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. This generation marked several firsts for the model line, including the introduction of the Ford Blue Oval grille emblem, the introduction of a diesel engine to the model line, and a dashboard with a full set of instruments (optional). Conversely, this generation marked the end of the long-running F-100, the Ranger trim, and sealed-beam headlamps.
Serving as the basis for the eighth and ninth-generation F-Series, the 1980 F-Series architecture lasted through the 1997 model year, also underpinning the Ford Bronco from 1980 to 1996. Though sharing almost no body parts, the model line again shared mechanical commonality with the Ford E-Series.
Through its production, this generation of the F-Series was produced by Ford by multiple sites in North America and by Ford Argentina and Ford Australia.
Background Halfway through its model cycle, the sixth-generation Ford F-Series became the best-selling truck in the United States in year 1. During the development of the seventh-generation F-Series, the 1979 oil crisis led to increased attention toward fuel economy; in addition, light trucks (including most models of the F-Series) saw the introduction of federal fuel economy standards (CAFE).
In contrast to Ford full-size car lines (such as the Ford LTD), downsizing could not be considered as a practical design option. Though minor adjustments in size could be made to the model line, preserving payload capability was a key consideration, along with retaining and upgrading design features that consumers had found popular in the previous generation.
Along with increasing capability and fuel economy, a central part of the development was to improve corrosion protection. While the previous generation phased in plastic fender liners in 1977, Ford further researched corrosion reduction, designing the cab and bed to reduce the amount of trapped road grime.
Design history
1980–1981
For 1980, the seventh-generation F-Series was introduced, offering the standard cab and the SuperCab extended cab. As part of several functional upgrades, the vehicle received a column-mount ignition switch and an interior-mount hood release. While the 4-door crew cab was dropped from the line, a new "Six Wheeler" dual-rear-wheel option for the standard cab F-350 pickup was introduced.
For 1981, the exterior and interior were effectively carryover, with Ford focusing revisions to the powertrain. After standardizing them on two-wheel-drive trucks the year before, Ford made radial-ply tires standard on all F-Series pickups. In another change, halogen headlamps were introduced as a standard feature. As an additional model, Ford introduced the F-250HD, effectively a hybrid of the F-250 and F-350, with GVWRs in excess of 8,500 pounds.
1982–1983
For the 1982 model year, the F-Series underwent a minor facelift to the front fascia. Along with a simpler grille design, the update replaced the "FORD" hood lettering with the Ford Blue Oval emblem centered in the grille; with the exception of Ford Raptor vehicles, this design remains in use on currently-produced F-Series vehicles. In another change, fender badging was redesigned, switching emphasis from trim to model series (with larger F-100/F-150/F-250/F-350 badges). To accommodate for the introduction of the Ford Ranger compact pickup truck, the Ranger trim was dropped and multiple revisions were made to the trim line. In another change, the free-standing Camper Special option package was discontinued, functionally combined with the Trailer Towing package.
For 1983, Ford returned the four-door crew cab to the model line (last seen for 1979), offering it only for the single-rear-wheel F-350. The options and trim lines underwent further revision, as the Free-Wheeling option package became a free-standing XLS trim level (still intended as the sportiest version of the F-Series). As the model line was largely overshadowed by both the F-150 and the smaller Ranger (with some versions nearly matching it in payload capability), 1983 was the final year for the long-running F-100 pickup truck.
1984–1986
For 1984, the F-150 became the smallest version of the model line, following the retirement of the F-100. As a safety change, a clutch interlock prevented engine starts without depressing the clutch pedal. To further combat corrosion, Ford increased the use of galvanized and pre-treated steel body panels.
For 1985, the interior underwent a minor revision. While the dashboard design remained the same, the optional woodgrain trim was updated for a more modern appearance; in a similar fashion, the seat trim was updated. The F-350 model line was expanded, as the crew cab became available with dual rear wheels. As an option on higher-trim vehicles, Ford introduced a brushed-aluminum overlay trim panel for the rear tailgate, mounted flush between the taillamps.
For 1986, the F-Series saw few substantial changes. To streamline production, all vehicles received a full set of instruments (with only the tachometer remaining optional). Two-tone paint options were revised, as Ford deleted options that painted the roof and/or cab with the accent color. To simplify ordering and production, Preferred Equipment Packages were paired directly with trim levels, reducing the number of distinct options; traditional stand-alone option packages remained in place.
Design overview
Chassis The first ground-up change to the F-series platform since 1965, the 1980 F-Series chassis used an all-new design, though returning to body-on-frame construction. Again using 8-inch frame rails for the ladder frame, the new chassis adopted nearly identical wheelbases from the 1973–1979 generation.
Powertrain details During its production, the seventh generation would see multiple revisions to the powertrain line, also marking several firsts for the F-Series. For 1980, the powertrain line was nearly carryover from 1979. The standard engine was a 4.9 L I6 (the 300 Truck Six), with an optional 4.9 L V8 (the 302 V8, branded as 5.0 L), 5.8 L V8 (351M), and 6.6 L V8 (400); the 7.5 L V8 was dropped from the F-Series entirely. Several different transmissions were offered for the wide variety of engines used by the model line. On two-wheel-drive trucks, a column-shifted three-speed manual was standard, with a four-speed manual offered as an option (the latter was standard on four-wheel-drive trucks). In 1980, the three-speed "Select-Shift" C6 automatic was the sole automatic transmission offering.
