1966-1977 Ford Bronco

The pursuit of off-road excitement, which the 1966-1977 Ford Bronco helped introduce to broader audiences, started post-World War II. Returning soldiers popularized military Jeeps, making them as iconic as Coca-Cola and Lucky Strike cigarettes.

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During the 1950s, off-road adventures in four-wheel-drive vehicles, primarily Jeeps, were largely informal. By the early 1960s, this trend grew, leading to a thriving ecosystem of aftermarket businesses, publications, clubs, and structured events.

These developments attracted more manufacturers to challenge Jeep, but none of the Big Three ventured into this emerging market until Lee Iacocca and a handful of Ford executives recognized its promise.

Initially, off-roading was mostly a weekend group activity. In 1965, Brian Chuchua revolutionized the scene by organizing the first off-road races on a dry riverbed near Riverside, California. His Riverside Grand Prix, featuring head-to-head vehicle competitions, quickly became a hit.

However, a dual market for 4x4s began to emerge. While pure off-road usage was already robust and expanding, a new segment sought four-wheelers more for suburban prestige than for rugged adventures.

In this context, Ford launched the Bronco in August 1965 as a 1966 model. The Bronco was designed to capitalize on the rising popularity of off-road vehicles while also appealing to a broader audience beyond traditional off-road enthusiasts.

Before unveiling the Bronco, Ford consulted with 300 off-road clubs, thousands of 4x4 owners, and numerous individuals who had never experienced off-roading. They found that many experienced owners no longer desired the rough, utilitarian vehicles of the post-World War II era, while newcomers would consider purchasing a 4x4 if it offered more comfort and refinement.

Women were becoming a significant part of the market as well. Survey respondents universally desired quicker acceleration, smooth highway performance, reduced noise, and a variety of modern comforts and conveniences. While off-road capability remained essential, the vehicle also needed to convey a sense of prestige.

At its launch, the Bronco featured spacious, plush, and comfortable optional bucket seats, a smooth suspension for a relaxed ride, and agile handling both on and off the road.

The Bronco was Ford's innovative answer to competitors like the International Scout, Toyota Land Cruiser, Kaiser Jeep, and Land Rover. While these vehicles had their unique traits, none were as well-suited for everyday activities like weekend shopping or beach trips as they were for rugged adventures in places like Arizona's Superstition Mountains or the scenic landscapes "somewhere west of Laramie."

The Bronco pioneered a new standard, blending the best of highway and off-road capabilities. It introduced vast, uncharted territories to Americans who had rarely ventured beyond suburban malls and highway rest stops.

Discover technical details about the 1966 Ford Bronco in the following section.

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1966 Ford Bronco

The 1966 Ford Bronco, equipped with four-wheel drive, featured a 92-inch wheelbase and measured 152.1 inches in total length. It was powered by a robust 170-cubic-inch overhead-valve six-cylinder engine, delivering 105 horsepower at 4,400 rpm.

This engine was similar to those used in Falcons and Econolines, but the Bronco featured a unique single-barrel carburetor and a more durable fuel pump. (By March 1966, a 289-cubic-inch V-8 became an optional upgrade.)

Although the Bronco wasn't directly derived from the Falcon like the Mustang, it heavily utilized Falcon mechanical parts. Ford chose the six-cylinder engine to emphasize affordability and keep the base price low, though the Bronco's average 14 mpg fuel efficiency didn't exactly make it an economical choice.

The only transmission option was a three-speed manual, fully synchronized and mounted on the steering column. (An automatic transmission wasn't introduced until 1973, and even then, it was only paired with a 302-cubic-inch V-8.) This three-speed transmission offered quick, smooth shifts, a feature previously uncommon in four-wheel-drive vehicles.

The transmission tunnel housed a second lever, equipped with a T-handle, which controlled the transfer case. This transfer case powered both the front and rear axles using constant-velocity, double-cardan universal joints.

