The words below were copied and edited from two different sources. I am not 100% sure of the accuracy of the information. Feel free to comment with sources to correct any errors.
Ford’s first-generation off-roader has gone from cult classic to mainstream collector.
If
you haven’t noticed lately, vintage 4x4s are heating up the collector
market and the first-generation Ford Bronco is leading the way.
Conceived as a competitor for elemental off-roaders such as Jeep and
International-Harvester’s Scout, the Bronco’s dimensions were somewhat
in between them. Its 92-inch wheelbase and 151.5-inch overall length
were considerably longer than the Jeep CJ-5’s 83-inch wheelbase and
139-inch length, but shy of the Scout’s 100-inch wheelbase and 155-inch
length.
Much
like the groundbreaking Mustang, the original 1966 Bronco (introduced
in August 1965) represented a brave new world for the Blue Oval, as Ford
had never developed a dedicated 4x4 sport-utility vehicle.
The frame, chassis and body would be created from scratch, although
engineers logically adapted the front and rear axles from the company’s
four-wheel-drive F-Series pickups and used them with a Bronco-specific
Dana 20 transfer case.
Its
105-hp, 170-cubic-inch straight-six engine was a “pick-up,” too – from
the Falcon, although the carburetor was fitted with a unique float to
prevent fuel starvation on steep, off-road grades. The fuel pump was
heavy-duty, too, for the same reason. A 289 V-8 would join the lineup
later in the ’67 model year and would be supplanted by the 302 engine in
1968.
A
three-speed, column-shifted manual transmission was the only gearbox
offered at first and an automatic transmission wouldn’t arrive on the
option list until 1973. All models through all of the first-gen
production years used a Ford 9-inch rear axle. A Dana 30 front axle was
used through early 1971 and was replaced by the stronger Dana 44.
The
transfer case drove the front and rear axles through constant-velocity,
double-cardan universal joints. The design enabled a higher mounting
position and greater ground clearance. A coil-spring front suspension
and leaf-spring rear suspension were used. The front “mono-beam” axle
was located by a pair of forged radius rods and a track bar. Out back
forward-angled shocks were used on early models and replaced by
rear-canted shocks. The short wheelbase and unique chassis/suspension
features contributed to a super-short turning radius of less than 35
feet.
Three
body styles were offered initially: the boxy wagon, a pickup-style
half-cab and a Jeep-like roadster. The roadster was the lowest-price
models, with a base price of only $2,404 in 1966, but wasn’t popular and
was axed from the lineup after 1968. All models were designed for work
and the roster of factory options included items such as free-wheeling
hubs, a limited-slip differential, heavy-duty cooling package and more,
while dealers touted available post-hole diggers, power booms and power
sprayers. The Bronco could even be outfitted as a small fire truck or tow
truck.
With
sales of 23,776 in its first year, the Bronco was off to a promising
start. But with its Spartan interior – no carpeting, sound-deadening
material or even a standard heater – it was definitely an SUV that
emphasized utility over sport.
Here’s a quick look at the updates and sales figures for each model year:
1966 – Introduced with six-cylinder only at launch; 23,776 sold in extended launch year.
Standard equipment included front and rear bumpers, front bench seat with seat belts,
roll-up side windows on the wagon and pickup, padded instrument panel,
rubber floor mat, locking liftgate on the wagon, fold down windshield on
all models, turn signals, and dual, independent vacuum windshield wipers with washer.
Bronco instrumentation consisted of speedometer, odometer, fuel gauge, oil pressure gauge, ammeter, and temperature gauge.
Options included a heater/defroster, 11-gallon auxiliary fuel tank, free-running front hubs, front bucket seats, rear seat for the roadster and wagon, wheel covers,
horn ring, front armrests for the sports utility and wagon, padded sun
visors, a herd of heavy-duty items, heavy-duty clutch, cooling package,
limited-slip front and rear axles, tailgate mounted spare tire carrier, front bumper guards, chromed bumpers, front and rear power takeoffs, citizen's band radio, snowplow, trailer hitch, winch, tachometer, and tow hooks.
Roadsters
could be outfitted with a vinyl convertible top or steel doors, the
latter with a choice of frameless glass or plastic windows. The 1966 Bronco was offered with five exterior colors and six interior colors.
