Ford f150 raptor Build and price a Ford F-150 Raptor truck. Compare vehicles, read reviews, learn about Ford performance and truck safety and much more
Thanks to upgrades like internal bypass FOX Racing Shox, a seven-inch wider track and an upgraded front suspension, the F-150 SVT Raptor package appears to make this the world's first stock pickup that's fully off-road capable and most importantly, built for speed.
Marking the second update since being introduced, Ford has added a Torsen front differential, a forward-looking off-road camera and a working over of the interior packaging and exterior graphics for the latest model year trucks.
Likely the most significant of the changes comes in the form of the Torsen front differential, which will add extra grip when off-roading, particularly when climbing steep angles when front grip is essential - such as in rock climbing.
Speaking of rock climbing, Ford has really thought of everything and added a forward-looking camera mounted in the front grille that provides a live video feed via the eight-inch dash screen of exactly what lies ahead of the truck when traveling below 15 miles per hour. This feature is intended to give drivers the ability to have a spotter-like function without needing to get out of the truck, helping to avoid rocks, ruts or other obstacles when crawling through the most intense terrain.
Ford also made some other cosmetic and interior changes such as a new wheel design (which has the functional benefit of interior-mounted weights), a new exterior graphic package, the addition of cooled seats to the Luxury Package and a switch from orange to blue for the interior accent package – which also gains bits of aluminum accents.
Marking the second update since being introduced, Ford has added a Torsen front differential, a forward-looking off-road camera and a working over of the interior packaging and exterior graphics for the latest model year trucks.
The first time Ford refreshed the Raptor it decided to drop the dated 5.4-liter engine altogether, making the 6.2-liter V8 standard for both the Supercab and SuperCrew models. This now standard engine makes the F-150 SVT Raptor the most powerful half-ton pickup on the market thanks to its 411 horsepower and 434 lb-ft of torque.
Ford says that the exhaust for the 6.2-liter engine was uniquely tuned to deliver the performance-oriented, high-horsepower sound customers want. Additionally, a unique firing order gives the 6.2-liter a distinctive roar.
Ford says it performed extensive testing on the lestest powerplant, including subjecting fifty prototype engines to more than a dozen of the toughest engine tests at Ford's dynamometer lab.
The SelectShift Automatic transmission continues to be a huge addition to the Raptor in the eyes of many, as most off-roaders realize the importance of gear selection in varying terrains and grades. To address those concerns, Ford added a toggle switch – located on the console shift lever – which can engage a new mode where the transmission doesn’t second-guess the driver, giving him or her total control over gear selection.
For example, upshifts are not commanded at redline, and downshifts are allowed at the lowest gear possible as defined by the engine speed – making the SelectShift Automatic transmission as close to a manual transmission as an automatic could reasonably allow for in an off-road truck.
Being a high-end truck with relatively few options, it should come as little surprise that a standard 4.2-inch LCD productivity screen is integrated in the center of the instrument gauges, which have a black face, red pointers and ice blue daytime lighting.
This screen comes from the recently launched, redesigned Superduty trucks, but in the Raptor the screen provides a unique welcome animation and, more importantly, vehicle status information for important off-road parameters such as off-road mode, Hill Descent Control, electronic locking differential settings and AdvanceTrac with RSC (Roll Stability Control).
The screen also provides information about steering wheel angle and vehicle angle on a grade during off-road maneuvers. The menu is navigated through a five-way button on the steering wheel and is positioned between the tachometer and speedometer – requiring a minimal amount of distraction from the tasks at hand.
Other interior niceties include a telescoping steering wheel, a head restraint for the second-row middle seat and a 110-volt power inverter located in the center console.
The SVT division used a 62-mile durability loop in the desert of Borrego Springs, California, to replicate the conditions of the Baja 1000 race, to further test the performance of both available engines.
Of course, engines are only part of the equation. A great deal of R&D went into the truck's modified chassis and suspension. With 13.4 inches of usable travel in the rear suspension and 11.2 in the front, the Raptor promises to be a capable off-roader.
Raptor's wider track and softer suspension mean it will glide over obstacles with relative ease. The suspension's dampers were designed by Fox Racing Shox, giving the Raptor the only internal bypass shocks on a street truck. The position sensitive dampening internal bypass feature allows the shock to become significantly stiffer as it travels, preventing the truck from bottoming out.
