Ford Pickup Trucks - 1948 thru 1979

1948 was the year that Ford introduced the "F" prefix for use in designating the load capacity of its lighter duty trucks. The 1/2 ton was called an F-1, the 3/4 ton truck was referred to as an F-2 and the F-3 designation meant a one ton carrying capacity Pickup. The "F" series continued through F-8 for heavy duty trucks. 1948 was also the year that Ford introduced a smartly restyled Pickup in an effort to gain some ground on the light truck sales leader - Chevrolet. Not many changes were made during the next 4 years other than nameplates and trim. The biggest change was in the grille area as now that the headlights were off the fender tops they were nestled on either side of the grille. A major engine change occurred in 1952 with the introduction of the overhead valve six cylinder engine. Rated at 101 horsepower it was only 5 horses behind the V-8’s 106 horsepower rating.

The next Pickup style covered the years 1953-1956. The cabs were totally restyled. The front windshield was now smartly slanted, increasing the windshield area tremendously. An optional big back window was available and today is a highly sought after model. The "F" series numbers for pickups became F100 for the half ton, F250 for the three-quarter ton and the one ton capacity pickup was now the F350, designations that have lasted up to present day. It was Ford Motor Companies 50th anniversary in 1953 and the Pickup was the newest model and therefore the star of the show. The cab was expanded to provide greater comfort for driver and passengers alike. This, sadly, was the last year for the venerable flathead, replaced in 1954 by the newly created overhead valve engine. These Pickups are the most popular models today for restoring, restyling or hot rodding.

Ford introduced a radically redesigned Pickup for 1957. "Slab sides" replaced the "fat fendered" look as the cab was widened to eliminate the running boards. They flattened the hood as well to provide greater forward visibility and introduced the first true full width Styleside bed. No longer were just the roof and cab pillars painted white in a two-tone paint job. A crease that was formed into the sheet metal ran down the side of the fender and cab became the divider when two-tone paint schemes were applied. The biggest change for 1958 came with the addition of two more headlights. The four headlights look separated '58 and newer models even further from the look of prior years. Mechanically 1958 saw the replacement, in mid-year, of the 272 c.i.d. engine with the 186 horsepower 292 c.i.d. engine but not much else. 1959 was the first year that you could get four-wheel drive as a production option. In order to facilitate the need for four-wheel drive Ford had, in previous years, offered only a conversion done by the Marmon-Harrington Company. Style-wise 1959 received only subtle ornamentation changes and a restyled hood. The changes introduced with the 1957 model introduced the "modern" look of all Pickups to follow in the coming years.

The next restyle came in 1961 with the introduction of the controversial "integral cab" Styleside pickup. This created a great new look for their Pickups, as the box was no longer a separate unit. Problems became apparent early on with this innovative design though. When fully loaded, the bed flexes at a different rate than the cab and once rust set in Ford realized they had created an exciting new look but also had added problems that previously didn't exist. In 1963 Ford reinstated the old non-integral box style, and in 1964 abandoned the unibody styling completely. In 1965 independent front suspension was introduced with the creation of the innovative Twin I-Beam. This year also saw the introduction of two new six-cylinder engines, displacing 240 and 300 cubic inches. The V-8 was upgraded as well with the 352 and it’s 208 horsepower now occupying the engine bay. Ford continued to provide more creature comforts for the 1966 models. A new trim level was created and designated the “Ranger” model, it included floor carpeting and even bucket seats and a console were available.

The next design series lasted from 1967 through 1972. Ford ignored the trend for softer, more rounded bodylines, producing instead a truck with a crisper, angular look to it. Now Pickups were available in multiple trim levels with bodyside as well as rocker panel bright mouldings becoming a prominent part of the packages offered. Throughout this 5 year run the overall design stayed the same as the emphasis was on offering car-like comfort and convenience, not just utility. Ford continued to use its innovative Twin-I-Beam front suspension and added two new V-8 engines to the lineup, the 360 and the 390 in 1968. With fuel economy in mind the reliable small block 302 engine was an available option in 1970. As public demand grew for more comfort and convenience options Ford obliged them with the Ranger XLT option in 1970 and stepped that up even more with the Explorer package in 1971. By 1972 you could order a Pickup that had nearly every option available to a passenger car.

In keeping with the basic design created in 1967, the 1973 through 1979 models were all variations on that theme. The most noticeable change in the sheet metal was the creation of a "cove" that ran down the length of the body and bed. This was the perfect spot for the side marker lights and when upscale models were ordered it was filled with bright aluminum mouldings. 1974 brought the first "SuperCab" model to life. This model created a little space behind the seat that could be left empty for storage or fitted with a pair of inward facing jump seats. A new model designation was created in 1975 to bridge the gap between the half ton F-100 and the three-quarter ton F-250. The F-150 was, in essence an F-100 with a front and rear spring package that would carry a slightly heavier load without going all the way to the 8-lug wheels, stiff ride and work truck like F-250. A big bonus in the eyes of many was the fact that the F-150 was exempt from catalytic converters and other such pollution controls. Development of better sound deadening, more comfortable seating, basically more car-like interior appointments have become the direction that Ford continued to go through the 1979 models.

