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55-597: Prior to 1969, Lincoln-Mercury dealers in Canada marketed the B series as part of the Mercury M-series truck line. At the time, rural Canadian communities were serviced by either a Ford or a Lincoln-Mercury dealer network, but not both networks concurrently. Coinciding with the late 1996 sale of the Louisville/AeroMax heavy-truck line to Sterling Trucks , Ford phased out the medium-duty F series and

110-734: 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

165-403: A 50-year production run, the final B-series cowled bus chassis was produced as the sixth-generation medium-duty Ford F-Series ended its model cycle after the 1998 model year. While the 7.0L gasoline engine remained standard on the medium-duty F-Series, the 1995 B-series shifted entirely to diesel-fuel engines, using Cummins-sourced 5.9L and 8.3L inline-6 engines. While the medium-duty F-Series

220-528: A diesel engine in place of the strictly gasoline lineup in the past. An extra "0" was added to the series notation on diesel models. After 1968, the Mercury-branded version of the B series was discontinued in the Canadian market. For 1973, the grille was updated with longer teardrops around the headlights and F O R D block lettering appeared on the front of the hood just above the grille. For 1980,

275-448: A large grille utilizing much of the space of the front fascia. The new grille was rectangular with the single headlights being placed very near the far ends of the grille. The fenders were even more flared than before to allow for a wider track and larger wheels and tires needed to make the necessary gain in GVW to remain competitive. This generation was also the first to receive the option of

330-556: 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

385-487: A new dash area. The front hood was now flush with the fenders creating a more boxy look. The 1958 models saw a new grille and quad headlamps along with new circular gages. The B series was redesigned for 1961 offering a new horizontal grille and fenders that were flared just above the front wheel to allow for larger wheels. The new chassis and front fascia made the truck look lower and wider than previous years. The quad head lamps were replaced with single lights integrated into

440-470: A potential arrangement proved increasingly difficult as AmTran and Thomas Built Buses were purchased outright in 1995 and 1998 by truck manufacturers Navistar and Freightliner, respectively. At the end of 1996, Ford sold the rights to its heavy-truck lines to Freightliner subsidiary of Daimler-Benz. Redesigned less than a year before, the Louisville/Aeromax heavy trucks were reintroduced as

495-490: A series of business agreements with chassis suppliers (with some becoming subsidiaries of the latter). As the 1990s progressed, Ford was faced with the potential withdrawal of the B-series or entering into a supply agreement with a body manufacturer to guarantee a source of demand. Following the 10-year agreement between General Motors and Blue Bird Corporation to standardize its B7 chassis (making Ford an extra-cost option);

550-659: 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

605-465: 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

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660-465: 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

715-655: Is a series of pickup trucks that was marketed by the Mercury division of Ford Motor Company . Produced from 1947 to 1968, the Mercury M series was sold primarily in Canada, as a rebadged version of the Ford F-Series . In 1946, Ford of Canada split its Ford and Lincoln/Mercury divisions into separate sales networks. Alongside the creation of the Monarch and Meteor sub-brands, Ford of Canada introduced trucks to

770-514: Is the longest-produced version of the B-Series; for 1995, the model line received a redesign of the hood. For 1980, the sixth-generation B-Series was derived from the F-700, F-800, and F-8000 (diesel). As a cowled chassis (produced without a cab) with no interior, the B-Series was produced with a revised dashboard from the previous generation. For 1984, the medium-duty F-Series and B-Series adopted

825-622: The Auto-Pact was signed in 1965, opening the border to tariff-free movement of vehicles produced on both sides of the border, Mercury truck production was split between the Oakville, Ontario, plant and the San Jose, California, plant. This enabled Oakville to ramp up production to supply the eastern US and Canada with Ford trucks. No Mercury trucks were sold in the US. Ford wound down production of

880-617: The Sterling brand of trucks. While the sale did not include the F-Series medium-duty trucks, a condition of the sale included a 10-year non-compete agreement, stipulating that the two companies would not introduce products in direct competition with one another. Introduced in 1997, the Freightliner FS-65 (developed from its medium-duty FL-Series before the sale) would inherit much of the cowled-chassis market share vacated by

935-521: 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

990-591: 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),

1045-528: The 1993 Mercury Villager minivan. Ford L-Series Trucks The Ford L-series 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

1100-556: The B series (B=bus) was introduced as a variant of the all-new Ford F-series truck line, designed as a cowled chassis variant of the F-5 and F-6 (1 ½ and 2-ton) medium-duty conventional. For 1953, the B series shifted to a 3-digit model nomenclature that remains in use by Ford today. Subsequently, Ford sold the B-600, B-700, and B-800 (prior to 1991, diesel-powered versions were badged with an extra "0"). For its entire 50-year production run,

