SUV
Rock crawler DNA
PhotoErik Drost · CC BY 2.0 · Wikimedia Commons
All 17 photosManufacturer figures unless noted. Used pricing is a 2026 clean-truck range and moves with the market.
| Engine | 3.0L EcoBoost V6, twin-turbo |
|---|---|
| Power | 418 hp @ 5,750 rpm |
| Torque | 440 lb-ft @ 3,600 rpm |
| Transmission | 10R60 ten-speed automatic |
| Transfer case | Two-speed electromechanical with 4A |
| Axles | Dana 44 AdvanTEK front, Dana 50 AdvanTEK rear, electronic lockers both ends |
| Suspension | HOSS 4.0 with Fox 3.1 Live Valve internal bypass, remote reservoir |
| Suspension travel | 13.0 in front / 14.0 in rear |
| Track width | +8.6 in over a base Bronco |
| Tires | 37x12.50R17 BFGoodrich All-Terrain T/A KO2 on beadlock-capable wheels |
| Ground clearance | 13.1 in |
| Approach / breakover / departure | 47.2° / 30.8° / 40.5° |
| Water fording | 37 in |
| Curb weight | ~5,730 lb |
| Towing | 4,500 lb |
| Fuel tank | 20.8 gal |
| EPA | 15 city / 16 hwy / 15 combined |
| 0–60 mph | ~5.7 sec |
| Body | Four-door only, removable roof and doors |
| Drive modes | Seven G.O.A.T. modes, including Baja |
| Base MSRP, 2026 | ~$92,000 |
17 free-licensed photographs of the Bronco Raptor. Open any image for the full caption, the photographer, the exact licence and a link to the original file.
Only the changes that move the buying decision. Trim shuffles and paint codes are not on this list.
The widest, most articulate thing Ford has ever put a Raptor badge on. 47.2 degrees of approach angle, factory 37s, and electronic lockers front and rear. It is the only Raptor built to crawl first and go fast second.
Code Orange interior accents and expanded paint. No mechanical change to the drivetrain or the HOSS 4.0 suspension.
Colors and packages move around. The Ford Performance accessory catalog for the Bronco Raptor expanded meaningfully, which matters more to owners than the option sheet did.
Software and screen updates in line with the wider Bronco lineup. Nothing changed under it.
Unchanged. Pricing and allocation are the only moving parts.
Documented failures and complaints, with the symptom, the affected years, the fix that holds, and what it costs in 2026 money.
Run the list in order, in person, with the truck cold. Anything you skip here you pay for later.
Upper ball joint play is the defining Bronco Raptor wear item. Catch it on the lot, not on a trail.
Leaks show up at the header seal and the rear corners. A seller who will not let you run water over it has answered the question.
Actuators fail from water intrusion and this truck is rated to ford 37 inches. Owners use that.
Feathering means alignment neglect, and alignment neglect on this truck means a set of tires is already half gone.
It is 85.7 inches wide and most owners find that out against a rock. Sliders are not standard.
A chip you did not notice is a twelve hundred dollar replacement with camera recalibration once it runs.
The geometry is already at the edge from the factory. Anything taller than 37s means CV angles and driveshaft questions.
The 3.0 carbons up. A higher-mile truck with a rough cold idle is telling you a walnut blast is due.
Stages, not a shopping list. Each one assumes the stage before it is done, because doing them out of order is how people buy the same part twice.
This truck is wide, low-geared and inviting. The rockers will meet rock, and the factory ships it without protection there.
HOSS 4.0 with Fox 3.1 Live Valve does not need replacing. It needs its wear points addressed before they take a set of 37s with them.
Twenty and a half gallons at 14 mpg is roughly 280 miles. In the backcountry that is the number that ends your day.
The removable top makes racks a real decision — pick one that lets you take the roof panels off without dismantling the rack.
418 hp in a 5,730 lb SUV is already more than the traction allows on most surfaces. The catch can is the one on this list that pays for itself.
7 catalogued parts confirmed to fit this truck, and 2 registered Bronco Raptor builds running them.
Baja Designs' flagship bar, and the one most cross-country desert racers actually run because the beam pattern does not wash out at highway speed. It needs a bumper or roof mount rated for the weight and the amp draw.
The pod size fits almost any bumper or A-pillar mount without cutting anything, and the sport-series LED is bright enough to matter. It is the entry point for most owners' first lighting upgrade.
Round pod format with more raw lumen output than the Squadron series, usually run as A-pillar or bumper-mounted spot lights. Expensive for a pair, but the throw distance is real, not a spec-sheet number.
Bluetooth-controlled RGB pods mounted under the rockers and frame rails, mostly for visibility while working under the truck at night. Not a performance mod, and nobody in the registry claims it is.
A shackle mount that keeps a synthetic winch line from folding back on itself at a sharp hook angle, which is the actual failure point on most budget setups. Cheap enough that skipping it does not save any real money.
Airs 37s back up from trail pressure in a few minutes instead of the twenty a portable compressor takes. Needs an under-hood or in-bed mounting location and a clean 12-volt run straight to the battery.
Half the weight of the factory steel cable, and it does not store the same kind of energy if it fails under load. Pair with a proper thimble and soft shackle, not the steel hook that came on the truck.
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