A real SUV, not a leased, vogue grocery getter driven by a bored housewife with a cell phone glued to her ear or to carry golf clubs and a briefcase as standard cargo.  Dave Williams says a true SUV is a '71 SCJ Ranchero  with low-profile camper shell.   

This is a 1982 Ford Bronco. In 1986 I installed a modified Ford 429 engine and C6 transmission. Then a 460 made more sense. Over the years, the engine configuration has changed back and forth from 375hp to 475hp with various torque requirements. I'm in the process of putting together a new engine to produce 500+hp and 575ftlb of torque. 

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9" limited slip 3.50 rear differential, remote oil filter, engine and transmission remote oil coolers with an electric puller fan, heavy duty radiator with twin electrical pusher cooling fans (in addition to the seven blade puller mechanical fan), dual front shocks, an 8,000lb electric winch hidden behind the front bumper and a class 5 towing hitch wired for lights and electric trailer brakes. Unlike modern SUVs, this one rides like the truck it is. 

Used for hunting trips, logging, exploring, trailer towing, surprising a few people on the street and everything else these rigs were originally designed for, it has provided outstanding service on Southern California streets, the woods of Eastern and Western Washington State, Northern Idaho's Panhandle (with 4' of snow on the deck and then spring mud) and in  the middle of the Mojave Desert. 

It currently runs a new 2500rpm stall converter on a fresh C6 w/shift kit. That's in preparation of the new engine. 

Remote engine oil filter and remote engine/transmission oil coolers

The oil filter adapter is mounted on a 1/4" piece of aluminum alloy plate I designed as a bracket and had executed by a local shop. At the front of the filter  you can see the 10" puller fan. That fan is on top of two B&M stacked plate coolers for engine and transmission oils. I also designed a piece of 1/4" aluminum plate for this bracket, bent and drilled by the same  shop. The challenge was in retaining the stock radiator overflow and windshield washer tanks (one unit with dual tanks) while providing maximum oil cooling capability and mounting the oil filter in an easy to service location. Notice that the horns were displaced by the coolers and moved to behind the oil filter mounting bracket.

Cooling System

After installing one on my p/u truck, I've decided to go with a Howe Racing 2-core, cross-flow double pass aluminum radiator and 2700cfm electric puller fan in the Bronco. For firing up the new engine and break-in, I'll use the existing 4-core and mechanical fan. After the new engine is sorted out I'll make the change.  

I went with a Be Cool radiator. They make an exact duplicate of the original, only theirs is two 1" tubes, cross flow and will accommodate the stock shroud.  I'm going to fabricate a custom shroud and use two electric fans for a total of over 5000cfm of air through the radiator.  

NEW ENGINE 

After plenty of delays including a relocation and other time-consuming responsibilities, the new engine is installed and running. It is a killer. Some issues still need to be sorted out, but it runs up to 6200rpm real quick and is flat scary getting on it from about 35mph. These bricks weren't designed for handling. The 3.50 gears will have to go in favor of 4.10s. 

CLICK HERE FOR NEW ENGINE SPECS AND BUILD COST  (08-31-03)

HEADERS

I went with L&L Headers for the second time. If you look at the thickness of the manifold and exhaust pipe flanges, it's obvious warping and leaks won't be a problem. And a lifetime guaranteed against rust-out. I've used cheaper headers in this application and it's truly a 'You get what you pay for' situation. 

This is Mallory's change to the Comp 9000 full mechanical advance distributor. Set screws to hold the advance instead of their old metal tab you bent to change advance. 

TECH INFO:

Flow comparison - Aluminum/cast iron 429/460 heads

DETERMINING COMPRESSION RATIO Click here for instructions on how to determine your engine's compression ratio

CARBURETOR CFM FORMULA How to determine the correct CFM for your engine

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