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The History of the bronco...



The Ford Bronco was introduced to the public in August of 1965 to compete against Jeep's CJ-5 and International Harvester's Scout in the burgeoning recreational four wheel drive vehicle market. The first Broncos were very spartan without options such as power steering and an automatic transmission. The first models were available only with a 105 hp 170 ci six cylinder derived from Ford's Falcon lineup. The only available transmission was Ford's 3.03 three speed manual with a column mounted shifter. Transmission ratios behind the six cylinder were: 3.41:1 first, 1.86:1 second,and 1:1 third. When the 289 V8 option was introduced in March 1966, the three speed manual behind it had ratios of: 2.99:1 first, 1.46 second,and 1:1 third. The transfer case was a Bronco specific Dana 20 with a low range ratio of 2.46:1. Unique to the models was a tall shifter with a shift pattern matching that of the T-handle shifter, but with a J- handle style ball mounted on top. Most '66s also had rear shock absorbers that angled forward in front of the axle with stud mounts at the top instead of the later rear-canted eye mount shocks. The Bronco, with a 92 inch wheelbase was offered in wagon, half cab, and roadster configurations. The roadster option was not very popular and was discontinued after 1968. Standard brakes were 11 x 2" front drums and 10 x 2.5" drums on the rear on the small bearing(2780 lb.) axle and 11 x 1.75" drums on the large bearing(3300 lb.) axle. All Broncos employed a Ford 9" rear axle and until 1971, a Dana 30 front axle rated at 2,500 lb. Axle ratios were 3.50:1, 4.11:1 and 4.57:1(6 cyl. only). The standard gas tank held 14.5 gallon with an optional 11.5 gallon second tank available. Options for '66 (including dealer installed accessories) included: Warn free wheeling hubs, snow plow kits, winches, tachometers, Air Lift front auxiliary springs, trailer hitches, tow hooks, etc. Most of the options and many others were included through the Bronco's twelve year run. Production for the 1966 year totalled 18,200 units.

The Sport Package was introduced in 1967. This package included bright finished horn ring, windshield drip, head and taillamp bezels, side window frames, instrument panel trim and tailgate handle, cigar lighter, chrome-plated grille, bumpers and front guards, red die cast F-O-R-D letters appliqued to the grille, and 15" wheel covers. A bright trimmed hardboard headlining and vinyl floor mat were also added to the Sport Wagon. A dual master cylinder with a split hydraulic system and self-adjusting brakes was also new. Back-up lights were now standard and an 11.5 gallon auxiliary fuel tank option was available. 16,100 Broncos were built in 1967.

Bumpers with curved ends and side marker reflectors immediately distinguished the 1968 models from their predecessors. Locking front hubs, new inside door handles and "soft" window crank knobs were other new options. This was also the last year for the 289 V8 and the roadster option. 1968 production was 15,700 trucks.

1969 was a big year for the Bronco with production jumping to 19,200 units. The 302 V8 replaced the 289 V8. Two speed electric windshield wipers replaced the vacuum units several months into the production run. Amber lensed parking lights replaced the previously used white lens. The Sport models now had aluminum door panel trim, pleated parchment interior, and a rear floor mat when the rear seat was ordered. Some sources say the removable top feature was discontinued, although we enthusiasts know better! The steering stabilizer became a standard feature along with improvements in NVH.

Repositioned side marker lights and reflectors were the most obvious change to the 1970 Broncos. The Sport Bronco became a model rather than an option package. 1970 also saw the first application of evaporative emissions recovery systems with gas tanks on models so equipped losing capacity to 12.7 gallons and 10.3 gallons in the main and auxiliary tanks respectively. 18,500 Broncos were built in 1970.

The stout Dana 44 became the standard Bronco front axle early in the 1971 production year, replacing the weaker Dana 30. New options included a remote control left hand outside mirror, a new headliner for the pickup, and a heavy duty radiator. The special edition Baja Bronco by Bill Stroppe and Associates was also introduced this year. Stroppe took a Bronco wagon and added a roll bar, dual shocks front and rear, Gates Commando tires, fender flares, larger tires, rubberized steering wheel, bumper braces, power steering, automatic transmission, special nameplate, and red,white, blue, and black special order paint. A total of approximately 650 Baja Broncos were produced between 1971-1974. 18,700 Broncos rolled off the assembly line in 1971.