The last component of the Raptor's connection to the ground comes in the form of BF Goodrich All-Terrain TA/KO 315/70-17 tires. Mounted on 17-inch wheels (with a new design for the latest model year that also moves the wheel weights inside the wheels), these 35-inch tires are designed to work on- and off-road.
High-tech features include: Trailer Sway Control, an Integrated Trailer Brake Controller, an Electronic Locking Differential, Hill Descent Control, an Off-Road Mode, and an Auxiliary Switch Board to facilitate aftermarket add-ons.
The SVT Raptor is built alongside the standard F-150 at Ford's Dearborn Truck Plant at the Rouge Center.
The F-Series is a series of full-size pickup trucks from Ford Motor Company sold for over six decades. The most popular variant of the F-Series is the F-150. It was the best-selling vehicle in the United States for 24 years and has been the best-selling truck for 34 years,[1] though this does not include combined sales of GM pickup trucks.[2] In the tenth generation of the F-series, the F-250 and F-350 changed body style in 1998 and joined the Super Duty series.
In Canada during the post-WWII era, smaller rural communities had access to either a Ford dealer or a Lincoln-Mercury-Meteor dealer, but not both; a Mercury-badged version was sold at Lincoln-Mercury-Meteor dealers there from 1946-1968. Other than the grilles, trim, and badging, these trucks were identical to their Ford counterparts.
The first F-Series truck (known as the Ford Bonus-Built) was introduced in 1948 as a replacement for the previous car-based pickup line introduced in 1941. It was a modern-looking truck with a flat, one-piece windshield and integrated headlights. Options included the "See-Clear" windshield washer (operated by foot plunger), passenger-side windshield wiper & sun visor, and passenger-side taillight. The F-1 truck was also available with additional chrome trim and two horns as an option. All F-series were available with optional "Marmon-Herrington All Wheel Drive" until 1959.
Design of the F-Series truck changed little from 1948 to 1952. From 1948 to 1950, the grill was a series of horizontal bars and the headlights were set into the fenders. For 1951 and 1952, the headlights were connected by a wide aerodynamic cross piece with three similarly aerodynamic supports. The rear window was wider in the later trucks and the dashboard was redesigned.
F-Series trucks were assembled at sixteen different Ford factories. Serial numbers indicate the truck model, engine, year, assembly plant, and unit number. The most common model was the F-1 with a 6 ½-foot bed followed by the F-2 and F-3 Express models with an 8-foot (2.4 m) bed.
The F-Series was redesigned for 1953 with a more integrated look. The pickups also acquired their now familiar names: The F-1 now became the F-100, the F-2 now became the F-250, and the F-3 now became the 1-ton F-350. Optional interior amenities were new, including a dome light, lighter, arm rests, sun visors and a radio. On March 13, 1953, the "Ford-O-Matic" automatic transmission became an option.
The 1953 F-100 was the last year for the flathead in the US. Canadian models, however, (Mercury M-Series), retained the flathead. 1954 saw the introduction of the new 239 CID overhead valve Y-block 8-cylinder, dubbed "Power King." The six-cylinder engine's displacement was also increased from 215 to 223 CID and power steering was introduced as an option. In 1955 the 239 Y-block was replaced with the 272 and 292.
The 1956 F-100 is a one-year only body style. The 1956 F-100 is easily identified as it has vertical windshield pillars and a wrap around windshield as opposed to the sloped pillars and angled windshield of the 1953-55. The 1956 model also offered a larger wrap-around back window as an option. Starting in 1956, Ford offered the very rare "Low GVWR" versions of each model.