A Bronco could be ordered as a mini fire truck or auto wrecker. Dealers
promoted mowers, power booms, post-hole diggers, sprayers and trenchers,
and rotary brooms
1967 – Sport
package introduced; dual master cylinder with split brake system and
self-adjusting brakes introduced; 11.5-gallon auxiliary fuel tank
offered. The standard engine in 1967 was still the 170-cubic-inch six, with the
289 V-8 as an option. The sports utility was renamed the pickup in 1967.
Improvements were the addition of variable-speed windshield wipers, dual master brake cylinder, self-adjusting brakes, and backup lights.
The options list expanded to include such items as body side and tailgate
moldings, a fancier horn ring, and bright trim, for the instrument
panel and headlight
and taillight bezels. These features and more were included in the
Sport Package, a $189 dress-up option for the pickup and wagon.
First year for the 289ci V-8. Sales: 14,230.
1968 – For 1968, a new spare tire carrier was located on the outside. Front bumpers had curved rather than squared ends, and -- as federal safety regulations began taking effect -- side marker lights were added to the front fenders, reflectors to the rear quarters. Revisions to interior door and window hardware made them safer for occupants.
Free-running front hubs now had better lubrication sealing and improved
operation. Kingpins were upgraded for longer life. A heater and
defroster were now standard.
The slow-selling roadster was dropped after the 1968 model year, meaning
that the most basic of all Broncos is the rarest and one of the most
collectible now.
Sales: 16,629.
1969 – Arguably, the 1969 model was the most changed of all Broncos through
1977, but it couldn't prevent a gradual decline in popularity for the
1969-1973 Ford Bronco.
There were considerable body changes to the pickup and wagon in 1969.
For example, the windshield and cowl area were improved to reduce road
noise and the doors were changed. (The fold-down windshield was
discontinued, but roofs remained removable.)
The wagon body had a beefier look, especially the door frames, rocker panels, and roof. All of these changes were made to strengthen the vehicle. Parking light lenses, which had previously been clear, were now amber.
The optional 289-cubic-inch V-8 was replaced by a 302-cubic-inch unit. Electric windshield wipers replaced vacuum-operated blades as a running change during the model year. Production was 2,317 pickups and 18,639 wagons.
1970 – For 1970, there were only minor styling changes. Side marker lights
and reflectors were reshaped and moved higher up on the body. Broncos
with Sport Package equipment were now considered to be separate models.
Important new options were G78 x 15B fiberglass tires, "Traction-Lock"
limited-slip rear differential, and shoulder harnesses. (Through 1977,
Bronco remained the only four-wheeler in its class with limited-slip
differentials available both front and rear.) As in nearly every year,
the list of exterior colors was expanded.
Competition in the 4x4 sport-utility
field was heating up, with Chevrolet's Blazer and GMC's Jimmy -- both
built on shortened pickup truck platforms -- having arrived since mid
1969. Orders for 1970 Broncos declined to 1,700 pickups and 16,750
wagons.
1971 – About the only changes for 1971 were a new heavy-duty front axle (Dana
44 front axle replaced weaker Dana 30) and 12.7-gallon fuel tank. (The fuel tank had first been used in 1970 on those Broncos equipped with evaporative emissions recovery systems.)
Standard tire size was now E78 x 15. During the model year, front bucket seats became standard equipment. The number of bright-trim accessories again increased.
Bill
Stroppe-designed Baja Bronco was introduced, featuring fender flares,
special paint scheme and more.
The pattern of falling pickup sales and rising wagon sales continued;
1,503 pickups were produced compared to 18,281 wagons. Base prices were
$3,535 and $3,638, respectively.
1972 – The 1972 Ford Bronco gained larger brakes front and rear. In mid 1972, a new Ranger package was offered. This consisted of special exterior colors with accent striping, argent grille, carpeting, deluxe wheel covers, deluxe cloth-insert bucket seats, swing-away spare with a tire cover, wood grain door panels, and fiberboard headliner.
Due to smog restrictions, horsepower of the six-cylinder engine dropped
from 100 to 82. In California, the 302 V-8 became the only engine
normally available, with the six a special-order item only.