1972 was the last full year for the T-handle transfer case shifter and the '302' emblem disappeared from the front fenders of V8 Broncos. This was also the last year for the beloved half cab. The Ranger trim package was introduced at mid-year and consisted of new stripes, argent grille, color-keyed pile front and rear carpet, deluxe wheelcovers, woodgrained door trim panels, 'Ranger' tire cover, cloth-inserted bucket seats and a fiberboard headliner. Gas tank size continued to shrink with the auxiliary tank now holding 7.5 gallons. 1972 Bronco production totalled 18,300.

When the Bronco was introduced in the mid-sixties, its main competition was the Scout 800 and the Jeep CJ-5, both spartan vehicles to say the least. By the early seventies, with the introduction of the Chevrolet Blazer and the Scout II, it became painfully obvious that the Bronco was beginning to fall behind the competition. In 1973, Ford finally answered the calls for modernization by introducing the C-4 automatic transmission option and optional power steering. The C-4 had ratios of 2.46:1 low, 1.46 second, and 1:1 third. The power steering box was a Saginaw unit with 5.3 turns lock-to-lock. The base engine was bumped from 170 to 200 cubic inches. The J-handle transfer case shifter was introduced shortly after the model year began and the low range transfer case ratio became 2.34:1. These changes helped push early Bronco sales to their second best year ever: 26,300.

By 1974, the 200 c.i.d. six cylinder and 4.11 axles were no longer available in California. A new emissions package was also introduced for California Broncos. Some subtle changes were made mid-year to the J-handle shifter mechanism in response to complaints of tough shifting. The transmission selector was lighted starting in '74. 21,400 Broncos rolled off the assembly line in 1974.

Unleaded fuel engines and catalytic converters were the new items added to the Bronco in 1975 in the face of increasingly strict emissions requirements. Some sources also say that the cam timing on '75 engines was retarded to help with emissions as well. Sport and Ranger models received the F-Series steering wheel for the year. GVWs and ride heights were revised. Among the new options was an 800 watt engine block heater for folks in cold climates. Bronco production shrunk to its lowest ever in 1975 with just 13,200 trucks produced.

The bicentennial year brought several key improvements to Ford's sport utility, most notably the addition of long overdue power assisted front disc brakes. The rear brakes were upgraded to 11 x 2.25" drums. The steering box ratio was shortened to 3.8 turns lock-to-lock. The dreaded Y steering linkage was also introduced in 1976 along with a front anti-sway bar. A Specail Decor Group comprised of a flat black-finished grille, tape stripe, bright windshield molding, and side window frames and wheelcovers was introduced mid-year. 14,500 Broncos rolled off the line in 1976.

Everyone knew the early Bronco's days were numbered in the face of stiff competition from the Blazer and Chrysler Corporation's Ramcharger and Trail Duster trucks. The 1977 Bronco in many ways represented the best of the breed. There were very few changes from the previous year; the most important one for enthusiasts being the introduction of the heavy duty 9" rear end housing. The most obvious exterior change was the introduction of gas tank doors replacing the previous exterior mounted caps, in line with the introduction of doors on the F-Series and Econoline vans. The rear marker lights were mounted vertically to give clearance for the doors. Some previously standard items, such as a passenger's side seat and padded instrument panel, were made optional this year. Unique to the '77s is a 14.4 plastic gas tank and an 8 gallon auxiliary tank. In its final year of production, 30,700 Broncos rolled off the assembly line before the large Bronco took over in 1978.

The early Bronco today enjoys a cultlike status among four wheel drive and collector car enthusiasts alike. Its simple, sturdy construction, V8 power, and excellent maneuverability ensure good off road performance and provide a platform on which many modifications can easily be made. The popularity of the classic 1966-1977 Ford Bronco will no doubt continue to soar in the years to come.

