Читать книгу Ford Bronco: A History of Ford's Legendary 4x4 - Todd Zuercher - Страница 18

The Bronco’s introduction was widely covered in the motoring press in the fall of 1965. Most impressions were formed from driving several prototypes at the Ford proving grounds in June 1965, with articles appearing shortly after the official August introduction.

Magazines were generally positive in their initial impressions, saving the negative points for later tests, and the car-centric automotive media followed that pattern.

The Bronco’s coil-spring front suspension was well received by nearly all writers, who noted its superior ride quality and the anti-dive characteristics of the design, a feature touted extensively by Ford at its introduction. Science and Mechanics magazine noted that “as a highway vehicle, the Bronco more than holds its own … Cornering is excellent … progressive-rate rear leaf springs offer a good ride without sacrificing carry capacity.”

Four Wheeler magazine stated, “Ford engineers have come up with extra-ordinary paved road ride. Because the noise level is already far below average for four-wheel-drive (4WD) rigs, long trips are far less fatiguing. On the trail, this springing combination pays off in an extremely comfortable ride over all but the roughest of trails.”

One of the earliest shots from the driver’s seat of a Bronco was taken in June 1965 when Motor Trend editors traveled to the Ford Proving Ground in Dearborn for their first drive of Ford’s new filly. A Rotunda tachometer and Falcon horn button are visible in front of the nattily attired driver. (Photo Courtesy Motor Trend Group, LLC)

Jan Norbye, writing in Popular Science, went so far as to say, “The Bronco behaved like a real sports car.” The Bronco’s extremely good maneuverability (turning circle of less than 34 feet) was also universally praised. The coil springs allowed the front wheels to be cut up 37 degrees; far tighter than on comparable leaf-sprung vehicles.

Highway travel was a mixed bag with reviewers. Zero-to-60 tests ranged from 15.8 seconds (Mechanix Illustrated) to a more believable 25.4 seconds (Science and Mechanics). Most testers noted that they topped out the Bronco speed at between 80 and 85 mph. Popular Science again was positive, noting that “the ride was better than in many taxicabs, the directional stability excellent, the noise level inside the vehicle quite tolerable.”

Science and Mechanics opined, “As a highway vehicle, the Bronco more than holds its own. It’s quieter than most other four wheel drives.”

Tom McCahill, writing in Mechanix Illustrated magazine, felt that the 170-ci 6-cylinder “proved more than ample for keeping the Bronco up with fast-moving traffic. For many miles, it cruised over Michigan’s freeway at 70 mph without distress.”

Car Life had a different take, “A tour of Southern California freeways immediately demonstrated the low-geared Bronco should be given its head in back country. A comfortable highway cruise for this particular Bronco was 55 mph–slow by the majority of freeway standards. A speed of 60 mph created tight winding of the smallish engine and audible workings of transmission and transfer cases.”

The reason for the disparity in testers’ impressions is likely due to differences in test vehicles’ axle ratios, with testers finding the 4.11:1 ratio acceptable and the optional 4.57:1 axle ratio too low for sustained highway travel.

Four Wheeler, looking at the new truck from an off-roader’s perspective, felt that the hub assemblies on the front axles stuck out too far and would be targets for passing rocks. They also felt that the locking hubs might be undone by passing rocks or branches, leaving the driver in a potentially dangerous position if the hubs were accidentally unlocked.

McCahill, the dean of automotive writers in the mid-1960s, faulted the Bronco for the lack of what he referred to as a “stump-catcher.” That, according to McCahill, was essentially a thick steel skidplate that hung from the front bumper to below the lowest point on the front axle, thereby protecting the front of the “adventure car” from low tree stumps hidden in the grass (common in the South) and from sharp rocks (out West). He also recommended steel armor protection for the crankcase and the transmission and felt that the bumpers were too flimsy.

After all the pros and cons of the new Bronco were considered, Car Life probably summed up the new truck best by stating, “The International Harvester Scout, the Toyota Land Cruiser, the Kaiser Jeep, and the Land Rover all have idiosyncrasies which those people accustomed to conventional vehicles find disturbing. Of the total group, the Bronco seems to possess fewest of these detractions which would prevent buyer transition from passenger car to four-wheel-drive sports-utility vehicle.”

That’s exactly what Ford Motor Company was aiming for when it introduced the Bronco.