I compared the Ford Bronco Wildtrack vs. the Jeep Wrangler Rubicon Recon

Exclusive: The most exciting battle of 2021 is, Bronco vs. Jeep.

We took the test to the two extreme versions with 35-inch tires;

We easily crowned the winner

Reporter Rami Gilboa.

Photography, Dudi Moskowitz.

Participated in the test, Joy Byrne

22/01/2022

Saturday, 22 January 2022, 18:55 Updated: 19:21

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The dust has not yet settled from the premiere test we conducted for the new Bronco, and we have already placed in front of it the direct and only opponent in Israel - the Jeep Rubicon.

We did not find it appropriate to take the Rubicon imported by Semalt, which comes from Europe with too small 32-inch tires, and with a supercharged 2.0-liter engine.

Super Jeep Workshop imports a full selection of Wrangler versions (including diesel, hybrid or 8V) to Israel, and they lent us the formidable Xtreme Recon Rubicon - 35-inch tires, 1.5-inch elevation and custom transmission ratios.

The Super-Jeep's Recon starts at NIS 455,000, a price that does not include the iron bumper, an open electric roof and a winch that appear here.

Bronco Wildtrack costs NIS 450,000, both contestants also have shorter and cheaper 3-door versions.

More on Walla!

Road test: Ford Bronco Wildtrak

To the full article

These are two capable SUVs, which provide a reasonable quality of life on the road as well (Photo: Dudi Moskowitz)

In addition to capabilities and prices, these cars have a huge importance to the degree of identification with the brand; It is clear to all that Jeep is the most powerful brand in the off-road world, by a huge margin over any Ford, Toyota or Land Rover. On the other hand, many customers will want to try something new - certainly when Ford's package is wrapped up in such a huge investment, in very successful characterization and branding.

This fight is interesting because it recreates a similar fight that took place in the US in the 1960s, between the same two brands. Ford stopped producing the Bronco in the mid-1990s but is now returning to the center of the stage, in full force. Ford has shamelessly stated that it is going to oust C 'Jeep Wrangler from his royal class, and Jeep has already started to respond: Only recently was a performance version V8 with 470 horsepower introduced, Rubicon' Empty 'improves the offenses capabilities, has a diesel engine, rechargeable hybrid, large selection. Rubicon test came with a 3.6 engine Liter of the atmosphere.

In our imagination we explore with desert test vehicles desert malls but the truth is, they will spend most of their time on the asphalt.

Both compete for exactly the same audience (Photo: Dudi Moskowitz)

Exterior design: draw, 1: 1

Design preference is a personal matter influenced by cultural background, past memories, and the degree of openness of the observer.

Jeep will faithfully uphold the Wrangler's historic recipe, carefully preserving the DNA born eighty years ago.

Bronco's history is shorter, certainly in Israel where it was not very common.

Ford designers have maintained the Bronco configuration, especially with the flat hood towering to the sides.

I like the massive bow and the cube that comes from behind but personally, I prefer the wrangler design.

We really like the Bronco bow, the back is less interesting.

Jeep boasts the iconic grille since 1942, two round headlights with a 7-slot grille (Photo: Dudi Moskowitz)

This is not just a nostalgic piece;

I love the human face of the Jeep, love the curves and latches of the hood, love the low wings and the slightly sloping hood - it is less towering in my eyes, and gives a better field of vision.

The prominent door hinges increase the feeling of combat but it's just me, everyone will decide for themselves.

"Only in a Jeep is not just a slogan, it is a worldview, design and practical. I have been coming from there, since the age of 14 when I bought my first Jeep. In my opinion, there is no beautiful and unique SUV like a Jeep, for all His versions. "

The Bronco is larger and more square than the Jeep, in every dimension.

The belly of the jeep is 'clean' and higher, its nose is less towering - in off-road driving, these are important advantages (Photo: Dudi Moskowitz)

Open Sky: Draw, 1: 1

During the test we enjoyed the open roofs of both vehicles; The Rubicon was equipped with an optional electric roof that opens at the touch of a finger, the best. The broncho fiberglass roof falls apart into three parts, a bit of a story to dismantle it, certainly under the optional roof. Anyone who insists on dismantling the doors will find that the wrangler doors are large and heavy, and should be left at home. The Bronco has 'half-doors' that can be placed in the trunk, excellent. Wrangler's front window folds over the hood, an annoying and annoying procedure. After the roof is dismantled the bronco is completely exposed to the sky, a B-beam of a jeep slightly interferes from above. Both tools also have a drop-down tarpaulin version.