NO4NJNK
 

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ok .. let's follow this one through :thumbup

Responding to what Ford saw as a competitive trend, the Bronco became a full-sized SUV for the 1978 model year. This new Bronco was based on the Ford F-Series pickup. In fact, the F-150 SuperCab four-wheel drive floor plan and steering linkage were used on the Bronco. The new Bronco boasted a 104.7 inch wheelbase and more room. Compared to the classic Bronco the new model offered 15% more front hip room, 30% more rear hip room. The cargo capacity was increased from 16.6 cubic feet to 49.3 to 97.4 depending on the rear seat configuration. The new Bronco was larger outside too, five inches higher, ten inches wider, and two feet longer than the original. The new Bronco featured a removable fiberglass hardtop (or should we say half top). When this top was removed it gave the new Bronco the open air feel everyone expected while keeping the front passengers covered. This feature stemmed from the fact that the Bronco was essentially the same as the F-Series pickup from the B-pillar forward.

1978: The Bronco was offered with a 351M or 400 V-8 engine. Both engines had a 2 bbl carb, a T-18 granny first gear 4 spd manual was standard while 3 spd automatic transmission was optional. The standard transfer case was a manual unit that featured a 1.92:1 low range, a full-time transfer case was optional. The differentials sported 3.50:1 gears and front disc brakes were now standard. Rear axle was the Ford 9" while front was the Dana 44. Round headlights were standard, while square headlights came with the XLT option package. The new Bronco came with a 351 cid V-8, the 400 cid power plant could be special ordered. Both engines featured 2-bbl carburation. Several options were introduced with the new Broncos such as a 32 gallon fuel tank (standard was 25 gallons), intermittent wipers, air conditioning, cruise control and quad front shocks. A NP435 was also available, and is what most of the 78 broncos with manual transmission had.

1979: Square headlights and emissions control equipment, specifically an air pump, vapor canister and a catalytic converter became standard.

1980 Ford upgraded the Bronco to the new Twin Traction Beam IFS front suspension and restyled the body. This new suspension offered a better ride and more terrain compliance on rough terrain. This front axle still incorporated the Dana 44 carrier. Ford 9 " was still out back. With an eye on the off-road use the Bronco was built for, Ford upgraded the transfer case to a New Process 208 with a 2.61:1 low range. This new transfer case was also better sealed against the elements. The standard motor for the Bronco was now the venerable 300 cid I-6 in all states except California where the 302 cid V-8 was standard. Optional engines were the 302 cid and 351 cid V-8s. All engines featured 2-bbl carburetion. 1980 also saw the introduction of 3.00:1 as well as the 3.50:1 gearing. Automatic locking hubs were now optional on the Bronco. The restyling increased front leg room by one inch while decreasing the Bronco's exterior dimensions. The 1980 Bronco was 2.7 inches shorter in the front end and 1.1 inches narrower than the previous year. Wind drag was reduced by 25% and a new grille featured rectangular headlamps.

1981: Changes included a 4 spd overdrive manual trans with a .71 4th gear The 4 spd with granny first was still available. The 300 cid I-6 was standard for the 49 states and could be had with both granny or overdrive manual four-speed transmissions. The 302 cid V-8 was standard in California and optional in all other states. The 302 cid motor could be ordered with both four-speed manual transmissions as well as a C-6 three-speed auto (in California you could only get the C-6). The 351 cid motor was also available as an option with all three transmissions for the 49 states. In California the 351 cid was available only with the four-speed overdrive manual transmission or the C-6 automatic. The automatic transmission option required 3.50:1 gearing in California. Auto-locking hubs were made standard equip. A snow plow prep package was offered as an option for the first time.

1982 Ford used up their remaining stock of 351M engines before switching over to the 351W in mid-model year 1982. All Ford products, including Bronco, returned to the use of the Ford "Blue Oval". Letters F-O-R-D were removed from the hood and the blue oval was placed in the center of the grille and on the left side of the tailgate.

1983: The I-6 was made avail with the 3 spd auto and the rear seat was now standard. 9" rear dropped in favor of new integral carrier 8.8" rear. Along with that change the stock gear ratio in the rear went from 3.50 to 3.55

1983 The Bronco remained essentially the same as 1982-83. The exception was the introduction of the three-speed automatic transmission to the I-6-cylinder motor package and the standardization of flip-fold rear seat.

