Ford Bronco

1966–77

The original Bronco was an ORV (Off-Road Vehicle), intended to compete primarily with Jeep CJ models and the International Harvester Scout. The Bronco's small size riding on a 92-inch (2,337 mm) wheelbase made it maneuverable for some uses, but impractical as a tow vehicle. The Bronco was Ford's first compact SUV.

The idea behind the Bronco began with Ford product manager Donald N. Frey, who also conceived the Ford Mustang; and similarly, Lee Iacocca pushed the idea through into production. In many ways, the Bronco was a more original concept than the Mustang; whereas the Mustang was based upon the Ford Falcon, the Bronco had a frame, suspension, and a body that were not shared with any other vehicle.

The Bronco was designed under engineer Paul G. Axelrad. Although the axles and brakes were used from the Ford F-100 four wheel drive pickup truck, the front axle was located by radius arms (from the frame near the rear of the transmission forward to the axle) and a lateral track bar, allowing the use of coil springs that gave the Bronco a 34-foot (10.4 m) turning circle, long wheel travel, and an anti-dive geometry which was useful for snowplowing. The rear suspension was more conventional, with leaf springs in a typical Hotchkiss design. A shift-on the-fly Dana transfer case and locking hubs were standard, and heavy-duty suspension was an option.

The initial engine was the Ford 170 cu in (2.8 L) straight-6, modified with solid valve lifters, a 6-US-quart (6 l) oil pan, heavy-duty fuel pump, oil-bath air cleaner, and a carburetor with a float bowl compensated against tilting.

Styling was subordinated to simplicity and economy, so all glass was flat, bumpers were straight C-sections, the frame was a simple box-section ladder, and the basic left and right door skins were identical except for mounting holes.

The early Broncos were offered in wagon, pickup, and a less popular roadster configuration. The roadster version was dropped and the sport package, which later became a model line, was added.

The base price was US$2,194, but the long option list included front bucket seats, a rear bench seat, a tachometer, and a CB radio, as well as functional items such as a tow bar, an auxiliary gas tank, a power take-off, a snowplow, a winch, and a posthole digger. Aftermarket accessories included campers, overdrive units, and the usual array of wheels, tires, chassis, and engine parts for increased performance.

The Bronco sold well in its first year (23,776 units produced) and then remained in second place after the CJ-5 until the advent of the full-sized Chevrolet Blazer in 1969. Lacking a dedicated small SUV platform, the Blazer was based on their existing full size pickup which was a larger and more powerful vehicle, offering greater luxury, comfort and space. The longer option list included an automatic transmission and power steering, and thus had broader appeal. Ford countered by enlarging the optional V8 engine from 289 cu in (4.7 L) and 200 hp (150 kW) to 302 cu in (4.9 L) and 205 hp (153 kW), but this still could not match the Blazer's optional 350 cu in (5.7 L) and 255 hp (190 kW) (horsepower numbers are before horsepower ratings changed in the early to mid-1970s.)

In 1973, the 170 was replaced by a 200 cu in (3.3 L) straight six, power steering and automatic transmissions were made optional, and sales spiked to 26,300. By then, however, Blazer sales were double those of the Bronco, and International Harvester had seen the light and come out with the Scout II that was more in the Blazer class. By 1974, the larger and more comfortable vehicles such as the Jeep Cherokee (SJ) made more sense for the average driver than the more rustically oriented Bronco. The low sales of the Bronco (230,800 over twelve years) did not allow a large budget for upgrades, and it remained basically unchanged until the advent of the larger, more Blazer-like second generation-Bronco in 1978. Production of the original model fell (14,546 units) in its last year, 1977.

Racing

In 1965, racecar builder Bill Stroppe assembled a team of Broncos for long-distance off-road competition for Ford. Partnering with Holman-Moody, the Stroppe/Holman/Moody (SHM) Broncos competed in the Mint 400, Baja 500, and Mexican 1000 (later named the Baja 1000). In 1969, SHM again entered a team of six Broncos in the Baja 1000. In 1971, a "Baja Bronco" package was marketed through Ford dealers, featuring quick-ratio power steering, automatic transmission, fender flares covering Gates Commando tires, a roll bar, reinforced bumpers, a padded steering wheel, and distinctive red, white, blue, and black paint. Priced at US$5,566, versus the standard V8 Bronco price of $3,665, only 650 were sold over the next four years.

