Really interesting site based around Ford OEM and special tools
Sharing information about the tools that were furnished with original domestic and export Ford automobiles, trucks, farm tractors, agricultural and industrial equipment, military vehicles, and specialty tools that were used to service these tools.
NAFTCO was founded on three basic principles:
1. Be an educational and informational resource for members to learn about Ford tools, their usage and their role in the Ford Motor Company history.
2. Provide a forum for members to exchange information and ideas as well as buy, sell and swap tools.
3. Promote camaraderie among members.
NAFTCO is open to any individual interested in Ford tools, whether you are a serious collector or you just have a casual interest and want to learn more about Ford tools. Enjoy the benefits of being a NAFTCO member and being in contact with other Ford tool collectors throughout the world.
NAFTCO publishes a quarterly newsletter entitled “FORD TOOL TIMES” that features articles about Ford tools and tools made by outside vendors that were used to service Ford products, letters from members, a swap and sell section and a listing of resources for locating Ford tool
The incredible thing about this 1931 Ford Model AA listed for sale on Hemmings.com isn’t so much the fact that it was built as a crewcab with a tilting flatbed to haul around the included Model A speedster, rather that it hasn’t been given the typical tweed-and-small-block street-rod treatment. Instead, it features an interior that looks like it largely came from the LeBaron-Bonney catalog and a built Model A four-cylinder engine. True, the engine grunts the truck and the speedster along with the help of a modern transmission and updated chassis, but this certainly wasn’t the easy solution to building a hauler. The dually tires on the speedster in some of the pictures in the listing point to the same out-of-the-box thinking that created the hauler, making it a suitable passenger along for the ride. From the seller’s description:
Truck, Speedster, and both Engines built by Ron Kelley (RK Designs)
1931 Super AA Ford Truck. Long wheelbase with addition 36” added to length. Stock rear axle with highway gears 5.17 to 1. Late model new process 5 speed transmission. 5th is 20 percent overdrive. Stock mechanical brakes with mustang brake booster. Front axle stock. Steering box 1956 Ford truck. “Fordor” truck cab build with truck cab parts. Truck bed built with tilt and rollback feature similar to late model wrecker. Lots of storage for spare tire and parts under bed. 12 volt electrical system. A/C with R134 Freon. Model A block with billet girdle and billet 5 main crankshaft and billet rods. Steve Serr cylinder head. Custom intake and exhaust. 2 BBL Rochester carburetor. GM HEI Ignition system. Engine is full pressure with filter. Too many small details to list. Must see to appreciate.
1929 Model A Ford Speedster. Custom Body. Custom Ignition System. Flathead – Custom Valve Seat Design. Stroked Crankshaft. 2 Carbs. Stock Chassis
It’s my personal opinion that the 1939 Ford Deluxe—specifically the Tudor two-door sedan body style—is one of the best designs to ever roll out of Dearborn. The pontoon fenders, fastback body, grille that looks like the bow crest of a Blue Riband liner, and even those industrial-looking wide-five wheels are all highly evocative of that moment just before World War II when a lot of 1930s trends reached their zenith. The style came back after the war, sure, but by then they were just placeholders for the futuristic designs everyone knew were on the horizon.
This 1939 Ford Deluxe listed for sale on Hemmings.com, nicknamed Ruby by its current owner, retains its original 85-hp, 221-cu.in. flathead V-8; floor-shift three-speed gearbox; and “banjo” rear. It also features a lot of subtle updates to make operation feel safer on modern roads, or as the ad puts it, to make “an excellent ‘driver’” and a “dependable, beautiful car that you can drive and not just show.” In fact, it’s said to be “recently driven on a 1,000-mile trip.”
The hidden updates, or as we sometimes call “road ready” changes to classic cars, include radial tires that look like stock bias plies; a repaint of the original Garnet Maroon color with two-stage paint; a six-volt alternator and a 12-volt inverter to feed a power port for things like GPS and phone charger; tubular shock absorbers in place of the lever-arm Houdaille units; a rear anti-sway bar; dual exhaust with glasspacks (a great sound for a flathead, it’s worth noting); an electric fuel pump “for back up” controlled by a dashboard switch; LED turn signals and emergency flashers; a manually controlled electric fan on the radiator; sealed-beam headlamps; and a fresh overhaul of the hydraulic brakes (1939 was Ford’s first year for them).
