Many vehicles aim to capitalize on the American aspiration of owning a truck that boasts a classic feel yet modern functionality. After driving numerous models, I’ve found the ultimate contender: the two-door Ford Bronco. More specifically, the manual base variant equipped with the Sasquatch package. It strikes a remarkable balance between ruggedness and refinement, practicality and power. It ranks among my top new vehicles I’ve experienced in quite some time.
The sixth-generation Bronco has been available for nearly six years, and its general reception is well known. I’ll forgo the usual car-review context and concentrate on this specific sub-model along with my experience during a light overland journey through Southern California.
What makes this Bronco noteworthy is that it’s perceived as the ultimate enthusiast configuration: the lowest possible MSRP with a single factory option: Ford’s maximum capability off-road kit.
The “Basequatch”
Every Bronco has respectable off-road abilities due to its design, but certain models are tailored more for tough terrains than others. The $80,000 Bronco Raptor is a high-speed desert predator. In contrast, the $50,000 Badlands version is well-equipped with essential features: large tires, rear locker, performance suspension. However, the $43,000 base model with the $8,500 Sasquatch package offers the best value for extreme capability.
This configuration is informally referred to as the “Basequatch,” and it’s an exceptional deal if you’re serious about off-roading. The Sasquatch package includes front and rear lockers, 35-inch tires mounted on stylish 17-inch wheels, enlarged fender flares, tall Bilstein dampers with high clearance and effective multi-surface damping, along with a 4.7 final drive ratio to enhance low-speed power and assist the four-cylinder engine with those larger tires.
Eight thousand five hundred dollars is substantial for an options package. Nevertheless, I assure you that if you approached an off-road shop and requested all of that to be fitted on your current vehicle, the estimate would exceed this amount. Whether you’re a lifelong Ford admirer or have a Calvin sticker desecrating a blue oval on your back window, you must acknowledge—being able to bundle it all as a factory-authorized and warrantied arrangement straight from the dealership floor is undeniably impressive.
That being said, you don’t need the Sasquatch package to appreciate driving a Bronco off-road. Similar to how you don’t need a Porsche to enjoy canyon driving, or even track days. However, the Basequatch is genuinely an outstanding set-and-forget arrangement that you could purchase and enjoy for years without additional modifications. If you find yourself nearing the limits with 35s and dual lockers, you may require a dedicated rock crawling vehicle.
Scroll through the images below to explore the Bronco’s undercarriage. Ford has done a commendable job of tucking components securely and shielding vulnerable areas. The two-door Basequatch’s clearance, approach, and departure statistics are superb—you’ll discover the figures at the conclusion of this article.
For the manual transmission option (which you should choose), the only engine available for the Bronco is a 2.3-liter turbocharged four-cylinder. The specifications are strong (300 hp and even more torque, with easily accessible tunes for additional power). In practice, it’s… adequate. It’s not speedy, but thanks to the gearing in this model, it provides torque where needed. It can cruise at 75 mph without excessive strain. Most importantly, it has been in circulation long enough that maintaining it should be viable if you encounter issues while off-road.
The Right Amount of Rough
I cherish my 1975 International Scout, but I can’t delude myself—it’s genuinely a chore to drive. It’s slow, emits unpleasant smells, and steering it requires constant vigilance. I also enjoy my ’98 Montero, yet every time I need to brake hard, I’m reminded of the two ancient airbags shielding me. Those SUVs deliver a truck-like experience, which is fantastic, but driving them daily amid fast-moving traffic can be taxing. A new Bronco with a manual transmission and sizable tires feels truck-like too. There is noticeable wind noise, body roll is apparent, and aggressive acceleration isn’t particularly satisfying. However, the Bronco is less punishing overall, while still encapsulating enough nostalgia that makes my vintage vehicles charming. And importantly, the design is outstanding. The two-door sixth-gen Bronco simply looks right.
It includes additional airbags, automatic emergency braking, effective headlights, and good visibility. The only real drawback regarding refinement in the Basequatch is the absence of heated seats—that feature is reserved for higher trim levels.
