Ford Super Duty Pickup Truck First Generation 1999–2007
| Ford F-250/F-350/F450/F550 | |
|---|---|
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| Overview | |
| Manufacturer | Ford |
| Production | January 5, 1998–present |
| Model years | 1999–present |
| Body and chassis | |
| Class | Heavy duty pickup truck Medium-duty truck Light-duty truck |
| Layout | Front engine, rear-wheel drive / four wheel drive |
| Chronology | |
| Predecessor | Ford F-250/350/F-Superduty (1953–1997) |
The Ford F-Series Super Duty (often shortened to Ford Super Duty) is a series of trucks manufactured by Ford Motor Company.
Introduced in 1998 for the 1999 model year, the F-Series Super Duty trucks marked the addition of a heavy-duty pickup to the Ford F-Series range, including the F-250 and F-350 pickups; the previous 1987-1997 F-Super Duty chassis cabs were replaced by the F-450 and F-550 Super DutyDistinguished from the F-150 by its separate bodywork, the Super Duty trucks utilize a distinct chassis from the F-150 with heavier-duty chassis and suspension components to allow for higher payload and towing capacities; additionally, the product line continued the use of Ford PowerStroke diesel engines. With a GVWR over 8,500 lb (3,900 kg); Super Duty pickups are Class 3 trucks while chassis-cab trucks are in the Class 4-5 range. The F-Series Super Duty has been used as the donor chassis of the Ford Excursion full-size SUV and shares the cab with the medium-duty F-Series Super Duty (Ford F-650/F-750)
Ford F-250 to F-550 Super Duty trucks are assembled at the Kentucky Truck Plant in Louisville, Kentucky with medium-duty F-650 and F-750s are assembled at Ohio Assembly in Avon Lake, Ohio (prior to 2014, medium-duty trucks were assembled in the Blue Diamond Truck joint venture with Navistar in Mexico). As of 2016, the Ford Super Duty is sold in the United States, Canada, Mexico, Venezuela (F-250 and F-350), Suriname, Brazil (F-350/F-4000), Argentina (F-4000 only), Angola (F-250 and F-350), Cambodia, the Middle East, and Iceland (F-350 only) in LHD only. In Australia, where it was officially imported in RHD from Brazil until 2005, newer American-built units can be imported but must be (source?) converted locally to RHD. In Suriname, even though traffic is on the left side of the road, the import and registry of LHD vehicles is allowed.
Background
Previous use of name
In 1958, Ford introduced the Super Duty family of V8 engines. Built specifically for trucks, the 401, 477, and 534 cubic-inch gasoline V8s were the largest-block V8 engines ever built by Ford Motor Company (other than the 1100 cu in GAA, developed for the US Army) was the largest mass-produced gasoline V8 engine in the world.. To showcase the engine launch, the "Big Job" conventional truck variants of the F-Series were re-branded as Super Duty, a name added to other Ford trucks as well. Alongside the Ford C-Series and H-Series cabovers, the N-Series conventional adopted the Super Duty name. Although its poor fuel economy would prove uncompetitive against diesel engines, the durability of the Super Duty would keep it in production into 1981.
In 1987, the Super Duty name made its return as Ford developed a dedicated chassis-cab model, slotted high enough above the F-350 to become a Class 4 truck. Badged F-Super Duty, the 1987-1997 vehicle was never sold as a pickup truck.
F-Series change
Following the redesign of the 1997 Ford F-150, the Ford F-Series began a transition in its layout. In response to the changing demographics of pickup truck purchases during the 1980s and 1990s, Ford shifted the design of the F-150 separate from the larger F-250 and F-350 (which remained in production). While still a full-size pickup under the skin, to expand its appeal among consumers, the F-150 adopted carlike aerodynamics and convenience features. To market truck that appealed towards commercial buyers, fleet buyers, and users who tow, Ford sought to create a separate, dedicated heavy-duty truck platform (in place of using one chassis for all of its trucks). By expanding into two separate but related platforms for F-Series trucks, the inevitable compromises inherent in offering a wide range of load-carrying capacities were avoided. The F-250HD lasted into 1998 (alongside a separate 1997-1998 F-250 based upon the F-150); the F-350 pickup was put on hiatus after 1997.