Despite the endless horstility of a variable body configuration, the reluctance to disassemble the doors and fold the windshield, will leave them in place for most customers. In Bronco, the joy is twofold, precisely because it is not expected to find in a vehicle that looks like a "regular" SUV, a wonderful option of connecting to nature without partitions ...

Both vessels have a decomposing body, reflecting the spirit of freedom and nature;

The price of freedom is a very serious wind noise, especially in the Bronco (Photo: manufacturer)

Passenger and luggage compartments: Bronco 1, Rubicon 2

The gaps between the passenger compartments are very large;

The Bronco is a few inches larger than the Jeep, and its interior space is larger.

The Ford dashboard (right) is designed in straight lines, with a large 12.4-inch monitor in the center.

The quality of materials and assembly of Ford is far from perfect;

The materials are basic to the touch and feel, the handles are few and are not optimally positioned.

The usefulness of the Bronco is excellent - there are plenty of charging sockets, including at the bottom of the front window.

There are many storage compartments, the switches are large and convenient to operate.

The feel is spacious and modern, although the front window is a bit small.

The rear also has more space, although the backrest is too upright.

The wrangler dances beautifully on the dunes, thanks to its relatively low weight (Photo: Dudi Moskowitz)

The jeep is smaller and denser, you can feel it as you climb onto the deck.

I like the dashboard-like red-aluminum finish, and the quality of materials and workmanship.

There are five excellent and massive grip handles, the padding is higher quality, here too there are comfortable and massive physical switches.

A bit ridiculous to find in a car that costs 450,000 shekels tarpaulin straps that hold the doors and allow the seat to be adjusted, I would expect a jeep to get rid of these archaic straps soon.

The Bronco offers a more luxurious and spacious cabin, with straight and sharp lines.

The seats are more comfortable and a 'dead pedal' that provides an excellent driving position.

Seating in the jeep is lower, "inside" the cabin.

Outward viewing angles, better.

The Bronco (right) is more spacious and modern, the seats are better, there are a lot of storage compartments but the production quality is less high.

The jeep is a bit crowded but better built (Photo: Dudi Moskowitz)

Engines and gears: Bronco 1, Rubicon 2

The automatic Bronco is marketed only with the 6V engine 330 hp of the test vehicle. In official imports to Israel, the Rubicon is marketed only with the 2.0-liter engine supercharged 285 hp.

In parallel marketing channels like Super Jeep (and others) you can order a Wrangler with a large range of engines: the 3.6-liter 285 hp of the test car, a lighter diesel engine, a plug-in hybrid (less electrifies me), or a monstrous V8 with a power output of 470 Hp, please prepare NIS 700,000.

Bronco's 2.7-liter Ecoboost produces 330 hp but more importantly, 57.4 kg starting at 3,100 rpm. It is a supercharged, powerful and meaty dual engine. Using a 10-speed gearbox it is always available for decisive acceleration or climbing the dunes of Wadi Ram. Jeep's atmospheric Pentastar has a hard time dealing with it with 285 hp up to RPM, and only 35.3 kg.

Both competitors are strong and agile, the Bronco engine is more meaty.

The Bronco is also more economical, by a small margin (Photo: Dudi Moskowitz)

In acceleration tests the Bronco showed overwhelming and consistent priority;

From standstill to 140 km / h, at a variety of intermediate accelerations, on the Arad-Sodom road and in any situation the bronco was faster and more agile, even though it weighs 300 kilograms. In every detour.

In the safety wing, the Bronco leads with confidence, with a variety of active safety systems - emergency braking and lane keeping, active cruise control, alert for enemy entry into "dead zone".

The Wrangler settles for a local alert system;

At Super Jeep, you can order a Wrangler with autonomous braking and cruise control, for an additional NIS 12,000.

The bronco is more comfortable, irons well (Photo: Dudi Moskowitz)

Those who buy such cars do not expect to save fuel;

In urban driving the Wrangler went 6.4-7.0 miles per gallon, no matter what we did with it.

The Bronco was a little more economical, with a range of 6.0 - 8.0 miles per gallon.

This is not a big gap, and in both cars we also saw better numbers: on a leisurely cruise up to 120 km / h, they will travel 10-11 kilometers per liter. A serious nuisance in both vehicles are wind noises from the detachable vehicle, at any three-digit speed. It's less noisy, Jeep engineers had more years to refine the roof and door connections.

Both competitors are not race cars, but they are able to sew trails at high speed.

The Bronco is more comfortable and accelerating, the jeep is more accurate (Photo: Dudi Moskowitz)

Travel comfort: Bronco 1, Rubicon 2

One of the main considerations in installing independent suspensions to the Bronco, was to improve ride comfort.

