Ford Bronco II 1984-1990: Workhorse

“It’s up to you to train it!” It is this almost prescient slogan that appears on the cover of the 1984 Canadian brochure Bronco II.

While the original Bronco (1966-1977) is a design icon today, it enjoyed relative commercial success back then. In fact, only 225,585 copies were sold in 12 years. Aware of this issue and the competition, Ford took a similar approach to that of the Chevrolet Blazer for its second generation 1978 (it was originally intended to be released in 1974, but the first oil crisis of 1973 killed the Chevrolet Blazer manufacturer’s plans) . Gone is the specific chassis of the first generation, the basis now comes from the F series.

As a result, the new model is longer (by almost 65 centimetres), wider (by 21 centimetres) and heavier (by almost 500 kilos) than the original. And since we’re in North America, and bigger is better, sales are exploding: +435% between 1977 and 1978! However, Ford management wondered if there was a segment of the market that wasn’t being tapped with a small utility vehicle of similar dimensions to the name’s first Bronco.

Photo: Ford

Ford rides on his high horse

Japanese compact pickups began to appear in the late 1960s and early 1970s. Not to be outdone by Toyota, Nissan or Chevrolet (with the Isuzu-based LUV), Ford teamed up with Mazda (in which it owned a 7% stake at the time) to import pickups sold in Hiroshima under the name Ford Courier were manufactured. The oval brand marketed them in North America from 1972 to 1982. The 1973 oil shock prompted the manufacturer’s managers to reconsider their approach to the market and want to reintroduce what appeared to be a buoyant segment internally in the future, d as much as the American government introduced the CAFE (Corporate Average Fuel Economy) standards in 1975, which came into effect in 1978.

In 1976, Ford started the Yuma project, which was designed to design a compact pickup truck. The company will invest $700 million to get the most powerful and economical vehicle. Due to the second oil crisis of 1979, the program almost failed. But when Ford CEO Donald Petersen learned that GM was working on similar models (Chevrolet S-10 and GMC S-15), he decided to move on. The Ranger was launched in March 1982 for the 1983 model year, just after the General’s competitors.

Photo: Ford

A workhorse

One way to save the Yuma project was to give it an additional model: the replacement for the original Bronco. Ford and GM are using the same method, while the latter will introduce the 1983 Chevrolet S-10 Blazer and GMC S-15 Jimmy SUVs based on the pickup truck platform. The entire chassis and mechanics are from the Ranger, but with a wheelbase that is 35 centimeters shorter (and only 5 centimeters longer than the 1966 vehicle – see table of dimensions below). This number will be of crucial importance later.

While the Ranger offers several combinations of engines (4-cylinder 2.0 and 2.3-litre, 4-cylinder diesel 2.2-litre and V6 2.8-litre) and transmission (4×2 or 4×4), the Bronco II will at its Launch not only offered with the V6 Cologne from 115 hp and in 4×4. The only choice is the transmission: 4-speed manual (TK4) as standard and 5-speed manual (TK5) or 3-speed automatic (C5) as an option.

Photo: Ford

The front axle uses the independent Twin Traction Beam suspension introduced on the F-Series in 1980 (until then it was rigid on Ford 4x4s!). It includes a Dana 28 differential offset on the driver’s side. The axle lock is manual (on the wheels) but can be automatic for an extra charge. The transfer case is a Borg-Warner 1350 with a 2.48:1 reduction ratio. The rear axle is a 7.5-inch Ford with an optional limited-slip differential. Properly outfitted, the Bronco II can tow up to 4,050 pounds (1,839 kilograms). Long-legged, with a reduced wheelbase and reduced overhangs, it is agile in all terrain and has favorable attack (29.5 degrees) and departure angles (24.8 degrees). It offers a turning radius of just 9.8 meters. Throughout its career, it has been produced alongside the Ranger at the Louisville, Kentucky plant.

Photo: Ford

A big stable

The Bronco hit dealerships in March 1983 for the 1984 vintage and was offered in three versions: Basic, XLT, and XLS. As a good Ford Utility, the customization options are almost limitless: 15 colors on offer with two-tone paintwork (in a simple or deluxe pattern), tilting steering wheel, cruise control, tinted windows, air conditioning, convenience pack, lighting pack, console on the floor, overhead console, long arm mirrors, instrument module, three types of wheels… There’s even a snow plow package (chassis, reinforced shock absorbers and springs, transmission cooler, heavy-duty alternator)!

Photo: Ford

The base price of the Bronco II in Canada is $12,388, which isn’t cheap considering a full-size Bronco costs $13,927. In comparison, the Blazer 4×4 sells for $11,892 and the new Jeep Cherokee for $11,590. In its 1984 edition, the Guide de l’auto praised the quality of construction, the practical and welcoming interior, the torquey V6 and the agility. On the other hand, he complains about an average road holding in curves and a mixed driving pleasure.

competition horse

A luxe Eddie Bauer finish, named after the clothing company founded in 1920, will be added throughout the year. Based on XLT, it is characterized by its exclusive two-tone paintwork, its noble fabric upholstery, its complete equipment as well as a map holder and a travel bag provided by the designer. Initially presented as a special series, it was added to the range as an independent model in 1985 (instead of the C5).