The truck was restyled again in 1957 with a hood that now sat flush with the fenders and a new chrome grille. In the back, Ford started its tradition of distinguishing the two types of pickup boxes; the traditional separate-fender body was called FlareSide, while a new smooth-sided look was known as StyleSide. Four-wheel drive drive-train, previously outsourced to Marmon-Herrington, was now produced in-house by Ford beginning in 1959. Ford still offered a "Low GVWR" version of each model. In May 1957 Ford discontinued building trucks at the Highland Park Ford Plant in Highland Park, Michigan. All light and medium trucks were transferred to 10 other plants in the USA. Heavy-duty trucks (above F-350) were transferred to Kentucky Truck Assembly in
The truck was completely redesigned for 1961 with a wider look; Ford also introduced a new style of truck. Unibody trucks, integrating the cab and the box, were produced from 1961 to 1963. From 1964 on, only the traditional separate cab and bed arrangement were available. Power was over 200 hp (150 kW) with the 1965 update of the powertrain. In 1965, the Twin I-Beam front suspension was introduced with coil springs. 1965 also marked the beginning of a completely different chassis; many parts from 1965-1979 interchange such as brakes and motor mounts. The 1965 and 1966 trucks have a "TWIN I-BEAM" emblem on the front fender. A 4-door crew cab version was also introduced in 1965, which would become a popular option. The Camper Special was built heavier for the slide in campers that were becoming increasingly popular during this time. Ford still offered a "Low GVWR" version of each model. In 1965, the Ranger name first appeared as a styling package for the F-Series pickup trucks. The interior featured bucket seats (from the Mustang) and a curtain over the gas tank.
In 1965, the 300-cubic inch (4.9 L) straight six was introduced (a larger version of the 240-cubic inch Six). It had 7 main bearings and timing gears (no chain or belt). The 300 six would remain in the F-Series lineup until the end of the 1996 model year.
Another refresh came in 1967 along with a familiar name: the upscale Ranger trim line in addition to the base and Custom Cab trim levels. In 1968, federal regulations required all automotive manufacturers to add side marker reflectors or lights, so Ford redesigned the hood emblems to incorporate reflectors.[3][4] The same year the trucks received larger versions of Ford's FE engine family with the introduction of the 360 and 390 cubic inch engines. Also changed for 1968 were the heater controls, arm rests, interior door handles and window cranks, and the upper trim moulding on models so equipped. Rear side marker reflectors were also added to the lower bed side panels in 1968, per government regulations. The 302 V8 became an option in late '69. The top trim for 1970 was now named Ranger XLT with Ranger, Sport Custom and Custom rounding off the rest of the line. The fifth generation bodies were noted for durability and simplicity of design making them a favorite for restoration.
Some trucks came with an outer flush mounted bed side compartment/tool box on the passenger side only. Trucks from the Fifth Generation can be identified as to year model by their year specific grille arrangements.
After the 1968 models, Ford discontinued the "Low GVWR" versions. Still available was the Camper Special option, along with the new Explorer Special (a limited edition trim and option package), Contractor's Special(including a behind the seat toolbox and 3/4 ton (F-250) suspension), Farm and Ranch Special, and Heavy-Duty Special. Most of these "specials" from 1967 to 1972 were made in relatively low numbers and are now becoming increasingly difficult to locate.[citation needed]
The fifth-generation F-series was introduced in Brazil in 1971, which remained in production until circa 1992[5] with a slight redesign and changes in its motorizations. It was the last Ford truck manufactured in the Ipiranga plant, that was soon closed. At the end of the 1972 F100 production a low number of trucks made had the 1973 body.[
The F-Series was redesigned in 1973; the grille featured two silver-metallic plastic inserts divided by an aluminum bar that was part of the main grille frame, with the letters "F O R D" spaced out in a thin rail in the upper part of the grille. Large round headlights were on either side of the grille with the park/turn signal lamps placed above in the same rail where the "FORD" lettering was. Medium-duty models, however, weren't redesigned as drastically as the light-duty trucks. In fact they were incredibly similar to the fifth-generation medium-duty F-Series trucks. In 1976, this familiar "split-grille" design was facelifted slightly to feature black accents around the headlights and a refined appearance overall. In 1978, the round headlight design was retained for the regular Ranger and Custom trim levels. The XLT and "Lariat" trim level incorporated rectangular headlights with optional chrome headlight doors and chrome grille insert. The split grille design was overhauled in favor of a single-piece grille insert design. The headlights were also placed in a more stylized "insert" themselves, and the park/turn signal lamps were now placed below the headlights. Additionally, a new chrome-plated "F O R D" letter set could now be seen on the hood immediately above the grille. A luxury Lariat trim was also introduced for 1978. In 1979, the round headlights were replaced by rectangular headlamps across all the trim levels and the surrounding grille insert that framed the headlamps was now available in either black, or chrome to match that of the aluminum grille frame.
