Old Ford Bronco Guide: History, Generations, Specifications, and FAQs

Classic pickups and SUVs have really screamed up in price since the beginning of this decade, but the same can't be said for classic Ford Broncos built from 1966 through 1977. They've always been expensive, but what's surprising is how much the entry price has increased for the slightly less popular full-size versions that came after, from 1978 until the Bronco was discontinued in 1996. It used to be pretty easy to find a full-size Bronco, especially the 1980-up TTB models, for pretty cheap, but not so much these days. But if you're totally jonesing for an old Ford Bronco no matter what the vintage, here are some tips and tricks to help you identify what you're looking at when considering that next purchase, whether it's a vehicle parked on the corner at your local gas station with a for sale sign in the windshield or an online ad in any of your favorite digital vendor sites.

Old Ford Bronco Model Designations by Generation

• First generation:1966-1977
• Second generation:1978-1979
• Third generation:1980-1986
• Fourth generation:1987-1991
• Fifth generation:1992-1996

Old Ford Broncos can be categorized into many generations, but for the purpose of this simple guide we'll segment them into three generations. The classic Ford Bronco most people think about in this vein are the early Broncos of the first generation that kicked off the model and were manufactured from 1966 through 1977. These were the result of a market-space vacuum for a small 4x4 SUV that could do agricultural and utilitarian jobs over unimproved landscapes while still retaining enough civility to drive the family around. Prior to the Bronco's launch in 1966, both International with the Scout and Jeep with its CJ and even Wagoneer models had a major lock on this portion of the market. Oddly enough, both Dodge and Chevy never really fielded a comparable small-to-midsize entry into this segment of the market, instead producing SUV versions of their full-size truck lineups. The second-generation Broncos were manufactured for two years only, in 1978-1979, with a major increase in body size to match the Chevy Blazer and Dodge Ramcharger/Plymouth Trailduster models that offered buyers more interior room and better cargo- and trailer-hauling abilities. The second-generation Broncos were based solidly on the Ford F-truck pickup platforms and shared many of the same underpinnings and interior appointments. Finally, Ford did a suspension revamp on the third-generation trucks that came out in 1980 and lasted through 1986 and from then on the generational differences became a bit harder to navigate. Fourth-gen Broncos hit the scene from 1987-1991, and then fifth-gen SUVs are 1992 through the end when the assembly lines went dark in 1996. For more specifics on each of these generations with regard to drivetrain, suspension, and other changes, read on.

Old Ford Bronco Factory Engine Options

• First generation:170ci I-6 (base, 1966-1972); 289ci V-8 (optional, 1966-1969); 200ci I-6 (base, 1973-1977); 302ci V-8 (optional, 1969-1977)
• Second generation:351ci ("M"code) and 400ci V-8 engines (1978-1979)
• Third generation:300ci I-6 (base, 1980-1986); 302ci V-8 (optional, 1980-1986); 351ci V-8 ("M" code engine, optional, 1980-1986); 351ci V-8 ("Windsor" engine, optional, 1980-1986)
• Fourth generation:300ci I-6 (base, 1987-1991); 302ci V-8 (optional, 1987-1991); 351ci V-8 ("Windsor" engine, optional, 1987-1991)
• Fifth generation:300ci I-6 (base, 1992-1996); 302ci V-8 (optional, 1992-1996); 351ci V-8 ("Windsor" engine, optional, 1992-1996)

When it was first launched in 1966, engine options for the classic Ford Bronco were fairly pedestrian by today's standards. Back then, many SUV purchasers were interested more in a mix of reliability and economy than barn-burning power in a four-wheel-drive SUV so the 170ci inline-six engine from Ford's light-car lineup, which made 105 horsepower, was a perfectly adequate base-model engine. However, not to be left out, those who yearned for more could select a 200-hp 289ci V-8 as the optional upgraded engine beginning about midway through the first-year Bronco lineup. The 289ci V-8 was enlarged in 1969 to 302ci with a small bump in power and the 170ci six-cylinder remained the base engine until 1973 when it was supplanted by a larger, slightly more powerful 200ci inline-six that saw out the early Bronco run as the base engine until it was retired in 1977. For the second-generation Broncos you could have any Ford engine you wanted as long as it was a 351M or 400ci V-8, both fueled by a Motorcraft two-barrel carburetor. By this time both engines were severely detuned and choked with emissions garbage, limiting their output to 156 hp/262 lb-ft for the 351 and 158 hp/277 lb-ft for the 400. These power numbers were for 1978, with 1979 seeing the 351 gain 2 hp to 158 and the 400 losing 2 hp to 156. Either way, they drank a lot of fuel and provided marginally adequate acceleration and performance for the big, full-bodied SUVs. By the time the model was refreshed for the 1980 Bronco, more engine options came online, and things generally got better all the way through the termination of the Bronco platform in 1996. For starters, an economical inline-six option came into the lineup as the base engine with Ford's excellent 300ci I-6 engine available in the third-gen trucks beginning with the 1980 models. The 351M remained as one of the V-8 engine options, but on top of this you could also spec a 302ci Windsor V-8 or the excellent 351W V-8. It was also during this third generation that carburetors began giving way to a much more efficient and better fuel-injection system on the 302 engines, with a horsepower bump for the 302 up to 190 hp. In 1987, the fourth-gen trucks saw fewer engine choices, although all were equipped with injection and offered more horsepower than their predecessors. The 300ci six was still the base engine and the injected 5.0-liter 302ci V-8 and the 5.8-liter 351W were the big-daddy options. The 5.8-liter was carbureted for 1987, but got injection in 1988. Finally, to round-out the fifth-gen trucks from 1992-1996, the three engine choices of 300, 302, or 351 remained the same, but power levels continued to increase here and there with High-Output options for the V-8s and technology that allowed tuning increased for the six.

