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68-536: The medium-duty F-Series has been used for an extensive number of applications, offered as a straight (rigid) truck and a truck-tractor (for semitrailers) in multiple cab configurations. Prior to the production of the Ford C-Series , the model line was also offered in a cab-over engine (COE) configuration; a cowled-chassis variant (the Ford B-series ) was used for bus production. For the 2000 model year,

136-734: A Caterpillar V175 standard, the 7000 had a V200 and the 8000 had a V225 available. The 9000 series had a Cummins NH230 standard, Cummins N-series with up to 350 hp (261 kW) and Caterpillar 3406 series up to 375 hp (280 kW) were optional. 1973 engines (not all are shown.) For 1996, the Ford heavy-truck lines were redesigned, the second-generation heavy-truck line was nearly exclusively for Class 8 weight ranges. Chassis weights were increased, front axle GAWRs were available up to 20,000 lb (9,100 kg), single rear axles to 23,000 lb (10,000 kg) as before, and tandem rear axles to 46,000 lb (21,000 kg). On tandems

204-594: A common chassis, Navistar and Ford sourced their bodywork separately; Navistar produced its own engines, while Ford used off-the-shelf powertrains. In 2000, Ford introduced the F-650/F-750 Super Duty, while International introduced the 4000-Series (later the DuraStar ) in 2002. Sharing its cab with the contemporary F-250 through F-550 , and offered in both XL and XLT trims, the medium-duty Super Duty trucks were offered in two-door and four-door cabs; for

272-466: A full-width grille between the headlamps. In 1968, a Caterpillar V8 diesel was introduced, becoming the first medium-duty Ford conventional to offer a diesel engine. To distinguish diesel versions, Ford added an additional "0" to the model designation, introducing the F-6000 and F-7000. For 1970, Ford introduced L-Series range of conventional trucks. The first Class 8 conventional truck not derived from

340-556: A larger grille similar to the chrome version on the L series. For 1978, the F-series/Bronco grille was given a similar egg-crate grille pattern. In the 1980 redesign of the medium-duty F- series, the hexagonal shape of the grille was carried over; it is a theme used in all Super Duty trucks since their 1998 introduction. In 1984 (as 1985 model year), the rest of the L-series became one of the last North American Fords to adopt

408-529: A replacement for the Cummins diesel, the medium-duty trucks adopt the 6.7L Power Stroke V8 of the F-250/F-350 Super Duty pickup trucks. The 6.8L Triton V10 gasoline engine made its return, with an option for conversion to propane or compressed natural gas (CNG). The six-speed 6R140 automatic transmission is the sole transmission for both engines; no manual transmission is offered. As before,

476-659: A set-forward front axle and a longer hood, this version had more room for larger powertrains. In 1981, Ford gave the LL/LTL-9000 its own grille and headlight styling, including one of the first uses of the Ford Blue Oval in North America. Although the L-series would see few revisions throughout its production, elements of its design would see use in other Ford vehicles. In 1974, the W-series cabover received

544-465: A three-digit model number while diesel-engine trucks were given a four-digit model number. L-600/L-6000 and L-700/L-7000 series were Class 6/7 medium-duty trucks, typically sold as straight trucks. L-800/L-8000 trucks were Class 8 trucks, typically sold in severe-service configurations. L-900/L-9000 chassis were available in all axle configurations, but were typically sold as semitractors; the LTL-9000

612-477: A tractor, straight truck, or bus chassis. For 1956, F-Series medium-duty trucks shared the cab redesign of the light-duty trucks, including its wraparound windshield and vertical A-pillars. For 1954, Ford ended production of the long-running Flathead V8, replacing it with a 239-cubic-inch Y-block V8 ; the 215-cubic-inch inline-six was expanded to 223 cubic inches. For 1956, the V8 was expanded to 272 cubic inches. For