In 1973, a new model was offered, the F350 SRW (single rear wheel) pickup. These were a new heavy-duty pickup with contractors and camping enthusiasts in mind. The trucks rode on a longer-wheelbase chassis but were the same overall length as an F250 pickup. If you ordered the Camper Special package on an F350 SRW it became a Super Camper Special which was designed for the much heavier slide-in campers coming on the market at that time. Other changes included the 1974 introduction of the extended cab version, dubbed SuperCab. The F-150 was introduced in 1975 to help circumvent coming emissions requirements. These came with a maximum payload of 2,275 lb (1,032 kg) when properly equipped. With the 1/2 ton F-100 still in production, the new F-150 was referred to as the "heavy half" ton by some people.
In 1976, the F-series became the best-selling truck in America, a position it has continued to hold ever since. This generation is noted for the durability of the body panels as Ford used extensive amounts of galvanized sheet metal to fight corrosion. 1977 was the first year for smaller cowl insignias moved near the windshield and the last year for the medium-duty F-500.
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 VIN 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.
Starting in 1978, Ford redesigned their Ford Bronco and based it upon the F-150. The Bronco was now virtually identical to the F-150, except for its unibody design structure. 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. This allowed Ford to compete better with the Chevrolet Blazer by offering a larger and more luxurious SUV while minimalizing production costs since many (especially the most complex and expensive) parts were shared with the F-series trucks. The Bronco was only offered with the 351M and 400 V8 engines.
The next major redesign for the F-Series came for the 1980 model year. The new truck had a squarer look, with sharp lines and flat panels; the trucks were designed with improved fuel efficiency in mind, and to this end, Ford added its new AOD automatic overdrive (four-speed) transmission as an option on light-duty models. The upscale Ranger trim line was dropped from the F-Series in 1982; Ranger was subsequently applied to the replacement for the Ford Courier compact-pickup line. Trim options became XL, XLS, and XLT Lariat. In 1982, a slightly re-designed grille appeared, featuring fewer vertical bars than the previous 1980–1981 grille; for the first time, the corporate Blue Oval logo made its appearance on the grille. This generation of Ford trucks are the latest to become popular restoration projects as most of these trucks are becoming emissions exempt in most states and now old enough to be registered as classics or antiques.
The F-100 was dropped as the base model at the end of 1983 and the now-familiar F-150 took its place as the base model F-Series truck for 1984. This generation also saw extensive use of galvanized body panels to fight corrosion which is now gaining them popularity among restorers. In Mexico, there is an "F-200" which was introduced in 1976. This variant remained until 1991.
The various changes that occurred between the 1981 and 1982 model years were accompanied by a slight cosmetic change- 1980–81 trucks have a plain grille with "FORD" spelled across the front of the hood in chrome letters, similar to the previous generation. 1982–86 models had the letters removed, and a Ford oval placed in the center of the grille. This made the 1982 the first model year to feature a blue oval on the front, something that has been on every model that followed it, with the exception of the 2010 and 2011 F-150 SVT Raptor
The big-block 460 CID V8 was dropped for 1980, but returned in 1983 along with the 6.9 L V8 International Harvester IDI option. In 1982, the 335-series "Cleveland" V8s were discontinued. The 351C was replaced by the 351 Windsor (an older design that now made its debut in light trucks), while the 400 vanished altogether (Ford's competitors had ceased selling engines in that size range a few years before). The 5.0 L V8 switched over to fuel injection, first as an option in 1985 and then as standard in 1986.
The new Essex V6 was added in 1982, but didn't sell particularly well. It was dropped after 1983, and the long-lived 300 inline six continued as the standard engine through the series. Trucks equipped with the 3-speed manual transmission were the last American vehicles to have a column-shifted manual transmission.[citation needed]
 |
| Ford f150 raptor |
Ford f150 raptor
 |
| Ford f150 raptor |
truck. Compare vehicles, read reviews, learn about Ford performance and truck safety and much more Ford f150 raptor
 |
| Ford f150 raptor |
 |
| Ford f150 raptor |
 |
| Ford f150 raptor |
 |
| Ford f150 raptor |
 |
| Ford f150 raptor |
 |
| Ford f150 raptor |
 |
| Ford f150 raptor |
 |
| Ford f150 raptor |
Thanks to upgrades like internal bypass FOX Racing Shox, a seven-inch wider track and an upgraded front suspension, the F-150 SVT Raptor package appears to make this the world's first stock pickup that's fully off-road capable and most importantly, built for speed.