Classic Bronco Factory Transmissions

• First generation:column-shift three-speed manual (base, I-6 and V-8 engines, 1966-1972); three-speed automatic (C4 type, optional, I-6 and V-8 engines, 1972-1977)
• Second generation:floor-shift four-speed manual (T-18 or NP435 type, base, I-6 and V-8 engines, 1978-1979); three-speed automatic (C6 type, optional, 1978-1979)
• Third generation:floor-shift four-speed manual (T-18 or NP435 type, base, I-6 and V-8 engines, 1980-1986); floor-shift four-speed manual with overdrive (Tremec type, base, I-6 and V-8 engines, 1980-1986); three-speed automatic (C6 type, optional, 1980-1986); four-speed automatic with overdrive (AOD type, optional, 1980-1986)
• Fourth generation:floor-shift four-speed manual (T-18 type, base, early models); five-speed manual with overdrive (M5OD type, optional, early models); three-speed automatic (C6 type, optional, 1987-1991); four-speed automatic with overdrive (AOD type, optional, 1987-1991); four-speed automatic with overdrive (E40D type, optional, later models)
• Fifth generation:three-speed automatic (C6 type, base, 1992-1996); four-speed automatic with overdrive (AOD-E type, optional, 1992-1996); four-speed automatic with overdrive (E40D type, optional, 1992-1996)

With a utilitarian design, the first-gen trucks initially made do with a column-shifted three-speed manual transmission with different gear ratios for either the I-6 or V-8. In 1973 the Bronco finally received an automatic transmission option, with a C4 finding its way between the engine and T-case. Second-gen trucks could be had with much better transmission options, with either a T-18 or NP435 manual four-speed or an optional C6 three-speed auto that was much burlier than the little C4 from the previous generation of trucks. The third-gen trucks in 1980-1986 had the widest transmission palette to select from to date and depending on model year and engine could be had with either a T-18 or NP435 manual four-speed base transmission, an optional four-speed Tremec with an overdrive fourth gear, a C6 three-speed auto, or an AOD four-speed overdrive automatic transmission. Like the third-gens, there were plenty of transmission options for the 1987-1991 fourth-gen trucks, with more overdrive options coming online for both auto and manual. The earlier trucks could still be had with a T-18 manual or M5OD manual five-speed with an overdrive fifth gear. The automatic options were the three-speed C6, four-speed overdrive AOD, or the electronically controlled E40D overdrive four-speed auto. Finally, for the fifth-gen Bronco the manual transmission was dropped altogether, with the 1992-1996 SUVs receiving one of three automatic transmissions depending on engine and option package, either a C6 three-speed auto or one of two electronically controlled four-speed automatic overdrive transmissions, the AOD-E or 4EOD.

What Transfer Case Came in Old Ford Broncos?

• First generation:Dana 20 (1966-1972; "J-shift-pattern" type, 1973-1977)
• Second generation:NP205 (base, 1978-1979); NP203 (optional, 1978-1979)
• Third generation:NP208 or Borg Warner 1345 (1980-1986)
• Fourth and fifth generations:Borg Warner 1356 (1987-1996)