First generation (1999–2007)
| First generation | |
|---|---|
Ford F-350 DRW Crew Cab
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| Overview | |
| Also called | F-250/F-350/F-450/F-550 F-4000 (South America) |
| Production | January 5, 1998–December 18, 2006 |
| Model years | 1999–2007 1999–present (Brazil) |
| Assembly |
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| Designer | Andrew Jacobson (1994) Moray Callum (1995) |
| Body and chassis | |
| Related | Ford Excursion Ford F-150 |
| Powertrain | |
| Engine | petrol 4.2L Essex V6 engine (Brazil, F-250 only) 5.4 L Triton V8 6.8 L Triton V10 diesel 7.3 L Powerstroke V8 6.0 L Powerstroke V8 4.2L MWM-International Sprint 6.07 TCA straight-6 turbodiesel (Brazil, F-250 only, also featured in some RHD versions exported to Australia, South Africa, United Kingdom, etc.) 3.9 L Cummins B-series (Brazil) 2.8L Cummins ISF2.8 (Brazil, F-350/F-4000 since 2014) |
| Transmission | 5-speed manual 4-speed 4R100 automatic 6-speed manual 5-speed 5R110W automatic |
| Dimensions | |
| Wheelbase | 137 in (3,480 mm) 141.8 in (3,602 mm) 158 in (4,013 mm) 156.2 in (3,967 mm) 172.4 in (4,379 mm) |
| Length | 222.2 in (5,644 mm) 227 in (5,766 mm) 243.2 in (6,177 mm) 241.4 in (6,132 mm) 652.6 in (16,576 mm) |
| Width | 79.9 in (2,029 mm) 95.5 in (2,426 mm) |
| Height | 76.2 in (1,935 mm) - 81.3 in (2,065 mm) |
Launched in early 1998 as an early 1999 model, the Ford F-Series Super Duty consisted of the F-250 pickup truck, F-350 pickup truck and chassis cab, and introduced the F-450 and F-550 chassis cab trucks (see below). The Super Duty trucks would be produced with three cab configurations: two-door standard cab, 2+2 door SuperCab, and four-door crew cab. The SuperCab configuration of the Super Duty marked the introduction of two standard rear-hinged doors on the extended cab, a feature also adopted by the F-150 and Ranger/Mazda B-Series for 1999. The standard cab was produced with an 8-foot bed; SuperCab and crew cabs were produced with a 6 3/4-foot bed, with an 8-foot bed optional. Two-wheel drive was standard, with four-wheel drive as an option; on F-350 pickup trucks, a dual rear-wheel axle was optional with either drive configuration.
Styled by Andrew Jacobson (designer of the 1997 Ford F-150) and Moray Callum, aside from taillamp lenses and the tailgate, the Super Duty F-Series trucks share no visible exterior parts with the Ford F-150. Under the skin, only the base-equipment 5.4L V8 and 4R100 transmission are shared. While sharing the similar aerodynamic cab design of its smaller counterpart, the exterior of the Super Duty trucks are much different forward of the windshield. While an influence often to the 1994-2001 Dodge Ram, the Super Duty also derives elements of styling from much larger Ford trucks, including the Ford LTL-9000 and Aeromax, with a raised hoodline, large grille, and low fenders. A feature drawn from 1996 redesign of the Louisville/Aeromax was in the design of the side window openings: the front portion is lowered, allowing for increased side visibility (as well as larger sideview mirrors). To improve aerodynamics over metal-framed mirrors, manual-telescoping trailer tow mirrors were available as an option. As an industry first, 2 large complete ring-style front tow hooks were included. A minor update occurred in the 2002 model year which saw a new instrument cluster with a digital odometer.
