Classic Advisory: Bronco

The Ford Bronco is a legend: From its early beginnings in 1966 when it was a compact SUV to the chase of O.J. Simpson down the 405 of Los Angeles in 1994.

The Bronco introduced in 1966 was a competitor in the small four-wheel-drive market. It was built to target the Jeep CJ-5 and the International Harvester Scout and was built on its own unique platform. Its first generation was small, riding on a 92-inch wheel base, which made it ideal as an off-roader with exceptional maneuverability. The idea behind the Bronco began with Ford Product Manager Donald Frey, who also conceived the Mustang. The Bronco was designed under engineer Paul Axlerad. The axles and brakes from the Ford F-100 4WD pickup were used, but the axle was located by novel and new radius arms. This control arm setup, along with coil springs was unheard of in the ‘60s and gave the Bronco an incredibly tight 34-foot turning radius, long wheel travel and anti-drive braking characteristics. The rear suspension was a more conventional leaf-spring setup and the driveline was powered by a shift-on-the-fly Dana transfer case and Warn locking hubs.

Power came from a 170ci inline-six modified with solid valve lifters, a 6 quart oil pan and heavy duty fuel pump. It also received an oil-bath air cleaner and a carburetor with a float bowl compensated against extreme angles. Styling was subordinated to simplicity and economy, so all glass was flat, bumpers were C channel and the frame was a simple box-section ladder. The base price was $2,194 in 1966 and had a long option list from CB radios to posthole diggers. The Bronco sold well, with nearly 24,000 units sold in its first year and remained in second place to the CJ-5.

In 1969, General Motors saw the expanding SUV market and introduced the full-sized Blazer. GM, lacking a dedicated small SUV platform, based the Blazer on Chevy’s existing full-size pickup. The larger size, comfort and more power meant that it ate significantly into the Bronco’s market share. Not content with this, Ford increased the optional V8 engine displacement from 289ci and 200 hp to the legendary 302ci V8 with 205 hp and better torque.

By 1973, Chevy Blazer sales were double that of the Bronco, and International had just released the full-size Scout II. In 1974, Jeep jumped in with the full-size Grand Wagoneer/Cherokee Chief models and now Ford was in a predicament. In 1977, production of the original model slipped to just over 14,500 units and production ceased.

The second-generation Bronco, which was a full-size variant based on Ford’s F100 chassis, was originally slated for release in 1974, but the 1973 oil crisis, essentially, put the production on hold as Ford balanced the potential fuel economy of the full-size Bronco against the compact version then in production. In 1978, the second-gen Bronco was released. The new Bronco, while considerably larger, also received a more durable driveline with front Dana 44, and rear Ford 9-inch axles. The Bronco also received a New Process 205 gear-driven transfer case in lieu of the previous Dana offerings, and was optioned with a full-time four-wheel-drive NP203 chain driven transfer case. Engine offerings were limited to two V8’s, the Cleveland 351M and the Big Block 400, both with catalytic converters.

In 1977, even before the release of the second generation, work started on the third-generation Bronco. The third generation was released in 1980 and was based on the F150 chassis. It retained its 104-inch wheelbase base, but was lighter and designed to adopt a more efficient powertrain while remaining full size. Both transfer cases were dropped for the New Process 208 part-time case, and the front solid Dana 44, was replaced with a Twin Traction Beam independent D44 version. The rear leaf-spring Ford 9-inch axle remained. For the first time since 1977, the 4.9L “300” inline-six engine was made available, solely with a manual transmission. The Big Block 400 was no longer offered, with the 5.8L “Cleveland 351” being the largest option, and the 302 5.0 V8 being the base V8. In 1982, the Cleveland 351 was replaced by the Windsor 351 with 210 hp, and in 1985, the 302 5.0 V8 received fuel injection.

In 1987, the fourth-generation Bronco was released, coinciding with the new eighth-generation F series trucks.  The exterior, interior and frame was revised as it shared body panels with the F series trucks. Powertrain options remained the same, and slight modifications were made to the driveline offerings. ABS became standard in 1987.

In 1992, the fifth, and final, generation of the Bronco was introduced alongside the revised F series trucks again. In the interest of making the Bronco more aerodynamic, designers used wrap around composite headlights, and a larger grille. Body panels were rounded and a number of safety features were introduced like crumple zones, three-point seatbelts for the rear seat and a center mounted rear brake light. As a result of the safety changes, the removable rear top that was a mainstay of all previous Broncos became no longer removable from a legal standpoint, as it contained the high mount brake light and seatbelt mounts for the rear seats. Ford removed all literature in the owner’s manual explaining how to remove the hard top. To further discourage its removal, the bolts securing the hardtop in place were all changed to Torx tamper proof bolts, that required special tools to remove.

The year 1996 spelled the last year of the Bronco with the new explorer taking its place.

However, at the 2017 North American International Auto Show in Detroit Michigan, Ford announced the 2020 return of the Bronco to the U.S. market, ending a 24-year hiatus, with Ford publicly proclaiming the Jeep Wrangler as its target. Details are slim on the new Bronco, but it will be built alongside the new Ford Ranger at the Bronco’s original plant in Wayne, Michigan, as a ‘20 model year.If you are interested in staying up to date on the upcoming Bronco, check out its product page on Ford’s website.