Initially the transfer case option for the early Ford Broncos was as simple as the color options available for the first-year Ford Model T. The first-gen Broncos from 1966-1977 had a gear-driven Dana 20 T-case with a better low-range ratio than the 2.0:1 offered in Jeep models. The 1966-1972 Broncos had a 2.43:1 low-range ratio, which dropped slightly to 2.34:1 for the 1973-1977 models with the introduction of the J-shift-pattern Dana 20. Naturally, the front output shaft of the Dana 20 was on the driver-side to match the front axle, which at that time was a Ford-only trait not shared by GM, Chrysler, Jeep, or Scout 4x4 systems. The larger, heavier second-gen Broncos got a major upgrade in the form of an all-gear NP205 T-case. Unlike the NP205 in GM and Dodge trucks of the time, Ford's stood out as being internally beefier, with larger 32-spline front and rear output shafts. Those not selecting the part-time NP205 could also get the full-time NP203, which allowed 4WD operation over all road surfaces thanks to a clutch-type differential that allowed some slip between front and rear and didn't bind like an all-gear T-case on the road. Starting in 1980, Ford switched from the heavy all-iron NP203 and NP205 options for its Bronco and ½-ton F-series trucks to the lighter aluminum-case, chain drive NP208 or Borg Warner 1345 T-case. The BW1345 had a great 2.74:1 low and offered admirable durability, although it did lack the brute strength of its NP205 predecessor, and the NP208 was a durable unit that allowed shift-on-the-fly ability from 2WD Hi to 4WD Hi as well as a low-range of 2.61:1. The fourth- and fifth-gen 1987-1996 Broncos received an improved BW1356 T-case that upped the strength of the NP208 and BW1345 units and stuffed a 2.69:1 low-range planetary inside its magnesium chain-drive case. The BW1356 could be ordered in either manual- or electric-shift versions depending on the option package.

What Are the Bronco Axle Types and Gearing?

The 1966-1977 Broncos were all solid-axle designs, first hitting the market with a Dana 30 front axle featuring drum brakes and a high-pinion reverse-rotation centersection that kept the contact patch on the drive side of the front ring gear as opposed to the coast side, the latter being a less desirable condition that arises when a standard-rotation, low-pinion axle is used in a front-drive application. Beginning in 1971, the Dana 30 began getting phased out for a much-improved Dana 44 front axle, again with a reverse-rotation, high-pinion design. Like the Dana 30 front, the Dana 44 made do with drum brakes until disc brakes became an optional upgrade in 1975. Out back, Broncos received Ford's excellent 9-inch axle assembly, with the early versions up to 1975 sporting the small-bearing axles as standard, and with big-bearing units with larger 11-inch brakes being an option. There were also some axles that came with the small bearings and larger 11-inch brakes, so it can get confusing up until 1976 when all rear Bronco Ford 9-inch rears used the larger bearings and 11x2-inch drum brakes. With the advent of the larger-bodied Broncos in 1978 and 1979, Ford installed its full-width, high-pinion Dana 44 front axle with disc brakes and a heavy 9-inch rear with the big bearings and brakes. Special tow packages (Trailer Special) and other heavy-duty options could get a nodular-iron centersection for even more strength. Beginning in 1980, Ford switched from solid axles to TTB (twin traction beam) that sported a unique two-piece axle housing that pivoted each side off a hinged centerpoint. The TTB assembly in Broncos used a high-pinion Dana 44 centersection and disc brakes, which would remain the standard front-drive configuration through the remainder of the Bronco run. Out back, however, the Ford 9-inch was the standard rear axle only up until 1983 when Ford started placing the lighter-duty 8.8-inch rear axle in Broncos as the base-level offering. The 9-inch remained the heavy-duty option until 1986, and then from 1987 through 1996 the Ford 8.8 was the rear axle of choice no matter what package you ordered.

Old Bronco Suspension Changes by Generation

When it was introduced in 1966, the Ford Bronco's front coil spring design was something unique in the market space. Rather than a complicated suspension link arrangement, Ford employed a simple radius-arm design in which diamond-shaped perches on the axletubes were sandwiched between two C-shaped bushings by a single suspension link that connected the axle to the frame. A crossover steering system sent the drag link from the steering box pitman to the passenger side of the tie rod and a track bar connected the frame to the axlehousing to keep the steering geometry in line as the suspension cycled. The design offered an improved ride over leaf springs and did away with the bulky shackles or spring-eye mounts that otherwise cluttered up the front end of Bronco's front leaf-spring-equipped competitors. Out back, a simple leaf pack set atop the rear axle provided a tried-and-true means of locating the axle and holding up the rear. Although scaled up to accommodate the larger body and frame, the second-gen Broncos were relatively the same suspension design as the classic early Broncos, but in 1980 Ford introduced its TTB front suspension design that did away with the solid axle altogether in favor of a two-piece axlehousing that allowed independent front wheel travel. Once again, coil springs were found up front, with leaf springs bringing up the rear. This would be the final design for the Ford Bronco and it ran through the model's end in 1996.