The Bronco’s dashboard screens are sizeable but integrated sufficiently that they aren’t distracting. I still prefer classic analog gauges, but the central infotainment touchscreen is placed low enough that I don’t feel I’m constantly looking over it as I do in several other new trucks. I appreciate how the Apple CarPlay interface is confined to a corner, while I maintain access to vehicle controls on the display (you can see what I mean in the image above).
I also enjoyed how simple it was to remove the front section of the hardtop. With just a couple of lever pulls, I transformed my test Bronco into a mini targa. I would have loved to remove the entire roof, but there was no place to store it at the roadside Motel 6 I was using while adventuring in Johnson Valley, Joshua Tree, and the hilly areas between the Mojave and Venice Beach.
Bronco vs. Wrangler and 4Runner
In the end, I feel the Bronco resonates with me because it balances the characteristics of the Jeep Wrangler and the Toyota 4Runner. It exudes a playful golden retriever vibe thanks to its removable roof, sturdy build, and compact wheelbase. Yet, it also possesses the intellect of an Australian shepherd, offering surprisingly competent on-road dynamics and a commendable execution of interior finish.
People often assert that the Wrangler’s solid front axle allows for greater durability, and they’re correct, but the enhanced handling and daily driveability that the Bronco achieves with independent front suspension is worthwhile. Even with these 35s, this Bronco navigated urban environments more smoothly than any Wrangler I’ve experienced. However, I must admit, Jeep excels at dashboard design. The interiors of the Wrangler and Gladiator feel more appealing than the Bronco’s. The 4Runner also offers superior fuel efficiency, a smoother drive, and a slight edge in practicality. Yet, driving a new Toyota feels a bit like being enclosed in a plastic play structure.
Not Just a Manual Transmission—a Good Manual Transmission
I admit—I am one of those manual über-alles enthusiasts. I will always choose a manual if the choice exists. But I also acknowledge that not all manual vehicles are genuinely enjoyable. In college, I drove a manual Land Rover Discovery 1, and while I relished the surprise it caused, it was rather clumsy and unfulfilling to operate. Regrettably, I can say the same about most manual Jeeps I’ve encountered. I wish to appreciate them, but they fall short.
The Bronco’s seven-speed manual transmission is impressive on two crucial fronts. For everyday street driving, it’s adequately responsive and engaging. While it won’t replicate the feeling of a Civic Type R, the gear lever feels satisfying to operate. Off-road driving with a manual is intriguing—it’s not as challenging as automatic proponents often claim, but it’s certainly no walk in the park. The Bronco’s crawler gear addresses this requirement exceptionally.
The gear shift knob features “C” along with “1” through “6.” Functionally, it operates as a six-speed manual. When you desire to move very slowly, such as in a slippery ascent or rock crawl scenario, you shift into C for remarkably precise throttle control. With the transfer case set to low and driving in C, the sensitivity to throttle input is extremely high, allowing you to maneuver the vehicle at a very slow pace. This is particularly advantageous for highly technical driving or for extricating yourself from loose terrain. It’s a genuine marvel in this context, and the fact that it performs reliably in everyday driving makes this manual transmission one of my favorites among contemporary vehicles.
The transfer case lever, utilized to engage four-wheel drive or low range, is accompanied by a rotating dial for selecting terrain modes (which Ford refers to as “G.O.A.T.” modes). They function similarly to the automatic Bronco’s features (adjusting traction control and throttle response), but of course, don’t influence shift points. For that, you’re on your own.
To be entirely candid, I found it simpler to maintain the truck in a single mode and adjust my driving style based on changing conditions. However, I believe that with more time spent using this system, I could optimize my driving even further by mastering the nuances of the settings.
Weak Spots
A two-door base-model Bronco Sasquatch is nearly perfect relative to its intended purpose and pricing, but I’ll outline my critiques. The backseat is quite challenging to access and uncomfortable; it’s akin to the rear of a 2+2 sports car, suitable only for children or pets. The electronic parking brake positioned as a small switch near the driver’s left knee is quite inconvenient when used in conjunction with a manual transmission. Many of the plastic components appear cheap, yet if you examine the dash of a Bronco from the ’70s or ’80s, you’ll find the same subpar quality there too. This is not a luxury vehicle.
