So, you’re looking at the Ford Bronco Wildtrak. You’ve probably seen the photos of it perched on a desert dune or splashing through a creek in some high-budget commercial. It looks aggressive. It looks like it could eat a Jeep Wrangler for breakfast and still have room for a side of gravel. But here is the thing: most people buying this rig don't actually know what they’re paying for, or more importantly, why this specific trim exists in a lineup that is already crowded with options like the Badlands or the Outer Banks.
The Wildtrak isn't just a "loaded" Bronco. It’s a very specific tool built for a very specific type of driving.
If you want to crawl over jagged boulders at two miles per hour in Moab, this might not actually be your first choice. If you want to blast across a dry lake bed at sixty? Now we’re talking. It’s basically a factory-built desert runner that you can also use to pick up groceries without feeling like you’re driving a tractor.
The Sasquatch is the Soul of the Machine
You can’t talk about the Ford Bronco Wildtrak without mentioning the Sasquatch package. While other trims offer it as an add-on, it comes standard here. It’s the DNA of the truck. You get 35-inch Goodyear Territory MT tires wrapped around 17-inch beadlock-capable wheels. It gives the truck that wide, muscular stance that makes the base models look a bit like they skipped leg day.
But it’s more than just big rubber.
The suspension is where the money is. We are talking about HOSS 3.0 (High-Performance Off-Road Stability Suspension). It features FOX internal bypass dampers. These things are designed to soak up massive hits at high speeds. When you hit a whoop in the sand, these shocks manage the heat and the travel in a way that standard twin-tube shocks just can’t.
It feels different on the road, too. Honestly, the Wildtrak is surprisingly composed on the highway. Most people expect a truck on 35s to wander all over the lane or hum like a prop plane. It doesn't. Ford tuned the steering rack—which, by the way, is a beefed-up version from the Ford Performance parts bin—to handle the extra mass of the tires without feeling sloppy.
Why the 2.7L EcoBoost is Non-Negotiable
Some folks still complain about the lack of a V8. I get it. The sound of a Coyote engine is legendary. But once you drive the 2.7L twin-turbo V6 that comes standard in the Wildtrak, those complaints usually get a lot quieter.
It pumps out 315 horsepower and 410 lb-ft of torque on regular gas. If you’re feeling spendy and put in premium, those numbers jump to 330 hp and 415 lb-ft. That torque hits low. It’s punchy. When you’re trying to merge into fast-moving traffic or power out of a soft sand corner, that low-end grunt is exactly what you need.
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The 10-speed automatic transmission is the only partner for this engine. It shifts fast. Sometimes, in "Normal" mode, it can feel a little bit like it's rushing to the highest gear to save fuel, but once you twist the dial to "Baja" mode, the whole personality changes. The shifts hold longer. The throttle gets twitchy in a good way. It wants to run.
Baja Mode vs. Rock Crawl: Knowing the Difference
This is where the confusion usually starts. Most people see "4x4" and think all off-roading is the same. It isn't.
The Wildtrak is optimized for high-speed desert running. That’s why its signature G.O.A.T. (Goes Over Any Type of Terrain) mode is Baja. In this setting, the electronics back off the traction control and optimize the 4WD system for loose surfaces at speed.
If you compare this to the Badlands trim, you’ll notice a key omission: the sway-bar disconnect. The Badlands has a button that physically uncouples the front stabilizer bar to let the wheels droop further into deep holes at low speeds. The Wildtrak doesn't have that.
Does it matter?
For 90% of drivers, no. Unless you are intentionally seeking out "Level 4" rock trails where you need maximum articulation to keep tires on the ground, you won't miss it. The Wildtrak’s suspension is tuned for "uptravel"—absorbing the bump when you hit it hard—rather than "droop."
The Interior: Is it Actually "Luxury"?
Short answer: Not really. Long answer: It depends on what you compare it to.
If you’re coming out of a BMW X5, the Wildtrak interior is going to feel like a plastic toy box. But that’s intentional. The Bronco is meant to be hosed out (well, the floorboards at least). You get marine-grade vinyl seats if you want them, or leather-trimmed options if you’re fancy.
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The centerpiece is the 12-inch touchscreen running SYNC 4. It’s fast. It’s clear. The wireless Apple CarPlay and Android Auto work better than most systems I’ve tested recently.
- The dashboard has a built-in rail for mounting GoPros or phones.
- Physical knobs for volume and tuning—thank god.
- Auxiliary switches are pre-wired into the roof. This is a huge win. If you want to add light bars or a winch later, the wiring is already there. No drilling through the firewall like a barbarian.
