The 1980-’86 Bronco was an even greater departure from the original

Ford's squared-off, first-generation Broncos are hot today but, by the early 1970s, they'd lost their edge. The all-new 1973 Chevrolet Blazer, which was larger and more luxurious than the original Bronco, found 44,841 buyers in its debut year, versus 21,894 for the Ford. By 1976, Blazer production soared to 74,389 while Dearborn made just 13,265 Broncos.

The handwriting was on the wall: Ford needed a sport utility based on a full-size, half-ton truck like General Motors' Chevrolet Blazer/GMC Jimmy twins and Chrysler's Dodge Ramcharger/Plymouth Trailduster, or the International Harvester Scout II.

A Ford factory photo of a 1981 Bronco with the XLT package in Deluxe Two-Tone Metallic Gray and Silver with a Raven Black top.

For 1982, the XLT Lariat was the top of the line model, this was one decked out in Victoria Two-Tone Medium Yellow with Wimbledon White.

The original Bronco made its debut in 1966 as a fun, go-anywhere counterpart to the Mustang. A compact, four-wheel-drive utility was a departure for one of the Big Three, but it followed a path already blazed by the Jeep CJ, International Scout, Land Rover Series I, and Toyota J40.

Initially, the Bronco was offered in three body styles: a wagon, a roadster, and a pickup. The roofless, doorless (and entirely impractical) roadster version was dropped after two years, but the pickup lasted for six. Early Broncos were all powered by a 105-hp, 170-cu.in. straight-six engine, but, in March of 1966, the 289-cu.in. V-8 was introduced as an option. In 1969, the 302-cu.in. engine became the extra cost V-8 and, in two-barrel-carb trim, with a low-octane-gas-friendly 9.5:1 compression ratio, the engine checked in with 210 hp. That same year Popular Science automotive editor Jan Norbye declared the Bronco the winner of a five-way shootout that included the International Scout, the Jeep CJ, the Land Rover Series IIA, and the Toyota FJ40 Land Cruiser. Norbye noted that he didn't care for the Bronco's vacuum windshield wipers, and at least some buyers must've been surprised at the lack of an automatic transmission among the options. The C4 wouldn't become available on the regular-production Bronco until 1973. Ditto for power steering.

The Standard was the base model for 1986, pictured here in Desert Tan.

For 1986, the XLT was the mid-range package below Eddie Bauer, but boasted a chrome grille, lower body-side mouldings, and chrome bumpers.

Facing overwhelming competition from all but the Jeep CJ, the 1977 Bronco made its last stand with standard-issue items like a 9-inch rear axle, front disc brakes, power steering, and electric windshield wipers. Then, for 1978, Ford pulled the wraps off an all-new Bronco based on its F-100 pickup. If Dearborn needed any validation, it received it from light-truck buyers who snapped up 77,917 Broncos that year. In 1979, Bronco production rose to 104,038—giving it a comfortable lead over the Blazer's 90,987 assembly line total—but the redesigned all-roader would continue for just two model years before Ford overhauled it again for 1980. The timing couldn't have been better for a new, lighter, more fuel-efficient, and more aerodynamic take on the now-popular sport utility. From 1980-'82, the United States was mired in an economic recession brought on by a spike in oil prices, soaring inflation, high interest rates, and high unemployment. As a result, full-size truck sales took a drubbing at the start of the '80s. In 1980, Chevrolet production dropped below one million for the first time in four years as it built just 31,776 Blazers. The new Bronco fared better, with a production run of 44,353—which must've seemed like unequivocal success to Ford in uncertain times.

This 1986 Eddie Bauer Bronco instrument panel was loaded with amenities like a tachometer, speed control and tilt column, air conditioning, AM/FM cassette, and a special Eddie Bauer plaque on the center stack.