Marking the second update since being introduced, Ford has added a Torsen front differential, a forward-looking off-road camera and a working over of the interior packaging and exterior graphics for the latest model year trucks.
Likely the most significant of the changes comes in the form of the Torsen front differential, which will add extra grip when off-roading, particularly when climbing steep angles when front grip is essential - such as in rock climbing.
Speaking of rock climbing, Ford has really thought of everything and added a forward-looking camera mounted in the front grille that provides a live video feed via the eight-inch dash screen of exactly what lies ahead of the truck when traveling below 15 miles per hour. This feature is intended to give drivers the ability to have a spotter-like function without needing to get out of the truck, helping to avoid rocks, ruts or other obstacles when crawling through the most intense terrain.
Ford also made some other cosmetic and interior changes such as a new wheel design (which has the functional benefit of interior-mounted weights), a new exterior graphic package, the addition of cooled seats to the Luxury Package and a switch from orange to blue for the interior accent package – which also gains bits of aluminum accents.
Marking the second update since being introduced, Ford has added a Torsen front differential, a forward-looking off-road camera and a working over of the interior packaging and exterior graphics for the latest model year trucks.
The first time Ford refreshed the Raptor it decided to drop the dated 5.4-liter engine altogether, making the 6.2-liter V8 standard for both the Supercab and SuperCrew models. This now standard engine makes the F-150 SVT Raptor the most powerful half-ton pickup on the market thanks to its 411 horsepower and 434 lb-ft of torque.
Ford says that the exhaust for the 6.2-liter engine was uniquely tuned to deliver the performance-oriented, high-horsepower sound customers want. Additionally, a unique firing order gives the 6.2-liter a distinctive roar.
Ford says it performed extensive testing on the lestest powerplant, including subjecting fifty prototype engines to more than a dozen of the toughest engine tests at Ford's dynamometer lab.
The SelectShift Automatic transmission continues to be a huge addition to the Raptor in the eyes of many, as most off-roaders realize the importance of gear selection in varying terrains and grades. To address those concerns, Ford added a toggle switch – located on the console shift lever – which can engage a new mode where the transmission doesn’t second-guess the driver, giving him or her total control over gear selection.
For example, upshifts are not commanded at redline, and downshifts are allowed at the lowest gear possible as defined by the engine speed – making the SelectShift Automatic transmission as close to a manual transmission as an automatic could reasonably allow for in an off-road truck.
Being a high-end truck with relatively few options, it should come as little surprise that a standard 4.2-inch LCD productivity screen is integrated in the center of the instrument gauges, which have a black face, red pointers and ice blue daytime lighting.
This screen comes from the recently launched, redesigned Superduty trucks, but in the Raptor the screen provides a unique welcome animation and, more importantly, vehicle status information for important off-road parameters such as off-road mode, Hill Descent Control, electronic locking differential settings and AdvanceTrac with RSC (Roll Stability Control).
The screen also provides information about steering wheel angle and vehicle angle on a grade during off-road maneuvers. The menu is navigated through a five-way button on the steering wheel and is positioned between the tachometer and speedometer – requiring a minimal amount of distraction from the tasks at hand.
Other interior niceties include a telescoping steering wheel, a head restraint for the second-row middle seat and a 110-volt power inverter located in the center console.
The SVT division used a 62-mile durability loop in the desert of Borrego Springs, California, to replicate the conditions of the Baja 1000 race, to further test the performance of both available engines.
Of course, engines are only part of the equation. A great deal of R&D went into the truck's modified chassis and suspension. With 13.4 inches of usable travel in the rear suspension and 11.2 in the front, the Raptor promises to be a capable off-roader.