In 1966, a Bronco "funny car" built by Doug Nash for the quarter mile dragstrip ran "erratic" with a few low 8-second times, but it was sidelined by sanctioning organizations when pickups and aluminum frames were outlawed.

1978–1979

Originally slated for launch as a 1974 model, the Ford Bronco (under development as "Project Shorthorn") was intended to become a direct competitor against the Chevrolet K5 Blazer/GMC Jimmy. Designed by Dick Nesbitt, the full-size Bronco was designed under several Ford design requirements, including complete interchangeability of doors with the F-100, a removable hardtop free of leaks (a problem of the Blazer at the time).

Although Project Shorthorn was approved past the prototype stage, the 1973 oil crisis essentially put production of the vehicle on hold, as Ford balanced the potential fuel economy of a full-size Bronco against the compact version then in production.

Chassis

The 1978-1979 Ford Bronco is based upon the Ford F-100 pickup truck (1973-1979 sixth generation). Alongside the shortened wheelbase (to 104 inches), the major difference between the Bronco and F-100 is the standard four-wheel drive powertrain. This generation of the Bronco is fitted with part-time four-wheel drive and a New Process 205 gear-driven transfer case with the option of permanent four-wheel drive and a New Process 203 chain-driven transfer case.

In front, the 1978-1979 Ford Bronco is fitted with a coil-sprung Dana 44 front axle and a leaf-sprung Ford 9-inch axle in the rear.

The 1978-1979 Ford Bronco is fitted with two different V8 engines: the 5.8L 351M and the 6.6L 400. For 1979, Ford added emissions controls to its light-truck engines; the Bronco gained a catalytic converter (among other equipment) to both engines.

Body

As with its chassis, the 1978-1979 Ford Bronco derives much of its body from the F-Series truck line, sharing the doors, front roofline and sheetmetal and interior with the F-Series. Retaining the wagon body of its predecessor and adopting the configuration of the Blazer/Jimmy, the Bronco was fitted with a removable hardtop and folding rear seat. Similar to the Ford LTD Country Squire, the glass of the rear window rolled down into the tailgate (via a dash-mounted switch or from using the key on the outside), allowing it to fold down.

Along with an external spare tire option, this design was used in the Ford Bronco through the 1996 model year.

In 1979, Ford added captains' chair front seats as an option, depending on trim level.

Trim

Ford used a similar nomenclature for the Ford Bronco as with the Ford F-Series: Bronco Custom (base model), Bronco Ranger, and Bronco Ranger XLT (top-level trim). A few Bronco Ranger XLTs were sold with Lariat trim. For 1978, Ranger XLTs were distinguished by their square headlights, which became standard on all models for 1979.

In 1978 and 1979, alongside the Econoline, F-Series, and Courier, the Bronco was sold with a "Free-Wheelin'" cosmetic option package for both Custom and Ranger XLT trims. Featuring tricolor striping and blacked-out exterior trim, the package featured revised exterior striping for 1979.

1980–1986

Beginning development in 1977 (before its predecessor was released for sale) the 1980-1986 Ford Bronco was designed to address many concerns that held the 1978-1979 Bronco out of production. Nominally shorter and lighter, the 1980 Bronco was designed to adopt a more efficient powertrain while retaining its full-size dimensions.

In 1983, the Ford Bronco II made its debut; unrelated to the full-size Bronco, the Bronco II was a compact SUV based on a shortened Ranger pickup truck and sized similarly to the 1966-1977 Ford Bronco.

Chassis

Again based on the Ford F-Series, the 1980-1986 Ford Bronco is based upon the Ford F-150 (1980-1986 seventh generation). Although based on an all-new chassis, the Bronco retained its 104-inch wheelbase. In a change, both transfer cases were replaced by a New Process 208 version.

In front, the 1980-1986 Ford Bronco is fitted with a Dana 44 front axle fitted with Ford TTB (Twin Traction Beam) independent front suspension. As with the 1978-1979 Ford Bronco, the rear axle is a leaf-sprung Ford 9-inch axle.