For 1981, Ford introduced a 4.2 L V8 (a smaller-displacement 4.9 L) as an option (exclusive to the F-100); the 115-hp engine was the smallest-displacement V8 offered on a modern American pickup truck. A four-speed manual overdrive transmission and a four-speed automatic with overdrive became offered as options.
For 1982, a 110-horsepower 3.8 L V6 was introduced as the standard engine for the F-100 (the 4.9 L six remained available on the F-150 and F-250), becoming the first V6 engine offered in the F-Series (and the smallest-displacement engine offered since 1953).
For 1983, several changes were made to the engine line. The 4.2 L V8 was discontinued, making the 3.8L V6 the base engine for the F-100, the 4.9L Six (required in California) and 4.9 V8 were optional. As the 5.8 L (351M) and 6.6 L V8s ended production altogether, Ford introduced a different 5.8 L (351W) to the model line, serving as the first F-Series engine with computerized engine controls. Replacing the 6.6 L engine, the 7.5 L V8 made its return in the F-250HD and F-350 (becoming offered for four-wheel-drive models for the first time); the first diesel engine in a light-duty F-Series model was also introduced (the International 6.9 L IDI V8).
For 1984, the 3.8 L V6 was dropped from the F-Series (as the F-100 had been discontinued), with the 4.9 L now again serving as the standard engine. As an additional option, an "HO" version of the 5.8 L V8 was introduced; a 4-bbl carburetor increased output from 150 to 210 hp.
For 1985, Ford revised several engines of the F-Series (though the powertrain lineup remained unchanged). After its introduction to the 5.8 L V8 for 1983, the 5.0 L V8 and 4.9 L I6 both received EEC-IV computer controls; the 4.9 L V8 became the first Ford light truck engine to receive fuel injection (adding 52hp to its output).
For 1986, the engine line returned virtually unchanged. The column-shifted 3-speed manual transmission was in its final year; the second-to-last American vehicle with the design (ending in 1987 with Chevrolet/GMC half-ton two-wheel-drive pickup trucks). Ford F-Series engines (1980–1986)EngineConfigurationFuel deliveryProductionOutputNotesPowerTorqueFord Essex V6 V62bbl1982–83 (1986 in Mexico)Standard on F-100 models Not available in CaliforniaFord Alloy Head/Alloy Head II I6 crossflow I61bbl 2bbl1980–82 1982–85 Australian market onlyFord Small Block V8 V82bbl1981–82Ford Truck Six (300) I61bbl19801bbl1980Only available on F-3501bbl1981–86Ford Small Block V8 V82bbl1980–85EFI1985–86Ford 351M V8 V82bbl1980–82Ford Small Block V82bbl1980–82Ford Cleveland V84bbl1980–85 Australian market onlyFord Small Block V82bbl1983–85Ford Small Block HO V84bbl1984–861984–85 only available on special-ordered F-150 models (VIN code well as HD F-250 and F-350 models 1986 available all modelsFord 400 V8 V82bbl1980–82Only available on models over 8,500 pounds GVWR (F-250 HD and F-350)International Harvester IDI V8 (diesel) V8IDI (diesel)1983–86IDI (diesel)1983–86Ford 385 V8 V84bbl1983–86
Suspension components
On two-wheel-drive vehicles, the Twin-I-Beam independent front suspension made its return; on four-wheel-drive vehicles, the live front axle was replaced by a "Twin Traction Beam" design. The first standard-equipment independent front suspension system used in a four-wheel-drive pickup truck, Twin Traction Beam (TTB) is a variant of the Twin-I-Beam design, with one of the coil-sprung front I-beam axles supporting the front differential.
The F-150 used a light duty Dana 44 TTB. From 1980 to 1984, the rear axle was typically a Ford 9-inch axle, with the Ford 8.8 axle being phased in gradually; the 9-inch ended production (alongside this generation) in 1986.
The F-250 used an 8-lug version of the Dana 44 TTB called the Dana 44 TTBHD with the Dana 50 TTB being an option. The standard rear axle was a Dana 60 until mid-1985 when Ford phased out that axle for their own Sterling 10.25. Dana 60s could be either full-floating or semi-floating and came with a range of gear ratios. Semi-floating Dana 60s were either C-clip style, which used C-clips to hold the axle shafts in, or pressed-in bearings which held the axles in with a special wheel bearing that bolted to the outer axle housing inside the brake drum. These were typically used in lighter-duty trucks. Up until then, early 1985 models were built with leftover 1984 materials, making some parts difficult to find. For the 1983 model year, and the release of the 6.9 IDI, the F-250 HD offered the Dana 70 single-rear-wheel rear axle used in the F-350. The only difference between the F-250 HD and the SRW F-350 is the leaf size.