680-465: A walking beam type was standard and 2 different air suspensions were available. In the redesign, both the Aeromax and Louisville gained a wider cab with a sloping windshield. Although Aeromax models would lose their composite headlights, it gained a much larger slope to the hood. To aid ergonomics, the Aeromax and Louisville would borrow many interior controls from other Ford vehicles. Another redesign

748-683: Is a range of commercial trucks that were assembled and marketed by Ford between 1970 and 1998. The first dedicated Class 8 conventional truck developed by the company, the L-Series was colloquially named the "Louisville Line", denoting the Kentucky Truck Plant that assembled the trucks. The successor to the Ford N-series and the Ford F-900/1000 Super Duty, the line was a Class 6-8 truck. Slotted above

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816-557: Is mated to the TTC Spicer ES56-7B seven-speed manual. For the 2016 model year, Ford introduced an eighth generation of its medium-duty truck line. Following the 2015 dissolution of the Blue Diamond Truck joint venture, Ford shifted medium-duty truck production from Mexico to its Avon Lake, Ohio assembly plant , alongside E-Series cutaway van chassis and F-53/F-59 motorhome/commercial stripped chassis. As before,

884-647: The Sterling Trucks nameplate, lasting through 2009.   Following the 1957 introduction of the C-series low-cab COE, Ford began to transition its heavy-truck lineup away from models derived from the F-Series line. In 1961, the Super Duty F-Series (F-750 to F-1100) was redesigned with a heavier-duty chassis, sharing only its cab with smaller F-Series trucks. The same year, Ford introduced

952-601: The medium-duty F-Series , the L-Series was produced over a wide variety of applications through its production life, including both straight trucks and semitractors. The L-Series was produced in Louisville, Kentucky alongside medium-duty F-Series trucks; at various times, it was also produced alongside the C-Series COE (and the CF-series Cargo that replaced it). For its second generation introduced in 1996,

1020-521: The "T" in the model designation) rear axles. Powertrains included a wide range of gasoline and diesel engines, based on GVWR. In 1971, Ford introduced a set-back front axle configuration. For the rest of the 1970s, the L-series saw few major changes. In 1976, the LL/LTL-9000 was introduced. Designed as a truck for long-haul drivers, the LTL-9000 was a competitor to the GMC General , Kenworth W900 , Mack Super-Liner , and Peterbilt 359. Fitted with

1088-569: The "x50" nomenclature used by Ford F-Series trucks since 1953, as the F-650 and F-750 Super Duty (the F-800 was dropped). To decrease development costs on an all-new range of trucks, Ford entered into a joint venture with Navistar International , which sought to develop a replacement for the long-running International S-Series/4000-Series . Named Blue Diamond Truck Company LLC, the agreement produced medium-duty trucks for both manufacturers. While sharing

1156-499: The 1948 model year, Ford introduced the F-Series as a dedicated truck platform. Along with replacing the trucks introduced before World War II, the F-Series expanded Ford trucks into several product ranges. Along with light-duty trucks, the medium-duty range was slotted below the "Extra Heavy-Duty"/"Big Job" commercial trucks.. The medium-duty F-Series was marketed as a 1½ ton F-5 and 2 ton F-6, in both conventional and cab-over engine (COE) configurations. The F-5 and F-6 also served as

1224-591: The 1948-1956 "cab-forward" C-Series, the all-new design moved the cab upward and forward (the latter, to shorten the overall length of the vehicle). Sharing much of its front bodywork with the H-Series, the N-Series derived its cab structure from the F-Series. In 1966, the H-Series "Two-Story Falcon" was replaced by the W-Series Class 8 COE. A clean-sheet design (distinguished by its straight-edged design),

1292-483: The 1957 model year, the third-generation F-Series was released; medium-duty trucks introduced multiple design features that would remain part of the model line (in various forms) over the next two decades. The clamshell hood returned, but was enlarged to the width of the fenders. In another change, the grill was also enlarged, eliminating the gap between the hood and bumper. For 1958, quad headlights were introduced (following their legalization). A 223-cubic-inch inline-six