Without further delay, this is a 1947 Ford Super Deluxe. And no, it does not come with curly fries. In fact, in fast food terms, this 1947 Ford’s underpinnings were the equivalent of a wayward fried cheese stick that fell under your seat the last time you went through the Arby’s lord knows how many days ago. In the frankest terms possible, it was warmed-up technology from before the Second World War.
The basis for which this 1947 restomod finds its basis made its debut six years prior in 1941. Why? Well, it was at that time that the United States decided to join the Second World War. Suddenly, factories building cars and trucks for civilians started building tanks, airplanes, and artillery pieces instead. In their day, the 1941 Ford series of cars and trucks came sporting either a 90-horsepower L-head straight six engine or the ever-present Ford Flathead V8. Service engines in their day, but what Roseville Rod & Custom of Roseville, California packed under this one’s hood dwarfs any engine from the 40s.
It’s a modern Ford Racing engine, a 302-cubic inch (5.0-liter) X2302E Boss V8 rocking goodies like forged steel pistons, connecting rods, and hydraulic roller camshaft and Ford Performance cylinder heads similar to those found on a GT40 LeMans racer. Needless to say, it’s packed with technology the average engine designer of 1947 would call witchcraft. Getting everything to work harmoniously required a nearly full body-off-frame job, stripping the car to its bare body shell without its quarter panels and just the bare frame remaining underneath.
From there, Ford Racing 302 V8 is ceremoniously fastened with custom motor mounts to the stock chassis. Don’t be fooled. This isn’t another Art Morrison frame with a classic body on top. There’s even a chassis number you can look up for yourself. With that sorted, a four-speed Ford AOD transmission was paired to the engine. Why? Because as Brian of Regular Car Review once said, “some call it archaic, I call it durable.” Safe to say, an engine this nice deserves a durable gearbox. This leads to a Truetrac 9-inch diff and 3.78:1 gearing
The 1932 Ford V8 Woody is certainly a reflection of its time. Introduced in the early ’30s, the Flathead V8 engine powered this wagon. Baker-Raulang was responsible for the wooden exterior.
Jacob Rauch and Charles E. J. Lang were working together at the beginning of the twentieth century, producing electric-powered vehicles from their base in Cleveland, Ohio. They later merged with Baker electric, becoming Baker Raulang. After the war, their creations were known as Raulangs. The wooden bodies they created soon attracted the attention of other companies. The 1931 Model A Traveller’s Unit, an early camper, was also one of their builds. They were later involved in the production of industrial trucks in World War 2.
8 Chrysler Town & Country
The Chrysler Town & Country station wagons were distinctive because of their wooden paneling. It all started in the early forties. The roof was steel. The straight-six engine powered these early wagons.
When the war ended, the Town & Country “woody” returned. The Town & Country two-door hardtop, produced in 1950, was the last in this line of Woodies. The Town & Country brand continued, and it became one of the most important cars in Chrysler’s history.
7 Ford Country Squire
The Ford Country Squire has a long history, producing eight generations. The woodgrain trim distinguished them. But then consider how much a Ford Country Squire is worth today, with a 1978 model selling for $45,000 at auction.
The first generation of Ford Country Squires is considered a true “Woodie.” The Ford Iron Mountain Plant manufactured the wood panels for these cars. But we can’t go past the later models with their wood-like aesthetic.
6 Buick Roadmaster Wagon
Go back to the early ’90s. The nostalgic memories of the Buick Roadmaster Wagon, with its 5.7-liter LT1 V8 engine, and its practicality. It is what makes the Buick Roadmaster Wagon a classic. Of course, we cannot forget its fake wood panelling.
The ’90s are not the first time we have seen the wood paneling in the Roadmaster. The wood-grain side transports us back to the spacious Buick Roadmaster Estate Wagons of the early ’50s.
The Jeep Wagoneer had a distinctive look: Rugged, robust, and ready to hit the open road. When reminiscing about the Jeep Wagoneer of bygone years, one thing that sticks in most people’s minds is the side paneling, with its wood-like look.
