Long before the Chevrolet El Camino and even the Ford Ranchero itself, the concept of merging a car with a truck bed was already taking shape. The 1934 Hudson Terraplane Pickup Express can be seen as an early attempt, leaning more towards a car with a bed rather than a true pickup. Studebaker followed suit with the 1937 Coupe Express. However, it was Ford Australia that truly revolutionized this vehicle category.
Ford’s Model T pickups had served dual purposes from the 1910s, blurring the lines between car and truck, sharing hoods, grilles, and front fenders with Model A sedans. Distinct designs didn’t emerge until 1936. Meanwhile, Australian farmers were seeking a vehicle capable of transporting livestock to market during the week and the family to church on Sundays. This demand birthed the “Ute,” short for Coupe Utility – a sedan-based pickup with an “extra cab.”
Ford Australia also produced Roadster Utilities until 1937–38. Coupe Utilities, however, remained in production until Ford Australia ceased manufacturing in October 2016. While Ford Australia’s 1956 model showcased an earlier generation’s design, it was the 1957 Ford Ranchero that would introduce the modern American Ute to the United States. This innovative “Ranchero Car” combined the sleek styling and comfortable ride of a car with the utility of a light-duty truck bed.
The Ranchero enjoyed a respectable production run, with 508,355 units sold over 22 years. Peak sales years were 1972 (40,334) and 1973 (45,741), though typical annual sales were around half those figures. The 1958 model year is the rarest, with only 9,950 units produced, significantly less than half the 21,696 sold in its debut year. General Motors entered the market in 1959 with the striking Chevrolet El Camino, which helped boost Ranchero sales by 50 percent, indicating a growing market for these car-based trucks.
Both the Ford Ranchero and Chevrolet El Camino utilized a two-door station wagon platform as their foundation. This design choice provided long doors, a spacious bed, and an integrated tailgate. A notable drawback of this construction was the presence of removable panels in the bed, which could weaken due to body flex, especially under heavy loads, potentially compromising the back window seal as well. American Utes differed from their Australian counterparts by omitting the 12-inch “extra cab” interior space, a feature that wouldn’t appear in U.S. pickup trucks until 1973.
Throughout its production, the Ranchero spanned seven distinct generations, each based on corresponding Ford sedan platforms. Courier Sedan Deliveries were also produced until 1965, further expanding the Ranchero’s utility vehicle lineage. Notably, later 1960s Ranchero models could be equipped with potent muscle car powertrains, including the formidable 360-horsepower, 428-cubic-inch Cobra Jet and the 375-hp, 429 Boss engines, appealing to performance enthusiasts who also valued practicality in their “ranchero car.”
First Generation Ford Ranchero (1957–59): The Original Ute Arrives in America
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The 1957 Ford Ranchero, seen here in white and red, marked the beginning of the Ranchero legacy in the US market.
Launched in December 1956, the inaugural Ford Ranchero was marketed with the catchy slogan “More than a Car, More than a Truck!” It was built upon the chassis of the 116-inch wheelbase two-door Ranch Wagon and Courier Sedan Delivery, offering a payload capacity exceeding that of some F150 pickups. The base Ranchero model was practical and functional, while the Custom trim level added Fairlane trim elements, two-tone paint options, and further customization possibilities. Both the base and Custom Rancheros were offered with a choice of engines: the economical 223-cubic-inch six-cylinder or the more powerful 272- and 292-cubic-inch OHV V-8s.
The 1958 Ranchero maintained a very similar appearance to the debut model but incorporated quad headlights and revised side trim. Engine options saw a slight change, with Ford discontinuing the 272 V-8 and introducing the larger 352 V-8 for increased power. For the 1959 model year, the Ranchero’s wheelbase grew to 118 inches, aligning it with the dimensions of all Ford sedans of that year. In 1959, only the Custom trim was available, featuring a 7-foot bed and a vibrant palette of 26 colors, including 15 two-tone combinations, offering buyers a wide range of personalization for their “ranchero car.”
Second Generation Ford Ranchero (1960–65): Compact Size for a Changing Market
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A side profile of a 1963 Ford Ranchero, showcasing its compact dimensions and car-like styling of the second generation.
Responding to an economic recession and the rising popularity of compact cars, Ford downsized the 1960 Ranchero, basing it on the Ford Falcon’s 109.5-inch wheelbase. This generation of “ranchero car” started with a fuel-efficient 85-horsepower, 144-cubic-inch six-cylinder engine. Engine options expanded throughout this generation, with a 101/170 six-cylinder added in 1961, followed by a 164/260 V-8 in 1963, and a 200/289 V-8 in 1965, providing a wider spectrum of performance choices. Transmission options included two- and three-speed automatics, along with a three-speed manual. Mirroring the Falcon, the 1964-65 Ranchero models grew slightly larger and featured sculptured side panels, enhancing their styling. A Sedan Delivery variant was also offered during these years, further emphasizing the versatility of the Ranchero platform.
Third Generation Ford Ranchero (1966–67): Bridging Falcon and Fairlane
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The 1967 Ford Ranchero, pictured from the rear three-quarter, showing the design transition and Fairlane influence of this generation.