Raptor's wider track and softer suspension mean it will glide over obstacles with relative ease. The suspension's dampers were designed by Fox Racing Shox, giving the Raptor the only internal bypass shocks on a street truck. The position sensitive dampening internal bypass feature allows the shock to become significantly stiffer as it travels, preventing the truck from bottoming out.
The last component of the Raptor's connection to the ground comes in the form of BF Goodrich All-Terrain TA/KO 315/70-17 tires. Mounted on 17-inch wheels (with a new design for the latest model year that also moves the wheel weights inside the wheels), these 35-inch tires are designed to work on- and off-road.
High-tech features include: Trailer Sway Control, an Integrated Trailer Brake Controller, an Electronic Locking Differential, Hill Descent Control, an Off-Road Mode, and an Auxiliary Switch Board to facilitate aftermarket add-ons.
The SVT Raptor is built alongside the standard F-150 at Ford's Dearborn Truck Plant at the Rouge Center.
The F-Series is a series of full-size pickup trucks from Ford Motor Company sold for over six decades. The most popular variant of the F-Series is the F-150. It was the best-selling vehicle in the United States for 24 years and has been the best-selling truck for 34 years,[1] though this does not include combined sales of GM pickup trucks.[2] In the tenth generation of the F-series, the F-250 and F-350 changed body style in 1998 and joined the Super Duty series.
In Canada during the post-WWII era, smaller rural communities had access to either a Ford dealer or a Lincoln-Mercury-Meteor dealer, but not both; a Mercury-badged version was sold at Lincoln-Mercury-Meteor dealers there from 1946-1968. Other than the grilles, trim, and badging, these trucks were identical to their Ford counterparts.
The first F-Series truck (known as the Ford Bonus-Built) was introduced in 1948 as a replacement for the previous car-based pickup line introduced in 1941. It was a modern-looking truck with a flat, one-piece windshield and integrated headlights. Options included the "See-Clear" windshield washer (operated by foot plunger), passenger-side windshield wiper & sun visor, and passenger-side taillight. The F-1 truck was also available with additional chrome trim and two horns as an option. All F-series were available with optional "Marmon-Herrington All Wheel Drive" until 1959.
Design of the F-Series truck changed little from 1948 to 1952. From 1948 to 1950, the grill was a series of horizontal bars and the headlights were set into the fenders. For 1951 and 1952, the headlights were connected by a wide aerodynamic cross piece with three similarly aerodynamic supports. The rear window was wider in the later trucks and the dashboard was redesigned.
F-Series trucks were assembled at sixteen different Ford factories. Serial numbers indicate the truck model, engine, year, assembly plant, and unit number. The most common model was the F-1 with a 6 ½-foot bed followed by the F-2 and F-3 Express models with an 8-foot (2.4 m) bed.
The F-Series was redesigned for 1953 with a more integrated look. The pickups also acquired their now familiar names: The F-1 now became the F-100, the F-2 now became the F-250, and the F-3 now became the 1-ton F-350. Optional interior amenities were new, including a dome light, lighter, arm rests, sun visors and a radio. On March 13, 1953, the "Ford-O-Matic" automatic transmission became an option.
The 1953 F-100 was the last year for the flathead in the US. Canadian models, however, (Mercury M-Series), retained the flathead. 1954 saw the introduction of the new 239 CID overhead valve Y-block 8-cylinder, dubbed "Power King." The six-cylinder engine's displacement was also increased from 215 to 223 CID and power steering was introduced as an option. In 1955 the 239 Y-block was replaced with the 272 and 292.
The 1956 F-100 is a one-year only body style. The 1956 F-100 is easily identified as it has vertical windshield pillars and a wrap around windshield as opposed to the sloped pillars and angled windshield of the 1953-55. The 1956 model also offered a larger wrap-around back window as an option. Starting in 1956, Ford offered the very rare "Low GVWR" versions of each model.