For the first time since 1977, the Ford Bronco came with an inline-six engine as standard; the 4.9L 300 I6 was available solely with a manual transmission. The 400 V8 was discontinued, with the 351M taking its place and the 302 V8 making its return as the base-equipment V8. The 351 Windsor made its debut in the Bronco as it replaced the 351M in 1982; gaining a 210 hp "high-output" version in 1984. In 1985, the 5.0L V8 (302) saw its carburetor replaced by a multiport electronic fuel-injection system, rising to 190 hp (the standard 156 hp 5.8L V8 was discontinued for 1986).

Body

As with its 1978-1979 predecessor, the 1980-1986 Ford Bronco shares much of its external sheetmetal with F-Series pickup line, sharing entire parts commonality from the doors forward. Based on a design proposal originally used in the development of the previous-generation Bronco, the B-pillar of the roofline was modified slightly to produce an improved seal for the hardtop. Prior to 1984, the hardtop included sliding window glass as an option.

In 1983, the Bronco saw a slight facelift as it adopted the Ford Blue Oval emblem. Alongside the grille emblem taking the place of "F-O-R-D" lettering on the hood, the bronco horse was removed from the fender emblems.

Trim

The 1980-1986 Ford Bronco adopted the same trim levels as the Ford F-Series pickups. Following the introduction of the Ford Ranger compact pickup, the Bronco adopted Ford Bronco (base, replacing Custom), Ford Bronco XL, and Ford Bronco XLT.

In 1985, Ford added an Eddie Bauer trim package for the Bronco. Featuring a color-keyed two-tone exterior, the trim package featured an outdoors-themed interior.

1987–1991

For the 1987 model year, coinciding with the introduction of the eighth-generation Ford F-Series, the Ford Bronco was given a similar update. While the shortened F-150 platform introduced in 1980 saw changes, the 1987-1991 Bronco was given a number of updates to both the exterior and interior. As it shared its front sheetmetal with the F-150, in the interest of (slightly) better aerodynamics, the Bronco gained its reshaped front bumper, flatter front grille, reshaped hood, and composite headlamps. A change separate from aerodynamic improvements was the adoption of rounded wheel openings in the fenders.

The interior was given redesigned front seats, door panels, dashboard and controls (including a new steering wheel), and instrument panels.

In the interest of safety, rear-wheel anti-lock brakes (ABS) became standard in 1987.

For the first time, the Bronco was available with push-button control for its four-wheel drive as an option starting in 1987. The Bronco carried over the 4.9L inline-six,l4.9LiV8, and 5.8L "HO" V8 from 1986. In 1987, the inline-6 was given fuel injection, with the 5.8L HO gaining the configuration in 1988. For 1987, two Mazda-produced 5-speed manual transmissions replaced the previous 4-speed (depending on engine); the C6 3-speed automatic was phased out in favor of the AOD 4-speed automatic and the heavier-duty E4OD 4-speed automatic (the latter becoming the sole automatic in 1991).

Special Editions

To commemorate 25 years of production, Ford offered a Silver Anniversary Edition Ford Bronco for the 1991 model year. A cosmetic option package, the Silver Anniversary Edition featured Currant Red exterior paint (package exclusive) and a gray leather interior (the first-time offering of leather seating for a Ford Bronco).

For 1990 through 1992, the Nite option package featured a completely blacked-out exterior with contrasting graphics.

Alongside the top-line Eddie Bauer trim, both special editions were available only with a V8 engine and automatic transmission.

1992–1996

Following the introduction of the ninth-generation Ford F-150, the Ford Bronco saw a major design update for the 1992 model year. Again based on the same basic F-Series chassis introduced in 1980, the Bronco again saw updates to the exterior and interior.

In the interest of making the vehicle more aerodynamic, designers again used wraparound composite headlight units and a larger grille. Although protruding from the body, the larger front bumper was given a rounded design. The interior again saw updates to the dashboard and instrument panel, with the addition of leather front seats as an option (for XLT and Eddie Bauer trims).

Safety changes

The redesign of the Ford Bronco for 1992 would include the addition of a number of safety features, including front crumple zones, 3-point seatbelts for the rear seat and a center-mounted rear brake light. In 1994, as with the F-150, the Bronco received a standard driver-side airbag and reinforced internal door beams.

