2025 Ford Bronco Sport

Volume trims run the carryover 1.5L EcoBoost turbo-three at 181 hp; only Badlands steps up to the 250 hp 2.0L four, unchanged for the 2025 model year.

Standard 1.5L EcoBoost produces 190 lb-ft; the Badlands-only 2.0L rises to 277 lb-ft — both carried over from prior model years.

Instrumented tests of the 1.5L Outer Banks put 0-60 at 8.2 s; the 2.0L Badlands is markedly quicker at 5.9 s, consistent with prior model years since the powertrains are unchanged.

The standard 1.5L turbo-three is adequate but reviewers note some coarseness and turbo lag under hard acceleration; the optional 2.0L four (Badlands only) is smoother and stronger but not available across the range.

The 8-speed automatic (shared across both engines) shifts smoothly and decisively for the segment, without the droning or hunting typical of CVT-equipped subcompact SUV rivals.

Ford rates the standard 1.5L Bronco Sport at up to 2,200 lbs max tow with the Class II Trailer Tow Package; the 2.0L Badlands raises that to 2,700 lbs when properly equipped.

4x4 is standard across every 2025 Bronco Sport trim, with selectable G.O.A.T. Modes terrain management; Badlands adds a twin-clutch rear drive unit for torque vectoring.

2025 is the debut year of a genuine Sasquatch package for Bronco Sport Badlands — position-sensitive Bilstein rear dampers with piggyback reservoirs, extra suspension travel, and modular bumpers — plus Off-Road Mode now standard fleet-wide and new Rally Mode, Trail One-Pedal Drive, Trail Control, and a 360-degree camera with Trail/Split View on upper trims. Ground clearance reaches 8.8 in with Sasquatch, well above pavement-oriented subcompact rivals, though still short of the full-size Bronco.

Only two gasoline engine choices (1.5L and 2.0L EcoBoost, both paired to the same 8-speed auto) with no hybrid, PHEV, or EV variant — a narrower lineup than segment rivals now offering electrified options.

For 2025 Ford revised the standard 1.5L EcoBoost with combined port/direct injection, lifting the volume-trim EPA combined rating from 26 (2024) to 27 MPG; the Badlands-only 2.0L and Sasquatch-equipped trims trade efficiency for capability.

City rating for the standard 1.5L EcoBoost powertrain used on Big Bend, Heritage, Free Wheeling, and Outer Banks trims.

Highway rating for the standard 1.5L EcoBoost powertrain used on Big Bend, Heritage, Free Wheeling, and Outer Banks trims.

Computed from Ford's published fuel tank capacity (16.1 gal, standard across the lineup) against the EPA combined rating for the volume 1.5L EcoBoost trim; some third-party spec aggregators list 15.7-16 gal instead of Ford's own figure.

Estimated using the standard EPA annual-cost formula (15,000 mi/yr, current national average regular-fuel price) applied to the 27 MPG combined rating for the volume 1.5L EcoBoost trim; not independently verified against a live fueleconomy.gov listing this session.

All 2025 Bronco Sport trims, including both EcoBoost engines, run on regular 87-octane fuel with no premium recommendation or E85/diesel complexity.

NHTSA's 5-star overall rating for the Bronco Sport (5 front, 5 side, 4 rollover) carries forward unchanged for the 2025 model year on this same generation.

The 2025 Bronco Sport missed IIHS Top Safety Pick after IIHS's updated moderate-overlap and side tests: a Marginal moderate-overlap result (rear-passenger lap belt could slide from pelvis to abdomen) and an Acceptable side-impact result (driver pelvic injury risk) offset Good ratings in small-overlap front, front pedestrian prevention, and headlights.

Ford Co-Pilot360 is standard on every 2025 Bronco Sport trim, bundling AEB, lane-keeping, BLIS blind-spot with cross-traffic alert, auto high-beams, and a rear camera; adaptive cruise control remains an available upgrade rather than standard, keeping the suite short of top-tier.

IIHS rates the standard front pedestrian system Good but the vehicle-to-vehicle front crash prevention only Acceptable for the 2025 model, a mid-pack result rather than a top-tier one.

BLIS with cross-traffic alert is standard on every 2025 trim, but it is an alert-only system with no active steering or braking intervention described.