The truck was restyled again in 1957 with a hood that now sat flush with the fenders and a new chrome grille. In the back, Ford started its tradition of distinguishing the two types of pickup boxes; the traditional separate-fender body was called FlareSide, while a new smooth-sided look was known as StyleSide. Four-wheel drive drive-train, previously outsourced to Marmon-Herrington, was now produced in-house by Ford beginning in 1959. Ford still offered a "Low GVWR" version of each model. In May 1957 Ford discontinued building trucks at the Highland Park Ford Plant in Highland Park, Michigan. All light and medium trucks were transferred to 10 other plants in the USA. Heavy-duty trucks (above F-350) were transferred to Kentucky Truck Assembly in
The truck was completely redesigned for 1961 with a wider look; Ford also introduced a new style of truck. Unibody trucks, integrating the cab and the box, were produced from 1961 to 1963. From 1964 on, only the traditional separate cab and bed arrangement were available. Power was over 200 hp (150 kW) with the 1965 update of the powertrain. In 1965, the Twin I-Beam front suspension was introduced with coil springs. 1965 also marked the beginning of a completely different chassis; many parts from 1965-1979 interchange such as brakes and motor mounts. The 1965 and 1966 trucks have a "TWIN I-BEAM" emblem on the front fender. A 4-door crew cab version was also introduced in 1965, which would become a popular option. The Camper Special was built heavier for the slide in campers that were becoming increasingly popular during this time. Ford still offered a "Low GVWR" version of each model. In 1965, the Ranger name first appeared as a styling package for the F-Series pickup trucks. The interior featured bucket seats (from the Mustang) and a curtain over the gas tank.
In 1965, the 300-cubic inch (4.9 L) straight six was introduced (a larger version of the 240-cubic inch Six). It had 7 main bearings and timing gears (no chain or belt). The 300 six would remain in the F-Series lineup until the end of the 1996 model year.
Another refresh came in 1967 along with a familiar name: the upscale Ranger trim line in addition to the base and Custom Cab trim levels. In 1968, federal regulations required all automotive manufacturers to add side marker reflectors or lights, so Ford redesigned the hood emblems to incorporate reflectors.[3][4] The same year the trucks received larger versions of Ford's FE engine family with the introduction of the 360 and 390 cubic inch engines. Also changed for 1968 were the heater controls, arm rests, interior door handles and window cranks, and the upper trim moulding on models so equipped. Rear side marker reflectors were also added to the lower bed side panels in 1968, per government regulations. The 302 V8 became an option in late '69. The top trim for 1970 was now named Ranger XLT with Ranger, Sport Custom and Custom rounding off the rest of the line. The fifth generation bodies were noted for durability and simplicity of design making them a favorite for restoration.
Some trucks came with an outer flush mounted bed side compartment/tool box on the passenger side only. Trucks from the Fifth Generation can be identified as to year model by their year specific grille arrangements.
After the 1968 models, Ford discontinued the "Low GVWR" versions. Still available was the Camper Special option, along with the new Explorer Special (a limited edition trim and option package), Contractor's Special(including a behind the seat toolbox and 3/4 ton (F-250) suspension), Farm and Ranch Special, and Heavy-Duty Special. Most of these "specials" from 1967 to 1972 were made in relatively low numbers and are now becoming increasingly difficult to locate.[citation needed]
The fifth-generation F-series was introduced in Brazil in 1971, which remained in production until circa 1992[5] with a slight redesign and changes in its motorizations. It was the last Ford truck manufactured in the Ipiranga plant, that was soon closed. At the end of the 1972 F100 production a low number of trucks made had the 1973 body.[
The F-Series was redesigned in 1973; the grille featured two silver-metallic plastic inserts divided by an aluminum bar that was part of the main grille frame, with the letters "F O R D" spaced out in a thin rail in the upper part of the grille. Large round headlights were on either side of the grille with the park/turn signal lamps placed above in the same rail where the "FORD" lettering was. Medium-duty models, however, weren't redesigned as drastically as the light-duty trucks. In fact they were incredibly similar to the fifth-generation medium-duty F-Series trucks. In 1976, this familiar "split-grille" design was facelifted slightly to feature black accents around the headlights and a refined appearance overall. In 1978, the round headlight design was retained for the regular Ranger and Custom trim levels. The XLT and "Lariat" trim level incorporated rectangular headlights with optional chrome headlight doors and chrome grille insert. The split grille design was overhauled in favor of a single-piece grille insert design. The headlights were also placed in a more stylized "insert" themselves, and the park/turn signal lamps were now placed below the headlights. Additionally, a new chrome-plated "F O R D" letter set could now be seen on the hood immediately above the grille. A luxury Lariat trim was also introduced for 1978. In 1979, the round headlights were replaced by rectangular headlamps across all the trim levels and the surrounding grille insert that framed the headlamps was now available in either black, or chrome to match that of the aluminum grille frame.