2005 update
For the 2005 model year, the Ford Super Duty trucks were given exterior and interior updates. For the exterior, a new grille, front bumper, and headlights were introduced alongside the introduction of a locking tailgate for all pickup trucks. Under the skin (with thicker frame rails), updated Triton gasoline engines were introduced with higher engine output and larger alternators; in response to the increased power, all trucks were given 4-wheel disc brakes (with two-piston calipers). To accommodate the larger brakes, 17-inch wheels became standard, with 18-inch wheels optional (on single rear-wheel trucks); forged Alcoa wheels were an option. The long-running Twin I-Beam front suspension continued on two-wheel drive trucks.
To the interior, several changes were made to improve functionality for end-users. Along with the addition of a driver-side glove compartment, the truck added the option of dashboard-mounted auxiliary switches (for owners who fit equipment such as snowplows, winches, and auxiliary lights); these are switches that were typically user designed. For users that tow, a new option was Ford TowCommand, a Trailer brake controller built into the dashboard, allowing it to integrate with the ABS system and engine computer from the factory.
Mechanical Details
During its production, the first-generation Ford F-Series Super Duty was sold with two gasoline and two diesel engines.
Gasoline engines
Replacing the overhead-valve engines used in previous F-Series models, for the Super Duty, Ford transitioned to the Triton overhead-cam engine family (truck versions of the Ford Modular engines).
At its launch, the standard engine in the Super Duty was a Triton V8. Producing 255 hp/350 lb-ft of torque, the SOHC 16-valve V8 was shared with the F-150 and Ford E-Series. During 1999, the engine was retuned to 260 hp. In 2005, the cylinder heads were redesigned to 3-valve design, converting it to a 24-valve V8; output was increased to 300 hp/365 lb-ft of torque.
As a replacement for the long-running 7.5L/460 V8, for the Super Duty, Ford introduced a Triton V10. A SOHC 20-valve engine, the V10 produced 310 hp/425 lb-ft of torque. In 2005, the V10 would also receive 3-valve cylinder heads, increasing its output to 362 hp/457 lb-ft of torque.
Both the V8 and V10 Triton engines are designed with a fail-safe cooling system to protect the engine in case of major coolant loss. If the engine overheats, the engine will operate on half of its cylinders. Alternating back and forth between each set of 4 (or 5) pistons, the set that is not receiving fuel and ignition is operating to pump air through the engine to lower its temperature. Although engine output is limited, dependent on upon vehicle load, outside temperature, and current road conditions, the system is designed to allow the vehicle to travel a short distance to obtain service or to reach a repair facility.
| Model | Years | Type | Power, torque |
|---|---|---|---|
| Triton SOHC V8 | 1999 | 5.4 L (330 cu in) 16-valve V8 |
255 hp (190 kW; 259 PS), 350 lb·ft (475 N·m) |
| 1999-2004 | 5.4 L (330 cu in) 16-valve V8 |
260 hp (194 kW; 264 PS), 350 lb·ft (475 N·m) |
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| 2005-2007 | 5.4 L (330 cu in) 24-valve V8 |
300 hp (224 kW; 304 PS), 365 lb·ft (495 N·m) |
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| Triton SOHC V10 | 1999-2004 | 6.8 L (412 cu in) 20-valve V10 | 310 hp (231 kW; 314 PS), 425 lb·ft (576 N·m) |
| 2005-2007 | 6.8 L (412 cu in) 30-valve V10 | 362 hp (270 kW; 367 PS), 457 lb·ft (620 N·m) |
Diesel engines
Available in both F-250 and F-350 pickup trucks as well as F-450 and F-550 chassis cabs, the F-Series was sold with optional PowerStroke V8 diesel engines produced under its joint venture with Navistar International.
At its launch, the Super Duty F-Series was sold with the 7.3L Power Stroke V8. Initially producing 235 hp/500 lb-ft of torque, the engine was retuned in 2001. Versions equipped with an automatic transmission produced 250 hp while manual-transmission examples produced 275 hp; with either transmission, the engine produced 525 lb-ft of torque. As the 7.3L V8 was no longer able to comply with emissions regulations for diesel engines, it was discontinued midway through the 2003 model year.
