Quick answer: This is a painted steel cab assembly for an Early Ford Bronco project, supplied with the main cab structure and a pair of doors. It can save a shop from rebuilding a badly corroded shell panel by panel, but it is not a finished vehicle and it should not be ordered by model year alone. Confirm the door-post configuration, chassis and body mounts, included parts and final build specification before production.
A complete new cab changes the rhythm of an Early Bronco restoration. Instead of deciding which rusty floor, pillar or door bottom to save next, the shop can start with a straight steel structure and spend its time on alignment, mechanical installation and finishing. That is the attraction.
It does not remove the measuring work, though. In fact, I would do more checking before ordering a complete cab than I would for a single repair panel. The assembly has to agree with the frame, doors, top, front sheet metal and the way the finished truck will be used.
The RebornFJ product is built around that kind of project. Custom paint is available, and we can also discuss repeat or project-specific builds for vehicle manufacturers, restoration shops and professional vehicle builders.
What is included in the RebornFJ cab assembly?
According to the current product specification, the assembly includes the steel main cab structure — bulkhead, floor and roof — together with left-hand and right-hand doors. Custom paint can be specified for the project.
It is equally important to know what the listing does not include. Glass, wiring, interior parts, mechanical systems and installation hardware are not part of the assembly. A “complete cab” in this context means the assembled body structure with doors; it does not mean a turnkey or driveable Bronco.
Before confirming production, make a written transfer-parts list. At minimum, account for:
- chassis and body-mount hardware;
- door hinges, latches, locks, handles and window mechanisms;
- windshield and all other glass, seals and weatherstripping;
- dashboard, wiring, steering, pedals and controls;
- seats, trim and interior fittings;
- hood, fenders, grille, tailgate and exterior hardware;
- fuel, brake and electrical lines that pass through or attach to the body.
That list prevents an awkward pause later, when a painted body is ready but a small original bracket or year-specific fitting is still attached to the old shell.
The model-year question deserves a proper check
Ford identifies the first-generation Bronco as a 1966–1977 vehicle. The RebornFJ product title currently lists 1968–1978, so I would not treat the final year as a simple extension of the same body. A 1978 Bronco belongs to the next generation and should be confirmed as a separate compatibility case before any body is built.
There is another detail at the early end of the range. Replacement-body specialists commonly distinguish 1966–67 door posts from the configuration used with 1968–77 doors. Some 1977 bodies also need their own rear-quarter and fuel-door planning.
Fitment rule: do not order from the registration year alone. Send us the chassis year, clear photographs of both door posts and body mounts, the doors you intend to use, the top and windshield configuration, and a short description of any earlier body repairs. For a 1966–67 or 1978 project, written fitment confirmation should come before the production specification is frozen.
Watch the cab assemblies in the workshop
The short workshop clip shows several painted Bronco assemblies supported in individual transport frames. That support matters. A large body shell should be handled through stable structural points, not pulled from a roof edge or left to twist across an uneven floor.
The cover photograph for this article was taken at the same stage of the work, with several assemblies lined up outside the workshop. It is a useful picture because it shows the product as it really leaves body production: a substantial steel starting point, still waiting for the customer’s chassis, systems, glass and final trim.
Installation starts with the frame, not the new paint
I would not set a fresh body onto an unchecked chassis. First inspect the frame for accident damage, corrosion, previous welding and uneven body-mount locations. First-generation Bronco bodies use eight mounting positions; worn bushings, bent brackets or a twisted frame can create door-gap problems that appear to be in the new cab.
Keep the old shims labelled by position during disassembly. They are clues to how the previous body sat, even if the final stack changes. Replace tired mounts and hardware as a planned system rather than tightening a new body onto a mixture of old rubber, improvised washers and seized bolts.
When the assembly is lowered onto the frame, start every mount loosely. Establish the body position before final torque, then check measurements diagonally. The doors should open and latch without lifting. The windshield frame, roof, hood, fenders, grille and tailgate should be trial-fitted as a group, because correcting one gap can move another.
Do this before final touch-up paint. Reproduction steel and a fifty-year-old chassis rarely meet without some professional adjustment. Any drilling, grinding or welding performed during fitting must be followed by renewed primer, seam sealer and corrosion protection.
This is professional body-shop work. The lifting plan, temporary supports and alignment sequence should be settled before the old body comes off the frame.
Custom programs for vehicle manufacturers and builders
Not every order is a one-off home restoration. RebornFJ can discuss customized cab projects for vehicle manufacturers, restoration businesses and professional vehicle builders.
The most productive conversation starts with a build sheet rather than a colour name. Tell us the intended model-year configuration, body and door details, paint code and gloss target, required openings or brackets, parts to be supplied loose, inspection points, packaging method and expected quantity. If a sample chassis or datum drawing controls the build, identify that at the beginning.
For repeat projects, agree on a reference specification and photo checkpoints. That gives the production team something objective to build against and gives the receiving shop a consistent inspection routine when each assembly arrives.
DDP or CIF: choose the route that matches the project
Large body assemblies need a freight plan as carefully as they need a paint plan. We support both DDP and CIF shipping, subject to the destination, customs requirements and current route availability.
| Shipping term | In practical terms | Usually suits |
|---|---|---|
| DDP (Delivered Duty Paid) | The seller arranges transport to the named destination and handles import clearance and applicable duties/taxes; the assembly arrives ready for unloading. | Buyers who want one coordinated route to a named delivery point. |
| CIF (Cost, Insurance and Freight) | The seller pays ocean freight and agreed insurance to the named destination port. The buyer handles import clearance and onward delivery; risk transfers when the cargo is loaded on board at origin. | Buyers or commercial importers who already manage port clearance and local trucking. |
For each project, our freight team compares available routes and aims to quote the lowest-cost workable option in our global logistics network. That does not mean the same method wins in every country. Crate size, destination access, port charges, import rules and local delivery all affect the real landed result.
Whichever term is chosen, put the named place or named port in writing. Also confirm who will unload the assembly, what equipment is required, and how transport damage must be documented. On arrival, photograph the exterior of the frame or crate before opening it, then inspect the roof edges, door openings, pillars and mounting areas while the packing is still available.
What to send us before a cab is built
- Chassis year, VIN details where appropriate, and photographs of the current body.
- Door-post, body-mount and rear-quarter photographs.
- The door, roof, windshield and front-sheet-metal configuration.
- Paint code or finish requirement.
- Parts that must be included, excluded or left loose.
- Destination city, postal code and whether you prefer DDP or CIF.
- Unloading facilities at the destination.
- One-off or repeat-build quantity.
A new cab is a big part, but the decision does not have to be vague. Verify the generation and door geometry, make the transfer-parts list, square the chassis, and agree on the freight handover. Those checks turn the assembly from an impressive piece of steel into a workable foundation for the finished Bronco.
Reference notes
Product contents and customization details are based on the RebornFJ listing and the project specification supplied for this article. Final compatibility and shipping availability must be confirmed in writing for the individual build.