NOTE: the Pickup section of our Truck catalog is specifically aimed at 2-wheel-drive half-ton pickup trucks (F1 & F100). Whenever possible, other applications (heavier trucks and 4-wheel-drive, etc.) have been listed in the part descriptions.

Ford Bronco - 1966-79 In 1966 Ford introduced its answer to the Jeep and International Scout. Ford's new Bronco was a four-wheel drive utility vehicle available as a Roadster, Sports Utility or Wagon.

Those three versions were all made from one body as the roof for the pickup and wagon actually bolted on. That body was functional but simple, with an almost shapeless hood, high front fenders, and an integral pickup box. The instrument panel was simple as well, and the windshield folded down if needed. Its foremost chassis feature was its monobeam front suspension system For 1967 the Bronco was available with sporting trim, and the Sport Utility was renamed the Pickup. Improvements included padded sun visors, backup lights, self-adjusting brakes, variable speed windshield wipers, and a dual master cylinder with a split hydraulic braking system as standard equipment.

The 1968 Bronco was basically identical to the 1967, with the addition of front side marker lights and rear quarter panel reflectors for safety.

In 1969 the Bronco Roadster was dropped. The folding windshield and removable top were discontinued. Many mechanical improvements were introduced, and the 9.375" clutch became standard equipment.

The 1970 Broncos featured new colors, marker light revisions, and optional Traction Lok and shoulder harnesses.

1971 saw very little in the way of appearance changes, but included a new heavy-duty front driving axle, a new 12.7 gallon main fuel tank, remote control mirror, hardboard headlining, and an Extra Cooling radiator. Due to successes in off-road racing a specially prepared, limited edition “Baja” Bronco was offered for sale.

For 1972 vinyl bucket seats were now standard equipment on all Broncos, and 8 new colors were available. The Bill Stroppe prepared, limited edition “Baja” Bronco continued to be offered.

For 1973, the Bronco Pickup was discontinued, but the style of the series was improved with the introduction of the Ranger trim package. The swing-away spare tire carrier was available, but the Cruise-O-Matic transmission and power steering were only available with the V-8 engine option.

Although the Bronco, now available in only the wagon body style, looked unchanged for 1974, nine new colors were available atop many improvements to the interior and the chassis.

1975 refinements involved the fuel fill and exhaust systems. New options included a reduced exterior noise package, 800 watt engine block heater, and Northland cold starting aids.

As 1976 and 1977 were the final years of the first generation design, Ford did little to distinguish them from previous model years. They did upgrade to disc brakes as standard equipment but dropped the economy minded six cylinder in favor of the 302 V-8. All new were the 1978 Broncos. With front end sheet metal borrowed from the F-series pickup they were wider, taller and longer and had more power due to Ford’s 351 V-8 being the base engine. If you desired even more kick you could opt for the 400 V-8 as well. Trim levels went from plain-jane to the Ranger XLT package with its cut-pile carpeting, bright mouldings everywhere and chrome front and rear bumpers. Ford was greatly rewarded for this "better idea" as over 69,000 1978 Bronco’s were shipped compared to about 13,500 of the 1977 design. With the wild success of the 1978 model, Ford chose not to change anything for the 1979 models and sales continued to rise, up to over 93,000 units.

Ford Econoline - 1961-67
In 1961 Ford introduced a totally new type of light duty work truck, the Econoline. The body was unitized and functioned also as the chassis frame to which the running gear was attached. Its "mini cab-over" design was an immediate success. The Econoline was a versatile and functional vehicle that was easily adapted for many uses.

For 1961 the body styles were the Econoline Pickup, Delivery Van, and Station Bus. 1962 was another highly successful year for Econoline. The Station Bus was reclassified as a passenger car and declared a Falcon. The Econoline Pickup and Delivery Van continued to be offered. In 1963 the Econoline Pickup increased its rated payload capacity and offered an optional custom cab. The 1963 Econoline Van added standard dual outside rearview mirrors, heavier roof rails, and 8 door options. The Station Bus continued in the Falcon line. For 1964 a new model joined the Econoline family and was called the Panel Van, which really was a standard van without the side cargo doors.

The 1964 Econoline Pickup had door-mounted nomenclature, and incorporated an optional heavy-duty package and an upgraded cab interior with color-keyed seat trim, cab headliner, and locking glove box door. The 1964 Van offered a heavy-duty package and left hand cargo doors, 2 significant options.

In 1965 the Econoline series was again expanded to include a Supervan featuring an 18-inch body extension. The 1965 Van sported stronger, more massive bumpers, a lower, more comfortable driver's seat, an integral package tray, and a more efficient heater. The rear of the 1965 Econoline Van, Station Bus, and Club Wagon were quickly distinguished from previous models by their rear cargo door-mounted license plate bracket and lamp.

In 1966 the Econoline-based family of Club Wagons was broadened, and the interior trim scheme was improved. By the start of the 1967 model year, over 400,000 Ford Econolines had been sold. 1967 Econolines new features were the dual brake master cylinder, padded sun visors, 2 speed wipers, and back-up lamps. 1967 marked the end of the Econoline Pickup and the end of the first Econoline generation.