The sixth generation of the Ford F-Series is a line of pickup trucks and medium-duty commercial trucks that were produced by Ford from 1972 to 1979. This generation was launched in December 1972 for the 1973 model year. These were the last generation of trucks to use the F-Series chassis introduced in 1965. After a decade as a compact SUV, the Bronco was redesigned as a shortened version of the F-Series. This generation also marks the introduction of the F-150, which today is the most popular model.
This generation is noted for the body panels' durability as Ford used extensive amounts of galvanized sheet metal, zinc coated steel, zinc rich primer and fender liners, to fight corrosion. In 1976, the F-Series became the best-selling trucks in America, a position it has continued to hold ever since.
Video Ford F-Series (sixth generation)
North American Production
Maps Ford F-Series (sixth generation)
Model history
1973-1975
In 1973, a new model was offered: The heavy duty F-350 V8. This was a new heavy-duty pickups made with contractors and camping enthusiasts in mind. It rode on longer wheelbase than an F-100 or F-250 (140 in (3,600 mm) vs. 133 in (3,400 mm)) but had the same overall length. Ordering the Camper Special package for the F-350 SRW made it a "Super Camper Special", which was designed for the much heavier slide-in campers coming on the market at that time.
For 1974 (introduced September 21, 1973), the F-Series became available in an extended cab for the first time. Dubbed the "SuperCab", it offered the six-passenger seating of the crew cab in a slightly shorter length, and competed with Dodge's Club Cab.
For 1975, the F-450 was introduced; this truck was designed with a heavier GVWR (over 6,000 lb (2,700 kg)) and maximum payload.
1976-1977
In 1975 (1976 model year), this familiar "split-grille" design was given a slight face lift to feature black accents around the headlights and a refined overall appearance.
1977 models received a redesign of exterior trim, with the cowl insignias made smaller and moved near the windshield. The bed received a rectangular fuel door to hide the gas cap. The gas tank located behind the seat was discontinued due to safety concerns. It also would be the last year of the medium-duty F-500.
Starting in the 1977 model year Ford dropped the "Super" from "Super Camper Special" in favor of calling the F350 models with camper packages "Camper Special", a name that was previously only assigned to F250's with camper packages.
1978-1979
For 1978, the appearance of the F-Series changed the most since 1972, when the split grille was overhauled in favor of a single-piece grille insert design. Much larger than before, the grille no longer incorporated the headlights, turn signals or the " F O R D" letters. The headlights were located in housings beside the grille, and the park/turn signal lamps were located below them. Additionally, a new chrome-plated letter set reading "F O R D" could now be seen on the hood immediately above the grille. In 1977 (1978 models), the round headlight design was retained for the Custom trim level. A luxury "Lariat" trim was also introduced for 1978; Ranger, Ranger XLT, and Ranger Lariat trim levels incorporated rectangular headlights with optional chrome headlight bezels and the chrome grille insert. Dual Fuel tanks in the bed became standard. For 1979, round headlights were replaced by rectangular ones on all trim levels, and the surrounding grille insert that framed the headlights was now available in either black or chrome to match that of the aluminum grille frame. Also new for 1978 was the option of part- or full-time four-wheel-drive on SuperCab models. Full-time four-wheel drive utilized a chain-driven NP203 transfer case, while part-time four-wheel drive was equipped with a gear-driven NP205.
Models
- F100 F101 F102 F103 F104 F105 F106 F107 F108 F109 F10N: 1/2 ton (4,550-5,700 GVWR max)
- F110 F111 F112 F113 : 1/2 ton (4×4)(5,250-6,500 GVWR max)
- F150 F151 : "heavy" 1/2 ton (6,050-6,200 GVWR max(6,050-6,500 GVWR max)
- F250 F251 F252 F253 F254 F255 F256 F257 F258 F259: 3/4 ton (6,200-8,100 GVWR max)
- F260 F261 F262 F263 F264 F265 F266: 3/4 ton (4×4) (6,500-8,400 GVWR max)
- F350 F350 F351 F352 F353 F354 F355 F356 F357 F358 F359 F35P: 1 ton (6,000-10,000 GVWR max)
- F-360: 1 ton (4×4) (8,550 GVWR max)
The GVWR ratings for these trucks was tied to a combination of wheel, spring, axle and brake combinations. The series code on the ID tag denotes which model and from that it can be determined what weight rating each vehicle has. 4×4 trucks can also be identified by the Vehicle Identification Number and on the ID plate as a serial number. For example, F10 is an F-100 2-wheel drive, but F11 is an F-100 4×4, and so on. Serial numbers beginning with an "X" are SuperCab models.
Trim
- Custom
- Ranger
- Ranger Lariat
- Ranger XLT
- Lariat (1978-1979)
- Free Wheelin' (1978-1979)
An optional "Explorer" trim package was available with the "Ranger" trim level.
Powertrain
Australian production
Ford Australia assembled right-hand drive sixth generation F-Series that were fitted with a lineup of locally sourced engines. The base trim level was called Custom, with a higher spec XLT level only available on the F-100.
Model history
1973-1975
Initially they were available with US sourced 240 and 300 CID Straight-6 engines. From August 1974 the 240 CID engine was replaced with locally sourced 250 CID Straight-6 and the 300 CID was replaced by the locally sourced 302 Cleveland V-8 engines. The 302 Cleveland was a destroked 351 Cleveland built using tooling exported to Australia after the closure of the Cleveland production line. The F-100 with a 302 Cleveland model was the first Australian Sixth Gen to receive an automatic transmission as an option, the six cylinder powered models and the larger F-250 and F-350 were limited to a four-speed manual. The Canadian built 4wd F-250 was added to the lineup in 1975 with the 300CID Straight-6 engine to supplement the locally assembled rear-wheel drive F-100, F-250 and F-350.