Ford advertised the 1980 Bronco as having a best-in-class estimated 15 mpg for a V-8 with an automatic transmission, though that's roughly what Chevrolet was also claiming for the Blazer. The 1980 Bronco was slightly smaller than the 1978-'79 truck: 2.7 inches shorter, 1.2 inches lower, 2 inches narrower, and up to 500 pounds lighter. But Ford had also increased the new Bronco's wheelbase to 104.7 inches from 104 inches, made the interior 5 cubic feet larger, and heavily reworked the exterior in the wind tunnel to make it more slippery than the previous rig.

Under the 1980 Bronco's low-profile hood, Ford's thrifty, Baja 1000-conquering 300-cu.in. six-cylinder was now available, marking the first time an inline six was offered in a Bronco since 1974. The 302 V-8 was offered throughout the 1980-'86 Bronco's lifespan, and was outfitted with multiport fuel injection for 1985. Initially, the 351M V-8 was the top-of-the-line engine offering but that was replaced by the 351-cu.in. Windsor in 1982—both with two-barrel carburetors. In 1984, Ford added a four-barrel 351 Windsor to the lineup and called it the 351 H.O. This new engine offering was rated at 210 hp, giving it a 60 hp advantage over the two-barrel 351. Transmissions for 1980 included the C6 three-speed automatic and a four-speed manual with a compound low first gear. In 1981, Ford added a Tremec T170 four-speed overdrive manual in an effort to boost fuel economy—the third gear ratio was 1:1, while fourth was .078:1. For 1985, Ford offered the four-speed automatic overdrive with the new fuel-injected 302 V-8. Throughout the 1980-'86 Bronco's run, the New Process 208 transfer case was the only unit available.

Three levels of interior for 1986 included Standard, XLT, and Eddie Bauer.

There was more big news under the third-generation Bronco's front end, where an innovative independent live axle was ready to soak up the bumps. Ford's Twin- Traction Beam design was essentially a Dana 44 axle split in two. On the inboard ends, the two halves were mounted to pivots attached to the engine crossmember, while the outboard ends were located by radius arms and suspended by coil springs, thus allowing the two-piece housing to scissor. The differential was offset to the left and the right-side axle shaft was driven off a slip yoke that compensated for the up and down action of the two halves. It's a strange-looking setup compared to a conventional solid axle, but it was effective at bridging the gap between on-road ride quality and off-road capability.

The third-generation Bronco also ushered in the luxurious and popular Eddie Bauer package for '85, which piled on amenities like two-tone paint, all-terrain white-letter tires on styled steel wheels, cloth upholstered captain's chairs with folding armrests, air conditioning, tilt column, and more. The well-appointed XLT was a mainstay throughout the 1980-'86 Bronco's run and included chrome bumpers and a bright grille (on later models), XLT callouts, wall-to-wall carpeting and cloth upholstery inside, uplevel door panels with carpet trim, and a soft-wrap steering wheel, along with a variety of other creature comforts. For the budget-minded or fleet buyer, the Custom (later called Standard) Bronco had power brakes and steering, chrome bumpers, vinyl upholstered seats, and floor covering, as well as an AM radio that could be deleted for credit. Ford also offered "Free Wheelin'" packages early on that could add numerous amenities and graphics to personalize a Bronco. For 1982-'83 there was the very 1980s XLS trim group, which blacked out the grille, bumpers, and mirrors, then added full body-length stripes with XLS callouts.

A 1981-vintage XLT sports Victoria Two-Tone with the accent color on the hood, fenders, upper doors, and lower body sides.

The 1986 is painted in Deluxe Two-Tone, with the accent color on the center body side areas and tailgate.

Third-generation Broncos are still widely available at reasonable prices today and make excellent all-season drivers. Hardcore four-wheel-drive enthusiasts can be critical of the Twin-Traction Beam front axle, but it's a durable setup that works well under most circumstances. The Bronco's four-speed overdrive manual transmission was a compromise at best and the conventional four-speed gearbox with compound low, or any of the automatics, are better choices for all-around driveability. Of the many engines available, the fuel-injected 5.0 has best stood the test of time, but all the V-8s and the 300 six-cylinders are dependable, and infinitely serviceable.