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Ford's 10-speed 10R140 TorqShift automatic transmission was now standard with the diesel and 7.3-liter gasoline engines on the F-250 and all engines on the F-350; the 6-speed was still available, but only in the F-250 with the 6.2-liter engine and even the F-350 XL DRW with the Payload Package of the same engine (though this is a rare option).
In another change, the model nomenclature of the F-Series was expanded to three numbers; this remains in use in the present day. The half-ton F-1 became the F-100; the F-2 and F-3 were combined into the 3 ⁄ 4-ton F-250, while the F-4 became the one-ton F-350. Conventional F-Series trucks were F-500 to F-900; COE chassis were renamed C-Series ...
At its launch, the medium-duty F-Series was offered with two gasoline V8 engines and two diesel V8 engines. A 370-cubic-inch (6.1 L), 180 hp (134 kW) V8 was standard, with an optional 429-cubic-inch (7.0 L) version; both were variants of the 460 V8 developed for commercial use. The 429 became standard for 1991.
The final generation of the F-150 produced with a separate body design from the Super Duty trucks (F-250 to F-550), the twelfth generation again adopted an all-new chassis and body, also marking an extensive transition to the powertrain lineup. Alongside the all-new model design, the new generation started a model shift for the F-150.
The seventh generation of the Ford F-Series is a range of trucks that was produced by Ford from the 1980 to 1986 model years. The first complete redesign of the F-Series since the 1965 model year, the seventh generation received a completely new chassis and body, distinguished by flatter body panels and a squarer grille, earning the nickname "bullnose" from enthusiasts.
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. [8] The Canadian built 4x4 F-250 was added to the lineup in 1975 with the 300CID Straight-6 engine to supplement the ...
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From 1998 to 2012, an aftermarket SUV conversion of the Ford F-250 was sold in Brazil. [14] Similar in design and layout to the Excursion, the F-250 Tropivan differed primarily by its assembly as a second-party conversion (similar to the Centurion Classic). In contrast to the Excursion, two different wheelbases of the Tropivan were produced.