sasquatch suspension. Same Lower Eyering, same spring seat. Have not checked the rest of the comparison for spring rates etc yet. That is probably where the difference will be the most for the fron.

 

[Deleted member 3063]

I actually just finished the comparison of the shocks and struts for both the Bronco Sport and the Escape. Both have the same design shock and struts, with very minimal differences. My assumption is that the aftermarket will consolidate.

Motor Trend specifically compares the Sport to the Escape
Geometry: Even though it is based on the Escape's basic fully independent front strut and rear multi-link suspension design, all Bronco Sports get newer, more robust suspension control arms and larger offset wheels that broaden the track by an inch front and rear. This also brings the face of each tire out even with the bodywork. Badlands models also get different, stronger suspension knuckles.
Hardware Tuning: Bronco Sports get unique suspension bushings, springs, anti-roll bars, and special 46-mm diameter monotube rear shocks with increased oil capacity that makes them much better able to dissipate heat when running fast over rough terrain. The base damping rates are up roughly 40 percent relative to the base Escape, with the Badlands and First Edition slightly stiffer still, delivering 70 percent more damping in front and 95 percent more in the rear than an equivalent 2.0-liter AWD Escape. This helps keep the vehicle from bottoming out over heavy terrain. The springs and anti-roll bars are then softened relative to the Escape, with both measuring 15 percent lighter on the Bronco Sport 2.0-liter relative to an equivalent Escape—all in the name of improved articulation. One final minor tuning alteration is the upper strut mount in front, the compliance of which increases at each of those steps to improve both articulation and isolation.
Electric Power Steering: This system gets unique programming tailored to the various drive modes provided on all Bronco Sports. It is also programmed to provide extra damping in the rock-crawling modes to prevent steering-wheel kickback that can occur in these conditions. Here the tuning difference between 1.5- and 2.0-liter models is only aimed at achieving equivalent steering feel on the 1.5's all-season tires and the 2.0's all-terrain footwear.
Suspension Travel: The new suspension hardware increases front jounce travel by 0.6-inch versus Escape, bringing the total travel to 7.4 inches up from 6.8. (Rear travel increases to 8.1 inches.) Ford claims these measurements eclipse those of a Jeep Renegade. And more important, when you exhaust that jounce travel in a Badlands model, BWI hydraulic jounce bumpers integrated inside the front struts allow the Bronco Sport to cushion the last 10-15 percent of front wheel travel. This provides a softer landing than you get in vehicles that make do with mere external rubber jounce bumpers.
Tires: No Bronco Sport gets big wheels or low-profile tires. Base Sports get 7.0 x 17-inch alloy rims designed to look like steelies. They're wrapped in all-season 225/65R17 tires that provide good all-around highway grip with a tread pattern that can handle modest off-roading. Gussied-up 1.5-liter models get the biggest wheels and the lowest-profile tires: 7.0 x 18-inch alloys wearing 225/60-series rubber. All Badlands models get 17-inch all-terrain tires, the standard one being a 225/65R17 Pirelli Scorpion A/T, with knobbier 235/65R17 Falken Wildpeak A/T tires available for more serious off-roaders. Note that all Badlands models come with a full-size spare to better enable adventurers to continue along the trail, should a rock cause a sidewall puncture.
Clearance Measurements: Tucking the exhaust up out of harm's way provides 7.8-7.9 inches of minimum running ground clearance on 1.5-liter models and 8.6-8.8 inches on Badlands depending on tire choice. These top clearance specs are a close match for the Badlands' chief competitors: the Jeep Renegade Trailhawk and Jeep Compass Trailhawk. Note that clearance to the front and rear axles is higher still—9.4 and 8.7 inches on 1.5-liter models, 10.2 and 9.9 on the Badlands model with the big tires. Should you use up that clearance, tough 2.8-mm thick steel armoring shields the engine and transmission, the fuel tank, and the vapor-recovery canister. Approach, departure, and ramp-breakover angles range from 21.7/30.4/18.2 degrees on 1.5-liter models to 30.4/33.1/20.1 on Badlands with the optional tires (standard tires decrease these by fractions of a degree). Here again, the Badlands angles roughly match those of the similarly sized Jeep Renegade Trailhawk, but the Badlands model can manage 23.6 inches of water fording, besting the Renegade's 19.0 inches. This is accomplished by ensuring robust door sealing and by locating all electronic control units well above this height or completely sealing them. Of course, if water gets into the cabin, there are six hidden drains beneath the rubber floor covering to help drain it. (Note that 1.5-liter Bronco Sports are only rated for 17.7 inches of fording depth.)
Overall Rock-Climbing Ability: A vehicle's ramp-travel index (RTI) is a great measure of its overall suspension articulation and rock-climbing ability. RTI is computed by measuring the distance a front wheel can travel up a 20-degree ramp before another wheel comes off the ground, dividing that number by the wheelbase, and multiplying the result by 1,000. The Bronco Sport Badlands earns a 345, which Ford claims is 20 percent better than the Escape and edges out the Jeep Cherokee Trailhawk's 324, Renegade Trailhawk's 319, and even the Range Rover Evoque's 300 (all as measured by Ford).

