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.
2. WCB's long-travel suspension...
2. WCB's long-travel suspension is not a bolt-on kit. It requires some welding, but you don't have to worry about bolts coming loose. The guys at the shop were prepping a Bronco's bare frame for restoration, making it easier for us to illustrate the frame modifications...
The upper factory shock mounts...
The upper factory shock mounts need to be cut off the frame to make way for the new shock hoops. As with any welding job, the frame needs to be cleaned and prepped before the tabs can be welded in place.
3. The factory rear radius-arm...
3. The factory rear radius-arm mount is cut off to make room for WCB's new pivot-box mount. This is where the aft end of the new tubular radius arm mounts to the frame. The 12-inch-over-factory-length radius arm mounts 17.75 inches from the forward part of the rear leaf-spring mount...
The new pivot box is mounted...
The new pivot box is mounted on the framerail right where the factory fuel tank is located. On a complete vehicle, the fuel tank must be removed for this step.
4. Centering the new hoops...
4. Centering the new hoops is easy since they bolt to the upper coil-spring mount, but correctly centering the mounting tabs on the framerails will take a little extra time. Once the hoop and tabs are positioned, they can be tacked on. Always double-check your measurements before fully welding them in place...
The factory bolt on the upper...
The factory bolt on the upper track-bar bracket is tacked on; the tack must be cut off to make way for the new drop bracket. WCB's track-bar bracket can be bolted on, but if the vehicle is going to be wheeled in extreme terrain, it's recommended that's it's welded on.
5. WCB's pivot box is stronger...
5. WCB's pivot box is stronger than the factory radius-arm mount and allows the long-travel radius arm's Heim joint more room for movement, greatly increasing articulation and effectively removing the factory radius-arm bind.
6. The shock hoops require...
6. The shock hoops require the installation of a 2-inch body lift, or you must modify or remove the inner fenders. The tubular shock hoops allow the use of longer shocks, giving the Bronco's axle more up-and-down travel over the factory suspension...
Once the hoops are in place,...
Once the hoops are in place, the crossover brace can be mounted. The crossmember bolts right in on a Bronco with the factory 302ci engine. It will not work with the 5.0L engine conversion, so the crossmember will need to be modified with the Windsor engine.