1360-422: The 1957 version. A new Super Duty model was added. Another option included a small sleeper cab. For 1963, the C series was updated with the same cowl insignias used by the rest of the medium- and heavy-duty truck lineup. The logo had the word FORD on top of a trapezoid with the model number designation. This insignia was used until 1967. Also in 1963, Ford introduced diesel versions of the C series, as well as

1428-508: The 1960s, early Ford C series trucks were "helmet-shaped," cab-forward trucks that shared components with pickup trucks (the F-Series, in this case). From 1948 to 1952, they were simply COE versions of the F-5, F-6, F-7, and F-8. For 1953, they were redesignated the C series, but largely remained modified F-Series trucks. Models consisted of the C-500, C-600, C-700, C-750, C-800, C-850 and C-900. Like

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1496-652: The 1980s. After 33 model years with only minor changes, the final C series trucks were built in 1990. In 1997, production of the Ford Cargo in the US came to an end, as Ford sold the rights to the model line (alongside that of the Ford Louisville/Aeromax) to Freightliner . In 1961, Ford introduced a variant of the C series in order to move into the Class 8 COE market. Named the H series, this version placed

1564-567: The 2000 model year, Ford introduced the seventh generation of its medium-duty truck line. Following the sale of the Aeromax/Louisville and Cargo heavy-truck ranges to Freightliner in 1997, these became the largest vehicles produced by Ford in North America. Following the 1999 split of the F-Series into light- and heavy-duty vehicles, medium-duty trucks became part of the Super Duty range. In another change, medium-duty trucks adopted

1632-459: The C-series cab was designed by Ford, tooled at its own expense and built by the Budd Company to Ford Motor Company specifications. Other truck manufacturers had to obtain Ford approval before purchasing it. The exception was Mack , which bought most of the major cab stampings from Budd and assembled them itself on a floor pan of its own design. In Canada, the Ford "C" had an identical twin –

1700-422: The F-650 and F-750 make a return, extending into the Class 7 range. Sharing the cab with the previous generation, the eighth generation abandons the shared Blue Diamond chassis for an all-new chassis developed by Ford; the carryover cab design was largely chosen to accommodate the needs of body manufacturers. In another change, off-the-shelf powertrains were replaced by engines and transmissions produced by Ford. As

1768-586: The F-6; for 1952, the 226 was replaced by a 215-cubic-inch inline-six. Coinciding with the 50th anniversary of the Ford Motor Company , the second-generation F-Series was released for 1953. Alongside the vehicle redesign, the series nomenclature underwent a revision, with the F-5 and F-6 becoming the F-500 and F-600, respectively. The medium-duty range retained both conventional and COE cab configurations, as

1836-558: The F-900, the C-900 also included a "Big Job" model. Diesel-engined trucks included an extra zero in the model designations (i.e. C-8000 or C-9000). As Ford started squaring off its vehicles in 1957, they finally gave the cab-overs their own designs separate from the rest of the Ford truck lineup. It featured a small grille near the front bumper, with a four-pointed star emblem on each end, the word "F   O   R   D" spelled out below

1904-497: The F-Series, the L-Series (nicknamed the Louisville Line) replaced the N-Series and the heavy-duty F-Series. In another change, the stand-alone T-series designation for tandem-axle trucks (T-700 and above) was withdrawn. While the F-900 and F-1000 were discontinued, the F-800 was adopted by the medium-duty range. In 1973, the medium-duty range underwent a minor exterior revision. Along with a redesign of "FORD" lettering on

1972-457: The Ford Blue Oval; as with the LTL-9000, it was placed above the grille. In 1988, the L-series changed its grille design from an egg-crate design to that of horizontal chrome bars; the Ford Blue Oval became centered. In addition, rectangular headlights became standard in 1991. 1992 saw the introduction of the set-back front axle version of the LL/LTL-9000, designated the LLS and LTLS-9000, along with

