I’ve dreamt of going to space for a while. However, until that day comes, driving the Bronco DR may be the next best thing –– even though I didn’t reach orbit, I did leave earth a few times.
It’s not often that a legacy American automaker lets you climb into one of its highest performance race vehicles, let alone get behind the wheel. That very thing happened this past week, when Ford allowed me to suit up and strap into the turnkey, high-performance, V8-powered, desert-eating Bronco DR that the “general public” could buy for $295,000, before options.
An Insane Invitation
While attending this year’s Ultra4 King of the Hammers in Johnson Valley, the opportunity became available to spend a few hours behind the wheel of the only V8-powered Bronco currently produced … and of course I took it.
After a quick jaunt deeper into the desert, we arrived at the staging area where the Ford Performance and Multimatic team awaited. Following a briefing and walk-around of the DR from Ford’s own Mike Levine, it was time to get suited up.
I donned a royal blue race suit complete with Ford Racing and BFGoodrich patches, a helmet, and a Hans device. The Hans device is worn kinda like a backpack and fastens around the chest. Two straps affixed to anchor points on the helmet keep the head, neck, and helmet secure and prevent whiplash while skipping over whoops and thrashing through the countless washes of the California desert.
Once suited, I met off-road legend, Baja champion, and my co-driver for the day, Curt LeDuc. I met LeDuc while covering the Bronco R for BN, but this was the first time I’d be shoulder to shoulder with him in a race truck.
Climbing in through the window opening took a little bit of gymnastics, but once comfortably seated, I buckled in with the five-point harness, and the Multimatic team attached the steering wheel and air hose that would blow clean, cool air into my helmet. They also connected the helmet to the on-board comms system, allowing LeDuc and I to communicate.
Inside the Beast
The interior of the truck is sparse. There is no gauge cluster or information displayed in front of you, but rather an informational display in the center that you’d find in most race trucks. It displayed oil temp, RPMs, and GPS speed, among other information that, frankly, I didn’t pay close attention to once we got rolling. To the right of that display was a small panel with buttons to control the mechanical functions of the truck, such as ignition, engine start, and helmet air blower. Above all of that were the same HERO switches you’d find in your Bronco, but instead of lockers, sway-bar disconnect, TCS, and Trail Turn Assist, the Bronco DR uses those buttons to control its suite of light bars. In font of LeDuc was a Lowrance off-road GPS unit, which he used to navigate us and call out obstacles on our course. The center console featured a gear shifter out of an F-150 Raptor with the typical PRDLM and a transfer case selector, also out of an F-150, with 2H or 4H as options. We remained in 4H for much of the drive.
It was now time for the fun. LeDuc primed the engine/fuel pump, and after a few seconds, it was time for ignition. With the press of a button, the 400+ hp 5.0L Coyote V8 roared to life. Holy hell, does this thing sound good. Being strapped that tightly to the vehicle, you become a part of it. Feeling the rumble of the engine in your body makes you feel alive. With a quick shift into M, we were off. LeDuc explained that while the vehicle does have steering wheel-mounted paddle shifters, putting the vehicle in M acts like a sport mode. Shifting still happens automatically, just with a little more conviction. We began a slow roll out of the staging area and into the desert. The fun began almost instantly.
Learning the Vehicle
As you would expect when driving a $300k+ vehicle that you don’t own and cannot afford, I was a bit nervous at first, and I think LeDuc could tell. I made a few jerky turns and didn’t get into the throttle really at all as we headed out into the rugged terrain. In the first five minutes, LeDuc had to tell me to stop, explain he would let me know if I pushed to too far and would break anything, to relax, don’t make any hurried reactions as there’s always another area to turn, and to go at a pace you are comfortable. With that much needed reminder, we began rolling again and began to pick up speed.
When traversing over whoops, people often refer to “getting up on plane” as the way to go. This essentially means going fast enough where you are skipping from one bump to the next instead of going too slow and hitting each and every up and down, bottoming out like an old playground teeter-totter. After reaching 60-70 MPH, I finally felt that sensation. We easily skipped from whoop to whoop, making contact with every other one, in my estimation. It felt like skipping a rock on a pond … smooth, controlled, skimming the surface. It was sensational.
So how does the vehicle steer and handle in these conditions? When you begin to skip across the surface, your front wheels are not in constant contact with the ground. You lose the ability to make constant steering adjustments. It’s almost as if you are aiming the vehicle as opposed to steering it in these scenarios. Keeping the vehicle mostly straight as you navigate bushes and uneven terrain took a lot of focus and concentration, especially moving at that rate of speed. Steady and controlled was the name of the game. A series of small adjustments were what I found kept me headed in the right direction and the vehicle under control.