1155-582: The B series following the 1998 model year. For 2000, Ford re-entered the medium-duty segment with the F-650/F-750 Super Duty. As of the 2019 model year, Ford has not developed a cowled-chassis derivative of the F series, instead concentrating on cutaway chassis vehicles . In the cowled-chassis segment, the role and market share of the B series was largely superseded by the Blue Bird Vision (introduced in late 2000's). For 1948,

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1210-435: The B series paralleled the medium-duty F series in its development. Before 1967, the medium-duty F series shared its front bodywork with F-series pickup trucks; from 1967, medium-duty trucks were given wider front axles and their own front bodywork, with the B-Series cowl shared entirely from medium-duty trucks. One further generation was produced, introduced in 1980 (with a minor update in 1995). For 1948, as Ford introduced

1265-638: The B series. While Ford was able to continue the medium-duty F-Series (entering into the Blue Diamond joint venture with Navistar to produce the model line), the overlap that a bus chassis derived from it represented was a potential breakage of the non-compete agreement. In response to the conclusion of the Blue Bird/GM agreement, in 2002, Ford sought its own supply agreement with the company. A few prototype vehicles were developed from F-650/F-750 Super Duty trucks (converted to cowled-chassis vehicles);

1320-479: The B-Series was redesigned for the first time since 1967 production. Again sharing model commonality with the medium-duty F-Series, the model line saw significant external design changes; in place of the long-running full-width hood, Ford shifted to a narrower hoodline combined with separate fenders. In another change, the grille shifted its design influence from F-Series light trucks to the L-Series " Louisville " heavy trucks. In production across 19 model years, this

1375-451: The B-series following suit. With few changes made to the chassis, the B-series retained the same steering column and instrument panel used since 1980. For the first time, a tilt-steering column was offered as an option (distinguished by Ford-badged steering wheels sourced from International ). The badging of the B-Series underwent a revision, ending the use of external B-700/B-800 designation; all cowl badges used "B-Series" badging. After

1430-616: The C-Series COE (and the CF-series Cargo that replaced it). For its second generation introduced in 1996, 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

1485-461: The Caterpillar 3208 V8 diesel (Ford B-8000), a Detroit Diesel four-stroke 8.2L V8 was introduced as an option. For 1982, Ford introduced a 7.0L gasoline engine as an option. During the 1980s and early 1990s, the engine offerings would undergo several revisions. For 1985, as part of a joint venture with New Holland, Ford introduced a 6.6L and 7.8L inline-6 diesel sourced from Brazil. For 1991,

1540-478: The Caterpillar 3208 and Detroit Diesel V8s were withdrawn (following the discontinuation of the latter); it would also serve as the final year for the 6.1L gasoline V8. For 1992, Ford introduced Cummins 6BT and C8.3 diesels; for 1993, they would replace the Ford-New Holland diesels entirely. For 1995, the medium-duty F-Series underwent a model revision, improving the aerodynamics of the hood design, with

1595-540: The F-Series pickup trucks as the M-series, Lincoln-Mercury also marketed other vehicles of the Ford truck range. The Ford medium-duty F-series (F-500 and above) was part of the M-series, including an MB-series bus chassis ( Ford B-series ). As part of its commercial truck range, Lincoln-Mercury also marketed the Ford C-series tilt-cab truck as an M-series; produced until 1968. The first-generation Ford Econoline

1650-419: The Ford Blue Oval emblem, replacing the "FORD" lettering in the center of the grille; other revisions were made to cowl badging. As an option, a tilt-forward hood was introduced alongside the standard rear-hinged hood; on the B-series, the tilting hood would become standard by the end of the 1980s. For its 1980 launch, the sixth-generation was offered with three engines. Alongside the 6.1L (370) gasoline V8 and

1705-457: 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

Ford B series - Misplaced Pages Continue

1760-520: The Ford F-series as its first dedicated truck platform, the B-series made its debut. Based on the medium-duty F-5 and F-6 (1½ and 2-ton), the B series was slotted between the pickup trucks and the "Big Job" conventionals. In 1951, the grille trim was redesigned, with the horizontal grille bars replaced by wider-spread vertical ones. Sharing the engines with the F-5 and F6, a 95 hp 226 inline 6

1815-611: The Ford N-series and the Ford F-900/1000 Super Duty, the line was a Class 6-8 truck. Slotted above 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