2040-469: The Ford Louisville nickname became the official name for the model line. Sold primarily as a semitractor, the aerodynamically enhanced Ford Aeromax served as a flagship model for both generations. After the 1996 sale of the Ford heavy-truck line to Freightliner, the production of the second-generation L-Series was transferred from Ford to Freightliner during 1998. The model line continued under

2108-473: The H-Series heavy truck. Derived from the C-Series, the H-Series mounted the cab higher on an all-new chassis with a forward-mounted axle (taking on the "Two-Story Falcon" nickname); while a Super Duty V8 was standard, the optional Cummins NH inline-6 was the first factory-installed diesel offered in a Ford truck. For 1963, Ford introduced the N-Series, a short-hood conventional truck. Similar in concept to

Ford F-Series (medium-duty truck) - Misplaced Pages Continue

2176-491: The L-series nomenclature and adopt the Louisville nameplate officially. 1996 models The second generation didn't offer gasoline or diesel V8s, all engines were inline 6 turbocharged diesels. The Caterpillar 3406 and Cummins N14 (the evolution of the NTC series) continued as heavy duty engines in the 9000 models. 1996 engines (Not all are shown) At the end of 1996, Ford completed the sale of its heavy-truck operations, selling

2244-795: The Mercury "M" Series offered from 1957 to 1972. At least four truck makers used the Ford C-series tilt cab. Best known was the look-alike Mack model "N," which was produced between 1958 and 1962. The Four-Wheel-Drive Auto Company used some Ford "C" cabs which bore the FWD emblems, and Yankee-Walter used C series cab components on some of its large airport crash trucks. In Canada, the Thibault fire truck manufacturer of Pierreville, Quebec, also used C series parts for their Custom (i.e., non-commercial chassis) trucks. Ford L series The Ford L-series

2312-479: The N series and heavy-duty F-Series . In 1968, federal regulations required all automotive manufacturers to add side marker reflectors or lights, which Ford was able to add to the new cowl insignia used on the F-Series since 1967. That same year, Ford decided to add this insignia on the doors of the C series, as well. Unlike the Ford F-Series, which removed them for 1973, the C series would retain them until

2380-620: The V10 was replaced by a 7.3L V8, paired with a six-speed automatic transmission. Ford reintroduced the F-600, a heavier-duty version of the F-550, which is equipped with more reinforced U-joints, frame, and front axle and powertrain of the medium-duty F-650 while using the aluminum cab structure and frame design of the F-250 through F-550. Ford C series The Ford C series is a range of trucks that

2448-491: The W-Series was offered solely with diesel engines; to save weight, an all-aluminum cab was offered as an option (alongside the standard steel cab) At the end of the 1960s, Ford began construction of Kentucky Truck Assembly, adding a dedicated facility in Louisville for commercial truck production. In 1969, the facility opened, with Louisville Assembly moving entirely to cars (later joined by light trucks). Coinciding with

2516-575: The aging (and no longer compliant with California noise regulations) 7.3L for the 2004 model year. For the 2010 model year, Caterpillar exited the on-highway diesel engine market, leaving Cummins as the sole engine choice. Expanded to 6.7 liters for 2007, the Cummins diesel comes with eight standard and optional horsepower ratings and two vocational ratings. In 2012, Ford introduced gasoline and gaseous (propane) engines for medium-duty trucks. The 6.8L 30-valve Triton V10 produces 362 horsepower (270 kW) and 457 foot-pounds force (620 N⋅m) of torque and

2584-526: The basis for the B-Series bus chassis; produced primarily for school bus use, the B-series was a bare chassis aft of the firewall. Shared with the light-duty F-Series, the F-5 was powered by a 226-cubic-inch inline-six with a 239-cubic-inch V8 as an option. For the 1951 model year, the medium-duty F-Series received a facelift, including a new grille. Through 1951, a 254-cubic-inch inline-six was optional for