This design allowed for a higher mounting point and increased ground clearance. To move the lever, a button on the T-handle needed to be pressed.

Before the automatic transmission was introduced, shifting one notch back from neutral activated two-wheel drive, while a second notch engaged four-wheel drive high. Moving the lever forward from neutral selected four-wheel-drive low range, which could only be engaged when the vehicle was completely stationary.

The Bronco's foundation was a box-section frame featuring front coil-spring suspension and semi-elliptic rear springs with externally mounted shock absorbers. The front utilized a "Mono-Beam" tubular axle, stabilized by two forged-steel radius rods and a track bar.

Shock absorbers were attached to the radius arms. The frame and suspension were custom-designed for the Bronco, providing exceptional ground clearance, a tight 34-foot turning radius, and superior anti-dive performance.

The half-ton Ford Bronco was available in three configurations: a rugged roadster with no roof, open-sided fairings instead of doors, and a fold-down windshield priced at $2,404; a pickup-style "sports utility" model at $2,480; and a fully enclosed steel-top wagon at $2,625.

The wagon emerged as the most favored among the three models, outselling the combined total of the other two by 1,736 units in its debut year.

Standard features included front and rear bumpers, a front bench seat with seat belts, roll-up side windows for the wagon and pickup, a padded dashboard, a rubber floor mat, a locking liftgate on the wagon, a fold-down windshield across all models, turn signals, and dual vacuum windshield wipers with a washer.

The Bronco's instrumentation featured a speedometer, odometer, fuel gauge, oil pressure gauge, ammeter, and temperature gauge.

Optional extras included a heater/defroster, an 11-gallon auxiliary fuel tank, free-running front hubs, front bucket seats, a rear seat for the roadster and wagon, wheel covers, a horn ring, front armrests for the sports utility and wagon, padded sun visors, a range of heavy-duty components, a heavy-duty clutch, a cooling package, limited-slip front and rear axles, a tailgate-mounted spare tire carrier, front bumper guards, chrome bumpers, front and rear power takeoffs, a citizen's band radio, a snowplow, a trailer hitch, a winch, a tachometer, and tow hooks.

Roadsters could be customized with a vinyl convertible top or steel doors, the latter offering a choice between frameless glass or plastic windows. The 1966 Bronco was available in five exterior colors and six interior color options.

The Bronco could be customized as a compact fire truck or an auto wrecker. Dealers also advertised attachments like mowers, power booms, posthole diggers, sprayers, trenchers, and rotary brooms.

It appears Ford wasn't just rivaling Jeep and International but also competing with retail giants like Sears Roebuck and Montgomery Ward.

A steel bulkhead divided the driver's area from the 55.2 x 61-inch cargo space, with the spare tire attached to the bulkhead's rear. For wagons and roadsters equipped with the rear seat option, the bulkhead was removed, and the spare tire was mounted inside the tailgate. Both the pickup and wagon models featured detachable steel roofs.

All models were designed with removable tops, doors, and extra seats, allowing even the pickup and wagon to be quickly stripped down for weekend adventures. While the wagon's side and tailgate windows were fixed throughout the first-generation Bronco's lifespan, aftermarket sliding windows were an available upgrade.

To discover how critics reviewed the 1966 Ford Bronco, continue reading on the following page.

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1966 Ford Bronco Reviews

Automotive magazines, in their reviews of the 1966 Ford Bronco, generally concurred that the vehicle excelled in off-road conditions.

Motor Trend reported that in two-wheel drive, the Bronco accelerated to 30 mph in 5.5 seconds, reached 45 mph in 11.5 seconds, and hit 60 mph in 21.2 seconds, completing the quarter-mile at Ford's test track in 21.5 seconds with a top speed of 62 mph. The vehicle's maximum speed was around 80 mph.

MT praised the Bronco's hill-climbing prowess: "Ford's test track includes a steep, paved hill used for various evaluations. Standing about 50-60 feet tall with grassy slopes on either side, the Bronco effortlessly ascended in low-range first gear. We were even more impressed when it tackled the slope in third gear after a swift shift from first.

