Today a compact SUV in terms of size, Ford marketing shows a very early example of promoting a civilian off-roader as a "Sports Utility" (the two-door pickup version).

To simplify production, all examples were sold with four-wheel drive; a shift-on the-fly Dana 20 transfer case and locking hubs were standard.

[11] In contrast to the Twin I-Beams of larger Ford trucks, the Bronco used radius arms to locate the coil-sprung front axle, along with a lateral track bar, allowing for a 34-foot turning circle, long wheel travel, and antidive geometry (useful for snowplowing).

[11] Derived from the Ford Falcon, the 105-hp engine was modified with solid valve lifters, a 6-US-quart (6 L) oil pan, heavy-duty fuel pump, oil-bath air cleaner, and carburetor with a float bowl compensated against tilting.

[11] In a central theme of the first-generation Bronco, styling was subordinated to simplicity and economy, so all glass was flat, bumpers were straight C-sections, and the left and right door skins were symmetrical (prior to the fitment of door-mounting hardware).

[11] Aftermarket accessories included campers, overdrive units, and the usual array of wheels, tires, chassis, and engine parts for increased performance.

Consisting primarily of chrome exterior trim and wheel covers, the Sport package was distinguished by red-painted "FORD" grille lettering.

[11] For 1972, in line with the F-Series trucks, the Ranger trim became the top-of-the-line Bronco, offering body stripes, model-specific wheel covers, cloth seats, woodgrain door panels, and carpeted interior.

[12] In 1966, a Bronco "funny car" built by Doug Nash for the quarter-mile dragstrip finished with a few low 8-second times, but it was sidelined by sanctioning organizations when pickups and aluminum frames were outlawed.

The second-generation Bronco marks the introduction of design commonality with the Ford F-Series and retained the lift-off hardtop body style for the three-door wagon, though now fiberglass over the rear seat area only (and not a full-length steel top), continued through the 1996 withdrawal of the model line.

In spite of its short production cycle (only two years), the second-generation Bronco proved successful, overtaking the Blazer and Ramcharger in sales for the first time; initial demand was so strong that customers waited several months to receive vehicles from dealers.

Coinciding with its commonality with the F-100, the second-generation Bronco introduced features new to the model line for the first time, including air conditioning, radio, and tilt steering.

During 1978 and 1979, alongside the Econoline, F-Series, and Courier, the Bronco was sold with a "Free-Wheelin'" cosmetic option package for both Custom and Ranger XLT trims.

Based on a design proposal originally used in the development of the previous-generation Bronco, the B-pillar of the roofline was modified slightly to produce an improved seal for the hardtop.

Removal of the hardtop could lead to a traffic citation, for tampering with the center brake light and/or inoperable rear seatbelts, depending on local and state laws.

Another variant of the XLT was a two-tone light teal green and white (charcoal gray interior); approximately 600 were produced each year.

In the construction of each Classic, Centurion would mate the cab of an F-Series crew-cab pickup (from the C-pillar forward) to body of a Bronco (from the B-pillar rearward), including the rear quarter panels, hardtop, and tailgate of the SUV.

[52] While Ford did not share future product plans with the UAW, the company confirmed the return of the Bronco at the 2017 North American International Auto Show.

Recalling the original Bronco Roadster, removable doors with frameless glass combined with a detachable roof allow open-air driving on both two- and four-door models, and boast 11.6 in (295 mm) ground clearance.

[64] The leading edge of the front fenders feature raised black brackets, called trail sights, to facilitate navigation and serve as tie-downs and accessory mounts.

The optional HOSS (High-Performance Off-Road Stability Suspension) setup replaces these with position-sensitive Bilstein shocks, with multiple compression and rebound zones, at all four corners.

On some trims the front sway bar features a hydraulic disconnect to increase articulation when crawling, automatically reconnecting when brought back to speed.

Many other components in the Bronco Raptor have been upgraded or added such as stronger axles, more rigid cross bars, a dual exhaust with several different exhaust modes, 37 inch tires, a higher strength frame, reinforced front bumper, larger drive shafts for increased wheel torque, better brakes (from the F-150 Raptor), Ford nameplate grill (unlike Bronco on other trims), and a tow/haul mode.

Produced by Jiangling Ford Auto, the Bronco received upgraded interior materials and quality to meet Chinese customers expectations.

Custom interior appointments include a walnut steering wheel and front bucket seats with russet suede bolsters and perforated leather cushions and seatbacks.

The unique vehicle, planned in Ford's Design Center in Dearborn, Mich., was extensively modified, inside and out, to achieve a lively carefree appearance with added luxury and safety features.

To better match the market success of the Chevrolet Blazer, Ford required its designers to shift from a dedicated chassis used by the model line to a shortened F-100 as the basis for a future Bronco.

[80][52] The project was publicly revealed for the first time in the leadup to the sixth gen Bronco's release, with a full-size research model displayed at the 2021 Concours d’Elegance Of America.

It was canceled as it was seen as a risk due to rising gas prices, slowing SUV sales and weakening economy ahead of the Great Recession.

The Bronco R team made a stop every 130 miles to swap drivers, as well as checking the vehicle's condition and making sure there were no repairs needed at the time.