2652-481: The cab much higher on the chassis; instead of being placed underneath the driver's seat, the front axle was moved forward, directly underneath the driver. With the higher placement of the cab, space was available for a larger grille, visually similar to the N-series conventional trucks which were introduced later. The cab cutouts for the C-series front wheels were turned into underfloor toolboxes and luggage space. With

2720-410: The changes in the cowl insignias and badging. Between 1958 and 1960, the C series used a quad-headlight fascia. This was helpful for fire departments, which wanted to use the extra headlight bezels for emergency flashers, an option that was offered exclusively to fire, and other emergency vehicles after 1960. In 1961, Ford reverted to the single-headlight design; the regular C series cab closely resembled

2788-538: The construction of the assembly facility, Ford sought to consolidate the N-Series and the heavy F-Series into a single, all-new product line. With the "L" in L-Series denoting its Louisville origins, the new product line featured a larger cab, adding the front-hinged hood adopted by the Mack R-series, Kenworth W900, and Peterbilt 352. For 1970, the L-series was introduced in four size ranges, two hood lengths and grille styles, and with single or tandem (denoted by

Ford F-Series (medium-duty truck) - Misplaced Pages Continue

2856-500: The corresponding Aeromax versions that had more aerodynamic bumpers and optional chassis skirting. As a response to the aerodynamic Kenworth T600 , for 1988, Ford introduced its own aerodynamic semitractor. Named AeroMax L9000, the new design was an extensive upgrade of the L-9000. While sharing the same cab of the medium hood LS-9000, the Aeromax used a set-back front axle to add a form-fitting front bumper with swept front fenders. For

2924-491: The design of its light-duty and medium-duty F-Series. To streamline production costs, medium-duty trucks (and bus chassis) retained the cab and hood of light-duty trucks. In place of the Twin-I-Beam suspension, a solid front axle was retained; redesigned front fenders to accommodate a wider front track (and larger wheels) were used. The front fascia was derived largely from the fourth-generation heavy-duty F-Series, adopting

2992-476: The end of production in 1990. After 1972, the Canadian Mercury version of the C series was discontinued, becoming the last Mercury truck until the 1993 Mercury Villager. The year 1974 was the last for the cog-and-lightning bolt crest that graced the front of the C series trucks from the beginning, and other Ford trucks since the 1950s. In the 1980s, Ford began adding its blue oval logo to all models; it

3060-541: The exception of its powertrain), the C series was the longest-produced commercial truck in North America at the time of its withdrawal; only the Mack Model R (39 years) and Kenworth W900 (59 years) have remained in production longer. In 1986, Ford began phasing in the Ford Cargo in North America, serving as its replacement after the 1990 model year. Like other automotive manufacturers that built COE trucks before

3128-479: The first time in a North American truck, automotive-style composite headlights were used. Other aerodynamic enhancements included skirted fuel tanks and a specially designed "Aero Bullet" sleeper unit. The Aeromax L9000 was one of the most aerodynamic trucks in North America upon its introduction in 1988. Following its introduction as a semitractor, the AeroMax line expanded into the vocational truck lineup alongside

3196-434: The first time, a SuperCab configuration (2+2 doors) was offered for medium-duty trucks. Again produced with separate fenders, the only visible exterior parts shared with the previous generation were the headlight/turn signal clusters. The design of the trapezoidal grille was largely adapted from Super Duty pickup trucks, with two vertical intake slots bordering a square grille. For 2004, the exterior underwent its sole update, as

3264-712: The grille adopted the "three-slot grille" layout used across Ford vehicles. For 2012, the interior underwent its first revision, adopting the interior revision introduced for 2011 Super Duty pickup trucks. At their launch, the F-650 and F-750 were available with the Caterpillar 3126 (replaced by the C7) 7.2L inline-six, the Cummins ISB 5.9L inline-six, and the Navistar-produced Ford-branded 7.3L Power Stroke V8 engine. The 6.0L Power Stroke replaced