https://www.motortrend.com/news/2021-ford-bronco-sport-escape-suspension-awd-systems-explained/

 

[kmichalak]

Motor Trend specifically compares the Sport to the Escape

I completely understand what Motor Trend has written, but having physically tested and measured the bare struts and shocks I can say without a doubt they are identical with very slight differences, mainly about a 1/4 inch extended and collapsed length difference.

Not the rest of the suspension such as the Coil Spring and Jounce Bumper itself may be tuned differently in order to accommodate Ride Height and Handling changes. Not quite there yet, but soon.

Still, my money is on the aftermarket consolidating the Shock and Strut.

 

[TeocaliMG]

You need to remember/realize the the Bronco doesn't share the "basic" frame with the "current" Ranger, but with the "next generation" Ranger.

So....... we will not know all of the differences until the next generation Ranger is seen.

Just saying....

Thank you for pointing this out. The Bronco is sharing a "platform" with the next gen Ranger, not the current. On paper they are both IFS with rear solid axle but the devil is in the details. The current Ranger was not originally designed for North American markets so the next gen (and Bronco) went to great lengths to improve both engine package and chassis performance. One thing I would note is the current Ranger Raptor, though awesome, will probably not carry over much to the next gen Ranger or Ranger Raptor, aside from some shock/steering data. The current Ranger Raptor has a watts link rear end and the old gen front IFS hardpoints. The next gen Ranger (especially Ranger Raptor) will probably pull a lot more of its DNA from the Bronco.

Edit: I should add that F-150 has set a precedent for using both Hotchkiss and multilink rear ends, I wouldn't be surprised if the Ranger ended up with two rear ends depending on use case. And of course this would probably be paired with a different set of control arms/coilovers like we see with the F-150 or Bronco

 

[Lakelife36]

Since the Ranger is and always will be a Truck first, the leaf springs will live on. I'm sure the GVWR and payload will require leaf springs.
My 2¢

The Ranger has a GVWR of 6,050lbs which is right around the top end for a 4-door Bronco. It has a payload between 1,430lbs (Tremor) and 1,650lbs (SuperCab). The payload of the Tremor is pretty much the same as a 4-door BB.

Edit: For reference the Ram 2500 has used rear coils (but not coilovers) since 2014. We can badmouth FCA all we want but we all know that truck can haul and tow like noone's business.

 

[Deleted member 3063]

I completely understand what Motor Trend has written, but having physically tested and measured the bare struts and shocks I can say without a doubt they are identical with very slight differences, mainly about a 1/4 inch extended and collapsed length difference.

Since you drive a Chevy I can understand your confusion. Chevy throws a name like Blazer on a suv and we're supposed to think it's off road, many do.

"I know the Escape and the Bronco Sport are pretty much spot on to each other."
"I completely understand what Motor Trend has written,"
These two statements show you obviously do not understand.