Last
year for the half-cab body; “302” emblems removed from front fenders;
fuel-tank capacities reduced again; Brake size increased; Sales:
21,115.
1973 – The declining popularity of the Bronco pickup finally took its toll in
1973, when only the wagon was offered. Ford's veteran 200-cubic-inch six
was newly installed as the standard engine; rated horsepower was only
84.
The tide of competition in the growing SUV field was rising and Ford
attempted to keep the Bronco in the hunt with more comfort and
convenience features. A three-speed automatic transmission, the C-4, was
available for models equipped with the V-8.
This transmission had both fully automatic and manual control. With it
came a new J-handle transfer case shifter setup that was quite a bit
different than the old T-handle setup. (In 1973, it was still possible
to get a standard transmission with either the T-handle shifter or the
new J-shifter for the transfer case.). Low range gear ratio was increased to a 2.34:1 ratio.
Also, power steering
was offered for the first time, again only with the V-8. Even with only
one body style left, production was a healthier 21,894 Broncos.
1974 – For model-year 1974
there was very little new. The automatic transmission
quadrant was now lighted. The six and optional 4.11 final-drive gear
were no longer available in California, where emissions standards were
stringent.
The J-shifter was the only setup, even with the manual transmission. The only interior trim color available was parchment.
The 170-cid six replaced
with 200-cid six-cylinder. Sales: 25,824.
1975 – The 1975 Ford Bronco had a revised exhaust system, stronger rear axle, and a higher ride height. The only engine offered was the 302-cubic-inch V-8, rated at 125 horsepower.
The manual transmission became a special-order item. The six was
discontinued due to smog regulations. Anti-smog equipment became
standard across the board (along with unleaded-fuel capability). California-bound Broncos came with a
required catalytic converter.
Sports and Rangers were given an F-Series truck steering wheel, and an engine-block heater joined the options list. Production was down to 11,273; base price went up to $4,979
1976 – Improvements for the 1976 Ford Bronco were increased front axle capacity, an optional front stabilizer bar, optional power front disc brakes, and faster-ratio power steering (3.8 turns lock to lock). Poorly received
“Y”-type steering linkage introduced
Solid-state ignition was introduced during the 1976 model run, as was a
Special Decor Group with a blacked-out grille, wide body side tape
stripes, and other trim accents. Bronco production improved to 13,625.
1977 – For the 1977 Ford Bronco, the Ranger package was changed to include a "sports bar," which was a newly styled roll bar. Disc brakes became standard.
New,
heavy-duty 9-inch rear axle housing; gas doors replaced external caps;
plastic 14.4-gallon main fuel tank and 8-gallon auxiliary tank.
The 302-cubic-inch V-8 had a redesigned combustion chamber and new pistons. The intake manifold was improved for better cooling. Horsepower was rated at 133.
Production fell by a few hundred units to
13,335.
Time and tastes were passing the Bronco by in the late 1970s. When it
was introduced, the Bronco had upped the antes in power and comfort
compared to its targeted rivals, the Jeep and the Scout. It drew more
motorists into the growing sport-utility vehicle market, but it also
attracted new rivals of its own.
Vehicles like the Blazer and Jimmy looked like quick fixes at first, but
their truck-based designs did include lots of interior space, the
ability to carry big engines, and a host of available comfort and
convenience features. After a slow start, Blazer production shot up to
more than 47,000 for 1972 and kept growing.
When Chrysler entered the SUV field in 1974, it did so with cut-down trucks, the Dodge Ramcharger and related Plymouth Trail Duster. The same year, Jeep released the Cherokee, a de-trimmed two-door version of its 4x4 Wagoneer station wagon.
Ford (which had rejected a truck-based design when first planning the
Bronco) couldn't ignore the direction the off-road vehicle market was
heading. A whole new era arrived in 1978 with the debut of a bigger
Bronco derived from the F-Series truck and powered by a standard
351-cubic-inch V-8 engine.
Production soared to more than 70,000 vehicles. But almost overnight, the compact, simple, early Bronco became collectible, and its collectibility has grown with each passing year.
Credits:
Barry Kluczyk from Auto Trader Classics
Justin from Reno 4x4
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Code. Where possible the source has been credited.
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