Bronco is home

'68 Bronco Project: Twelve Years Later!

Monday, March 22, 2004 was the big day: the Bronco came home. Proof positive: the photo below shows it sitting in my driveway!

Progress:

Below are a couple of photos of the engine compartment. Power comes from a slightly-modified .030-inch over 170ci Ford, the truck's original powerplant. The motor was built using a mild Comp Cams bumpstick (F64 252H-10, with .425-inch lift on both sides), rejetted Redline-Weber 32/36 DGEV progressive 2bbl carb, a Pertronix electronic ignition that fires through 8.8mm Accel Race wires, and a 2 1/2-inch single outlet exhaust system off the original manifold. (Not optimum, but we're planning a header system that will work far better. For now, this works.)

Cooling is provide via the stock radiator that's assisted by a SPAL high-perf electric fan that was designed for a built 350 Chevy V8. When it turns on it sounds like a jet, and drops coolant temps about 20+degrees in seconds. Plus it takes a big load off the engine, so it contributes a few extra horsepower by default. The Optima battery and 110A Chevrolet single-wire alternator ensure there's plenty of current on tap for electrical needs. All-new wiring is courtesy of a Centech Bronco harness.

The photos below give you an idea of what's going on inside the truck. Simpson 3-inch cam lock belts restrain the driver and passenger safely. The two photos on the right show the diamond plate windshield braces that ensure the steel windshield frame stays solidly in place. (Remember, this is a fiberglass body. Even though there's a pieces of steel embedded in the cowl through which the frame is bolted, the setup is geared more towards rigs running a hardtop. Given we're running a soft roof, we opted to use the added bracing. Better to go that route than chance having the windshield snap off at some inopportune time. That would not be cool.)

All body and transfer case mounts, as well as suspension bushings, are polyurethane pieces from James Duff and Energy Suspension. The motor mounts, while new, are of the conventional variety.

Suspension tasks are handled by a James Duff 2.5-inch V8 kit, using 4-degree bushings up front along with a dropped bracket for the track bar, and dual nitrogen-filled shocks. The rear is raise a like amount using new leafs, and single shocks with early style overrider traction bars. Tires are 33-inch BFG All-Terrain T/A KOs, while rims are Extreme Alloy in the 15x10 size. Fuel is carried by a 23-gallon custom tank.

Axles are stock, but like the rest of this rig, all parts are new. Up front, there's a Dana 30 with 4:10 gears, while out back a 28-spline Ford holds 4:09s. (No lockers or limited slips yet; both differentials are open.) Gearbox is a 3-speed and the transfer case is a Dana 20. Shifting both are Duff floor-mounted shifters. All gear lube is Mobil 1 synthetic. The engine's currently operating on Castrol 20w-30, but once we get 2,000-3,000 miles on it, we're thinking of switching to Amsoil or Mobil 1 synthetic.

Note the custom hot rod touches we've added to the truck. In addition to the nifty glovebox, the truck sports flush tail lights, relocated license plates, shortened hood release lever—it sits flush with the face of the grill. We also added a power antenna to keep the lines clean.

So what's left to do? As things stand today, a few days before April 2004, I've got a list of about 15-20 mostly minor tasks outstanding, including getting the modified Jeep Cherokee wiper arms installed and cleaning up the wiring. Now the engine still needs tuning and the carb will need jets, the exhaust is in, but needs to be welded, the brakes need to be balanced, the radio and speakers need to be hooked up, the new tailgate carpet is still in the box... I'd like to bend some new arms for the mirrors and seal a few minor air gaps in the soft doors, too... but we're on it.

And we're extremely pleased with the overall effort. Persistence pays off.

I gotta thank my buddy Gary for putting up with me and my truck since 1997. His assistance was pivotal in turning my winter bomber into a treasure. Hats off go to his son, Greg, who rebuilt my axles, and spent numerous hours getting the chassis and body to the point where it was ready for paint.

-Dan

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