As a running change during the 2003 model year, the 6.0L PowerStroke V8 was introduced as the replacement for the previous 7.3L V8 in LHD markets supplied with the American-assembled trucks while RHD ones supplied from Brazil kept the 7.3 until 2005. As before, the engine was produced by Navistar. A 32-valve pushrod engine, the 6.0L V8 featured a single variable-vane turbocharger. While a smaller-displacement engine than its predecessor, its output increased to 325 hp/560 lb-ft of torque (in 2005, the torque increased to 570 lb-ft). As with its predecessor, the 6.0L would end its production run due to tighter emissions requirements, replaced as part of the Super Duty redesign for the 2008 model year.
| Model | Years | Type | Power, torque@rpm |
|---|---|---|---|
| 7.3L PowerStroke (International T444E) |
1999-2003 | 7.3 L (444 cu in) 16-valve turbocharged Diesel V8 | 1999-2000: 235 hp (175 kW; 238 PS)@2600, 500 lb·ft (678 N·m)@1600 2001-2003 (automatic): 250 hp (186 kW; 253 PS)@2700, 525 lb·ft (712 N·m)@1600 2001-2003 (manual): 275 hp (205 kW; 279 PS)@2700, 525 lb·ft (712 N·m)@1600 |
| 6.0L PowerStroke (International VT365) |
2003-2007 | 6.0 L (365 cu in) 32-valve turbocharged Diesel V8 | 2003-2004: 325 hp (242 kW; 330 PS)@3300, 560 lb·ft (759 N·m)@2000 2005-2007: 325 hp (242 kW; 330 PS)@3300, 570 lb·ft (773 N·m)@2000 |
Transmissions
Four transmissions were available. Several configurations of ZF5 five speed manual transmissions were offered. Small block pattern, big block pattern, and diesel. Close ratio and wide ratios were available, as well as 4wd and 2wd configurations with the exception of integrated driveshaft brake 2wd versions using the 4x4 style transmission. Earlier s5-42 versions were rated to 420 ft-lbs of torque, while later s5-47 versions were rated to 470 ft-lbs. ZF 6-speed manual for diesel engines. An optional 4R100 4-speed automatic was available for either the gas or diesel engines, later being replaced with the TorqShift 5-speed automatic. The 5-speed automatics are rated at exactly 1,000 lb (450 kg), enabling higher towing capacity than trucks with the standard 5/6-speed manual transmission. The 6-speed manual transmission comes with an integrated PTO.
Torqshift 5R110
The Torqshift 5-speed 5R110 automatic transmission replaced the 4-speed in the 2003 model year diesel trucks in order to compete with the Allison 1000 series from General Motors; it was paired with the new 6.0 L diesel engine. The TorqShift design in fact has six forward ratios, but only five are advertised, with the 'hidden' gear only used in extreme cold weather. The TorqShift 1st to 5th gear ratios are 3.11, 2.22, 1.55, 1.00, and 0.71:1. It also utilizes an alternate 4th gear, overdrive on 2nd gear of the 3-speed automatic component (0.72 x 1.55), that is 1.10:1 that is used under cold start conditions to aid engine and transmission warm up. On the TorqShift, once the Tow/Haul mode is activated it can help increase a driver's control when towing large loads up and down steep grades and automatically minimizes shifts and maximizes available torque. Upon descent, the Tow/Haul mode utilizes engine braking to help extend brake life and improve driver control. An adaptive shift function monitors the TorqShift's performance over its lifetime, and adjusts shift pressures in real time to assure consistent shift feel and compensate for wear. For ease of maintenance, the TorqShift's oil filter is a spin-off style, mounted on the passenger-side exterior of the transmission. Also the TorqShift's larger fluid lines and a larger transmission oil cooler help to assure cooler operating temperatures, even under the most demanding conditions. This was Ford's first automatic transmission to feature PTO. The transmission can be equipped with an integrated PTO provision (which automatically locks the torque converter providing power to the PTO gear when the operator turns on the PTO switch).