An older post from a while back, but it’s just a cool car so…
During twenty years of production (1908-1928) the Ford Motor Company produced a lump of 16.6 million Model T motor cars. A staggering number that still affords the Model T a place on the listings for most produced automobiles of all time. Ford built them quickly and cheaply to get Americans out on the road. Fast forward another twenty years, and you will find the popularity of the Model T is still lofty. Although America had long-since gained her license to drive and laid the pavement to do so, the soldiers returning home from the second world war discovered a reinvigorated passion for automobile modification and the Model T was the perfect starting point. With a surplus of spending money and spare parts from the mass-produced Model T inexpensive, ideas for enhancements to the platform took root and formed the foundation of hotrodding
Today on our auction block is a starling showcase of how early hotrodding and racing merged. The 1922 Ford Model T we have was initially built together and completed in 1948 by Tommy Garland of Buellton, California. Transformed from a coupe into a roadster the Model T was shaved of weight and heavily modified for dirt track racing, which it heavily competed in during the six years after its birth. Driving at tracks such as Old Ascot, Thunderbowl, Bakersfield, Porterville, and Lompoc, the Model T saw success. Still sporting its authentic 1950s blue livery complete with hand-painted numbers, sponsors, and the driver tag Chuck Hulse, who piloted this craft a decade before his years racing in the USAC Championship Car series this fast Ford is a time capsule.
Unfortunately, by the mid-1950s the roadster was ready for retirement. Placed into storage for thirty years the roadster was eventually put into a museum collection until 2016. RM Sotheby’s sold the car to the current seller who immediately turned it over to renown hotrod restoration expert Jimmy Shine. One hundred hours were put into the repairs and rehabilitation work that reinvigorated the mechanical components and discreetly added some engineering improvements. Under Shines watchful eye the brakes were restored, and the shock absorbers were also rebuilt. A few significant welds were refinished then aged to match the current state of patina. However, there are still several small areas of rust. Included with the sale are the original red painted wheels with dirt track tires from the 1950s plus the current gold painted mesh wire wheels that have new dirt track tires installed
RM Sotheby’s is one of the biggest auction houses in the whole of the United States. And they often have some truly stunning cars up for sale, be it classic Mercedes Gullwings or iconic Maserati race cars.
This car is a far cry from the standard machines you would expect to see a Ford V8 engine in. The results of the Viotti metalwork and the Ford V8 though are truly stunning. Allegedly, the car got built at the request of Count Giovanni “Johnny” Lurani, an Italian count who was also a noted racing driver.
The car also at some point found itself in Argentina, before its discovery in the 1960s and then exportation to the United States. This is where it remained in a private collection for some four decades before it was then acquired by Oscar Davis in 2015.
Rollin Willingham (pronounced “Raw-lin”) has a whole fleet of old cars that are ready to hop in and cruise, and each of them has its own soul and character. He calls this ’48 Ford Super Deluxe his “classy grocery getter.” But it wasn’t always that way.
When Rollin got the sedan, it was anything but classy. He had just lost another of his classics to an accident that totaled it when a friend offered up this grungy sedan at a good price. Rollin snatched it up to fill the newly empty hole in his lineup. But the car he brought home was barely running, and really ugly. The body was covered in old red primer, and the fenders were a different color. “I like patina,” says Rollin, “but this thing was ugly.”
Rollin is a professional car builder by day, and he got to work immediately on his new sedan as his busy schedule allowed. With friends and club members by his side, he began to sort the car out mechanically. The 239-inch 59A flathead stayed under the hood, but Rollin used a Speedway Motors kit to add an alternator which, along with a replacement wiring harness, converted the car to run 12 volts. The stock driveline lives on behind the flatmotor, but everything was tweaked, tuned, and repaired by Rollin to make the car a reliable driver. The stock stance was brought down in the rear with longer spring shackles, and the radial tires on steelies help it to run straight down the Phoenix freeways.
Rollin straightened out the body and shot it with a fresh coat of hot rod flat black. A few dings and imperfections remain to remind him that this car is meant to be a driver and not a showboat. The effect is that of a classy car that can be driven anywhere without losing sleep over rock chips, door dings, and rogue shopping carts.