 

[Mattwings]

I will add to the conjecture and conspiracy theories and suggest that the Ranger wont't have a Raptor in the US and there will be a Bronco Branded PU "Raptor" that uses a coil rear suspension and 2.7 or 3.0, keeping the off road and "over landing" markets in the Bronco family. I do realize the Bronco is not on the current Ranger chassis, but it is very similar (excluding the rear suspension) and the front suspension measurements we have seen on this forum and elsewhere, measure pretty much exactly the same. The Tremor is pretty capable and maintains good tow rating, it may not make a whole lot of sense to have another Ranger model and potentially loose the tow capability with a coil system, when they could build a Bronco version for the truly off road focused. Totally making that up of course

 

[North7]

I will add to the conjecture and conspiracy theories and suggest that the Ranger wont't have a Raptor in the US and there will be a Bronco Branded PU "Raptor" that uses a coil rear suspension and 2.7 or 3.0, keeping the off road and "over landing" markets in the Bronco family. I do realize the Bronco is not on the current Ranger chassis, but it is very similar (excluding the rear suspension) and the front suspension measurements we have seen on this forum and elsewhere, measure pretty much exactly the same. The Tremor is pretty capable and maintains good tow rating, it may not make a whole lot of sense to have another Ranger model and potentially loose the tow capability with a coil system, when they could build a Bronco version for the truly off road focused. Totally making that up of course

"and suggest that the Ranger WILL have a Raptor in the US"

2023 Ford Ranger Raptor

 

[kmichalak]

Since you drive a Chevy I can understand your confusion. Chevy throws a name like Blazer on a suv and we're supposed to think it's off road, many do.

"I know the Escape and the Bronco Sport are pretty much spot on to each other."
"I completely understand what Motor Trend has written,"
These two statements show you obviously do not understand.

I understand the application quite well It has nothing to do with the vehicle currently in my garage. Not sure why insulting what I have in my garage has to do with the topic, but to each their own. Look, I mean no disrespect and I am sorry that I have seem to upset you. That is not my intention.

This argument has simply to do with the geometry of the parts themselves. Specifically it was the Ranger vs the Bronco.

However, since we are digging further into this let me explain my position on the Escape and Bronco Sport more so that it does not get misinterpreted.

For the Bronco Sport and the Escape you can physically measure just the Bare Strut and the Shock and line them up. However, as stated before this is just the bare strut and the shock, which Motor Trend states in their article are similar. Their notation is on the Coil Springs and other areas of the suspension that have the changes. Something that I have never denied. Have not physically had those in my hands in order to show the comparison.

I would be more than happy to discuss the finer details of the struts themselves for the Bronco Sport and Escape. However, l would rather not distract from the Ranger to Bronco discussion. There has been some great information shared that I believe is great to read.

 

[kmichalak]

"and suggest that the Ranger WILL have a Raptor in the US"

2023 Ford Ranger Raptor

I would love to take this for a test drive and compare it to the Tremor suspensions that are coming out. Ford seems to like the Tremor across multiple platforms now. It's intriguing to see the sport.

I really want to get underneath both the Bronco and the Ranger to get the finer details worked out. The auto shows are without a doubt really missed.

 

[timhood]