1984 Introduction of the 351 cid (5.8 Liter) V-8 H.O. motor for 49 state automatic transmission Broncos. This new 4-bbl carbureted motor put out 210 horsepower at 4000rpm versus the standard 351's 156 horsepower at 4000rpm. Although Californians couldn't get this motor they could buy the 300 I-6-cylinder with the 3.55:1 gearing option. 4.10/4.11 gear ratios were also available as an option, but not with limited slip.

1985: had some engine changes. the I-6 now had a serpentine belt. The big change was the 302, multi-port EFI. HP for the 302 was now 190 and torque was up to 285 at 3,800rpm, from 130 at 3,800rpm. The torque increased from 222 foot pounds at 2,000rpm to 285 foot pounds at 2,400rpm. This motor was avail in California only with a manual trans. The 351 and 351 HO motors were optional. The Eddie Bauer trim package debuts, brought to the full-sized Bronco due to fabulous success with the Bronco II. Also, midside body moldings changed from chrome to black plastic. The 32 gallon fuel tank with skid plate became standard.

1986 saw little change for the Bronco. New option packages were offered and corrosion protection was increased. The 351 cid motor was deleted from the offering and all remaining motors were now available in California. Perhaps the best improvement was the availability of the new four-speed automatic overdrive transmission (AOD) with .667:1 final drive for the 302 MPI motor packages. This option offered overdrive to automatic transmission users.

1987 was another big year for Bronco upgrades. The body was restyled and featured a more aerodynamic look and Euro-style headlamps. The transfer case was swapped for the smoother-shifting Borg Warner 1356 with 2.69:1 low range and a 4.10:1 gear option was added. An optional Touch Drive electric shift for the transfer case was available for Broncos equipped with the 302 MPI motor and AOD transmission. The standard motor was still the 300 cid I-6-cylinder. However the straight six now came with MPI fuel injection. This increased the horsepower of the six cylinder from 125 at 3,200rpm to 145 at 1,800rpm. The torque was increased from 150 foot pounds at 3,400rpm to 265 at 2,000rpm. The 351 cid H.O. motor was still offered as an option. 1987 also was the year the rear anti-lock brakes were standardized and a new MPH/KPH speedometer was introduced.

1988 Ford again made significant upgrades to the Bronco. New was the M5OD and M5OD-HD manual transmissions. These transmissions featured a .80:1 overdrive and the HD option sported a 5.72:1 first gear. Multi-Port fuel injection (MPI) was added to the 351 cid V-8 engine for 1988. This new motor increased horsepower from 190 at 3,800rpm to 210 at 3,800rpm. The torque was increased from 295 foot pounds at 2,600rpm to 315 foot pounds at 2,800rpm. The introduction of fuel injection also marked the entire motor lineup going to a serpentine belt system. For 1988 the transfer case skid plate was made standard.

1989 The mid-year standardization for the automatic locking hub. Tip/slide front seats were also added as standard equipment to facilitate rear passenger entry.

1990 Ford introduced the electronic version of the AOD four-speed automatic. This new transmission was now the standard automatic for the Bronco (a few early 302 cid versions received the C-6 three speed auto). The 300 cid I-6 and 351 cid V-8 engines now included an engine diagnostic connection to the computer EEC-IV.

1991: was the 25th anniversary of the Bronco and no long-term changes were made. However, Ford did make a Silver Anniversary Edition of the Bronco available to commemorate the occasion. This limited edition Bronco was offered only in Currant Red with gray leather interior. This was the first factory offering of leather seating on the Bronco and was only available on the Silver Anniversary Edition. The Currant Red paint was also exclusive to this edition. The E4OD became the stock automatic transmission.

1992: realized the last major body restyling in the Bronco's lifespan. This change offered much more swept front sheet metal that curved in at the fenders. Power window/lock controls moved up the door panel towards the top to make them more accessible. Power mirrors are now offered for the first time. Rear passengers are restrained via integral shoulder/seat belts. Colored stripe in the tailgate bezel is changed from red to black. Leather seating is now an option on XLT and Eddie Bauer trim levels. Ford also offered the NITE option package. This package consisted of XLT trim, a Raven black paint job and a matching black fiberglass top. This package would only be offered for one year.