3332-474: The heavy-duty range to the medium-duty range. The fourth generation marked the final generation that medium-duty trucks shared bodywork with the light-duty Ford F-Series. For 1961, F-800 and above trucks were given their own fascia (with a central slotted grille). A Mercury version of this truck was also offered in Canada. The fifth-generation F-Series was introduced for the 1967 model year, with Ford diverging

3400-526: The hood above the grille, the headlamp surrounds were enlarged. Alongside a white-painted grille, medium-duty trucks were offered with a chrome grille. For the 1980 model year, the medium-duty F-Series underwent its first complete redesign since 1967. As with its predecessor, the cab and interior were derived from the F-Series pickup trucks of the period, with medium-duty trucks adopting their own chassis, front fascia, drivetrain, and suspension. A two-door cab

3468-474: The longest-running designs ever produced by Ford). The fourth-generation F-Series had the medium-duty trucks adopt the larger and wider cab introduced by the pickup trucks. In place of sharing drivetrains with light-duty Ford trucks, the medium-duty Ford trucks were fitted with six-cylinder and V8 engines developed specifically for truck use. The model range was expanded, with the F-700/750 shifted from

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3536-440: The medium-duty F-Series did not have any exterior change (aside from engine badging) until 1995, when the forward-tilting hood was standardized with a more aerodynamic design; along with an enlarged grille, and the turn signals were relocated outboard of the headlamps. With the exception of its steering column, the medium-duty F-Series used the interior and dashboard of the 1980–1986 F-Series through its entire production. For

3604-693: The medium-duty F-Series has been branded as part of the Ford Super Duty range, consisting of the Class 6–7 Ford F-650 and F-750; Class 8 versions of the F-750 have been produced since 2011. The current generation of the medium-duty F-Series is manufactured by Ford in its Ohio Assembly facility ( Avon Lake, Ohio ), replacing a joint venture with Navistar International named Blue Diamond Truck Company LLC located in General Escobedo, Mexico . For

3672-428: The medium-duty F-Series replaced "F O R D" with the Ford Blue Oval grille emblem, becoming the last Ford vehicle to do so. At its launch, the medium-duty F-Series was offered with two gasoline V8 engines and two diesel V8 engines. A 370-cubic-inch V8 was standard, with an optional 429-cubic-inch V8; both were variants of the 460 V8 developed for commercial use. The 429 became standard for 1991. At its 1980 introduction,

3740-456: The medium-duty range is offered in two-door, four-door, and SuperCab (2+2 door) cab configurations. The fenders and hoodline are revised slightly; the standard mesh grille abandons the three-slot configuration, centering the Ford Blue Oval emblem alone. The model line shares its headlights with the E-Series and hood vents with the 2011–2016 Super Duty (F-250 through F-550). For 2021 production,

3808-519: The model designation, versions with the New Holland engines wore "Diesel" badging. In 1992, Ford introduced Cummins 5.9 L B-series and 8.3 L C-series straight-six diesels, phased in to replace the Ford–New Holland engines. During its 19-year production run, the sixth-generation medium-duty F-Series received few changes outside of powertrain revisions. After the 1984 logo change,

3876-494: The rest of the Ford L series. A later LA-8000 was introduced for "Baby 8" intra-city delivery. 1992 saw the introduction of the extended hood, set-back front axle Aeromaxes, designated LLA and LTLA-9000. These featured optional full-length chassis skirting, along with the same aero headlights and bumpers of the older medium hood LA series. The L-series came in a total of four size ranges, designated by GVWR. As with previous Ford heavy-truck tradition, gasoline-engine trucks received

3944-568: The rights and production tools of the Louisville, Aeromax, and Cargo to Freightliner . Ford would end production of the Louisville/Aeromax in 1998; the truck lines would re-enter production as Sterling Trucks from 1998 to 2009; both lines were produced concurrently by Ford and Freightliner during 1998. In 1998, Sterling began production in St. Thomas, Ontario, Canada, of their L-Line 7500, 8500, 9500, and A-Line 9500. A Mercedes Benz diesel