Lane-Keeping System (warning/keep-assist) is standard for 2025, but true lane centering only arrives bundled with the optional adaptive cruise package, and reviewers don't single out the system for smoothness.

Adaptive Cruise Control with Stop-and-Go and Lane Centering is available and functionally capable for 2025, but it remains an optional add-on rather than standard, and no reviews call out the highway-assist integration as best-in-class.

Ford's BlueCruise hands-free system is not offered on the Bronco Sport for 2025, unlike several other Ford/Lincoln models.

IIHS rates the 2025 Bronco Sport's headlights Good, its top tier, supporting a strong score for everyday nighttime visibility.

The boxy body and upright windshield give good forward sightlines and headroom, but thick C/D-pillars leave rear-quarter visibility only average per reviewers.

IIHS rates LATCH ease-of-use Acceptable for the 2025 model — lower anchors sit too deep in the seat bight and tether anchors can be confused with other hardware — a workable but not effortless setup.

The 2025 Bronco Sport is a strict 5-seater across all trims (Big Bend, Free Wheeling, Outer Banks, Badlands, Sasquatch-equipped) — no third-row option, unlike some subcompact-adjacent crossover rivals.

The boxy, upright greenhouse carried into the refreshed 2025 model gives the Bronco Sport class-leading front headroom on non-moonroof trims; the optional moonroof cuts it to 39.1 in.

Front legroom is mid-pack for the subcompact SUV segment and unchanged by the 2025 fascia/interior refresh.

The boxy body-on-crossover shape gives the 2025 Bronco Sport unusually generous rear headroom, unaffected by the optional moonroof, topping the segment's normalization band.

Rear legroom is average for the subcompact SUV class — adequate for adults on shorter trips but bested by longer-wheelbase rivals like the VW Taos.

The 2025 Bronco Sport is a two-row subcompact SUV with no third-row option on any trim — buyers needing a third row must step up to the Explorer or Expedition. Scored per the segment's 'no third row / token seating' band.

Behind-second-row cargo volume trails the subcompact SUV segment despite the boxy shape, and drops further on 2.0L/Sasquatch trims due to the full-size spare and different suspension hardware.

Max cargo with seats folded is below the SUV normalization band's midpoint, reflecting the model's subcompact footprint.

Standout for the segment: oversized center console bin, wireless charging now standard for 2025, dealer/aftermarket MOLLE-panel compatibility, rubberized flooring/seatbacks for easy cleanup, and an available 400W cargo-area power outlet.

Seats are supportive and upright with grippy bolstering on Badlands/Sasquatch contour buckets, but reviewers of the 2025 model note stubby front seat bottoms with limited thigh support, keeping comfort adequate rather than exceptional on long hauls.

Truck-like suspension tuning and available all-terrain tires (Badlands/Sasquatch) trade some on-road compliance for off-road capability; reviewers of the 2025 model describe a comfy-enough but tolerant-rather-than-plush ride, with all-terrain tires transmitting highway bumps more directly.

Reviewers of the 2025 model consistently flag elevated wind noise off the square cabin and some road noise on highway drives, a known segment weakness for this model even after the refresh.

Heated front seats, a heated steering wheel, and dual-zone automatic climate control are standard from Outer Banks trim up, but base Big Bend/Free Wheeling trims remain comfort-feature-sparse and no ventilated seats or rear climate are offered on any trim.

2025 Big Bend base trim starts at $31,590 including the $1,595 destination charge ($29,995 base + destination), a genuinely low entry price for the segment.

Outer Banks is the volume mid-trim balancing comfort/tech upgrades over Big Bend; range across trims runs $31,590 (Big Bend) to $44,580 (Badlands w/ Sasquatch).

CarEdge pegs maintenance alone at $591/yr (~$2,957 over 5 years); low repair frequency for the model in RepairPal-style reliability data keeps blended 5-year maintenance+repair well below the segment norm.

Estimates diverge sharply — CarEdge projects steep depreciation (~43% retained, $16,064 residual on a typically-equipped 2025) while iSeeCars is more favorable (58.4% retained); blended figure still sits toward the weak end of the SUV band.

Ford's standard 3-year/36,000-mile bumper-to-bumper warranty sits at the low end of the mainstream segment, well behind Hyundai/Kia's 5-year coverage.