"Shifting into reverse at the hill's peak allowed for a controlled and smooth descent with brake assistance. Descending backward was equally effortless, offering a steep downward view from the driver's seat."

Car Life's California-based test placed the Bronco in real-world conditions. The magazine noted, "A drive through Southern California's freeways quickly revealed that the Bronco, with its low gearing, is better suited for off-road adventures than highway cruising."

"The Bronco's comfortable cruising speed on highways was 55 mph, which is slower than most freeway traffic. At 60 mph, the engine revved noticeably, and the transmission and transfer cases became audible. Pushing it to 74 mph, the absolute limit, was challenging to sustain and likely put unnecessary strain on the engine."

"Consequently, the Bronco was driven to a terrain better suited for evaluating its performance -- California's rugged mountain ranges, featuring steep canyons, rocky outcrops, dense brush, pine forests, and icy patches of melting snow on shaded northern slopes."

In this setting, Car Life observed, "The Bronco's suspension delivers a firm ride, though not excessively harsh. Steering is precise and requires minimal effort, though the 24:1 ratio can feel sluggish during quick maneuvers needed for navigating rocky terrain. The Bronco is ideal for those who prefer four wheels over horseback but still crave the thrill of trail adventures."

"The Bronco can handle grocery runs or ferry kids to school. In emergencies, it can even assist with farm chores. What truly sets the Bronco apart is its wild, frontier spirit, evoking a sense of adventure that makes drivers yell, 'Eeeeeaaaaayyhhooo!' as they splash through mountain streams or soar over rugged peaks."

The standard Bronco wagon weighed 3,025 pounds and could carry an 800-pound load. With the heavy-duty package, its payload capacity nearly tripled.

The base tires were 7.35 x 15 black sidewalls, inadequate for serious off-road use. This was likely a cost-saving measure, allowing dealers to upsell buyers on a range of premium tire options. (Car Life recommended that buyers planning both highway and off-road use invest in two sets of tires and wheels.)

Dealer-added options featured chrome handhold rails, an interior hand rail, a luggage rack for wagons, overload air springs, and even a snow plow, though air conditioning was not available.

While Motor Trend omitted details about the Bronco's brakes, Car Life critiqued them, finding them underwhelming. The Bronco came with 11-inch front drums and 10-inch rear drums.

No rationale was provided for equipping the Bronco with barely sufficient brakes. Similarly, there was no explanation for the absence of an optional two-wheel-drive version, despite a segment of buyers seeking the Bronco for its appearance rather than off-road capability.

In its first year, Bronco production totaled 4,090 roadsters, 6,930 sports utilities, and 12,756 wagons.

Continue to the next page to explore updates for the 1967 and 1968 model years.

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1967 and 1968 Ford Bronco

The 1967 and 1968 Ford Bronco saw minimal changes from the 1966 version. The base engine remained the 170-cubic-inch six, with the 289 V-8 available as an option. In 1967, the sports utility model was rebranded as the pickup.

Enhancements included the introduction of variable-speed windshield wipers, a dual master brake cylinder, self-adjusting brakes, and backup lights.

The list of optional features grew to include bodyside and tailgate moldings, a more decorative horn ring, and bright trim for the dashboard, headlight bezels, and taillight surrounds. These and other upgrades were bundled into the Sport Package, a $189 enhancement available for the pickup and wagon models.

Despite these additions, 1967 production dropped by over 9,500 units to 14,230, comprising 698 roadsters, 2,602 pickups, and 10,930 wagons.

In 1968, the spare tire was relocated to an external carrier. Front bumpers were redesigned with curved ends instead of squared ones, and side marker lights were added to the front fenders, along with rear quarter reflectors, to comply with new federal safety standards. Interior door and window mechanisms were also updated for enhanced occupant safety.

Free-running front hubs were improved with better lubrication seals and smoother operation. Kingpins were upgraded for increased durability. A heater and defroster became standard equipment.