4012-404: The sixth-generation medium-duty F-Series trucks adopted a taller, narrower hoodline, requiring the return of separate fenders (for the first time since the 1957 "Big Job" trucks). A traditional rear-hinged hood was standard, but the optional forward-tilting hood (in the style of the larger L-Series trucks) quickly overtook it in popularity. As a running change during 1983 (for the 1984 model year),

4080-485: The stacked appearance of the H series, it soon earned the nickname "Two Story Falcon." HD-series trucks, with Cummins N-series diesels, were the first Ford diesel trucks. The "Two Story Falcon" lasted until 1966, when it was replaced by the W-series COE trucks. Some historians have erroneously referred to the Ford tilt-cab as the "Budd" cab, implying it was an off-the-shelf item available to anyone. However,

4148-633: The standard diesel option was an 8.2 L Detroit Diesel "Fuel Pincher" V8 (for F-600 and F-700 trucks); the 10.4 L Caterpillar 3208 V8 made a return (redesignating F-800s as F-8000s). In 1985, Ford introduced inline-six diesel engines produced in a joint venture with New Holland in Brazil ; 6.6 L and 7.8 L inline-sixes were phased in to replace the Detroit Diesel V8 and the Caterpillar 3208. In place of adding an extra "0" to

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4216-501: The windshield, and had a cog-and-lightning bolt crest emblem between the headlights. Variations of this emblem were found on many other Ford trucks during the 1950s and into the 1960s. The C series held onto this logo the longest. In a fashion similar to the Checker Marathon or Volkswagen Beetle , changes to the C series trucks throughout its production were very subtle. If anywhere, many of these changes were identifiable by

4284-455: Was added to the C series in 1984. In 1981, the Ford Cargo was introduced by Ford of Britain as its largest truck line. For 1986, Ford began sales of the Cargo in North America, sourcing production from Ford Brasil . While the Cargo was largely intended to replace the C series, the popularity of the C series in niche applications led to both model lines marketed concurrently through the end of

4352-462: Was offered as a standard engine. The Ford Y-block was carried over from the previous generation, expanded to 292 cubic inches for 1958. The medium-duty model line was reduced by one, as the F-Series COE (C-Series) was replaced by the Ford C-Series tilt-cab COE. Offering better egress and engine access, the tilt-cab design was produced for a single generation through the 1990 model year (one of

4420-473: Was only sold with a diesel engine. 1973–1977 Models Almost all models had at least one engine option, the 9000 series had several. The 600–800 series had a Ford 330,361,389 V8 standard, 700–900 had a 477 or 534 V8 optional. The 900 series had a 401 V8 standard. In 1979 the 361,389 V8 was replaced by a 370, and the 401 V8 was replaced by a 429; the 477,534 V8 remained an option. Detroit 6-71, 6-92, 8-71 and 8-92 were an option also. The 7000 and 8000 series had

4488-529: Was produced by Ford between 1957 and 1990. The first cab over engine (COE) truck produced with a tilting cab by Ford, the C series replaced the C-series COE variant of the F-Series , produced since 1948. Produced as both a straight/rigid truck and a tractor, many versions of the C series were produced, ranging from Class 5 to Class 8 GVWRs . The C-series was also used as a basis for fire apparatus production. Produced for 33 years nearly unchanged (with

4556-429: Was standard, with a four-door crew cab offered as an option. The model range was carried over from the previous generation, with the F-600, F-700, and F-800; the B-Series denoted cowled bus chassis. The medium-duty F-series shared exterior styling derived from the larger L-Series trucks. Shifting from the rectangular grille of the F-Series and Ranger to the trapezoidal grille of the L-Series conventional and CL-Series COE,

4624-410: Was the grille bars, in the second generation the trucks that had extended frame bumpers knocked of the "middle" full painted piece off the grille. As was the case previously, the heavy truck line was split into aerodynamically optimized semitractors (the newly renamed Aeromax 9500) and vocational/severe-service trucks. In the case of the latter, the popularity of the Louisville nickname led Ford to drop

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