2011-2014 Ford Mustang S197: A History & Evolution
The Mustang has a special place in the heart of America’s car culture. We all have a Mustang story, and it usually goes like this: “My [insert family member or friend] had a Mustang, and [insert fun memory].” The Mustang can accommodate a four-person family on an unforgettable trip across the country, or it can be used to merely run errands. What kid doesn’t want to go to school in a Mustang?
America’s Blue-Collar Performance Car
Anecdotes are common because the Mustang’s price is within reach for most American buyers. As a result, millions of Mustangs are in American driveways. Mustang ownership is accessible to both the blue-collar employee and the boss.
The Mustang’s affordability makes it an unpretentious option for those who enjoy driving. From the moment the Mustang rolled into the 1964 World’s Fair, Ford marketed the Mustang as a youthful alternative to contemporary ho-hum transportation. That included promoting the Mustang’s sporty nature through aftermarket performance parts. From 1964 to today, Ford has offered performance upgrades so that owners can get the performance they desire along with the satisfaction of installing the parts themselves.
The 2011–2014 Mustang carries on this tradition as a competent, capable platform upon which enthusiasts can build the performance car of their dreams and make memories for themselves and their families.
Bucking the Trend
In the decade following World War II, American manufacturing switched from churning out fighting machines to churning out consumer products. Meanwhile, returning soldiers’ families churned out babies.
In 1960, an engineer-turned-marketing genius named Lee Iacocca sniffed a coming opportunity: the surge of babies that clogged maternity wards in the late 1940s and 1950s were primed to make their mark on the world, rebel against their conservative parents, and buy a car. Iacocca, forever the salesman, wanted to pounce.
Small product glimmers, such as GM’s Corvair, hinted that customers yearned for smaller high-performance cars, and Iacocca knew it. He wanted Ford to build a hip, sporty car that would capture the imagination of these new buyers—and loosen the grip on their wallets.
However, Iacocca had a problem: Robert McNamara. McNamara came to Ford as 1 of 10 financial Whiz Kids (veterans of the US Army Air Forces management science operation called Statistical Control) that Henry Ford II hired to run his grandfather’s company in 1946.
It didn’t take the Whiz Kids long to realize that statistical control didn’t square with performance. That is, unless performance was of the financial kind. In wartime and in business, McNamara’s specialty was minimizing risks. The development of an entirely new, youth-oriented product with a Zeppelin-sized marketing budget was the antithesis of McNamara’s business philosophy.
Getting McNamara to accept Iacocca’s plan would be impossible. That is, until a young man from Massachusetts named John F. Kennedy was elected president of the United States and asked McNamara to be his Secretary of Defense in 1961. With McNamara out as Ford’s president, Iacocca was unleashed. Thirty-seven years old and full of ideas, Iacocca grabbed the controls of Ford Division and swung it into the 1960s. Once Henry Ford II (the Deuce) was on board, Ford Motor Company went from selling reliable appliances into the era of total performance. The linchpin of Ford’s Total Performance program was Iacocca’s new car: the Mustang.
The idea of the Mustang didn’t arrive like a bolt of lightning in the night. Instead, it was like a building storm—a brainstorm of ideas from a group that Iacocca convened during a weekly dinner at Dearborn’s Fairlane Inn. The Fairlane Committee commissioned a survey to determine what baby boomers wanted in a car. The committee learned that buyers overwhelmingly valued fun things (bucket seats and manual transmissions) over sensible things (expanded interior room and low operating costs).
The drafting rooms and prototype shops got busy. The two-seat Mustang I concept car was spawned, and it was subsequently scrapped because it didn’t have the mass appeal that Iacocca envisioned. Market trends pointed toward young buyers who were single and young families looking to add a second car. This meant that interiors that prioritized comfort for rear-seat passengers weren’t a priority. Then came the Mustang’s 2+2 concept, which wasn’t exactly a four-seater, but rather it was a two-seater with two smaller back seats.