Photo: Ford

Now we come to the big mystery of the Bronco II: the diesel engine. This type of engine was actually available in the Ranger: 2.2L Mazda (under license Perkins) with 59 hp (!) in 1983-1984, then 2.3L turbocharged Mitsubishi with 86 hp in 1985 -1986. In its 1985 edition, the Guide de l’auto wrote: “This year Ford offers a 2.3-liter turbocharged diesel engine. This engine should deliver more than adequate power, but also better fuel economy than the V6. Should is the keyword here. Because nobody agrees on the dates of manufacture (it “would” be 1985, 1986 and/or 1987), there are no production numbers, it isn’t mentioned in any Ford catalog and he mentions it, the guide has never guided him (nor apparently any other journal). If it’s certain Ford announced it to the press, many are now wondering if the marque has actually made it yet… Even Motor Trend magazine qualifies it as “possibly mythical.” Maybe you know one behind a yard?

Developments at breakneck speed

The 1986 vintage brought a significant set of innovations: the 2.8-liter Cologne carburettor was replaced by a 2.9-liter version with electronic injection (Ford EEC-IV) with 140 hp, on 4x4s the automatic lock could be used of the front differential are done on the fly, while a two-wheel drive variant is added. Surprisingly, a transfer case is mounted in the 4×2 (BW 1359), even if it is useless, there is simply no shaft coming out to the front axle. Experts are still bogged down in speculation about his presence. The XL version will be removed.

Photo: Ford

For 1987, the Bronco II gained rear ABS and the base model was given the XL name. There wasn’t much to report in 1988 other than the appearance of an XL Sport version. The 1989 vintage saw the vehicle’s first and only restyling. Like the Ranger, the front grille is softer, more integrated, with enlarged headlights. The length increases to 4.11 meters. The interior is also redesigned with a new dashboard, new seats and new upholstery. No major technical developments this year. In 1990, the last year of production, this is not the case. New engine heads are installed on the V6. The 4x4s have their front axle checked (it gets a Dana 35 differential), while the transfer case is swapped out for a BW 1354. The 4×2’s useless transfer case is finally going away.

Photo: Ford

He steps into the stretchers!

There remains the thorny issue of reversals that will forever tarnish the Bronco II’s reputation. If the high ground clearance and the reduced wheelbase are advantages off-road, they become real disadvantages in terms of stability on the open road, making the vehicle more likely to tip over. The problem is that Ford would have known as early as the SUV’s development phase that certain tests would have been canceled to save the testers, that engineers’ proposed changes would have been rejected in order to meet the schedule, and that certain documents would have disappeared. … But in the end it will still be noticeable.

In 1989, Consumer Reports magazine declared the Bronco II “Avoid” because of its handling. That same year, NHTSA opened an investigation into the vehicle but did not request a recall. Surprisingly, it’s the rear-wheel drive version that causes the most problems. According to the Insurance Institute for Highway Safety (IIHS), the RWD Bronco II rollover fatality rate between 1986 and 1990 was 3.78 per 10,000 vehicles, compared to 1.74 for the Bronco II 4×4 and 1.11 for the Suzuki Samurai. The institute said that 88% of deaths in two- and four-wheel drive Broncos are due to a rollover. The lawsuits are beginning to pile up and will continue for nearly two decades. A May 2001 Time Magazine article revealed that the model allegedly cost Ford “$2.4 billion in damages.”

Photo: Ford

Bet on the right horse

From a commercial point of view, the Bronco II is a success for Ford and will sell more than 750,000 units (see figures below), ie average annual sales are almost 6 times higher than the original Bronco.

The brand is therefore working on its replacement. Internally christened UN46, it is still based on the Ranger platform but features two key elements: a 4-door body and an extended wheelbase (2.59 meters for 2 doors and 2.84 for 4 doors versus 2, 39 on the Bronco II). . It is also wider and designed to accommodate a 4.0 liter variant of the Cologne V6. Check out the photo below of the prototype (the name is clearly written on the tailgate).

Photo: Ford

If you recognize it, it’s normal! During development it will adopt a new name: Explorer. Introduced in March 1990 for the 1991 model year (along with its very rare cousin, the Mazda Navajo), it would go on to become one of the biggest hits in all of Ford history, regularly topping 400,000 sales a year between 1995 and 2002. The Explorer will be there again witnessing many litigations in the 2000s.History is an eternal beginning…

Also see: Antoine Joubert presents the 1996 Ford Bronco