This goal has been fully achieved: in any situation, at any speed, on the road or in the field, the Bronco is more comfortable than the Rubicon.

It is softer, less shaky, trail disruptions less noticeable on the steering wheel.

On a quality road the gap is minimal but as soon as asphalt damage appears, you immediately feel the live front axle, bouncing under the chassis.

Another element in ride comfort is the weight of the Bronco, which is about 300 kilograms heavier than the Rubicon.

Although this is Wrangler's most successful generation, he feels light years behind him, when it comes to "normal" road driving.

Bump absorption and noise insulation, less good than the Bronco.

The Bronco feels almost as comfortable as an SUV, pampering on several levels above its natural positioning.

The heavier and softer bronchus, leaning more to its side.

The steering of the Jeep is less precise, but the vehicle sits flatter, less bent in turns and braking (Photo: Dudi Moskowitz)

Road Behavior: Rubicon 1, Bronco 2

The independent suspensions and steering wheel comb are supposed to give Bronco priority in road behavior as well, but the gap is really small, and inconsistent.

On a bumpy road the Bronco has a certain advantage but on a quality road, the advantage is greatly reduced.

The Wrangler's steering wheel is not sharp and sensitive, but it functions surprisingly well.

The stiff suspensions and low center of gravity, give the Rubicon better road behavior.

The weight advantage of the Rubicon is revealed here, especially in fast travel.

It feels lighter and sharper.

The bronco is pleasant and easy to control, although the mass is felt in each round.

Rubicon's live captain has a better move;

At extreme points, he will give the jeep better offenses (Photo: Dudi Moskowitz)

Going down to the ground

To enjoy design and a luxurious cabin, to sharpen tires on the road, we do not need knotted SUVs;

You can get by with a Land Cruiser or Rexton, even a Kodiak will do the job better.

On the two days of the test we cleared mud puddles and puddles, ground rocks and dug dunes, crossed and waved wheels.

Because the dunes were wet, we could not find the limits of the offenses;

The Bronco is stronger, the jeep lighter, both will easily deal with all the dunes in Israel and Jordan, and probably beyond.

Both tools have amazing space capabilities.

They are fast, sturdy, the 35-inch tires help iron bumps in the path and on the road (Photo: Dudi Moskowitz)

Trails: Bronco 1, Rubicon 2

Towards the descent into the terrain we lowered air pressure to 24 PSI, to improve both comfort and offense.

We could also go down to 15, but we did not want to risk tearing a tire.

These two alpha vehicles know how to roll at the pace of a family trip, and also give pace.

The Rubicon was less comfortable than the Bronco, bouncing and shaking more.

On the other hand and as we increased speed, the jeep suspensions worked better, absorbing the bumps with contempt.

Presumably the Jeep will also handle better with the added weight of 2-4 passengers and camping gear.

The independent suspension of the Bronco (right) provides comfort and driving in front of the living axle of the Wrangler, which is less refined and has a better move (Photo: Dudi Moskowitz)

The Bronco was majestic, comfortable and absorbing. Our early fears were dispelled and the front suspensions did not collapse, even diving into serious pits. In a few episodes Joy went out for an exciting rally dance, and came back with a huge smile. Bronco has a unique Turn Assist function, which shortens the radius of rotation in very tight turns. The function only works on short or long 4x4s when the steering wheel is fully locked, for a tight U-turn. The rear-inner wheel locks, helping the bronchial nose to complete the turn in a shorter radius. It saves reverse maneuvers by abyss, we loved!

Out of the tough SUVs, the Bronco is the most comfortable I’ve driven.

Absorption capacity and restraint are exceptional.

A combination of mass, wheelbase, improved suspension system from the manufacturer and huge tires, complete an exceptional package even in front of improved aftermarket tools.

Driving in rocky terrain is pleasant, soft and restrained.

When driving fast, the feeling is even better - just pure pleasure.

In relation to the Bronco the Wrangler feels bouncy, and the (light) weight advantage stands in its way in an annoying terrain route.

The Rubicon's live axle and the detachment of the stabilizing rod allow the front wheels to fall and reach the ground (Photo: Dudi Moskowitz)

Technical Offenses: Bronco 1, Rubicon 2

Urban SUVs also have considerable off-road capabilities - Cruiser and Grand Cherokee, Rexton and 4X4 vans, all know how to progress on bumpy wild trails.

But they are too low and exposed, their wheels are small and their transmission ratios do not allow for prolonged crawling.

The test vehicles take us two notches further north with wild body angles, serious ventral clearances, controlled differential locks, stabilizer bar disconnection - and of course, traction controls and other electronic gimmicks.