5-year/60,000-mile powertrain coverage is standard Ford issue and the shortest in-segment relative to rivals with 7–10 year powertrain warranties.

No factory-included scheduled maintenance plan, but FordPass Rewards points at purchase (enough to cover roughly the first few services) plus 5-year/60,000-mile complimentary roadside assistance provide a modest offset.

$36,580 volume-trim price minus its estimated resale value after 5 years (47% retained, or about $17,193) leaves about $19,387 in depreciation. Add the projected $4,200 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $23,587 in total.

The 2025 Bronco Sport holds Consumer Reports' mid-pack predicted-reliability score, an improvement from its rocky 2021-2023 debut years, and earns a spot on CR's recommended list, though it is not yet a top-tier performer.

Ford's 3-year-ownership dependability standing is bottom-third among mainstream brands, and initial-quality trends for the 2025 model year specifically were roughly industry-average rather than class-leading.

The 2025 model year escaped the earlier 2021-2024 fuel-injector fire recall but has accumulated its own significant recall load, including a critical "do not drive" steering-loss campaign tied to incorrectly assembled front suspension components on pre-June-2025-production units, plus a powertrain loss-of-drive-power recall.

The 1.5L EcoBoost three-cylinder avoids the head-gasket failures of earlier EcoBoost designs, but an EGR-valve recall causing unexpected loss of drive power on this generation, combined with owner-forum reports of injector and cooling-system issues, keeps durability confidence below segment norms.

The 2025 refresh adds soft-touch, nicely textured dash and door-panel surfaces, but reviewers still describe the cabin design as bland enough to make decent materials look cheaper than they feel; durable, rugged-oriented materials fit the vehicle's off-road mission more than a premium feel.

No pattern of rattles or panel misalignment reported for this model year, and Ford's initial-quality score for 2025-model-year vehicles came in just below the industry average — an improving but still middling result rather than a standout.

Ford operates one of the largest dealer and service networks in the US, giving Bronco Sport owners broad nationwide access to service and parts.

As a high-volume nameplate sharing its platform and many components with the Escape, the Bronco Sport benefits from wide parts availability and a mature aftermarket, but brand-wide repair costs run above segment norms.

For 2025 Ford made the 13.2-inch SYNC 4 touchscreen standard across the entire Bronco Sport lineup (Big Bend, Heritage, Free Wheeling, Outer Banks, Badlands), replacing the outgoing 8-inch SYNC 3 unit used on 2021-2024 models.

The new SYNC 4/4A interface brought for 2025 adds smartphone-style swipe/pinch gestures, sleeker design, and faster response times versus the outgoing SYNC 3 setup; some off-road-relevant physical controls migrated into the touchscreen, adding a learning curve reviewers noted.

Wireless Apple CarPlay and Android Auto ship standard on every 2025 Bronco Sport trim alongside the new 13.2-inch SYNC 4 display, with no wired-only or upper-trim gating.

SYNC 4 includes built-in voice recognition and AppLink, but the fuller Ford Connectivity Package (5G hotspot, Google/Alexa-grade voice assistant, connected navigation) is not standard equipment for 2025 — that bundling arrives as standard on the 2026 model — so most owners will still lean on phone-projection navigation.

Base 6-speaker audio is adequate for the segment; the 10-speaker B&O (Bang & Olufsen) system with subwoofer is available on Outer Banks via a $1,995 Tech Package and on Badlands via a $995 Tech Package, both well-regarded for the class.

A fully configurable 12.3-inch digital instrument cluster is standard across every 2025 trim, from Big Bend through Badlands — a major step up from the smaller, partially analog gauge display used through 2024.

The new SYNC 4/4A system supports software updates over Wi-Fi or the FordPass app, an improvement over SYNC 3, but scope is mainly infotainment/maps rather than whole-vehicle OTA, and the 5G-enabled Connectivity Package that broadens this isn't standard until 2026.

The FordPass app supports remote lock/unlock, remote start, and vehicle status checks, though remote unlock and start don't function while the vehicle is in its low-power 'Deep Sleep' mode — a known limitation reviewers flagged.

A wireless charging pad is available in the center console on 2025 Bronco Sport trims (this feature is dropped for 2026), supplemented by USB ports of unconfirmed exact USB-A/USB-C split.