Navigating the Desert
When traveling at that speed across that terrain, it’s vital that you look quite a way out to spot and anticipate terrain and adjustments you may need. A bush or square edge 200 yards away comes up awfully fast when you are traveling at 70+ MPH. This is also where I could truly appreciate the value a co-driver and navigator brings. Calling out turns, larger washes, square edges, and the like proved how much of a team sport this is and how vital pre-running is in a race situation. I had become more comfortable with the vehicle by this time and used to the amount of input required to steer and brake. You really have to get into the brake on this bad boy to slow the vehicle.
After navigating washes and whoops for half an hour, we made our way to Soggy Dry Lakebed, where LeDuc would allow me to gain a little more speed and truly feel the power of the Coyote V8. We made our first pass across the lakebed at approximately 80, which felt amazing. After we turned around and aimed back across the lakebed, LeDuc emphatically told me to give it a little more gas, and I did. He followed that with “all the way.” Don’t have to tell me twice; I love speed. I put the pedal literally to the metal and felt the engine roar as we launched back across the lakebed. You are pushed back in your seat and feel the pressure of the wind against your helmet due to the lack of windshield. We were screaming across the lakebed backed by the most perfect exhaust note … one that we all wish was shared with more Broncos than just the DR. The wind, the vibration of the engine, the sound: It was pure bliss. As the end of the lakebed neared, I slowed the DR, and LeDuc called out that we hit 106mph. Holy hell.
We continued our course through the desert. It’s hard to compare driving a truck like this to any modern-day vehicle. It’s so real and raw, and you really feel what is happening around you. You feel the bumps, the tracks, the suspension working, the input in the steering wheel and the brakes. I know it sounds corny, but you really become a part of the vehicle. You react and predict your next move based on the feedback it’s giving you. It feels so composed, yet so rowdy at the same time. It is a very unique experience.
Your brain is receiving, processing, and deciphering an immense amount of data and making a ton of decisions every second based on that data. It gave me a whole new appreciation of off-road racing –– it’s not only physically taxing but also very mentally strenuous at the same time.
Takeoff
We made our way back to the staging area to link up with the team so they could watch and capture the DR in action. The time had come to jump it. All my qualms about not getting to jump the Bronco Raptor during the media drive quickly disappeared as we headed toward the area where I’d attempt to defy gravity and fly. After a quick briefing from LeDuc, I lined up the DR and gave it the beans. Sixty MPH came and went quickly, and we approached our point of liftoff.
With grace and ease, in all her glory, the DR left terra firma. Cue Cornfield Chase from Interstellar. The DR’s position-sensitive Multimatic suspension did all the work as we touched back down. It was amazing to me how soft and effortless the landing was. Getting enough speed and altitude allows the suspension to reach full droop, giving you the maximum amount of cushion on landing. Sadly, no SkyMiles FordPass Rewards were earned on the flight. With my first jump behind me, I felt comfortable and in control to give it a little more gas on the next one. We turned around and jumped it another six times. Just so we could get the shot, right? Each jump was as incredible as the last, and with every landing I couldn’t help but belly laugh. It was spectacular.
For my last and final stunt, I was permitted to do a donut. I’ll refer you to the video on that one. Enough said.
A Truck to Influence Our Own?
After two glorious hours, my time in the Bronco DR came to an end, and we headed back to the staging area. For what it’s worth, piloting a race truck for an extended period proved to be a good arm workout.
I couldn’t stop laughing as I pulled back in and climbed out of the truck. The smile did not leave my face for quite some time as I reflected on what has just occurred. This was the best drive of my life. And while I know the vast, vast majority of people won’t get behind the wheel of the Bronco DR, it makes me hopeful that some of the insane components (cough cough, engine, cough) will make its way down to more attainable versions of Bronco.
The DR is a well-composed vehicle. It does what you want it to do; power is readily available; it’s responsive, adequately nimble, stable, and confidence-inspiring at high speeds. While I don’t have many race trucks to compare it to, it’s a hell of a vehicle and the best option for those who have the cash and are looking for a turn-key race truck.
Huge thank you to Ford, Ford Performance, and Multimatic for this (hopefully not) once-in-a-lifetime experience. This wasn’t how I envisioned KOH this year, but damn, was it a glorious surprise.
It’s important to note the BN team did not let me drive back to KOH after my time behind the wheel. I guess they didn’t want me confusing the Bronco Raptor for the Bronco DR –– probably a wise choice.
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