One change resulting from the addition of the safety equipment was that the lift-off hardtop on the Bronco was no longer removable from a LEGAL standpoint (as it contained rear-seat seatbelts and the center brake light); to discourage the practice (though still physically possible), Ford removed all literature in the Ford Bronco owners manual explaining its removal. To further discourage its removal, the bolts securing the hardtop in place were changed to Torx "tamper proof" bolts, requiring special tools, in place of standard hex-head bolts.

Special Editions

The monochrome Nite edition would again be sold, though 1992 was its last offering.

Monochrome trucks made their return from 1994 to 1996 as Ford sold an XLT Sport variant of the Bronco, sold in either black, red or white. Another variant of the XLT was a two-tone light teal green and white (charcoal gray interior); approximately 600 were produced each year.

As with its Aerostar, Explorer, and F-150 counterparts, Ford continued sales of the Eddie Bauer outdoors-themed variant of the Bronco from 1992-1996. After 1994, the trim featured an overhead console, lighted sun visors, and a dimming rear view mirror. For 1995, a vented front bumper was added (added to the XLT for 1996).

Cosmetic exterior and interior changes included a sweeping front end and a new dash. Maroon and blue leather seats were first offered in 1991 (1992 model year) through the end of production. Power mirrors were again offered from 1991 and from 1995 the Bronco became the first vehicle to incorporate turn signal lights in the mirrors. All 1994–1996 Eddie Bauers have an overhead console. Some 1994–1996 XLTs or Eddie Bauers have lighted sun visors and a dimming rear view mirror.

From 1995-1996, Eddie Bauer models have a vented front bumper. In 1996, XLTs received the vented front bumper as well.

1994-96 monochrome trucks are XLT Sport models offered in black, red, and white. In 1991, Ford offered a 1992 Nite edition bronco with an all black exterior and gray interior.

Another limited edition color offered on the mid-1990s XLTs was a two-tone light teal green and white exterior with a charcoal gray interior. Only about 600 of the teal and white two-tone were produced each year.

Engine Changes

The 302 engine received Mass Air Flow (MAF) sensor system in 1993 (MY 1994). The 351 followed with MAF in 1994 (MY 1995) in California. 351s in the rest of the country received MAF in 1995 (MY 1996) along with OBD2 on both the 302 and 351. 1994–1995 351 blocks are roller lifter ready, and 302 and 351 1996 model year engines are roller blocks.

Discontinuation

In mid-to late 1996, Ford announced the discontinuation of the Bronco. The last Bronco was built and imported from Venezuela to Jeff Trapp's 1970 Ford Bronco during a Drive-Off Ceremony. Its replacement, the Ford Expedition, offered four-doors, as well as to compete with General Motors' Chevrolet Tahoe, GMC Yukon, and larger Chevrolet Suburban, GMC Yukon XL models.

Appearances in media

On June 17, 1994, a 1993 Ford Bronco owned and driven by Al Cowlings containing O. J. Simpson as a passenger attempted to elude the Los Angeles Police Department in a televised low speed chase. With an estimated audience of 95 million people, the event was described "as the most famous ride on American shores since Paul Revere's".

Australian assembly

The Bronco was assembled in Australia by Ford Australia, utilizing locally produced 4.1 litre six cylinder and 5.8 litre V8 engines. It was marketed in Australia from March 1981 through to 1987.

Centurion Classic

Although Ford would not produce a factory-built competitor for the Chevrolet Suburban until the introduction of the Expedition and Excursion, a four-door version of the fourth and fifth-generation Bronco was produced as the Centurion Classic, constructed by Centurion Vehicles, a converter specializing in Ford trucks based in White Pigeon, Michigan.

In the construction of each Classic, Centurion would actually use two different Ford trucks, an F-Series crew-cab pickup, and a Ford Bronco. The crew-cab wheelbase was shortened from 168 inches to 140 inches (9 inches longer than the Suburban); the Bronco rear quarter panels, hardtop, and tailgate were mated to the pickup bodywork. Early models used fiberglass rear body panels but later these were instead made from steel. As the rear seat of the Bronco was retained, the Centurion Classic featured three-row seating for up to nine.