Factory SecuriCode keypad is not standard for 2025 — it remains a dealer-installed accessory (~$225, shipped separately) rather than factory equipment — while proximity entry and key-fob remote start are available on most trims and FordPass app remote start has the Deep Sleep limitation noted above.

A rear-view camera is standard across the lineup via Ford Co-Pilot360 Assist+, with a 360-degree camera featuring class-exclusive Trail View standard on Badlands and available on the Outer Banks Sasquatch package.

A head-up display is not offered on any 2025 Bronco Sport trim; research turned up no order-guide listing or reviewer mention of the feature for this model year.

Boxy body and low beltline give good visibility for spotting car seats, and 36.9 in of rear legroom is decent for the class, but rear door apertures are tighter than taller-cabin rivals and the pre-refresh cabin's simpler center console offers less usable storage than the redesigned console introduced for 2026.

Ford Co-Pilot360 (automatic emergency braking with pedestrian detection, lane-keeping, blind-spot monitoring, auto high-beams) is standard on every 2025 trim including the base Big Bend, and NHTSA rates it 5-star overall, but the IIHS's updated moderate-overlap front test found the rear dummy's lap belt slipping onto the abdomen, earning a Marginal rating that keeps it off the Top Safety Pick list.

32.5 cu ft of cargo behind the second row (65.2 cu ft seats folded) is strong for a subcompact SUV and helps on family trips, but the firm, occasionally choppy ride (more pronounced on Badlands/Sasquatch off-road tires) and a pre-refresh cabin with smaller standard displays and no ventilated seats leave rear-row amenities modest for multi-hour trips.

The 1.5L EcoBoost three-cylinder is adequate but not effortless around town, and the tall, boxy stance with standard AWD trades some low-speed refinement and NVH smoothness for its off-road capability, making it a fine but not class-leading daily commuter.

EPA combined economy of 27 mpg on the base 1.5L EcoBoost (25/30 city/highway), dropping to 23 mpg combined (21/27) on the 2.0L Badlands, trails most subcompact SUV rivals (many in the high-20s/low-30s combined) and there is no hybrid option, keeping per-mile running costs above class average despite regular-fuel compatibility.

A tight 18.2 ft turning radius and compact 173 in overall length make it easy to place in city driving and tight lots, though the 82.2 in width with mirrors extended is on the wider side for the segment.

Maximum tow rating tops out at 2,700 lbs on the 2.0L Badlands with the Class II Trailer Tow Package (2,200 lbs on 1.5L trims with the package), and unequipped trims are limited to roughly 1,500 lbs — usable for light trailers and small toys but not a meaningful work hauler.

Bronco Sport has carried a below-average reliability reputation across its generation with recall activity on the turbocharged EcoBoost engines, and it is not fleet-proven the way body-on-frame work vehicles are, so hard-use durability is unproven relative to segment norms.

The signature rubberized, drain-plug-equipped cargo floor and integrated tie-down/cargo-management system give it a genuinely rich work/gear accessory ecosystem for a subcompact SUV, and unlike the 2026 model year, adjustable liftgate flood lights are still included standard while the front brush guard with recovery hooks remains bundled into the Sasquatch Badlands Package rather than a separate order.

Standard Co-Pilot360 driver-assist tech reduces highway fatigue, but firmer suspension tuning (especially on off-road-biased trims), more road/wind noise than car-based crossovers, below-average highway fuel economy, and a pre-refresh cabin without the larger displays or ventilated seats added for 2026 mean more frequent stops and slightly less mile-eating comfort on long trips.

Standard AWD with up to seven G.O.A.T. terrain modes, 8.8 in of ground clearance, and Badlands-exclusive HOSS suspension with true 4x4 low-range/Trail Control make the Bronco Sport a genuine adventure enabler that outclasses most subcompact SUV rivals off-pavement.

A best-in-class 65.2 cu ft of cargo volume with the rear seats folded flat, standard roof rails, and the washable cargo-management floor system give it exceptional gear-hauling flexibility for the segment, aided by the standard liftgate flood lights for loading in low light.

Precise steering and a controlled suspension keep body roll in check for a tall crossover, giving secure, composed cornering, though the Bronco Sport is still noticeably tall and can feel tippy pushed hard. The off-road-biased Badlands trim trades some of that composure for trail capability, needing more steering input and showing more roll.