The third-generation Ranchero is essentially a one-year model, as the 1966 Falcon and Fairlane shared the same chassis. The 1966 Ranchero initially utilized the Falcon front clip, although late-1966 production models adopted the Fairlane front clip, distinguished by stacked headlights. The Falcon name was dropped for 1967, and the Ranchero became the Fairlane Ranchero. This “ranchero car” now featured a 113-inch wheelbase and offered 500 and XL trim levels, indicating a move towards more upscale features. Muscle car performance started to become more prominent in this generation. Engine options ranged from a 101-hp, 170-cubic-inch six-cylinder and 120/200 six-cylinder to more powerful 200/289 V-8 and 315/390 V-8 engines. Both three-speed automatic and three-speed manual gearboxes were available, along with the addition of dual-circuit brakes for improved safety.
Fourth Generation Ford Ranchero (1968–69): Torino Influence and Muscle Car Era
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A 1969 Ford Ranchero, seen from the front three-quarter angle, highlighting the Torino-based design and muscular styling of this generation.
Ford introduced the Torino into the Fairlane lineup in 1968, and this Torino platform became the basis for the fourth-generation Ranchero. This “ranchero car” generation was larger and wider than its predecessor, featuring four horizontal headlights and an instrument panel with four pods, with an optional clock/tachometer. Reflecting the muscle car era, a range of V-8 engines was offered in addition to the standard 150-hp, 250-cubic-inch six-cylinder. The 200/289 V-8 was replaced by the 220/302 V-8 in 1969, but the powerful 315/390 V-8 and 340/428 V-8 engines were available in both years. The new 351 Windsor V-8 debuted in 1969, offering 250 or 290 hp, and a new FMX automatic transmission was also introduced. Options expanded to include air conditioning, power front disc brakes, bucket seats, a console, rally wheels, a hood scoop, and a vinyl top, allowing for a more luxurious and performance-oriented “ranchero car.”
Fifth Generation Ford Ranchero (1970–71): Coke Bottle Styling and Powerful Options
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A vibrant 1970 Ford Ranchero GT, demonstrating the “coke bottle” styling and sporty appeal of the fifth generation.
The Ranchero adopted a distinctive “coke-bottle” styling for 1970, characterized by flowing lines and a curved grille. The base engine remained the 150-hp, 250-cubic-inch six-cylinder, but the V-8 engine options were extensive and potent. These included the 220/302, 250/351, and 290/351 V-8 engines, a 265/390 V-8, and the high-performance 335/428 and 360/428 Cobra Jet V-8s. Furthermore, two 429 Cobra Jet or Super Cobra Jet Ram-air engines were offered, delivering 360 or 375 hp respectively, often paired with attention-grabbing “shaker” hood scoops. A new Squire model was introduced, featuring woodgrain sides reminiscent of the LTD station wagon, and hide-away headlights became an available option, enhancing the premium feel of this “ranchero car.”
Sixth Generation Ford Ranchero (1972–76): Styling Changes and Emission Era
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A 1972 Ford Ranchero shown in profile, illustrating the major styling changes and more substantial design of the sixth generation.
The Ranchero underwent a significant styling transformation for 1972, featuring an oval grille and a heavier, more sculpted design, now built on a separate frame. The 500 trim became the standard model, with GT and Squire remaining as optional upgrades. Engine power figures were “net” rated for the first time, reflecting new emission regulations, and compression ratios were reduced to 8.5:1. Engine choices included a 98-hp six-cylinder, a 140-hp, 302-cubic-inch V-8, both Cleveland and Windsor 351 V-8s (producing 163 and 153 hp respectively), and a new 172-hp Cleveland 400 V-8. The powerful 212/429 V-8 was offered through 1973, and the even larger 224/460 V-8 became available from 1974–76. Safety regulations led to the addition of a heavy 5-mph front bumper in 1973, with a rear bumper added the following year. The high-performance 351 V-8 Cobra Jet GT model could still be ordered with a four-speed manual transmission through 1974, appealing to enthusiasts seeking a powerful “ranchero car” even amidst changing times.
Seventh Generation Ford Ranchero (1977–79): Luxury Focus and Final Years
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A 1979 Ford Ranchero GT, showcasing the luxury-oriented styling and stacked headlights of the final generation.
When Torino production ceased in 1976, the Ranchero was redesigned based on the 220-inch wheelbase LTD II frame. This resulted in an exaggerated 3-foot long front overhang and stacked headlights, giving this final “ranchero car” generation a distinct appearance. Ford shifted its marketing focus towards luxury for the Ranchero, though a sporty striped GT model was still offered. Engine options included a 135-hp 302 V-8, a 150/351 V-8, and a 173/400 V-8. During this period, Ford began to increasingly concentrate on light trucks, with the Courier already in production and the Ranger pickup truck on the horizon for 1983. While Chevrolet’s downsized El Camino continued until 1986, the Ford Ranchero concluded its production run in 1979.
Although Rancheros never achieved the widespread popularity of El Caminos, they shared similar advantages and disadvantages. Both offered a comfortable car-like ride and could be surprisingly quick, but they were also prone to leaks and suffered from limited ground clearance compared to traditional trucks. Collectibility for “ranchero cars,” like other classic vehicles, is heavily dependent on condition, with rare high-performance variations being particularly sought after by collectors today.