Two models of the Centurion Classic were produced: the C150 Classic (based on the Ford F-150 chassis; four-wheel drive was optional) and the C350 Classic (based on the Ford F-350 chassis; four-wheel drive was standard). In contrast to the 3/4 ton Suburban 2500, the C350 Classic was based on a one-ton chassis. The C150 was powered by the 5.0L and 5.8L V8 engines, with the C350 powered by the 7.3L diesel V8 and 7.5L gasoline V8 (the only Bronco variants to use these engines).

The Centurion Classic was offered to the end of Bronco production in 1996; though the Bronco was directly replaced by the Expedition, the C150/C350 is closest in size to the Ford Excursion introduced for the 2000 model year).

2004 concept

At the 2004 North American International Auto Show, a Bronco concept car was introduced. Some features of the concept car, such as the box-like roof line, short wheelbase, and the round headlamps are features associated with the early Bronco, but this concept car also had a 2.0 L intercooled turbodiesel I4 engine and a six-speed manual transmission. The shown concept also featured Intelligent 4WD system which replaces Control Trac II which not only improves stability but provides better fuel economy as well. It was to use the Ford CD2 platform, but the project was dropped when the newer Ford Escape was revealed, making it unlikely that this Bronco concept will see production.

2016 developments

In spring 2016, a few vehicle industry publications have run stories, some with pictures, stating that Ford is resurrecting this popular model of SUV.

Car and Driver reports:

As officials from Ford and the UAW continue to hammer out the details of their latest labor contract, a few details regarding future Ford products have begun to bubble to the surface. As we’ve previously reported, Ford will move production of the Focus and C-Max from its Michigan Assembly Plant in 2018, leaving a hole that, according to both the Detroit Free Press and Automotive News, will be filled with production of a couple of familiar nameplates: Bronco and Ranger.

Although Ford pulled the plug on the domestic Ranger back in 2011 after nearly 30 years of production, a modernized Ranger continues to sell overseas in markets where small pickups are preferred. Ford has long maintained that the current Global Ranger is too close in dimensions to its full-size F-series trucks to make a business case for its return, but two recent developments could cause Ford to revisit the decision. First, the new GMC Canyon and Chevrolet Colorado mid-size trucks have been a runaway success, with GM officials telling C/D that demand has surpassed their estimates. Second, the new, aluminum-bodied F-150 is a very modern vehicle, and while its success is undeniable, there are likely plenty of buyers–think fleets and service industries–whose needs could be easily met with a slightly smaller and (presumably) less expensive vehicle like the Ranger.

It is speculated that "The Bronco will share a new body-on-frame (BOF), rear-wheel/four-wheel drive architecture with the upcoming Ranger. Both Ranger and Bronco will feature an independent front suspension and solid rear axle. The new platform will benefit from the weight-saving expertise Ford gained over the past seven years developing the F-150, and subsequently the Super Duty. It will be relatively light weight and due to the payload and towing requirements of its platform mate, the Bronco will be mildly over-built versus what it would have independently required. Ford more than likely will resurrect the Bronco to go head-to-head with Wrangler and likely will follow the same BOF, removable top, off-road oriented formula as the Wrangler. And much like the original Bronco, this one will sidestep Wrangler by offering a mildly more livable, refined product, at the expense of off-road capability at the limits. The relative desirability of each product will be a question of individual taste and priorities."

According to several media outlets on September 30, 2016, while Speaking to the Detroit News about President Donald Trump's continued criticism of the automaker’s plan, Bill Johnson, the UAW plant chairman for the factory that is at the center of the switch, revealed to the newspaper that “Trump needs to get his facts straight,” and said, “We hate to see the products go to Mexico, but with the Ranger and the Bronco coming to Michigan Assembly that absolutely secures the future for our people a lot more than the Focus does,”

Official revival

At the 2017 North American International Auto Show on January 9, 2017, Ford announced that the Bronco would indeed be returning for the 2020 model year. The revived Bronco will be a midsize SUV positioned below the Expedition (effectively taking the spot vacated by the Ford Explorer when that vehicle became a crossover in 2011) and will be built in the original Bronco's plant at Michigan Assembly, with the Ford Focus and Ford C-Max that are currently built there moving their production to Mexico. The revived Bronco will be based and built alongside the revived Ranger. Ford chief technical officer Raj Nair stated that the forthcoming Bronco will be its own unique vehicle and not an Americanized rebadging of the existing Ford Everest SUV sold in the Asia-Pacific region.