We will note already and now that we have not found the mythological step, which will allow us to determine who is the King of the Rocks;

We did not want to cause damage to the two completely new tools.

The Rubicon climbed the crossroads without blinking.

At the same place the Bronco dug up;

Locking the rear dip immediately solved the problem (Photo: Dudi Moskowitz)

In practice, the two vessels passed without any problem the technical route that went from Nahal Dam to Upper Bursts, Har Koma and Nahal Chimer.

In the test result, both tools are good and powerful, making fun of urban SUVs.

The Bronco was excellent and effective, but the Rubicon Recon was even better.

The Rubicon's approach and departure angles are better, as is the ventral spacing.

The Jeep's traction control works better and more accurately than Ford's, and the live front axle gives the Rubicon a better suspension move.

With all due respect to transverse locks and electronic controls, eventually and grip limitations, more move gives more grip.

Not to mention that a live axle is more massive and durable than a stand-alone suspension.

The Rubicon instills in you a lot of confidence with four long legs planted in the ground, compared to the three-wheeled oscillation that often occurs with the Bronco.

Both tools can be used as excellent touring vehicles;

Assemble a roof tent, pack the trunks in drawers, a water pump, a refrigerator and more (Photo: Dudi Moskowitz)

So we agreed that the Rubicon Recon is more passable, but when will the Jeep feel the difference? There are many places where the benefits of the Rubicon will float - such as bitterness, lens, and other tracks where every inch of movement has meaning. Anyone looking for offenses at this level should order a Rubicon. But for the 99 percent of off-roaders and extreme-4X4 enthusiasts, the Bronco is perfectly adequate. It is strong and massive, the rear axle move is excellent and in the Badlands version it also offers a stabilizing rod detachment, which increases the front suspension move. Despite this, in the offense section the Rubicon wins.

Theory aside, and practice aside.

Anyone like me is familiar with the theory of live axles for extraordinary offenses, and I have no doubt that is the case.

But Ford made a strategic decision to give up the benefits and image of the live axles, and completed the capabilities package with the help of two full locks, excellent vehicle angles and giant wheels.

During the test we did not get to where the Rubicon passed and the Bronco did not.

Nor did we find a place where the Rubicon passed, and the Bronco hardened or lingered.

As a veteran tour guide I am willing to state that during the test we went through the “edge” routes as part of field trips, as opposed to offense amusements.

On Bronco's problematic traction control from the differential lock villages, combined with electronic "crawl" control, which does an amazing job in the technical field.

The Rubicon provides agility and sharpness, with excellent traction and crawl control.

The Wrangler's viewing angles are better and he feels lighter and more controlled.

It is also less wobbly, thanks to the more generous suspension move.

We spent two dusty days with the test vehicles, we enjoyed every moment (Photo: Dudi Moskowitz)

Event Summary

A few months ago we were driving a Rubicon, and we were amazed by its marvelous capabilities in the field and on the road. Since then nothing has changed in Rubicon, but today there is a new boy in the neighborhood. Rubicon and Bronco have tremendous space capabilities, exuberant charisma, and a decades-old reputation. The return of the Bronco put an end to the 25-year-old monarchy in which Jeep Wrangler ruled the rugged terrain segment.

The Rubicon is better at extreme offenses, but the new Bronco is really not a sucker. In technical terms he does wonders, coping lightly with slopes, stairs and crossings. For 99% of off-road travelers in Israel, the Ford Bronco has a completely satisfactory level of offense, combined with pampering, safety, engine performance and refinement, the same amount as the Jeep does not have. In what anonymous and tough channel awaits stairs that the Bronco will not pass, while the Rubicon will succeed. Is this a reason to give up the interior space, ride comfort, and mighty engine of the Bronco? In our opinion absolutely not, and we are happy to award the victory in the test to the Ford Bronco.

25 years of sole rule of the Rubicon are over, the Bronco gives it an excellent battle (Photo: Dudi Moskowitz)

Joy Byrne:

From the data and characteristics of these two excellent SUVs, an advantage is formed for the Bronco - comfort, quality of life, safety, at the expense of "edge" offenses, the vast majority of which will not be harmed by the target audience.

The Wrangler is a true icon, one that no other brand will be able to have, and there its advantage.

The Bronco lacks years of charisma and loyalty, yet "delivers the goods" in a respectful way.

to Joy Byrne who led the caravan and even held the keyboard, to Sharon Dagan who donated the Rubicon, to Haim Moas and Yariv Keller Baruch from "Super Jeep".

Thanks to Dudi Moskowitz for image photography for helping prepare the article.

On the technical side

Comparative: Ford Bronco vs. Jeep Wrangler (Photo: Dudi Moskowitz)

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