The roadster, which had struggled to sell, was discontinued after the 1968 model year, making it the most basic and now one of the rarest and most sought-after Broncos among collectors.

The early Bronco's popularity was highlighted by its participation in the Baja 500 and Mexican 1,000 races. The inaugural Mexican 1,000 took place on October 31, 1967, featuring motorcycles, cars, Jeeps, dune buggies, specialty vehicles, and Broncos racing from Tijuana to La Paz, covering approximately 900 miles.

One Bronco was customized by Bill Stroppe, known for preparing factory Lincolns for the 1952-1954 Mexican road races. (Stroppe had already gained expertise in modifying Broncos through races in Riverside, California.)

The Baja Bronco featured a full roll cage, wide wheels with oversized tires, seat belts and harnesses, additional shock absorbers, and rally lights for nighttime driving. Its engine was extensively modified for peak performance.

Stroppe's Bronco was piloted by Ray Harvick. They initially led the race but got stuck in mud after assisting a Jeep. Later, they rolled over, and sand damaged the timing chain, which failed about 50 miles from La Paz, ending Stroppe's first Baja race.

Stroppe remained determined, and Ford continued to sponsor him despite the Bronco's failure to finish. For the 1968 race, Stroppe enlisted 1963 Indianapolis 500 winner Parnelli Jones as his driver.

Jones, unfamiliar with off-road racing, drove the Broncos like Indy cars, pushing them beyond their limits. Roughly 150 miles into the race, he damaged a wheel and spindle.

Ford remained undeterred, especially since Ak Miller and Ray Brock secured a victory in the two-wheel-drive production class with an F-100 pickup.

Off-road racing gained momentum in 1969, with a 500-mile event added to the Baja calendar. Simultaneously, Nevada hosted the Mint 400, sponsored by Las Vegas' Mint Hotel. Stroppe entered the Mint 400 with Jones, along with Al and Bobby Unser.

Discover more about the Ford Bronco's racing legacy on the following page.

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Ford Bronco Racing

Ford Bronco racing outcomes, featuring vehicles prepared by Bill Stroppe, were disappointing in 1967 and 1968. However, the situation worsened during the 1969 Mexican 1,000, which was overshadowed by a tragic incident.

Although not officially part of Stroppe's team, a young driver named Richard Smith competed in a Bronco under Stroppe's banner. His co-driver was Steve Smith, unrelated to Richard but the son of Clay Smith, Stroppe's close friend, who died in 1954 when a wheel struck him in the pits at an Illinois race track.

Early in the race, the Smiths collided with a dune buggy and rolled over. Richard Smith died instantly, while Steve Smith passed away in the hospital a few hours later.

Stroppe was deeply affected by the tragedy and withdrew from the race. He felt partially responsible, as the car lacked a steel mesh roof. However, since the vehicle wasn't officially part of his team, he couldn't mandate such safety features.

Returning to Long Beach, California, Stroppe developed a two-wheel-drive Bronco using components from Ford pickups. This design was inspired by Parnelli Jones's aggressive driving style, which often overwhelmed the four-wheel-drive front ends.

Around the same time, Ford released a similar Bronco in kit form. However, the project was halted, and the sole completed kit was handed over to Stroppe. It was a hybrid of Bronco and pickup, featuring numerous plastic parts and advanced race-car engineering.

Stroppe named this vehicle "Crazy Colt." He later built a second one called "Pony." With Jones behind the wheel, Stroppe won the 1970 Baja 500 in a record time of 11 hours and 55 minutes using the Pony.

Jones secured victory in the 1971 Mexican 1,000 with a vehicle resembling a Bronco but built on an all-tube chassis, featuring a plastic body and cutting-edge suspension.

By the 1972 Baja 500, Stroppe fielded 15 entries, including Broncos, F-Series pickups, and compact Courier pickups. Jones placed third with Big Oly but successfully retained his Mexican 1,000 title in the same machine.

