m i d r a n g e

Ford Launches Super Duty Mediums

The Class 6 and 7 derivatives from Ford’s newly introduced Super Duty will debut next spring as the F650 and F750, respectively. Replacing the aging F800, which has been in production since 1980, the new models have a number of improvements in driver comfort and quality.
     A recent preview in Detroit showed the new models share more than 80% of cab componentry with the F250 through F550 pickup and chassis cab ranges. Like those trucks, the new mediums have three available cab configurations: standard, extended with dual opening rear access doors and a full four-door crewcab.
     The three engines available are all diesels:
     • Ford’s Power Stroke (Navistar 444E), a 7.3-liter six rated 210 hp and 520 lbs.-ft. Basically the same engine as the one in lighter duty F-series, but with a lower 2,700 rpm governed speed for the more truck-like application. It’s big advantage is that almost all of Ford’s 4,000 dealers are certified to offer service on it.
     • Cummins 5.9-liter ISB is standard with 170-, 190- and 195-hp options.
     • The 7.2-liter Caterpillar 3126E, rated from 190 to 250 hp, has the most power and is expected to be the most popular engine.

DRIVETRAIN
     The engines are coupled to Eaton five- and six-speed and Spicer seven-speed direct and overdrive transmissions. Allison four-, five- and six-speed automatics are also offered, and an Eaton automated mechanical is under review.
     Drive axles are Meritor, rated 17,000, 21,000 and 23,000 pounds, according to model. Front axles are 8,500 and 9,000 pounds.
     Brakes are hydraulic with all-wheel discs on 26,000- and 30,000-pound GVW models. The 33,000-pound chassis has full air braking on drums. The air brakes are optional on 30,000-pound chassis. With production startup scheduled for March 1999 as a 2000-model-year vehicle, the F650 and F750 all feature full ABS as mandated from March 1, 1999.
     Wheelbases measure 158 to 260 inches, and frames are derived form the previous F800 and the Louisville, with 81/2- and 91/2-inch available. All frames are clear of any frame-mounted equipment from back of cab to the end of the frame.
     The suspension has been revised, with longer, shackled springs instead of slipper-ended springs of the earlier mode. This adds up to a better ride and more controlled handling, says Ford. Steering gear relocation gives a tighter wheelcut for better maneuverability.

COMMON CABS
     The cabs share virtually all of the sheet metal and glass with the smaller Super Duty. This means tinted glass for greater comfort and a low beltline for enhanced visibility. The new trucks also have a steeply raked windshield and improved aerodynamics over the older F800.
     The one-piece hood and fender extensions are made with sheet molded compound (SMC). A low-profile cooling system helps improve forward visibility.
     Seating is revised to provide a 70/30 split bench and optional National Easy Air driver’s seat. The latter has a seat-mounted air pump independent from the air system. Since the cab is the same as the Super Duty pickups’, trim options and fabrics are basically identical on all but the unique seating.

FEWER OPTIONS
     Ford has narrowed down the number of wheelbase and option packages to increase production efficiency. It says most vocations can be covered by a fairly common spec. Trucks ordered outside that specification are often incorrectly specified in the first place. Higher costs involved in customization were also making the trucks more expensive for everyone, the company said.
     Ford says it’s initially targeting 10 main vocations, of which van, flatbed, dump, and service utility are top of the list.