OT: Arne’s post-teener projects, Retirement project #8, 1969 Ford Bronco Options

[arne]

More progress. Rebuilt and installed both the gas pedal and the main pedal box. The throttle and clutch both work great. Also fitted the left fender. Fit up really nicely, great door gaps all around.

I also picked up a lightly used power brake conversion, a pair of stock exhaust manifolds, and a dual exhaust kit.

And that's when I got derailed by one thing leading to another.

I started looking at installing the brake booster rather than hooking up the seized original master. Setting it in place for mock up made it obvious that if I mounted the brake parts now, I'd just need to pull it back off to get the mis-matched header off the driver's side.

So I decided to at least swap the left side header for the cast manifold, and move then back to the brakes so that I can move the Bronco, as I'll need to turn it around to have room to fit the right fender and door.

Got the header out and the manifold on, so I went back to the brakes. Quickly found that pretty much every flare nut fitting I touched is seized, and I'll need to cut them to remove. This is not a horrible deal, as I planned to replace all the hard lines later anyway, but I wasn't planning to do it now, but later when I do the front disc conversion. Oh well, ordered the lines and center hoses today.

While I wait for the new brake lines, I went back to the exhaust replacement. Got both cast manifolds on, the old exhaust removed, and have begun mocking up the new duals. So glad to have the old stuff off. Really poorly jury-rigged set up, and way wrong choices. Who would have decided that headers into a full 3" pair of duals was a good idea for a stock 302 2BBL? And who tries to cram dual 3" piping under an early Bronco anyway? Major mess, but now gone. The new exhaust system is looking quite nice so far, especially in comparison.

[KELTY360]

Happy New Year Arne!

Nice to see progress on the Bronco. If you're converting to dual exhaust, are you thinking about switching to a 4bbl carb? BTW, a set of rolling car dollies might give you the room to fit the right fender without having to turn the Bronco around. I had a set and considered them cheap garage square footage.

[Root_Werks]

Always liked those Broncos (IMG:style_emoticons/default/thumb3d.gif)

(IMG:style_emoticons/default/agree.gif)

Almost bought one a few times.

Hey Arne, when you're done with this one....

(IMG:style_emoticons/default/idea.gif)

[Maltese Falcon]

Arne...we also build a 'Shorty (1.625") v8 Bronco set/ also the inline 6Cyl (dual exit or single exit) headers>> which I can directly supply (at discount) if you need (IMG:style_emoticons/default/welder.gif)
(IMG:style_emoticons/default/marty914.jpg)

[arne]

If you're converting to dual exhaust, are you thinking about switching to a 4bbl carb?

Converting back to stock manifolds, but staying with dual exhaust. Don't need duals on a stock 2BBL 302, but the market expects to see that. I may convert to throttle body injection instead of the carb, but that's still uncertain.

Hey Arne, when you're done with this one....

It'll be on the market once it's done, stay tuned...

Arne...we also build a 'Shorty (1.625") v8 Bronco set/ also the inline 6Cyl (dual exit or single exit) headers>> which I can directly supply (at discount) if you need (IMG:style_emoticons/default/welder.gif)

Headers are not needed for a bone stock 302, and cast iron are less hassle long-term. But thanks for the offer!

[arne]

No picture today, not much has changed visually. I made a parts run to the coast last week. Picked up a bunch of parts for both sooner and later in the project. Notably a nice pair of bucket seats to be re-foamed and recovered later, a pair of taller front springs, and an adjustable track bar. I installed one of the taller front springs as a test, they appear to be around 2½" to 3" lift, and look like they will be a better match with the (apparently) 3" or so rear springs. Should sit much closer to level when they are both installed.

After the brake hard lines and hoses arrived, I returned to working on the brakes. The booster and master are now in place, and the prop valve, hard lines and center hoses also. New rear brakes are going on this weekend—drums, shoes, cylinders, springs and adjusters. Once these are done I'll bleed the system and turn it around so I can do the other front spring and then fit the second door and fender. So far, so good.

[arne]

Brakes are now mostly wrapped up. No p-brake cables yet (on the way), and not doing anything up front until I do the disc brake conversion, but not in a hurry on that.