Big Oly triumphed in the 1973 Baja 500 but was severely damaged during the race. Stroppe and Jones also claimed victory at the Mint 400 with a different vehicle.

During the 1974 Baja International (formerly the Baja 500), Stroppe and Jones competed in the rebuilt Big Oly. Tragically, a spectator on a motorcycle entered the course in the wrong direction, resulting in a fatal collision with Big Oly.

Following this incident, Jones eventually shifted to driving a Chevy Blazer, and Stroppe never partnered with him again. Nevertheless, Stroppe continued to prepare Fords—including Broncos, F-Series pickups, and Couriers—delivering strong performances in Mexican races.

The Bronco's achievements in desert racing inspired a series of street-legal models modified by Stroppe. Introduced in 1971, the "Baja Bronco" featured a custom roll bar, heavy-duty dual shock absorbers on all wheels, reinforced rear springs, a sturdier rear axle, special tires on chrome wheels, fender flares, a trailer hitch, a 302-cubic-inch V-8, and a distinctive orange, blue, and white paint scheme. (An optional four-barrel carburetor was also available.)

Approximately 650 Baja Broncos were produced through 1974.

To explore details about the civilian versions of the 1969-1973 Ford Bronco, continue to the next page.

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1969, 1970, 1971, 1972, and 1973 Ford Bronco

The 1969 model arguably saw the most changes of any Bronco up to 1977, yet it couldn't halt the gradual decline in the 1969-1973 Ford Bronco's popularity.

The 1969 pickup and wagon models received substantial body modifications. For instance, the windshield and cowl area were redesigned to minimize road noise, and the doors were updated. (The fold-down windshield was removed, but roofs stayed detachable.)

The wagon's body adopted a more robust appearance, particularly in the door frames, rocker panels, and roof. These changes aimed to enhance the vehicle's durability. Additionally, the parking light lenses, previously clear, were changed to amber.

The optional 289-cubic-inch V-8 was replaced with a 302-cubic-inch engine. Electric windshield wipers were introduced mid-year, replacing the vacuum-operated system. Production figures for the year included 2,317 pickups and 18,639 wagons.

For 1970, styling updates were minimal. Side marker lights and reflectors were redesigned and repositioned higher on the body. Broncos equipped with the Sport Package were now classified as distinct models.

Key new options included G78 x 15B fiberglass tires, a "Traction-Lock" limited-slip rear differential, and shoulder harnesses. (Through 1977, the Bronco remained unique in its class for offering limited-slip differentials on both axles.) The range of exterior colors was also expanded, as was typical each year.

Competition in the 4x4 sport-utility segment intensified with the arrival of Chevrolet's Blazer and GMC's Jimmy, both based on shortened pickup platforms, in mid-1969. As a result, 1970 Bronco orders dropped to 1,700 pickups and 16,750 wagons.

The 1971 model year saw few changes, primarily a new heavy-duty front axle and a 12.7-gallon fuel tank. (The fuel tank had debuted in 1970 on Broncos equipped with evaporative emissions systems.)

The standard tire size was upgraded to E78 x 15. Mid-year, front bucket seats became standard, and the range of bright-trim accessories expanded once again.

The trend of declining pickup sales and rising wagon sales persisted, with 1,503 pickups and 18,281 wagons produced. Base prices were set at $3,535 for the pickup and $3,638 for the wagon.

The 1972 Ford Bronco received larger brakes on both axles. Mid-year, a new Ranger package was introduced, offering special exterior colors with accent stripes, an argent grille, carpeting, deluxe wheel covers, upgraded cloth-insert bucket seats, a swing-away spare tire with a cover, woodgrain door panels, and a fiberboard headliner.

Due to emissions regulations, the six-cylinder engine's horsepower decreased from 100 to 82. In California, the 302 V-8 became the standard engine, with the six-cylinder available only as a special order.