Meanwhile, Iacocca knew that future customers were roaming high-school hallways and time was running out before these baby boomers began car shopping. Iacocca wanted them buying Mustangs. To accelerate development and lower cost, Ford engineers borrowed parts from the Fairlane and Falcon. A focus group of couples from varying tax brackets was chosen to gauge their reaction to the Mustang prototype. Everyone was impressed with the long-hood, short-deck design of the new pony car. The low retail price sealed the deal.
Such was the reaction of the general public when the Mustang officially debuted at the World’s Fair in New York on April 17, 1964. A highly coordinated promotional campaign ensured the success of the Mustang. Thirty million people saw the Mustang unveiled the night before when Ford bought the 9 p.m. time slot on all three major TV networks.
Over the next two days, four million people flooded dealerships to see thousands of Mustangs that were already staged in dealerships across the country. Perhaps the campaign worked too well. According to legend, one dealership was forced to lock its doors to control the mobs of people that were hoping to see the new Mustang. In Garland, Texas, one eager buyer slept in his Mustang while his check cleared to ensure that no one bought the car out from under him—literally.
The Ford F150 trucks were introduced to the United States in 1948 and they were known as the Ford Bonus-Built trucks. They were built on a dedicated truck platform unlike earlier versions that were built from car chassis during the war. Ford’s very first truck was built in 1917 and it was based off the Model T and named the Ford Model TT. The truck had a cargo capacity of one ton back in the day, which, if you can imagine, was no small feat for that era.
The First Generation was between 1948 and 1952.
The first generation F-Series trucks carried the designations of F-1 through F-8. They were rated by weight as panel trucks, conventional trucks, school buses, cab-over-engine, and of course, the pickup truck. Each truck was equipped with a manual transmission, and they featured driver and passenger side windshield wipers and a foot-plunger windshield washer. This was pretty high-tech stuff back then, as well as quite an accomplishment for Ford.
To signify the importance of the Ford truck history: The 1948 F-Series line was Ford’s first post-war truck which debuted a year before Ford’s first post-war car. Henry Ford shut down all civilian production during WWII in order to produce vehicles that would support our allies and our troops. When the war ended, the F-Series trucks, along with the veterans, were the first to be recognized
The Second Generation was between 1953 and 1956.
It brought about a complete redesign of the F-Series. They received new engines, updated chassis, roomier interior and exteriors, options such as a radio, dome light, arm rests, and lighter- and the Series also underwent an important name change. It was during this period that the F-1 became the F-100 and the F-2 and F-3 merged to become the F-250 and the F-4 became the F-350. These designations remain in place to this day.
The Third Generation was between 1957 and 1960.
The 3rd Generation brought about a new, modernized body style where the front fenders became a part of the truck’s body and the hood was integrated into the bodywork to create a clamshell design that would remain a prominent feature of the truck for the next twenty years.
The cab-over F-Series was discontinued and was replaced by a tilt-cab C-Series that many may remember was used as a fire truck and heavy-duty delivery truck beginning in 1957. The C-Series production was discontinued in 1990. As another milestone for Ford, they began production of four-wheel-drive pickups in 1959.
The Fourth Generation was produced between 1961 and 1966.
Once again, a new style emerged and the look was noticeably different. In 1965 the Twin-I-Beam front suspension changed everything and it remained a part of the F-150 up to 1996 and up to 2016 on the F-250 and F-350 4×2. The addition of the Twin-I-Beam allowed the front wheels to run independently of one another giving it greater maneuverability and a much smoother
An F-Series 4-door-crew-cab model emerged in 1965 to compete with passenger cars and the 300 cubic inch 4.9L straight six was introduced and it remained in the F-Series trucks until 1996. In 1965, Ford introduced the name “Ranger” to its lineup.
It was previously a base model of the Edsel and in keeping with Edsel tradition, this, too, was said to be a little ahead of its time for 1965. It featured bucket seats from the Ford Mustang, detailed styling, softer suspension, and it brought sophistication to the pickup trucks of the day. The Ranger underwent many changes throughout the years and the last one was produced in the U.S. in 2011.
The Fifth Generation lasted between1967 and 1972.