Installed the second front spring, I'm now going to call it about 3" to 3½" suspension lift on both ends. Then adjusted and installed the new track bar. Got the axle centered to the frame within about ⅛". Looks like the uncut fender clearance will be fine with the 7" wide wheels and 31x10.50 tires. New shocks will arrive soon.

Hung the right door and fender, and then the grill. Fit seems reasonable so far, other than the bottom front of the 2 fenders tucking a bit sharper underneath. Will need some massaging to make them match the grill.

Gathering info and testing parts in preparation for the complete rewiring of the truck. A few more parts (mostly replacement switches) are also on the way.

[arne]

A friend I talked with at PCA Cars & Coffee this morning reminded me that I have neglected to post any updates on the project lately. So I'll provide an exec summary to catch you all up.

The brakes and suspension are mostly set now. It still has drums up front, the swap to discs is still a ways off. The suspension is also largely complete.

The big change is the wiring, I have assembled and built a completely new wiring harness for it. That work is also mostly complete, all done except wipers and heater, neither of which are installed yet. The fuel system is complete now as well, the second new tank, new fuel lines and tank selector valve are in, connected and working. I also rebuilt and installed a slightly newer factory 2-bbl carb with electric choke for simpler starting.

I'm planning to strip the engine for oil leak remediation next.

[arne]

Spent the past couple of days stripping the engine. Dropped the pan, pulled the water pump and timing cover, and started assessing it all.

First thing I found is that the engine is not a 302. Crank casting ID is 1M, which is the 289 crank. Frankly, that's not a big deal in my opinion, not much difference between a bone-stock 289 and similar 302. About the only difference this will make is that I won't drill the new fenders and install new 302 badges.

Water pump was installed by someone who was... shall we say, generous with RTV. Yuck. And everything is seriously grimy, much cleaning will be required.

Found a couple of issues, none major since I found them now. Distributor shaft has more play than I like, the balancer has a noticeable groove worn where the seal rides, and the timing chain is about as loose and sloppy as I've ever seen.

I'm putting together a big parts order now. Included will be timing chain and both sprockets, water pump, Speedi-sleeve for the balancer, complete DuraSpark package, and all the normal stuff—many gaskets, t-stat and housing, plugs, molded hoses, gauge senders, heater core and valve, etc.

Lots of cleaning and painting will start tomorrow. Parts probably won't all be here for a week or so.

[arne]

Progress has been made. (Although I haven't got the pan back on it yet...)

[Root_Werks]

That is good progress! Can't wait to see paint on this one.

[arne]

I tore the engine apart for resealing and deferred maintenance on or about 10 April. Seven weeks later, I've mostly wrapped it all up. Here's what has transpired since then:

• Cleaned prior years of oil leak grunge.
• Replaced gaskets and seals - oil pan, valve covers, intake manifold, etc.
• Replaced timing chain and gears.
• Replaced water pump, t-stat, t-stat housing, etc.
• Replaced temp and oil senders.
• Converted to Duraspark II ignition.
• Painted various engine externals.
• Full power steering conversion - OER box, Saginaw pump, etc.
• Rebuilt steering column, incl. smooth collar (floor shift installed decades ago).
• Replaced radiator, hoses and mounts.

So this morning I went out, gave everything a last check, re-connected the battery and turned the key. Took a few revs to fill the float bowl, but then it started up with little-to-no drama. Timing was close enough, and obviously I got the Duraspark wired correctly. One lifter was pretty clicky for a bit, but has quieted back down after a few minutes runtime. After pumping the oil all around, it is almost a quart low. Steering pump was pretty noisy until I ran the wheel back and forth a few times, now it's totally quiet and works great. No leaks anywhere so far. Looks like a successful refresh at this point. Tomorrow I'll back it out of the garage to get it completely warmed up, add some oil, and check the coolant level after the thermostat opens fully.

And then I can move on to another part of the project. Not quite sure what I'll do next.

[Front yard mechanic]

Someone just bought Nixon old bronco on bat

[arne]

Even just backing it out of the garage is so much nicer with power steering!

[KELTY360]

Must be nice having it move under its own power. Big step forward.