FORD Motor Company has introduced an all-new Low Cab Forward commercial truck for the 2006 model year, tapping into one of the fastest-growing niches in the industry — one with sales that are up almost 50% in the past decade.
“It's always a challenge to enter a new market segment,” said Larry Savage, F-Series Chassis Cab/LCF marketing manager, “but it's also fun. And this product is fun to drive and to market.
“I said the product was fun, but we did not enter this segment whimsically. We would not have entered this business unless it met conditions. It's as tough as any Ford truck we have. We have distinct confidence. I know these trucks look the same — with the Low Cab Forward, there's not a lot you can do — but believe me, when you see the chassis and the strength of the frame, you'll know this is a tough truck.”
Ford says that the Class 3-5 LCF segment has annual sales of about 24,000 units, but 40,000 units are projected by 2010.
The truck targets congested urban areas where customers place a premium on maneuverability and efficiency. The LCF, built in and for North America, offers what Ford says is best-in-class maneuverability with the segment's tightest turning diameters, although the shortest Ford LCF wheelbase is 4" longer than the leading competitor.
Savage said the Ford chassis works well with F-450 and F-550.
“Not only is it derivative of Super Duty chassis, but it can share bodies with 450s and 550s,” Savage said, adding that it accommodates 8' to 22' boxes, stakes, or bodies.
Ford says the 34" wide frame is the segment's strongest, with cross-members joined by segment-exclusive Huck bolts for the highest assembly integrity and longevity. Ford says the segment leader has a Resisting Bending Moment (RBM) of 316K in-lb, compared to Ford's 461K.
Power Stroke diesel
The Ford LCF has a segment-exclusive 4.5l V-6 Power Stroke diesel engine with more power than the leading competitor, delivering 200 hp at 3,000 rpm and 440 lb-ft of torque at 1850 rpm. The V-6 design is exclusive in the Class 4 and 5 tilt cab segment.
The Power Stroke diesel is paired with Ford's TorqShift 5-speed electronic automatic transmission, which debuted on F-250 through F-550 Super Duty diesel trucks in 2003. The TorqShift, compared to previous four-speed truck automatics, features what Ford says are improved gear ratios, higher capacity pumps for better cooling, more robust components, and simplified shift controls. The results: improved fuel economy, reliability, and smoother, quieter shifts.
The standard powertrain also features the Tow-Haul mode for when drivers are on steep grades. Going uphill, the powertrain controller automatically adjusts the shift points to keep the engine in its maximum power zone, with no gear hunting. Going downhill, a tap on the brakes automatically downshifts the transmission to help slow the vehicle. In addition, an optional PTO provision is available to run specialized equipment.
Fuel-tank capabilities depend on wheelbase and configuration, with the choices including the standard 40-gallon tank at the rear of the axle and between the frame rails and an optional 35-gallon side-mounted tank or dual side tanks with a capacity of 70 gallons.
Class 4 and 5 configurations, with GVWRs of 16,000, 17,999, and 19,500 lb, can be ordered later this year. The trucks go into production early next year. The LCF is being developed as part of the Blue Diamond joint venture and will be assembled in Escobedo, Mexico. The first products from that JV were the 2004 F-650 and F-750 Super Duty trucks that debuted in September 2002.
Super Duty
The 2005 Super Duty, which became available late in the summer, is being built at Ford's Kentucky Truck Plant in Louisville.
The list of improvements for the 2005 Ford F-Series Super Duty include class-leading maximum towing and payload ratings, an available integrated TowCommand System that makes towing easier, unsurpassed power with the new 6.8l three-valve Triton V-10 engine, a new front suspension in 4×4 models, a stronger frame, and design changes that include a bolder look up front and a more refined interior.
With the 5.4l, 3-valve Triton V-8 engine, Super Duty now can tow up to 12,300 lb, an increase of 3,000 lb, making this economical powertrain even more attractive for fleet and commercial users. Dual-rear-wheel Super Duty pickups with the 6.8l, 3-valve Triton V-10 and 6.0l Power Stroke diesel will have the ability to tow up to a class-leading 15,000 lb conventionally. That's an increase of up to 1,600 lb. The F-350 is also the class leader for fifthwheel towing, with the capability to tow up to 17,000 lb.
Payload capability is improved. On average, Super Duty payload improves 500 to 1,000 lb for 2005 F-250 and F-350 pickups. The F-350 dually can haul up to 5,800 lb of cargo. A new variable gross vehicle weight rating strategy across all Super Duty F-Series pickups lets Ford better accommodate the way most customers use their trucks. With customers opting for features like diesel engines, four-wheel-drive, and crew cabs, this new strategy takes advantage of the Ford Super Duty's higher axle weight ratings, stronger frames, and better brakes to help preserve payload capability on trucks with higher equipment levels. As a result, maximum pickup payload capacity increases by up to 1,280 lb.
The new F-250/F-350 Super Duty frame features a new fully boxed front section that improves strength and torsional stiffness. From the boxed section back, the frame uses steel that is 10% to 17% thicker.
A new TowCommand System includes the industry's first factory-installed and warranted electronic trailer brake controller and gives the driver audible and visual warnings if trailer wiring becomes disconnected. Integrated into a convenient in-dash unit, the system knows when the truck's anti-lock braking system detects poor traction and can modulate the trailer brakes in real time.
Powertrain options include the segment's most powerful gasoline engine. Ford's three-valve-per-cylinder head, introduced on the 2004 F-150, is now available for the first time on a V-10 engine. The new 6.8l, 3-valve Triton V-10 produces 355 hp and 455 pound-feet of torque — both class-leading figures. The Power Stroke benefits from an additional 10 lb-ft of torque. The 6.0l Power Stroke diesel is now rated at 570 lb-ft of torque and 325 hp.
Ford's modular 5.4l, 3-valve Triton V-8 also migrates to Super Duty. Its three-valve architecture and sophisticated technology, including variable valve timing, help to deliver 300 hp and 365 lb-ft of torque — an improvement of 40 hp and 10 lb-ft of torque over the 2004 Super Duty. More than 80% of peak torque (nearly 300 lb-ft) is available starting as low as 1,000 rpm.
Super Duty's strong new frame improves ride and handling. A new monobeam coil spring front suspension replaces the leaf springs on four-wheel-drive F-250 and F-350 pickups. The rear suspension has new spring rates and staggered rear shock geometry to improve ride quality. Efficient packaging of the new front suspension improves maneuverability and reduces the average turning circle by more than 5.5'. The F-450 and F-550 Super Duty trucks get more than a 12' improvement in average turning diameter.
Bigger wheels and tires
Tire and wheel sizes on F-250 and 350 are larger than the previous model. The standard wheel is 17", with 18" wheels available on some models, and a segment-first 20" wheel is available on the Ford Harley-Davidson F-Series Super Duty. Bigger wheels and tires allowed engineers to upsize brake rotors by 5% to provide greater braking surface and help dissipate heat. Other improvements include larger calipers for both the F-250 and F-350. New brake pad material provides quieter stops while more than doubling the lining life.
Outside, the 2005 Super Duty has a bolder front profile and new wheel designs. A new exterior two-tone treatment includes a lowered “waterline” and new color combinations.
A new gauge cluster inside the truck is cleaner and easier to read. The climate control vents are now barrel-shaped and integrated into the surrounding surfaces no matter where they are pointed.