1870-473: 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

1925-491: 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

1980-466: The Mercury M-series followed the development of its Ford F-series counterparts, differing largely in exterior trim. For 1961 to 1966, Mercury trucks had a gear/lightning bolt symbol on their horn button and no other interior Mercury nameplates. For 1967 and 1968, trucks used Ford interior trim only, such as the horn button, dash cluster bezel and radio block-off plate. Alongside rebranding

2035-478: The Mercury division. At the time, few rural communities offered both the Ford and Lincoln-Mercury dealership networks, miniminizing model overlap and allowing for greater coverage for potential truck buyers. To differentiate Ford and Mercury trucks, Mercury added a brand-specific grille and slightly different exterior and interior trim. In 1948, following the introduction of the Ford F-Series, Mercury adopted

2090-436: The Mercury trucks in the late spring of 1968; documented Mercury trucks have been found built as late as May 15, 1968. Employees of Ford in this time period have reported leftover Mercury M series being converted to Ford trucks. However, no paperwork or confirmation has yet surfaced regarding the final disposition of these, nor of an official end date to production. After its discontinuation, the next Mercury light truck would be

2145-600: The Transit (350/350HD), E-Series (E-350/E-450), Super Duty (F-550), and medium-duty F-Series (F-650/F-750). The vehicles are produced for multiple applications; along with school buses, the chassis are also used for shuttle buses, paratransit, and multiple commercial uses. The B series was widely available and was used by many manufacturers throughout its production run. The Auto Editors of Consumer Guide Ford Truck Chronicle Lincolnwood, Illinois: Publications International. 2006. Mercury M-series The Mercury M-Series

2200-491: 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

2255-538: 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 B series - Misplaced Pages Continue

2310-500: 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

2365-468: The design did not lead to an agreement between the two companies. Elements of its design were developed further, becoming the Blue Bird Vision ; in place of a commercially sourced chassis, the Vision uses a proprietary chassis. As of current production, Ford no longer produces a cowled-chassis bus in North America. Shifting its production exclusively to cutaway vehicles, Ford produces vehicles derived from

2420-413: The fenders. The grille was still horizontal, but was two bars as opposed to the one large one in the previous model. 1954 buses received a refreshed grille and a new OHV V8 engine option to replace the old 239 Flathead V8. The 1956 buses got a new wraparound windshield and restyled dashboards as well as a new grille that was similar to the 1953 model year. In 1957 the B series got a redesigned front end and

2475-479: 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

2530-454: The grille. The frame and suspension were also redesigned to be tougher than before. This generation of B series would be the last to utilize the same front fascia as light duty Ford trucks. Both the B series and medium duty F series were to gain their own look. Ford completely redesigned both the B series and medium-duty F series and departed from using the same grilles as the lighter duty F-series trucks. The new buses were taller and wider with

2585-494: 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

2640-499: 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

2695-548: The use of the "M" prefix, for Mercury. From 1948 to 1950, nominal tonnage ratings were replaced by a series designation in which the numbers indicate the GVWR when equipped with tires of appropriate capacity. Each code number is arrived at by dividing the GVWR of the series by 100. Thus an F-47 (M-47) indicates a GVWR of 4700 lbs., F-135 (M-135) indicates 13500 lbs., etc. In 1951–52, Ford of Canada got back in step with Ford USA with F-1 (M-1), F-2 (M-2) etc. From 1948 to 1968,

2750-607: Was marketed in Canada as the Mercury Econoline EM-series , sharing both van and pickup truck body configurations. As Mercury-brand light-truck production ended during the 1968 model year, there was no Mercury version of the second-generation Econoline (which was moved to the 1969 model year). While not sold as a Mercury, the Lincoln-Mercury division also marketed the first-generation (1957-1959) Ford Ranchero through its Meteor brand in Canada. When

2805-473: 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

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2860-551: Was redesigned for a seventh generation for the 1999 model year (topping the Super Duty line), the model line no longer included a B-Series cowled bus chassis. Several factors would contribute to the discontinuation of the model line, related both to Ford and to bus manufacturers. From 1980 to 1998, the number of major school bus manufacturers using cowled bus chassis had been reduced from six to four (three, after 2001). In an effort to secure their future, body manufacturers began

2915-404: Was standard, with a 100 hp Flathead V8 and a 110 hp 254 inline-six as options. 4-speed manual In 1953, Ford celebrated their 50th anniversary and the B series saw a redesign with new B-"00" designations added to the name. The redesign implemented a set back front axle that made the front look nose heavy, but allowed for a tighter turning radius. The hood was also longer and flowed into

2970-410: 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

3025-678: Was transferred from Ford to Freightliner during 1998. The model line continued under 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

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