Transfer case and 4x4
On 4x4 models there is a choice of a manual chain-driven transfer case floor shifter with manual front locking hubs or Electronic-Shift-On-the-Fly (ESOF, a $185 option over the manual) dash knob with vacuum activated automatic and (in case of failure) manual override front hubs. The optional FX4 models are basically a standard 4x4 with an Off Road package that includes a few extras like upgraded heavy duty Rancho shocks, limited-slip rear differential, added skid plates for the fuel tank and transfer case, and two "FX4" decals on both back bed-sides instead of the standard "4x4". For all 4x4 models, the 2-speed transfer case 4x4-LOW range has a gear reduction of 2.72:1. Brazilian and Venezuelan versions had only the ESOF transfer case.
| Ford Super Duty transmissions | |||||||
| Ford 4R100 4-speed automatic | |||||||
| Gear | 1 | 2 | 3 | 4 | R | ||
|---|---|---|---|---|---|---|---|
| Ratio | 2.71:1 | 1.54:1 | 1:1 | 0.71:1 | 2.19:1 | ||
| Ford 5R110 (TorqShift) 5-speed automatic | |||||||
| Gear | 1 | 2 | 3 | 4 | 5 | R | |
| Ratio | 3.11:1 | 2.22:1 | 1.55 | 1:1 | 0.71:1 | 2.88:1 | |
| Ford 5-speed manual | |||||||
| Gear | 1 | 2 | 3 | 4 | 5 | R | |
| Ratio | 5.72:1 | 2.94:1 | 1.61 | 1:1 | 0.76:1 | 5.24:1 | |
| Ratio | 4.14:1 | xxxx | xxxx | 1:1 | 0.76:1 | xxxx:1 | |
| Ratio | 5.08:1 | xxxx:1 | xxxx | 1:1 | 0.77:1 | xxxx:1 | |
| ZF S6-650 6-speed manual | |||||||
| Gear | L | 1 | 2 | 3 | 4 | 5 | R |
| Ratio | 5.79:1 | 3.30:1 | 2.10 | 1.30 | 1:1 | 0.72:1 | 5.24:1 |
Suspension
For the first-generation Super Duty range, Ford used several different suspension configurations, depending on the model of truck. All models have heavy-duty 3" wide leaf springs and staggered shock absorbers. A standard stabilizer bar is included on dual rear-wheel models and an option on single rear-wheel versions. An optional slide-in camper certification package with heavier-duty springs was available on single rear-wheel models. All versions of the Super Duty trucks came equipped with four-wheel disc brakes.
On two-wheel drive F-250 and F-350 pickups, the Twin I-Beam independent front suspension with coil springs was used; their four-wheel drive counterparts were equipped with solid front axle (Dana 50 and Dana 60) with leaf springs. In 2005, the front suspension was updated as four-wheel drive trucks were converted to front coil springs; to reduce unsprung weight, the mounting of the front sway bar was changed to the frame instead of the front axle. The manual locking hubs on Super Duty trucks are made by Warn.
On the F-250 and F-350, the rear suspension used heavy-duty 3" wide leaf springs and staggered shock absorbers; a standard stabilizer bar was included on dual rear-wheel models. Single-rear wheel versions were fitted with a 10.5-inch (270 mm) Sterling 10.5 axle 35-spline axle with choices of conventional or limited-slip differentials; initially developed for previous-generation Ford trucks, it was strengthened for use in the Super Duty. In dual-rear wheel F-350s, the rear axle was a Dana 80.
On F-450 and F-550 cab-chassis trucks, the Dana 60 front axle was replaced with a Dana Super 60 in 2005. The rear suspension on all F-450s used Dana 80 axles. F-550s used a Dana 135 from 1995 to 2004; in 2005, the Dana S 110 rear axle was added to the F-550.
F-250 solid axle
The Dana 50 axle featured on most F-250 Super Dutys differs greatly from the early models. The Dana 50 started out as a Twin Traction Beam axle (much like independent suspension) in 1980. This lasted all the way to 1997 models. The Super Duty models then used a solid axle version of this axle. The ring, pinion, carrier and u joints all remained the same however. The Dana 50 was phased out of the trucks in 2004, in favor of the Dana 60 and was last used in the Ford Excursion.
