For the Ranchero, Ford’s sporty passenger car-based pickup, 1979 was the end of the line.
Introduced in 1957, the Ford Ranchero launched a new class of vehicles for the Detroit automakers: the hybrid passenger car/pickup. It wasn’t a terribly original idea, of course. The earliest pickup trucks in the USA were closely based on passenger car platforms, and the trend also echoed a familiar body style in Australia, the coupe utility, more famously known as the ute.
In 1959, Chevrolet introduced its rival to the Ranchero, the El Camino, and annual sales for each vehicle cruised along in the 20,000-to-40,000 range for a few decades. But by the mid-1970s, real truck-based pickups had grown more civilized, boasting better ride and handling and a full range of features and options, and the appeal of the Ranchero and El Camino car/truck mashups began to fade. For the Ranchero, the 1979 model year would be the last. (There was an unofficial successor to the Ranchero from the aftermarket, the 1979-82 Ford Durango. See our feature here.)
The seventh and final generation of the Ranchero, 1977-79, was based on the ’77-’79 LTD II, a remarkably large platform (for an intermediate, anyway) with old-school body-on-frame construction and a 118-inch wheelbase. As the carmakers continued to struggle with emissions regulations, for ’79 there were just two available engines, a 302 CID V8 and a 351 CID V8, and a single transmission, a three-speed automatic. Both engines sported dinky two-barrel carbs and were rated at less than 150 hp.
On the plus side, there were 14 available exterior colors and three trim levels: the GT with sporty graphics and white-letter tires, the faux-woodgrained Squire, and the base model Ranchero 500 (below). Buyers could also choose from an impressive variety of interior materials and configurations: cloth or vinyl, bench or buckets. But despite all the flashy features, sales continued to dwindle. From a high of 45,000+ in 1973, sales slipped to barely 14,000 for 1979, and the Ranchero was discontinued. But there were few tears shed at Ford world headquarters in Dearborn, as sales of the conventional F-150 pickups were rapidly trending upward, and soon, the F-150 would become the best-selling vehicle in North America.
I believe a Thunderbird front clip will bolt right on. That would look pretty cool.
All 72-76 Montego, 74-79 Cougar, 77-79 Thunderbird, and Gran Torino Elite front clips work with the 77-79 Ranchero. They’re pretty common.
Only 72-76 Torino (exc Elite) front clips work with the 72-76 Ranchero.
Before I retired from the San Francisco VA Medical Center we had a patient with a little red 1961 Ranchero. He’d put a 260 V-8 and four speed in it…it was just the coolest little truck.
I had a 61 Ranchero with a 289 with 4 bbl. The friend I bought it from had done the conversion. It was kind of crude, but fun to drive. 3 speed floor shift, rear end from a Galaxy with 15″ wheels, original 13″ front wheels, Corvair bucket seats, floor rusted out. Like i said, kind of crude LOL!
FOAF had one of these – landed one of the exceedingly rare “XE” 400C 4V intakes, pulled his engine for a bit of upgrading, with a CJ cam (don’t recall the carby.) Swapped out the wheels for the official chrome ’72-3 magnums with original small letter TAs, updated the IP cluster with a 140 cop speedo. Super clean execution, you wouldn’t know it wasn’t factory. Swapped to the 3.25 axle. At WOT in 3rd, the speedo and tach needle would rise in unison… ultimate car geekery.
What woeds for me was putting a 72 Lincoln 460 in my 78 Ranchero using stock motor mounts, ignition system, drive shaft from a station wagon and all the stock parts fit. AND back then I could smog to the year of the motor at an arbitration inspection station. The 460 was an option on a T-bird a year to two on that same chassis. The Ranchero had the same floor pan as the 4 dr station wagon.