In 1973, a new model was offered, the F350 SRW (single rear wheel) pickup. These were a new heavy-duty pickup with contractors and camping enthusiasts in mind. The trucks rode on a longer-wheelbase chassis but were the same overall length as an F250 pickup. If you ordered the Camper Special package on an F350 SRW it became a Super Camper Special which was designed for the much heavier slide-in campers coming on the market at that time. Other changes included the 1974 introduction of the extended cab version, dubbed SuperCab. The F-150 was introduced in 1975 to help circumvent coming emissions requirements. These came with a maximum payload of 2,275 lb (1,032 kg) when properly equipped. With the 1/2 ton F-100 still in production, the new F-150 was referred to as the "heavy half" ton by some people.
In 1976, the F-series became the best-selling truck in America, a position it has continued to hold ever since. This generation is noted for the durability of the body panels as Ford used extensive amounts of galvanized sheet metal to fight corrosion. 1977 was the first year for smaller cowl insignias moved near the windshield and the last year for the medium-duty F-500.
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 VIN 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.
Starting in 1978, Ford redesigned their Ford Bronco and based it upon the F-150. The Bronco was now virtually identical to the F-150, except for its unibody design structure. 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. This allowed Ford to compete better with the Chevrolet Blazer by offering a larger and more luxurious SUV while minimalizing production costs since many (especially the most complex and expensive) parts were shared with the F-series trucks. The Bronco was only offered with the 351M and 400 V8 engines.
The next major redesign for the F-Series came for the 1980 model year. The new truck had a squarer look, with sharp lines and flat panels; the trucks were designed with improved fuel efficiency in mind, and to this end, Ford added its new AOD automatic overdrive (four-speed) transmission as an option on light-duty models. The upscale Ranger trim line was dropped from the F-Series in 1982; Ranger was subsequently applied to the replacement for the Ford Courier compact-pickup line. Trim options became XL, XLS, and XLT Lariat. In 1982, a slightly re-designed grille appeared, featuring fewer vertical bars than the previous 1980–1981 grille; for the first time, the corporate Blue Oval logo made its appearance on the grille. This generation of Ford trucks are the latest to become popular restoration projects as most of these trucks are becoming emissions exempt in most states and now old enough to be registered as classics or antiques.
The F-100 was dropped as the base model at the end of 1983 and the now-familiar F-150 took its place as the base model F-Series truck for 1984. This generation also saw extensive use of galvanized body panels to fight corrosion which is now gaining them popularity among restorers. In Mexico, there is an "F-200" which was introduced in 1976. This variant remained until 1991.
The various changes that occurred between the 1981 and 1982 model years were accompanied by a slight cosmetic change- 1980–81 trucks have a plain grille with "FORD" spelled across the front of the hood in chrome letters, similar to the previous generation. 1982–86 models had the letters removed, and a Ford oval placed in the center of the grille. This made the 1982 the first model year to feature a blue oval on the front, something that has been on every model that followed it, with the exception of the 2010 and 2011 F-150 SVT Raptor
The big-block 460 CID V8 was dropped for 1980, but returned in 1983 along with the 6.9 L V8 International Harvester IDI option. In 1982, the 335-series "Cleveland" V8s were discontinued. The 351C was replaced by the 351 Windsor (an older design that now made its debut in light trucks), while the 400 vanished altogether (Ford's competitors had ceased selling engines in that size range a few years before). The 5.0 L V8 switched over to fuel injection, first as an option in 1985 and then as standard in 1986.
The new Essex V6 was added in 1982, but didn't sell particularly well. It was dropped after 1983, and the long-lived 300 inline six continued as the standard engine through the series. Trucks equipped with the 3-speed manual transmission were the last American vehicles to have a column-shifted manual transmission.[citation needed]
Ford f150 raptor
I think this is an informative post and it is very useful and knowledgeable. therefore, I would like to thank you for the efforts you have made in writing this article. 2024 f150 raptor grill
ReplyDelete