| 1999-2004 Ford Super Duty | ||||||
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Trim Levels
Throughout its production run, the first-generation 1999-2007 Ford F-Series Super Duty was offered in three main trim levels:
The base XL was the "work truck" trim level of the F-Series Super Duty. Its standard features included a manual transmission, an AM/FM stereo with two front door-mounted speakers, a heater and blower, vinyl-trimmed seating surfaces with bench seats, steel wheels with black center hubs, black front and rear bumpers, a black "egg-crate" front grille, and manual windows and door locks. Optional features that were offered on this trim level included cloth-trimmed seating surfaces or vinyl-and-cloth-trimmed seating surfaces, power windows and door locks, an AM/FM stereo with cassette player (later, a single-disc CD player instead of a cassette player) and four speakers, chrome front and rear bumpers as part of an XL Decor Group, an automatic transmission, and air conditioning.
The mid-range XLT was the most popular trim level of the F-Series Super Duty. It added the following features to the base XL trim level: an AM/FM stereo with cassette player (later, a single-disc CD player instead of a cassette player) and four speakers, cloth-trimmed seating surfaces, bright center wheel hubs, chrome front and rear bumpers, a chrome "egg-crate" front grille with black inserts, power windows and door locks, and air conditioning. Optional features that were offered on this trim level included aluminum wheels, keyless entry (later, this option became standard equipment on this trim level), an AM/FM stereo with both a cassette player and a single-disc CD player (later, a six-disc, in-dash CD changer), an automatic transmission, and a power-adjustable front driver's bench seat.
The top-of-the-line Lariat was the most luxurious trim level of the F-Series Super Duty. It added the following features to the mid-range XLT trim level: an AM/FM stereo with both a cassette player and a single-disc CD player (later, a six-disc, in-dash CD changer), leather-trimmed seating surfaces, chrome-clad (later aluminum) wheels and center wheel hubs, keyless entry, a security system, electronic climate controls, a power front bench seat with fold-down center armrest, wood interior trim panels, and a chrome front grille with chrome inserts. Available options included two-tone exterior paint, color-keyed grille insert as well as front & rear bumpers, bucket seats replacing the bench seat, heated front seats, and an automatic transmission (which later became standard on this trim level).
F-450/F-550
To bridge the gap between the pickup line and the much larger medium-duty F-650/F-750, Ford introduced the F-450 and F-550 variants of the Super Duty; with an available GVWR from 17,950-19,500 lbs, it pushes the Super Duty into the Class 5 truck market. Available only as a chassis cab for commercial upfitters, both versions were fitted with dual rear wheels.
While largely aimed at fleet buyers, F-450 and F-550 were configurable in XL, XLT, and Lariat trim levels available to Super Duty pickup buyers. The sole gasoline engine was the 6.8L V10 while the 7.3L PowerStroke was the diesel option; in 2003, this was replaced by the 6.0L PowerStroke.
In 2005, the F-450 and F-550 received further updates to the exterior than the rest of the Super Duty line, with an extended front bumper and front fenders; the F-550 received a "wide-track" front axle to sharpen its turning radius.
Worldwide
The Ford F-350 Super Duty first generation was also assembled in Venezuela as a commercial small truck from 1999 to 2010. For this market the F-350 featured the 5.4L V8 Triton engine, a 5-speed manual transmission, and a choice of 4x2 or 4x4.
Ford Super Duty trucks were built in Brazil, with different engines than its North American counterparts and fewer options, initially between 1999 and 2011, with a limited reintroduction of the F-350 in 2014. The dual-rear wheel variant of the F-350 is known locally as F-4000. They were widely exported to Australia (F-250 and F-350), South Africa (F-250) and Argentina (F-250, rebadged as F-100, and the F-350 DRW rebadged as F-4000), usually following the Brazilian specification (with an obvious change of the cockpit location in the versions targeted to Australia, South Africa and other RHD markets) but Australia had a wider range of options in pair with its American counterparts, including automatic transmission and the V8 engines. Supercab extended-cab bodystyle was never officially available in Brazil and regional export markets (Uruguay and Argentina), but was made in RHD for export to Australia. South Africa had only the MWM engine and 5-speed manual transmission, with the option of 2WD and 4WD for the single-cab while the crew-cab had 4WD as standard.