1976-1977
The 250CID Straight-6 was upgraded with a new crossflow head and rebadged as the 4.1 litre, increasing power and lowering emissions to meet new legislation being introduced in Australia. At some point during 1976, the GVM of the F-100 was quietly increased from 2586kg to 2770kg ahead of the release of the 1977 specs. In 1977 a locally assembled 4wd F-100 with Australian built engines was added to the lineup to replace the fully imported 4wd F-250.
1978-1979
In 1978, the 351 Cleveland V-8 replaced the 302 Cleveland V8 in the F-250 and F-350. The 302 Cleveland continued alongside the 351 Cleveland in the F-100. The 4.1 litre inline 6 cylinder continued to be sold across the range. In 1979, the 302 Cleveland was discontinued, leaving the standard engine as the 4.1 litre Straight-6, with the 351 Cleveland (badged as the 5.8), as the only upgrade, except the F-100 4WD which was only available with the 5.8 litre V8. The F-250 and F-350 had an automatic gearbox as an option for the first time in Australia, though still only on the V8 engine.
Powertrain
Argentinan Production
Like Ford Australia, Ford Motor Argentina assembled CKD F-series kits and fitted their own engines. These were the Ford Motor Argentina cast and assembled straight-six and Y-Block V8 along with Perkins 4-cylinder diesels.
Model history
1976
The F-100 was available with three engine choices, the 221CID "Econ" straight-six, the 292CID Y-Block V8 and a 203CID Perkins 4 cylinder diesel. The only transmission on offer was a 3-speed manual.
Powertrain
Ford Bronco
For 1978, Ford redesigned the Ford Bronco, basing it upon the F-Series chassis (shortened to a 104-inch wheelbase). Taking on the wagon bodystyle of the 1966-1977 Bronco, the full-size 1978 Bronco was designed with a removable camper shell hardtop, similar to the Chevrolet K5 Blazer/GMC Jimmy. The new Bronco incorporated design characteristics which eliminated leaky roofs and body flex associated with other full size removable top utility vehicles of the era.
To lower production costs over its predecessor, the Bronco was designed with interchangeability with the Ford F-150 4x4, sharing nearly all exterior body panels from the front doors forward, many interior and trim parts, and the same powertrain. The 351M V8 was standard, with a 400 V8 as an option; all Broncos were fitted with four-wheel drive.
Medium-Duty
Largely unchanged since 1967, medium duty-trucks saw little change during the 1970s. Post-1973 models are most easily distinguished by their larger headlight surrounds in the grille in comparison to 1967-1972 models. In 1977, a 370 cubic-inch version of the 460 V8 replaced the previous FE engines. Shared with the L-Series trucks, the Caterpillar 3208 V8 became an option in F700 and F800 models; diesel-powered trucks were distinguished by an extra "0" (i.e., F-7000/F-8000). The lowest-GVWR F-500 was discontinued after 1977.
Common Misconceptions
- 1978 mid year headlight design swap. 1978 was the only year both round and rectangular head lights were available. Trim level is what determined what headlight shape you received, the production date did not. If you ordered a Custom trim level you received round headlights. If you ordered any of the Ranger trim levels you received rectangular headlights. This was the case for the entire 1978 model year.
- Only "Super Camper Specials" had a 140" wheelbase. Every 2wd standard cab F350, excluding chassis cabs, was built on the 140" wheelbase whether it was a Super Camper Special or not.
- "Highboys" The term "Highboy" is an enthusiast name only given to 67-77.5 F250 4x4's, this included both standard and crew cab pickups. There is an incorrect, albeit common, belief that "highboy" was a package available on any 73-79 Ford pickup.
The general definition of a Highboy: 1967-1977.5 Ford F-250 4x4 Regular Cab or Crew Cab light duty pick-up truck with a narrow frame and divorced transfer case.
The term "Highboy" got its name from sitting higher from the factory than other Ford pick-up trucks. The divorced transfer case (either Dana 24, NP203, or NP205) caused the front end to be higher, so the rear-end had 4" lift blocks under the leaf springs to match the same height as the front. In mid-1977 Ford switched to married transfer cases for the pick-ups. People then started referring to the 1973-1977.5 divorced transfer case trucks as Highboys and the 1977.5-1979 married transfer case trucks as Lowboys. Since the previous 1967-1972 generation trucks were essentially the same as the 73-77.5 trucks, they have been included in the Highboy definition.
That being said there are also very specific differences that separate 67-77.5 Highboys from Non-Highboys.
Engines: 1V denotes a 1-barrel carburetor 2V denotes a 2-barrel carburetor 240 1V Six (1967-1974) 300 1V Six (1967-1977.5) 351M 2V V-8 (1977) 352 2V V-8 (1967) 360 2V V-8 (1968-1976) 400 2V V-8 (1977)
Frames: All Highboys, like the F-350, have a narrow frame that is 33.5 inches wide. As well as being narrower than other frames, all Highboy frames received an extra front crossmember under the bumper. It is the only difference between Highboy frames and 67-72 F-350 frames. Highboy frames were different from other F-series frames and thus required a different bed than other F-series trucks.
The Highboy is significant as the most desirable factory 4x4 of its era due to its stout frame, increased height compared to other light-duty pickup trucks, and divorced transfer case. Chrysler and GM did not have a counterpart. The Highboy is also historically significant as the basis of the first monster truck: Bigfoot 1.
References
Source of the article : Wikipedia
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