The cab was roomier by 3″ than that of competitors and the truck came with a heavier frame. Between these years, there were 3 trim packages available: Base, Custom Cab, and Ranger. New safety features were added to the exterior to include reflectors to the rear of the truck bed. This was the first generation to offer factory installed air conditioning as opposed to dealer installation.
A new grill design was added in 1969 and a 302 Windsor V8 engine was optional. Also during these years, a new trim for the Ranger XLT was added as the top of the line. Other options included AM/FM radio. Ford discontinued the Low GVWR versions of the F-Series but the Camper Special F-250 was introduced in 1972. Remember the era of “The Camper”?
It is probably safe to say that we all know someone who had a camper attached to the bed of their pickup truck back in the day. And it is probably safe to say that there are numerous stories that will be passed down from generation to generation about how great they were and all the wonderful experiences that were involved.
The Sixth Generation would be the one that changed truck history forever, 1973 – 1979.
Significant changes and upgrades were given to the Series that included larger cabins, front disc brakes, a relocated gas tank outside the cab, improved heating and air, and more galvanized steel. Also during this time, the 4-wheel-drive SuperCab made its debut.
In 1975, the F-150 was introduced and has since gone on to become the best selling truck ever. Now, that’s grounds for bragging rights. In order to avoid certain emission control restrictions back in the day, the F-150 debuted between the F-100 and the F-250 and the rest is history. The Ford Bronco was redesigned into a variation of the F-Series in 1978 and featured a removable camper shell. In 1979, the 460 big block engine in the half ton truck saw its final year.
The Seventh Generation occurred between 1980 and 1986.
This generation received the first complete redesign since 1965 from the ground, up. Improved aerodynamics and fuel economy and both interior and exterior modifications were made. In 1983, diesel power was added to the F-Series. In 1984, a new high-output version of the 5.8L Windsor was introduced and 1985 saw the first year of electronic fuel injection for the 5.0L V8. In 1988, all other vehicles switched over to electronic fuel injection. In 1983, the F-100 halted production, placing the F-150 as the lightest pickup on the market. In 1986, the F-150 no longer offered “3-on-the-tree” manual shifting.
This generation was the first to include upscale amenities such as power windows, power door locks, power mirrors, interval windshield wipers, tinted windshield, locking gas cap, inside locking hood release, and so many other options and standards were available during this new, technologically-charged generation.
The Eighth Generation was between 1987 and 1991.
In the first year of this generation better aerodynamics included a rounded front clip and softer lines around fender arches and the rear bed and it sported an all new interior. The first 5-speed manual overdrive transmission was introduced in 1987 and 4-speeds were discontinued.
In 1989, a C6 3-speed automatic was replaced as a base automatic transmission by an E4OD, 4-speed electronically controlled automatic overdrive unit. In 1987, the F-Series 4.9L inline 6 was converted to fuel injection and in 1988, the Ford F-150 became the first pickup truck that was sold as a non-carbureted engine. In 1989, the F-Series had been established as being the nation’s best selling vehicle.
The Ninth Generation was between 1992 and 1996.
The F-150 received a new facelift. The FlareSide bed was reintroduced since its retirement in 1987 as an option, and a lower hood line, more advanced aerodynamics, newly designed fenders and grille changes and interior upgrades were notable. This generation marked Ford’s 75th anniversary of its 1917 Ford Model TT and Ford offered an anniversary package on its 1992 F-Series that included a 75th Anniversary Special Logo.
The 1994 models offered an updated dashboard with the addition of a driver’s side airbag in the F-150. Also, a high mount, third brake stop light was included in the new look. New hi-tech options included remote keyless entry with alarm, power driver’s seat, and a compact disc player. By 1996, Ford had overtaken combined sales of Chevrolet and GMC for the first time in a decade by reaching the 800,000 mark.
The Tenth Generation occurred between 1997 and 2003.
This is where Ford made some major changes to its F-Series lineup and was basically split into two categories: F-150 became a contemporary personal use truck, while the F-250 and F-350 became classified as working class trucks. The 1997 F-150 would be re-introduced with the aerodynamics given to the Ford Taurus of 1986, making it much more streamlined for a better ride and greater fuel economy. The 4.9L inline 6 was replaced by a standard V6 engine.