Steering is accurate with genuine feedback for the class — noticeably better communication than the Bronco Sport's Wrangler rival — but weighting is more about confidence than sportiness.

No documented instrumented stopping-distance issues; Trail One-Pedal Drive automatically applies the brakes on throttle lift-off for smooth, confidence-inspiring off-road braking control, and on-road pedal feel draws no complaints in owner or press reviews.

The volume-trim 1.5L EcoBoost three-cylinder (180 hp/200 lb-ft) is fine around town but Ford's own service bulletins document a lugging vibration/boom condition in gears 5-8 near 1,500 rpm tied to the engine's firing frequency and cylinder deactivation; Sport drive mode is the documented workaround. The optional 2.0/2.5L four-cylinder is markedly smoother and stronger.

The three-cylinder gets vocal and coarse above about 40 mph under load, and the same boom/vibration service bulletin condition is the recurring complaint versus four-cylinder subcompact-SUV rivals; dashboard vibration is also flagged by some owners.

Turning circle is unchanged for 2025, mid-pack for the subcompact SUV segment.

Plenty of front-row headroom and legroom and generally comfortable seats for long days, but the driver's seat doesn't slide back far enough for taller drivers, limiting adjustability at the top end.

Boxy Bronco character, clever utility, and genuine off-road chops make it surprisingly enjoyable to drive everywhere, though the base engine dulls some of that appeal versus the more spirited four-cylinder configuration.

The 2025 refresh makes every trim (Big Bend, Heritage/Free Wheeling, Outer Banks, Badlands) standard with 4WD, a new 13.2-in SYNC 4 touchscreen (up from 8-in), a 12.3-in digital cluster, wireless Apple CarPlay/Android Auto, standard SiriusXM 360L, a wireless charging pad, and a full ADAS suite (adaptive cruise with stop-and-go, lane centering, evasive steer assist, blind-spot, rear cross-traffic, AEB w/ pedestrian detection) that rivals like the Honda HR-V or Chevy Trailblazer charge extra for or omit on base trims.

Standard AWD, a full ADAS suite, and a much larger touchscreen arrive for 2025 at a still-low $31,590 Big Bend starting price, but Edmunds' 6.3/10 expert score and buyer feedback citing value as a relative weak point keep it fair-not-standout versus segment leaders.

Four trims span $31,590 (Big Bend) to $39,995 (Badlands), and 2025 newly extends the Bronco-style Sasquatch off-road package to Bronco Sport on Outer Banks ($41,810) and Badlands ($44,580) — widening the range toward serious off-roaders — but only two engine tiers (1.5L three-cylinder standard, 2.0L on Badlands) and no hybrid limit flexibility versus the broadest rivals.

Full-year 2025 sales landed at 134,493 units, down about 3% from 2024's 138,150 peak, but the year was uneven rather than a straight decline — Q1 rose ~6% and Q2 surged ~39% year-over-year before a Q3 pullback (-11%) — a still-strong, near-segment-leading volume overall.

Ford is a mainstream brand, but the Bronco Sport rides the halo of the 6th-gen Bronco launch, and the 2025 refresh doubles down on that tie-in by extending the Sasquatch off-road package and G.O.A.T.-mode branding downmarket, giving it a distinct lifestyle image ahead of a generic crossover.

Incentives were modest and grew through the 2025 model year — special leases and $1,500 cash back in September climbing to $2,500 cash plus lease/finance offers by November-December — meaningful help for buyers but not desperation-level discounting on a still-strong seller.

2025 is the Bronco Sport's first mid-cycle refresh since its MY2021 launch — a larger 13.2-in touchscreen, new 12.3-in digital cluster, restyled front/rear fascias and wheels, standard safety suite, and the new Sasquatch package — making this the freshest point in the generation's life even though the underlying platform dates to 2021 and a full redesign isn't expected until around 2030.

The 2025 model retains its 5-star NHTSA overall rating and scores well with owners (Edmunds consumer average ~4/5), but Edmunds' expert road test is middling (6.3/10) and the 2025 Bronco Sport missed IIHS Top Safety Pick after updated moderate-overlap (Marginal) and side-impact (Acceptable) results, with no major comparison-test wins or awards found for the model year.