The Evolution of “El Chingón”: A 20-Year Journey with a 1984 Bronco II
Most Bronco II builds are static snapshots—a list of parts installed over a weekend. But “El Chingón” is different. It’s a journal of twenty years of life. It’s the story of a 13-year-old kid who saved $1,250 for a “turd” and spent the next two decades growing up alongside it. The name comes from Mexican slang for something badass or elite, but as the owner will tell you, it was a name that had to be earned through “expensive stupid mistakes,” junkyard miracles, and a lot of grease.
The Cow Pasture Days (Age 14)
The rig started life as a bone-stock, early-production ’84 with the 2.8L V6 and the Toyo Kogyo 4-speed. When it first came home, it barely ran. The previous owner had hacked out the emissions hardware, leaving the computer-controlled carburetor confused and unreliable. Before he even had a license, the owner was getting a crash course in troubleshooting. The fix wasn’t fancy; he tossed the factory setup for a Dura-Spark ignition and a Motorcraft 2100 carb.
With no money for a lift, he squeezed 31-inch tires on by installing Bushwacker cut-out flares. He spent his afternoons “raising hell” on the family’s 2.5 acres, waiting for the day he could finally hit the road. It didn’t look like much yet, but it worked. And at 14, that was everything.
High School Ego and the 7.5-Inch “Pop”
By junior year, savings turned into a 4-inch Skyjacker Class II long-arm kit and 35-inch Maxxis Bighorns. “I thought I was hot shit for a few weeks,” he admits. But reality hit hard. The springs were stiff, the 3.73 gears were wrong for the tires, and the 2.8L was breathless.
The turning point came in the high school parking lot. Trying to win a burnout competition, he dropped the clutch in Low Range with the hubs unlocked. The stock 7.5-inch rear axle exploded instantly. That failure forced his first real fabrication project: a $75 Explorer 8.8-inch axle swap. It was the first time the Bronco became stronger than the factory ever intended.
The College Grind and 15 Quarts of Oil
In college, “El Chingón” was a masterclass in finesse. With open differentials and the tiny Dana 28 front axle, the owner learned to drive. When your truck isn’t over-engineered, you have to learn line choice and momentum. This era was also defined by sheer determination; the engine eventually became so tired it was consuming 15 quarts of oil per tank of gas. He eventually rebuilt the 2.8L .030-over in a garage. It wasn’t faster, but it was quiet, and it kept the dream alive.
Technical Crossroads: The 30-Spline Dana 35
When the owner moved to 37-inch Pitbull Rocker Radials—tires that weigh a massive 104 lbs each—the Dana 35 reached its limit. He was tired of stretching axle ears and spitting U-joint caps.
At this point, many builders open a “can of worms” by swapping to Dana 44 knuckles, spindles, and hubs. While that path offers superior wheel bearing spacing, it forces a change to the 5×5.5 wheel bolt pattern. To keep his wheel inventory consistent with the 5×4.5 rear axle, the owner chose a different path: building the ultimate Dana 35.
He used a Dana 50 TTB slip yoke and 1350-series joints to handle the torque at the center of the axle. He stepped up to a 30-spline front end using custom Dutchman 4340 Chromoly inners and a Yukon Zip Air Locker. By utilizing AVM Xtreme Performance hubs, he gained the strength needed for 37s while retaining the Ranger-based bolt pattern.
From Buying Parts to Understanding Them
As adulthood brought more resources, the build became about engineering. He swapped to a Toyo Kogyo 5-speed but custom-mated an external slave bellhousing to avoid the maintenance nightmare of the internal slave setup. He hunted four years for a manual-shift BW1354, eventually finding one laying in the dirt at a junkyard.
The shifters were a challenge. Instead of fighting for floor space, he kept the factory floor shifter for the main case and built a custom cable-shifter for the Behemoth doubler in the dash, using a modified plastic E-brake handle. It was clean, inconspicuous, and clever.
To solve the “TTB Jacking” and squirrelly handling, he scrapped the stiff Skyjacker springs for 4.5-inch Jeep XJ coils (RE1310) and built a custom “Stonecrusher” steering setup with 1-ton GM ends. Suddenly, the Bronco II didn’t just crawl—it tracked straight at highway speeds.
A Twenty-Year Education
“El Chingón” is more than a list of specs. It’s a story of persistence. It’s about the guy who accidentally left the front diff dry and had to buy new gears, and the guy who used a BFH on the floorboards to make a doubler fit. He built a Behemoth doubler and, in a stroke of genius, fashioned a custom cable-shifter in the dash using a modified plastic E-brake handle. It’s a reminder that you don’t need a blank check to build a world-class rig—you just need the time to grow with it.
Detailed Vehicle Specifications
Engine & Drivetrain
- Engine: Rebuilt 2.8L V6 (.030 over), Dura-Spark ignition, Motorcraft 2100 Carb.
- Transmission: Toyo Kogyo 5-Speed (External Slave Conversion).
- Transfer Case: BW1350/BW1354 Doubler (6.15:1 “Double Low” range).
- Shifters: Factory floor shifter + Custom dash-mounted cable shifter (E-brake handle).
Front Axle (The 30-Spline Hybrid)
- Housing: Dana 35 TTB.
- Shafts: Dutchman Custom 4340 30-spline (Driver), Dana 50 TTB Slip Yoke & Inner (Passenger), JBG 4340 Outers.
- Joints: Spicer 5-1350X (Center), 5-760X (Knuckles) with 30mm full-circle snap rings.
- Locker: Yukon Zip Air Locker (30-spline).
- Hubs: AVM Xtreme Performance (XP) Series.
- Gears: 5.13 Yukon.
Rear Axle
- Housing: Explorer 8.8-inch.
- Traction: Yukon Full Spool.
- Gears: 5.13 Yukon.
Suspension & Steering
- Lift: 4-inch Skyjacker Class II Long-Arm.
- Springs: Rubicon Express 4.5″ Jeep XJ Coils (Front), Skyjacker Packs + 1″ Zero-Rate Add-a-leaf (Rear).
- Shocks: Bilstein 5100 (Full-size Bronco spec).
- Steering: Custom “Stonecrusher” Y-Link (Ruff Stuff 1-Ton GM Ends).
- Wheelbase: Stretched ~1″ forward via radius arm spacer relocation.
Tires & Wheels
- Tires: 37×12.50R15 Pitbull Rocker Radials.
- Wheels: 15×8 ProComp 8069 Alloy (5×4.5 bolt pattern).
Photo Gallery
About The Author
Jim Oaks is a longtime Ford truck and SUV enthusiast and the founder of The Ranger Station and Bronco II Corral. With decades of hands-on experience, he writes both technical and non-technical articles covering the Ford Bronco II, including mechanical systems, factory engineering, common upgrades, and detailed feature vehicle write-ups.
In addition to technical content, Jim documents Bronco II history, rare factory and aftermarket models, production details, and original Ford marketing materials. His work is based on firsthand experience, original documentation, and long-term involvement in the Ford enthusiast community.
Through his sites, Jim has built comprehensive reference libraries that serve owners, builders, restorers, collectors, and historians, helping preserve the Bronco II’s technical knowledge and historical significance.
