We admire the classic Bronco, espe-cially its clean lines and ability to handle adventure in factory form. When it was introduced, the Pony's suspension was innovative-it was one of the first four-wheel-drive vehicles fitted with front coil springs, a track bar, and radius arms. Its short, 92-inch wheelbase and tight turning radius made it a great little trail runner. However, the Bronco needs considerable suspension modifications if it's going to be wheeled over extreme terrain.
The Bronco's factory radius arms have a tendency to bind at the rear mount, limiting suspension articulation. The short length of the factory shocks limits the upward and downward travel of the axle. There are numerous aftermarket suspension systems available for the old Bronco, but the key for most Bronco owners is to get a suspension that works in all conditions. West Coast Broncos (www.westcoastbronco.com) offers a 2.5- to 5.5-inch long-travel suspension system for the '66-'77 Bronco that's perfect for all off-road conditions. The kit can be ordered with different types of shocks, and WCB's radius arms come either 6 or 12 inches over factory length.
We spent the day with the guys at West Coast Broncos going over their suspension system, and then hit the trail to test its functionality. We were impressed with the suspension's on-road performance and handling-it was comfortable, responsive, and handled well. On the trail, the suspension offered tons of articulation, easily giving the Bronco the ability to climb over some hefty boulders.
1. West Coast Broncos' suspension system includes WCB's long-travel tubular radius arms available either 6 or 12 inches longer than stock, 1.25-inch Heim joints, and CNC laser-cut frame mounts. The kit also includes tubular shock hoops with crossover brace, single-rate front coil springs, and 11-leaf rear springs, which come in lift heights from 2.5 to 5.5 inches. The kit provides the correct steering geometry and includes a 14-piece front bushing kit, rear leaf-spring bushings and U-bolts, extended brake lines, a dropped pitman arm, a dropped track-bar bracket, and extended front and rear bumpstops. Shocks are not included.
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2. WCB's long-travel suspension is not a bolt-on kit. It requires some welding, but you do
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The upper factory shock mounts need to be cut off the frame to make way for the new shock
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3. The factory rear radius-arm mount is cut off to make room for WCB's new pivot-box mount
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The new pivot box is mounted on the framerail right where the factory fuel tank is located
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4. Centering the new hoops is easy since they bolt to the upper coil-spring mount, but cor
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The factory bolt on the upper track-bar bracket is tacked on; the tack must be cut off to
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5. WCB's pivot box is stronger than the factory radius-arm mount and allows the long-trave
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6. The shock hoops require the installation of a 2-inch body lift, or you must modify or r
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Once the hoops are in place, the crossover brace can be mounted. The crossmember bolts rig