- Neither a car nor a truck
- Go anywhere and do anything
- Renewed interest in the original
1966-1977
The planners at Ford Motor Company had been eyeing the growing light-duty 4-wheel-drive off-road sport utility market in the 1960s and in August of 1965 they debuted their version to the marketplace. The small and nimble vehicle they designed competed largely with the Jeep CJ (Civilian Jeep), as well as the International Harvester Scout, Toyota Land Cruiser, and Land Rover. The new 4WD Ford was called "Bronco" as the second horse in their product stable, alongside the famous Mustang.
The small, lightweight contender ran on a 92-inch wheelbase and was highly versatile, both off-road and on the pavement. Featuring a body-on-frame design, the front suspension was known as the "Mono-Beam" anti-dive system, based on coil springs and forged radius rods located from the transmission area forward to the solid front axle. Tubular shocks located rearward of the coils were used and a tubular track bar was incorporated into the design to maintain axle alignment. The turning radius was a tight 34-foot circle, curb to curb.
Three versions of Bronco came for the 1966 model year:
- Top: Body Code 96 Roadster: foldable windshield, no doors, no roof, and fitted with fiberglass inserts for ingress/egress, $2,355.00, 4,090 sold.
- Center: Body Code 97 Sports Utility Pickup: geared for service station operators, $2,480.00, 6,930 sold.
- Bottom: Body Code 98 Wagon: featuring closed-in steel rear cargo compartment, $2,570.00, 12,756 sold.
Total sales for the 1966 model year: 23,776
When the vehicle was first released
In the early production models, the rear suspension incorporated a semi-elliptic leaf spring design, however soon that was revised to full-length leaf springs. Outboard tubular shocks were fitted and standard gear ratios were 4.11:1 with 4.57:1 optional. Maximum ground clearance was provided via the use of a higher transfer case, a "drive-through" two-speed Dana 20, and with that came the use of constant-velocity, double-cardan universal joints. A three-speed manual transmission, fully synchronized, was the only available gearbox when the vehicle was first released.
The standard engine for the Bronco was the 105-hp 170-cid inline six-cylinder Falcon unit, however, a more powerful addition came on March 2, 1966, when the factory announced the availability of an optional 289-cid V8, which developed 200-hp, and the V8 engine was enlarged to 302-cubic-inches with 205-hp in 1969. In the early years, the only transmission choice was the column-shifted three-speed manual. By 1973, an automatic transmission became an option. The front axle during the first five model years was the Dana 30, with a more rugged model Dana 44 coming during the 1971 model year run. A nine-inch rear axle was used in the rear for all years.
The new Ford Bronco was a hit with the motoring press, Car Life said this about the new small-sized Ford 4x4: "The heart of this vehicle's goat-ability, however, lies in the 2-speed transfer case behind the transmission. Controlled by a single, floor-mounted lever, this gear case determines the mode of operation and even includes a 'neutral' for running stationary equipment via the power take-off. The arrangement is called 'through-drive,' disengaging completely the driven gears from the drive-shaft gear when rear-wheel-drive is selected, which cuts down gear noise and wear."
The first-generation Bronco lived through the 1977 model year and over the 11 years it was produced, very little changed on the vehicle. In total, 230,800 of them were produced and rust problems did in a great many of them along the way.
These first-generation versions now look clean and uncluttered and have a fun, practical appeal to enthusiasts who are looking for something different.
Ultimate Broncos
With growing interest from both restorers and those that want to make them modernized, powerful off-roaders, there's great interest now to blend the world of nostalgia and more modern technology all in one retro package!
The ICON Bronco
About 20-30 Broncos are built each year and these are unique as per the owner's desires. Power comes from a modern high-performance 4-valve Ti-VCT Mustang 5.0L Coyote V-8 engine, producing 412 horsepower at 6500 rpm, with 390 lb-ft of torque peaking at 4250 rpm. An Aisin-Warner AX15 five-speed manual transmission comes standard 4R75W four-speed automatic with overdrive optional and in either case, an Atlas II two-speed transfer case is used.
The stock frame is replaced with a new unit using wrinkle-free Art Morrison mandrel-bent mild steel frame rails (2-inch x 4-inch x 0.180-inch thickness), upfront a Panhard linkage design is used, and in the rear triangulated four-link provides the connection from the differential to the chassis. Key suspension pieces from Eibach springs, Fox Racing shocks and Currie Antirock Sway Bars. Johnny Joints connectors are incorporated plus and with the use of a sturdy Dana 60 rear differential by Dynatrac (4.09:1 ratio), the weight balance was changed from being nose heavy to close to 50/50 front to rear weight bias, providing better handling both on and off-road.
Front-mounted Warn 9.0RC winch/custom bumper blends into the front of the vehicle thanks to the black hue and "anti-bling" flat gray matte finish paint helping give the truck a utilitarian appearance. Door handles and side mirrors are among the stainless steel pieces are used. This is a vehicle that delivers a head-turning appearance.
To insure the vehicle is truly off-roadworthy, use of Eibach springs and Fox Racing shocks are part of the package, providing 12-inches of wheel travel front and rear. Dana axles are used with Series 44 front, Series 60 rear and power is put to the ground via an Atlas II 2-speed gear-driven transfer case.
Enlarged wheel openings and a choice of colors are available to any ICON purchaser, the stainless steel insert on the tailgate can be done as brushed finished or Volcanic Black powder coating. LED taillights are used. The company can supply the donor vehicle or the customer can bring in a rust-free example to get the work started.
Re-engineered to the highest standards
At the start of the project the Bronco chassis was set up on the surface plate jig and a lightweight plastic SB Ford mock-up block was used for engine placement.
The body is set on the frame early on in the build, as the parts and pieces are being added and fabricated on the purpose-built Bronco, the focus was always off-road functionality plus show quality all blended into one potent package.
The rear differential is equipped with Currie nodular case, fitted with a 4.56:1 ratio Tru-Trac. The nylon strap in place restricts wheel travel to 12-inches.
Custom leather and Alcantara upholstery make the Bronco seem more like a German luxury car rather than an off-road toy, included in the interior niceties is a full sound system using a Parrott MKi9200 Bluetooth unit, running into a JL Audio power amplifier and five-speaker system with 10-inch subwoofer, four 5.5-inch component sets.
The finished product looks like a toy truck in the studio! This off-roader was painted a custom blend from Sherwin Williams-Ford Washington Blue hue, with great efforts done to make it a clean and clutter-free appearance, as shown with subtle flush side exhausts and small road-racing style exterior mirrors.
The modern "SUV" has a lot of frills and occupant comforts within, and this compact Bronco was a true precursor to the more modern and sophisticated SUVs to come. There's a renewed interest today in the original Broncos and they are showing up more and more at shows and events, and while they looked "old-fashioned" and dated by the time the life of the first platform was coming to an end.
