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 ’66 model year and would be supplanted by the 302 engine in 1969.
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 upfitted 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![]()
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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 ’66 model year and would be supplanted by the 302 engine in 1969.
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 upfitted 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
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