1993 was the first year that a Bronco was offered with a V-8 motor as standard equipment. Unfortunately, the I-6 engine was dropped from the option list. Four-wheel anti-lock brakes were made standard for 1993. For 1993 the transfer case was changed to a New Process Gear model 200 with 2.69:1 low range. BW 1356 was also offered.

1994 saw the introduction of a driver's side air bag, side door guard beams and CFC-free air conditioning. Three trim levels were offered, the XL, XLT, and Eddie Bauer. Fake rivets disappear from the optional aluminum wheels. Center hub bezel on steel and aluminum wheels changed from red to black. Note not all '94 lost the red hub bezel

1995 Ford upgraded the E4OD transmission for smoother shifts and greater reliability. The California version of the 351 cid motor (5.8-liter) now came with sequential electronic fuel injection (SEFI) that used mass-airflow metering. This change was necessary to meet California's stricter emissions requirements. Lower body side trim color for Eddie Bauer package is changed from the traditional tan to bronze.

1996 This is the final year for the Bronco. However, it would be the first year that Ford had a Bronco category at the annual Fabulous Fords show at Knott's Berry Farm in Southern California. The Bronco engines for 1996 are now fitted with improved electronics to comply with OBD-II requirements. All V8's got MAF as well. Also new signal mirrors are offered on the Bronco. The signal mirrors are connected to the vehicle lighting system. When a turn was signaled, drivers following the Bronco could see chevrons repeating in the side-view mirror indicating the turn. This system supplemented the rear turn signals.


:rockon :beer
 

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Honeynut Cheerios Urine
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lol yea ive read it :goodfinge , and i have them bookmarked, thats how i know u copy/pasted lol
 

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Pissin' into the wind
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I only wish they'd go into some detail about the available option packages, but none of the sites ever do. I can't find any information about "Trailer Specials" other than what people have said. There isn't any hard documentation. :banghead
 

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Very good, Thank you.
 

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:thumbup :thumbup :thumbup :thumbup thank you :thumbup :thumbup
great read :thumbup :thumbup
 

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1980 Ford upgraded the Bronco to the new Twin Traction Beam IFS front suspension

:histerica
 

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Discussion Starter · #15 ·
I posted this to relay the info for everyone...I thought it was a good read, SO I COPY AND PASTED IT!! who gives a sh!t how it got here. You know, You try and do something to only benefit FSB, and you get a retard that wants to say something about it. What dope.

NO4NJNK
 

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Damager said:
1980 Ford upgraded the Bronco to the new Twin Traction Beam IFS front suspension and restyled the body. This new suspension offered a better ride and more terrain compliance on rough terrain. This front axle still incorporated the Dana 44 carrier. Ford 9 " was still out back. With an eye on the off-road use the Bronco was built for, Ford upgraded the transfer case to a New Process 208 with a 2.61:1 low range. This new transfer case was also better sealed against the elements. The standard motor for the Bronco was now the venerable 300 cid I-6 in all states except California where the 302 cid V-8 was standard. Optional engines were the 302 cid and 351 cid V-8s. All engines featured 2-bbl carburetion. 1980 also saw the introduction of 3.00:1 as well as the 3.50:1 gearing. Automatic locking hubs were now optional on the Bronco. The restyling increased front leg room by one inch while decreasing the Bronco's exterior dimensions. The 1980 Bronco was 2.7 inches shorter in the front end and 1.1 inches narrower than the previous year. Wind drag was reduced by 25% and a new grille featured rectangular headlamps.

the 300 only had a 1bbl carb.



Damager said:
1983: The I-6 was made avail with the 3 spd auto and the rear seat was now standard. 9" rear dropped in favor of new integral carrier 8.8" rear. Along with that change the stock gear ratio in the rear went from 3.50 to 3.55

Thought that had used the nine up till 89 behind the 351w engines....




at this point I stopped reading. That one you posted has some wrong info in it.
 
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