Interior and Trim Appointments Available on Classic Broncos

The early Broncos were utilitarian and Spartan in design, with externally mounted wiper motors like those found on a Jeep, simple vinyl front bucket seats, and few, if any, creature comforts, until special packages and options began clicking boxes like those in the Ranger package. As the years progressed, options like upgraded seat fabric, trim levels, and air conditioning made their way into the Bronco and by the time the second-gen Broncos arrived it was fully expected to have niceties like cloth seating, power windows, and air-conditioning options. The XLT package added plush vinyl and cloth seating option upgrades, woodgrain trim on interior components, increased use of chrome surrounds, fold-n-tumble rear seat, and sound system improvements. For the third-gen Broncos-onward, the base model amenities were still limited to rubber floormats and vinyl seats (bench front and rear) but finer cloth front buckets, power door locks, and other features that blur the lines between utility and comfort kept making their way into the Broncos along with special outfitter packages like those from Eddie Bauer and others. These offered top-of-the-line trim appointments, special colors and fabric types, increased levels of sound damping, and power everything. By the time the Bronco saw the curtain fall on its 30-year run, it was a full-on luxury vehicle favored by the rich and famous, if not infamous.

Body, Bed, and Exterior Identification of Old Ford Broncos

It's almost hard to believe these days, but early Ford Broncos did not come from the factory with the full rear-wheel opening cut out. Most have been cut over time, though, and fitted with an aftermarket set of plastic or fiberglass fender flares. There are other distinguishing marks that can help tell the early 1966-1977 Broncos apart from each other, mostly having to do with the grille and marker lights/turn signal assemblies, with the 1966-1968 having smaller rectangular clear lamps with yellow bulbs compared with the larger 1969-up amber lamps with clear bulbs. The body could be optioned with a half-cab roof, which left the bed open, full hard or soft tops, and many other configurations. When the second-gen Bronco hit the market, it had a hard roof and full doors just like an F-150 pickup, but the rear roof section was made of fiberglass and could be removed for semi-open-air driving. A factory rollbar over the rear seat was an option. In 1980, the grille was redesigned to match the full-size pickups of the day, with the same removable rear roof section as the 1978-1979 Broncos available. In 1986, Ford smoothed and flattened out the front sheetmetal of its F-series and Bronco lineups, and this body style remained through the 1991 model year, when the fifth-generation Ford grille, front bumper, and hood designs were unveiled, with a redesigned marker/turn lamp assembly that integrated under the headlamps and a more open crate-like design for the grille. As with previous full-size Bronco models, the rear roof section remained removable, although the fifth-generation roof section contained the provisions for the rear seat shoulder belts, so removing the roof meant you couldn't carry rear-seat passengers.

Modified Classic Broncos

For decades, old Ford Broncos have been the go-to off-road vehicles for those wanting a durable and reliable project to enjoy. We've seen all sorts of builds, from home-fabricated sheetmetal panels that make the vehicle no longer resemble a Bronco, to Bronco chassis with weirdo foreign cars grafted to them, and everything in between. We've even built our own early Bronco from scratch using nothing but aftermarket chassis, body, drivetrain, and replacement parts. We started with literally no classic early Bronco parts and had one screwed together and doing a parking lot burnout for our Week to Wheelin' video series. But not everyone wants to do something like that, so our best advice if you're shopping for an old Bronco is to figure out your end goal ahead of time and then exercise some flexibility and patience when shopping for that new project. Chances are you may find something with more modifications than you were wanting at a higher price than you were planning on paying. But if those modifications were something you would have wound up doing anyway, it might be worth the extra outlay on the purchase of the old Bronco. Conversely, if you really don't need crazy off-road parts and aftermarket components, don't pull the trigger on a more expensive purchase of one equipped with all of that stuff just because you think another good candidate won't materialize.

Where To Buy an Old Bronco and What To Look For

We generally have good luck finding decent buildable Bronco candidates from online marketplace sites like Facebook Marketplace or Craigslist. Specialty Bronco sites tend to have higher prices. If you're shopping for an early Bronco from 1966-1977 sit down before you check pricing on even a basket-case, full project build, because it's now astronomical. We've seen roached-out versions with rot and no drivetrain going for over $10,000. Perhaps the most affordable entry point for an old Bronco is the fifth-generation since they are both the newest in terms of time on the collector market and offer the most hurdles to jump when building one for off-road use. The rear axle should probably be upgraded at minimum, and there are those troubles with removing the roof unless you swap to some sort of lap belt setup for the rear seat passengers. They just seem to be a little less collectible than the earlier full-size Bronco variants out there. As with any, if you have emissions legality concerns make sure you're checking the smog equipment on anything that isn't smog-exempt, since all the analog emissions devices can go bad and nowadays are hard to source replacements for. In the rust belt, rot in the rocker panels and lower quarter/fender sheetmetal, as well as in the front of the hood, can be a problem, so if it looks too good to believe, see if you can get a magnet to stick to any suspect areas you think might be built up in filler.