Ford didn’t let the 50th Anniversary of the F-Series pass unnoticed, with numerous promotions depicting the inaugural 1948 version beside a new 1998 model.
A fully independent front suspension was added, and a new chassis shared only the transmission from previous years. Greater rear seat access was achieved by adding a rear-hinged (curb-side) door to all models. In 1999, the SuperCab had a fourth door added to it. As another Ford first, in 2001, the F-150 was the first of its size to offer four, full size doors. Motor Trend Magazine named the new F-150 as Truck of the Year in 1997 and sales of the F-150 surged from 750,000 to over 900,000 in 2001.
The EleventhGeneration was between 2004 and 2008.
The F-150 received an all new platform in 2004. Also in this generation, all F-150s were given four doors, regardless of their cab type. The Triton engine was also introduced in this year and a flex-fuel version of the 3-valve 5.4L Triton V8 became available in 2006. A navigation system became available for the first time as an option in 2006 on some models, including the Harley Davidson Special Edition trim.
The Ford F-150s of this generation not only received a “Good” rating from the Insurance Institute for Highway Safety’s Frontal Offset test-they also received “Best Pick.” They went on to earn the North America Truck of the Year award for 2004, was Motor Trend magazine’s Truck of the Year for 2004, and won Car and Driver magazine’s Best Pickup Truck for 2004, and 2005.
The Twelfth Generation F-Series was produced between 2009 and 2014.
Beginning with 2009, there were many new upgrades to the interior and the exterior featured a new three-bar grille, roomier interior, a lighter weight chassis made from high-strength steel and a greater towing capacity. A V8 engine was standard on all F-Series models for the first time in history and no 6-cylinder was available.
In early 2011, a 3.5L direct-injected twin-turbo EcoBoost V6 was offered in the F-150 and all engines came equipped with a new six-speed 6R80 automatic transmission. Other notable changes included the previous generation’s short, rear opening doors that were replaced by standard length doors, and electric power-assisted steering became available on all models with the exception of the 6.2.
The Thirteenth Generation ran from 2015 to 2020.
Another Ford first was accomplished with the 2015 F-150 model when it became the very first pickup to receive Adaptive Cruise Control. This feature offers radar sensors embedded on the front of the truck that monitors the distance between the vehicle in front of you and yourself. If it senses you are too close, speed will automatically be decreased, forming a safe barrier.
The Ford F-150 also underwent a radical change in 2015 by dropping 750 pounds by switching from a steel body to that of all-aluminum. This was quite an accomplishment, considering nothing “looked” physically changed; however, the bulk of the frame remains high-strength steel.
Along with dropping a few pounds, a more efficient base engine was added to include a 3.5L V6 and also introduced for 2015 was the 2.7L EcoBoost twin-turbo V6 and the 3.5L version. For those wanting more power, the 5.0L V8 is still available. Ford says the 2016 all-aluminum F-150 will be the most fuel-efficient truck ever. See-you can have your truck and drive it, too.
The Fourteenth Generation was launched in 2021
The fourteenth generation Ford F-Series is a range of produced by Ford, introduced for the 2021 model year.This was the first generation to include a fully electric pickup truck among the offerings with the F-150 Lightning model that will enter production in 2022.
Sharing a strong visual resemblance to the 13th generation, the 2021 F-150 underwent a redesign of 92% of its parts, carrying over only its cab and pickup box structure. Along with exterior design changes to enhance aerodynamics, many changes were made to the interior, adding fold-flat front seats and larger touchscreens (including a fully digital instrument panel).
The powertrain line is largely carried over from the previous generation, with a 3.3-liter V6, 2.7-liter and 3.5-liter EcoBoost twin-turbo V6s, a 5.0-liter V8, and a 3.0-liter diesel V6 However, the 5.0-liter V8 receives a new cylinder deactivation system, called Variable Displacement Engine technology, similar to GM’s Active Fuel Management and Chrysler’s Multi-Displacement System. The six-speed automatic is dropped, with all engines paired to a 10-speed automatic.
Dubbed PowerBoost, an optional gasoline-electric hybrid powertrain was introduced for the first time in a Ford light truck, pairing an electric motor with the 3.5-liter V6.