The declining demand for the Bronco pickup culminated in 1973, when Ford discontinued it, leaving only the wagon model. The standard engine was replaced with Ford's 200-cubic-inch six, producing just 84 horsepower.

As competition in the SUV market intensified, Ford aimed to keep the Bronco competitive by adding more comfort and convenience features. A three-speed automatic transmission, the C-4, became available for V-8-equipped models.

This transmission offered both automatic and manual control. It introduced a new J-handle transfer case shifter, significantly different from the previous T-handle design. (In 1973, buyers could still opt for a manual transmission with either the T-handle or the new J-shifter for the transfer case.)

Additionally, power steering was introduced for the first time, though it was exclusive to V-8 models. Despite offering only one body style, production rose to a more robust 21,894 units.

The 1974-1977 Broncos represented the final iteration of this generation. Learn more about these models on the next page.

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1974, 1975, 1976, and 1977 Ford Bronco

The brief surge in Bronco demand observed in 1973 was short-lived, and the 1974-1977 models signaled the end of the car-based Bronco era.

For the 1974 model year, which launched during the first OPEC oil embargo, production totaled 18,786 units. Subsequent years experienced further declines.

Additionally, there were few updates. The automatic transmission quadrant now featured illumination. The six-cylinder engine and optional 4.11 final-drive gear were no longer offered in California due to strict emissions regulations.

The J-shifter became the sole configuration, even for manual transmissions. The interior trim was limited to a single parchment color.

The 1975 Ford Bronco introduced a redesigned exhaust system, a sturdier rear axle, and increased ground clearance. The only available engine was the 302-cubic-inch V-8, producing 125 horsepower.

The manual transmission transitioned to a special-order option. The six-cylinder engine was discontinued to comply with emissions standards. Anti-smog equipment became standard on all models. (Broncos destined for California included a mandatory catalytic converter.)

Sports and Ranger models received an F-Series truck steering wheel, and an engine-block heater was added to the options list. Production dropped to 11,273 units, while the base price rose to $4,979.

The 1976 Ford Bronco featured upgrades such as increased front axle capacity, an optional front stabilizer bar, optional power front disc brakes, and faster-ratio power steering. Solid-state ignition was introduced mid-year, along with a Special Decor Group that included a blacked-out grille, wide bodyside stripes, and other decorative touches. Production increased to 13,625 units.

For the 1977 Ford Bronco, the Ranger package was updated to include a "sports bar," a newly designed roll bar. Disc brakes became standard equipment.

The 302-cubic-inch V-8 received a redesigned combustion chamber and new pistons. The intake manifold was enhanced for improved cooling, boosting horsepower to 133.

The front passenger seat and padded dashboard, previously standard, were moved to the options list. Production decreased slightly to 13,335 units.

By the late 1970s, the Bronco was being overshadowed by changing trends. Initially, it had set new standards in power and comfort compared to competitors like the Jeep and Scout, attracting more drivers to the sport-utility vehicle market. However, it also faced new and formidable rivals.

Models like the Blazer and Jimmy initially seemed like makeshift solutions, but their truck-based designs offered spacious interiors, support for larger engines, and a wide range of comfort and convenience features. After a slow start, Blazer production surged to over 47,000 units in 1972 and continued to grow.

Chrysler entered the SUV market in 1974 with the Dodge Ramcharger and Plymouth Trail Duster, both based on shortened trucks. That same year, Jeep introduced the Cherokee, a simplified two-door version of its 4x4 Wagoneer station wagon.

Ford, which had initially dismissed a truck-based design for the Bronco, could no longer ignore the market's shift. A new chapter began in 1978 with the launch of a larger Bronco, built on the F-Series truck platform and equipped with a standard 351-cubic-inch V-8 engine.

Production skyrocketed to over 70,000 vehicles. However, the compact and straightforward early Bronco quickly became a collector's item, and its value has continued to rise over the years.

Discover details about clubs dedicated to fans of the 1966-1977 Bronco on the following page.

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