I also dislike the low-effort design of Ford’s Bronco trim decals. The “Sasquatch” emblem on the fender resembles a promotional sticker from Sticker Mule. It’s overly flat and intricately detailed—and this criticism applies to all trim decals on both the Bronco and Bronco Sport. They look unsightly. I apologize to anyone involved in their design, but they should either be significantly simplified or possess more dimensionality.
I also wish the vehicle incorporated fewer (preferably none) screens and less plastic, though that is the nature of vehicles in 2026. It would be fantastic to have a naturally aspirated V8 engine, but I found the power and fuel efficiency from the turbo four adequately satisfying, albeit not thrilling.
It would be advantageous if you could select options in a more detailed manner. I would appreciate the opportunity to configure a base manual with just a rear locker and 31-inch tires instead of being limited to the 35s and lift, but I can still follow that route through the aftermarket.
Verdict
The sixth-generation Bronco represents an outstanding platform, and equipping it with a manual transmission alongside the Sasquatch package truly exemplifies the epitome of an old-school adventure vehicle combined with the ideal level of modern refinement. For many, simply pairing the two-door body with the exceptional manual option will suffice for a genuinely capable and satisfying off-road experience.
I would urge most individuals contemplating “restomodding an old truck” to simply acquire one of these vehicles. Leave vintage trucks untouched if you desire contemporary power and technology.
If you’re uncertain about the manual transmission, choose it. If you’re undecided regarding the Sasquatch, you may forgo it. Yet, if your budget permits, the locking diffs and numerically high rear axle ratio render this vehicle nearly unstoppable off-road. When weighing the choice between two and four doors, the decision hinges on your passenger requirements. If you frequently carry more than one passenger, the longer Bronco will be necessary, but the “coupe” version is decidedly cooler.
I would choose a Bronco over a 2026 Jeep or Toyota as my preferred overlander, and the choice is unequivocal. Personally, as someone who shuns screens (mainly because I don’t need a daily driver), I’ll maintain my eclectic collection of classic trucks. However, should I need a reliable vehicle for commuting to an office, attending school, running errands, and off-roading, a Bronco would be my top choice.
Ford provided The Drive with a four-day loan of this vehicle for the purpose of writing this review.
2025 Ford Bronco 7MT Base 2-Door Sasquatch Specifications
| Price with Sasquatch Package | $50,145 (add $395 for “Marsh Gray” paint as shown) |
| Powertrain | 2.3 I4 Turbo | 7-Speed Manual | 4WD |
| Horsepower | 300 |
| Torque | 325 |
| Ground Clearance | 11.6″ |
| Approach, Departure, Breakover Angles | 43.3° | 37.0° | 28.9° |
| Max Water Fording Depth | 33.5″ |
| Cargo Capacity | 52.0 cu. ft. behind first row | 20.6 cu. ft. behind second row |
| Max Towing | 3,500 lbs. (Class II Trailer Tow Package) |
| Curb Weight | 4,332 lbs. |
| EPA Fuel Economy | 19 mpg combined | 18 mpg city | 21 mpg highway |
| Score | 9.5/10 |
Quick Overview
Classic off-road spirit with contemporary execution—your wishes have been fulfilled.
Bronco Sasquatch California Adventure Bonus Gallery
I ended up with more images than I could fit into a review—but they’re too beautiful to languish on a hard drive forever. So, enjoy, or just scroll down to the comments section.
Ford Bronco Accessory Mounting: Detailed Look
The Bronco features numerous provisions for accessory mounting. Like, a lot. They’re perfect for attaching cameras, bags, and whatever you might need.
Ford Bronco Roof: Detailed Look
Taking off the front sections of the Bronco’s roof was simple. The build quality of the rear section seemed adequate, though not exceptional. The fit where the roof meets the metal body could have been straighter. Furthermore, the roof panels occupy substantial cargo space, so you might opt for the optional soft tops if you aim for spontaneous open-air rides with passengers.
Ford Bronco Doors: Detailed Look
While I wasn’t able to detach the truck’s doors (there was no place to keep them), here’s a closer view of the door area to provide an idea of the complexity involved in unbolting and removing them.
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