Motor Trend specifically compares the Sport to the Escape
Geometry: Even though it is based on the Escape's basic fully independent front strut and rear multi-link suspension design, all Bronco Sports get newer, more robust suspension control arms and larger offset wheels that broaden the track by an inch front and rear. This also brings the face of each tire out even with the bodywork. Badlands models also get different, stronger suspension knuckles.
Hardware Tuning: Bronco Sports get unique suspension bushings, springs, anti-roll bars, and special 46-mm diameter monotube rear shocks with increased oil capacity that makes them much better able to dissipate heat when running fast over rough terrain. The base damping rates are up roughly 40 percent relative to the base Escape, with the Badlands and First Edition slightly stiffer still, delivering 70 percent more damping in front and 95 percent more in the rear than an equivalent 2.0-liter AWD Escape. This helps keep the vehicle from bottoming out over heavy terrain. The springs and anti-roll bars are then softened relative to the Escape, with both measuring 15 percent lighter on the Bronco Sport 2.0-liter relative to an equivalent Escape—all in the name of improved articulation. One final minor tuning alteration is the upper strut mount in front, the compliance of which increases at each of those steps to improve both articulation and isolation.
Electric Power Steering: This system gets unique programming tailored to the various drive modes provided on all Bronco Sports. It is also programmed to provide extra damping in the rock-crawling modes to prevent steering-wheel kickback that can occur in these conditions. Here the tuning difference between 1.5- and 2.0-liter models is only aimed at achieving equivalent steering feel on the 1.5's all-season tires and the 2.0's all-terrain footwear.
Suspension Travel: The new suspension hardware increases front jounce travel by 0.6-inch versus Escape, bringing the total travel to 7.4 inches up from 6.8. (Rear travel increases to 8.1 inches.) Ford claims these measurements eclipse those of a Jeep Renegade. And more important, when you exhaust that jounce travel in a Badlands model, BWI hydraulic jounce bumpers integrated inside the front struts allow the Bronco Sport to cushion the last 10-15 percent of front wheel travel. This provides a softer landing than you get in vehicles that make do with mere external rubber jounce bumpers.
Tires: No Bronco Sport gets big wheels or low-profile tires. Base Sports get 7.0 x 17-inch alloy rims designed to look like steelies. They're wrapped in all-season 225/65R17 tires that provide good all-around highway grip with a tread pattern that can handle modest off-roading. Gussied-up 1.5-liter models get the biggest wheels and the lowest-profile tires: 7.0 x 18-inch alloys wearing 225/60-series rubber. All Badlands models get 17-inch all-terrain tires, the standard one being a 225/65R17 Pirelli Scorpion A/T, with knobbier 235/65R17 Falken Wildpeak A/T tires available for more serious off-roaders. Note that all Badlands models come with a full-size spare to better enable adventurers to continue along the trail, should a rock cause a sidewall puncture.
Clearance Measurements: Tucking the exhaust up out of harm's way provides 7.8-7.9 inches of minimum running ground clearance on 1.5-liter models and 8.6-8.8 inches on Badlands depending on tire choice. These top clearance specs are a close match for the Badlands' chief competitors: the Jeep Renegade Trailhawk and Jeep Compass Trailhawk. Note that clearance to the front and rear axles is higher still—9.4 and 8.7 inches on 1.5-liter models, 10.2 and 9.9 on the Badlands model with the big tires. Should you use up that clearance, tough 2.8-mm thick steel armoring shields the engine and transmission, the fuel tank, and the vapor-recovery canister. Approach, departure, and ramp-breakover angles range from 21.7/30.4/18.2 degrees on 1.5-liter models to 30.4/33.1/20.1 on Badlands with the optional tires (standard tires decrease these by fractions of a degree). Here again, the Badlands angles roughly match those of the similarly sized Jeep Renegade Trailhawk, but the Badlands model can manage 23.6 inches of water fording, besting the Renegade's 19.0 inches. This is accomplished by ensuring robust door sealing and by locating all electronic control units well above this height or completely sealing them. Of course, if water gets into the cabin, there are six hidden drains beneath the rubber floor covering to help drain it. (Note that 1.5-liter Bronco Sports are only rated for 17.7 inches of fording depth.)
Overall Rock-Climbing Ability: A vehicle's ramp-travel index (RTI) is a great measure of its overall suspension articulation and rock-climbing ability. RTI is computed by measuring the distance a front wheel can travel up a 20-degree ramp before another wheel comes off the ground, dividing that number by the wheelbase, and multiplying the result by 1,000. The Bronco Sport Badlands earns a 345, which Ford claims is 20 percent better than the Escape and edges out the Jeep Cherokee Trailhawk's 324, Renegade Trailhawk's 319, and even the Range Rover Evoque's 300 (all as measured by Ford).

https://www.motortrend.com/news/2021-ford-bronco-sport-escape-suspension-awd-systems-explained/

I was going to make a comment that a visual comparison alone does not show the difference in engineering between parts, but I think your post more than covered that.

Sponsored