One weird thing? The window switches are in the center console. Because the doors come off, Ford couldn't put the buttons on the armrest. It takes about three days for your muscle memory to stop reaching for the door panel and hitting nothing but air.
Real World Fuel Economy (The Bitter Truth)
Look, nobody buys a Bronco Wildtrak to save the planet. It’s an aerodynamic brick sitting on heavy mud-terrain tires.
Ford says you’ll get around 17 MPG. In the real world? If you have a heavy foot or spend time in stop-and-go traffic, expect 15 or 16 MPG. If you add a roof rack or a tent, that number will dive into the low teens. It’s the price of admission for looking this cool and being this capable.
The fuel tank is roughly 16.9 gallons on the 2-door and 20.8 on the 4-door. On a long road trip, you’re going to be stopping for gas more often than your friends in their crossovers. Just embrace it. Use the time to let people stare at the truck, because they will.
2-Door vs. 4-Door: The Great Debate
The 2-door Wildtrak looks better. Period. It has the classic proportions that remind everyone of the 1966 original. It’s also significantly more maneuverable on tight trails because the wheelbase is shorter.
But it’s a pain in the neck for daily life.
The back seat is tight. Getting back there requires some gymnastics. And the cargo space with the seats up is almost non-existent. You can fit a few grocery bags, maybe a small cooler, and that’s about it.
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The 4-door is the pragmatic choice. You get way more cargo room and the ability to actually carry four adults in comfort. Plus, you can sleep in the back of a 4-door if you’re camping; try that in a 2-door and you’ll wake up needing a chiropractor.
Common Misconceptions and Issues
Every vehicle has its quirks, and the Bronco Wildtrak is no exception. Some owners have reported that the soft top—if you choose that over the hardtop—can be quite noisy at speeds over 70 mph. It whistles. It flutters. If you live in a cold climate or do a lot of highway driving, the modular hardtop is the only way to go.
Then there’s the "Tie Rod" drama. Early on, some people were snapping tie rods while off-roading. It became a whole thing on the forums. Ford addressed this in the Wildtrak specifically by upgrading to the HOSS 3.0 steering rack, which uses much beefier components. If you’re buying a 2023 or newer Wildtrak, this is largely a solved problem.
Also, the Goodyear tires are "Territory MT," not "Wrangler MT/R." They are a hybrid tire. They’re great in sand and decent in mud, but they aren't the toughest sidewalls in the world. If you plan on doing serious rock bouncing, you might eventually want to swap them for something like a BFGoodrich KO2 or a Toyo Open Country.
Making the Decision: Is it Worth the Premium?
The Wildtrak sits near the top of the price bracket. You’re looking at a significant jump over an Outer Banks or a Big Bend.
What are you actually paying for? You’re paying for the HOSS 3.0 suspension, the standard Sasquatch gear, and the peace of mind that comes with a factory warranty on a truck that can jump a sand crest.
If you just like the way the Bronco looks and plan on staying on the pavement 99% of the time, honestly? Buy an Outer Banks with the Sasquatch package. You’ll save money and get a slightly more "street-focused" interior.
But if you are the person who sees a dirt road and wonders where it ends, or if you live somewhere with wide-open spaces and desert washes, the Wildtrak is the sweet spot. It’s the closest thing to a "Raptor-lite" without having to spend $90,000 and dealing with the massive width of a Bronco Raptor that won't fit in a standard garage.
Next Steps for Potential Owners
- Check the Garage: Measure your garage height. A Sasquatch-equipped Wildtrak stands about 75 inches tall. Add a couple of inches for clearance. Don't be the person who brings it home only to realize it's an outdoor-only pet.
- Test the Roof: If you’re looking at a used model, ask to take the roof panels off during the test drive. It’s a two-minute job for the front panels. Make sure you can handle the weight and that the seals look good.
- Inspect the Steering: On any Wildtrak, turn the wheel lock-to-lock. Listen for any clicks or pops. While the HOSS 3.0 rack is tough, you want to make sure the previous owner didn't treat it like a trophy truck before they traded it in.
- Verify the HOSS Version: If you are buying a 2022 model, check if it has the 3.0 upgrade. It was introduced mid-year as an option and then became standard. The 3.0 is a massive leap forward in durability and performance.
The Ford Bronco Wildtrak isn't a perfect vehicle. It's loud, it's thirsty, and it's expensive. But every time you cold-start that V6 and see the "Wildtrak" badge on the hood, you realize it’s one of the few vehicles left that actually has a soul. It’s built for fun, and in a world of boring electric crossovers, that counts for a lot.