| Ford L-series trucks | |
| Type: | Medium-duty truck Heavy-duty truck |
| Manufacturer: | Ford Motor Company |
| Production: | 1970-1998 1998-2009 (as Sterling) |
| Assembly: |
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| Class: | Class 6-8 truck |
| Layout: | Conventional cab |
| Predecessor: | Ford F series Super Duty and N series |
| Successor: | Ford F-650/F-750 Super Duty (for Ford) Sterling Trucks: A-Line, L-Line, Acterra |
The Ford L-series is a range of commercial trucks that were assembled and marketed by Ford between 1970 and 1998. The first dedicated Class 8 conventional truck developed by the company, the L-Series was colloquially named the "Louisville Line", denoting the Kentucky Truck Plant that assembled the trucks.[1] The successor to the Ford N-series and the Ford F-900/1000 Super Duty, the line was a Class 6-8 truck. Slotted above the medium-duty F-Series, the L-Series was produced over a wide variety of applications through its production life, including both straight trucks and semitractors.[2]
The L-Series was produced in Louisville, Kentucky alongside medium-duty F-Series trucks; at various times, it was also produced alongside the C-Series COE (and the CF-series Cargo that replaced it). For its second generation introduced in 1996, the Ford Louisville nickname became the official name for the model line. Sold primarily as a semitractor, the aerodynamically enhanced Ford Aeromax served as a flagship model for both generations.
After the 1996 sale of the Ford heavy-truck line to Freightliner, the production of the second-generation L-Series was transferred from Ford to Freightliner during 1998. The model line continued under the Sterling Trucks nameplate, lasting through 2009.
Following the 1957 introduction of the C-series low-cab COE, Ford began to transition its heavy-truck lineup away from models derived from the F-Series line. In 1961, the Super Duty F-Series (F-750 to F-1100) was redesigned with a heavier-duty chassis, sharing only its cab with smaller F-Series trucks. The same year, Ford introduced the H-Series heavy truck. Derived from the C-Series, the H-Series mounted the cab higher on an all-new chassis with a forward-mounted axle (taking on the "Two-Story Falcon" nickname); while a Super Duty V8 was standard, the optional Cummins NH inline-6 was the first factory-installed diesel offered in a Ford truck.[3]
For 1963, Ford introduced the N-Series, a short-hood conventional truck.[4] Similar in concept to the 1948-1956 "cab-forward" C-Series, the all-new design moved the cab upward and forward (the latter, to shorten the overall length of the vehicle). Sharing much of its front bodywork with the H-Series, the N-Series derived its cab structure from the F-Series.
In 1966, the H-Series "Two-Story Falcon" was replaced by the W-Series Class 8 COE. A clean-sheet design (distinguished by its straight-edged design), the W-Series was offered solely with diesel engines; to save weight, an all-aluminum cab was offered as an option (alongside the standard steel cab)[5] [6]
At the end of the 1960s, Ford began construction of Kentucky Truck Assembly, adding a dedicated facility in Louisville for commercial truck production. In 1969, the facility opened, with Louisville Assembly moving entirely to cars (later joined by light trucks). Coinciding with the construction of the assembly facility, Ford sought to consolidate the N-Series and the heavy F-Series into a single, all-new product line.
With the "L" in L-Series denoting its Louisville origins,[7] the new product line featured a larger cab, adding the front-hinged hood adopted by the Mack R-series, Kenworth W900, and Peterbilt 352.
For 1970, the L-series was introduced in four size ranges, two hood lengths and grille styles, and with single or tandem (denoted by the "T" in the model designation) rear axles. Powertrains included a wide range of gasoline and diesel engines, based on GVWR.
In 1971, Ford introduced a set-back front axle configuration. For the rest of the 1970s, the L-series saw few major changes. In 1976, the LL/LTL-9000 was introduced. Designed as a truck for long-haul drivers, the LTL-9000 was a competitor to the GMC General, Kenworth W900, Mack Super-Liner, and Peterbilt 359. Fitted with a set-forward front axle and a longer hood, this version had more room for larger powertrains. In 1981, Ford gave the LL/LTL-9000 its own grille and headlight styling, including one of the first uses of the Ford Blue Oval in North America.
Although the L-series would see few revisions throughout its production, elements of its design would see use in other Ford vehicles. In 1974, the W-series cabover received a larger grille similar to the chrome version on the L series. For 1978, the F-series/Bronco grille was given a similar egg-crate grille pattern. In the 1980 redesign of the medium-duty F- series, the hexagonal shape of the grille was carried over; it is a theme used in all Super Duty trucks since their 1998 introduction.
In 1984 (as 1985 model year), the rest of the L-series became one of the last North American Fords to adopt the Ford Blue Oval; as with the LTL-9000, it was placed above the grille. In 1988, the L-series changed its grille design from an egg-crate design to that of horizontal chrome bars; the Ford Blue Oval became centered. In addition, rectangular headlights became standard in 1991.
1992 saw the introduction of the set-back front axle version of the LL/LTL-9000, designated the LLS and LTLS-9000, along with the corresponding Aeromax versions that had more aerodynamic bumpers and optional chassis skirting.
As a response to the aerodynamic Kenworth T600, for 1988, Ford introduced its own aerodynamic semitractor. Named AeroMax L9000, the new design was an extensive upgrade of the L-9000. While sharing the same cab of the medium hood LS-9000, the Aeromax used a set-back front axle to add a form-fitting front bumper with swept front fenders. For the first time in a North American truck, automotive-style composite headlights were used. Other aerodynamic enhancements included skirted fuel tanks and a specially designed "Aero Bullet" sleeper unit. The Aeromax L9000 was one of the most aerodynamic trucks in North America upon its introduction in 1988.[8]
Following its introduction as a semitractor, the AeroMax line expanded into the vocational truck lineup alongside the rest of the Ford L series. A later LA-8000 was introduced for "Baby 8" intra-city delivery.
1992 saw the introduction of the extended hood, set-back front axle Aeromaxes, designated LLA and LTLA-9000. These featured optional full-length chassis skirting, along with the same aero headlights and bumpers of the older medium hood LA series.
The L-series came in a total of four size ranges, designated by GVWR. As with previous Ford heavy-truck tradition, gasoline-engine trucks received a three-digit model number while diesel-engine trucks were given a four-digit model number. L-600/L-6000 and L-700/L-7000 series were Class 6/7 medium-duty trucks, typically sold as straight trucks. L-800/L-8000 trucks were Class 8 trucks, typically sold in severe-service configurations. L-900/L-9000 chassis were available in all axle configurations, but were typically sold as semitractors; the LTL-9000 was only sold with a diesel engine.
1973–1977 Models
| Model[9] [10] | Max. GVWR | Engine | Trans | |
|---|---|---|---|---|
| LN 600 | 24000lb | 361 V8 | 5M, 4A | |
| LN 700/7000 | 27500lb | 361 V8/V175 | 10M, 4A | |
| L 800/8000 | 35000lb | 361 V8/V175 | 13 M | |
| LT 800 | 46000lb | 475 V8 | 13M | |
| LT 8000 | 61000lb | V-225 | ||
| L 900/9000 | 35000lb | 401 V8/NH230 | ||
| LT 900/9000 | 61000lb | 475 V8 / 3406 | 5x4M | |
| LL 9000 | ||||
| LTL 9000 | ||||
| LTLS 9000 |
Almost all models had at least one engine option, the 9000 series had several. The 600–800 series had a Ford 330,361,389 V8 standard, 700–900 had a 477 or 534 V8 optional. The 900 series had a 401 V8 standard. In 1979 the 361,389 V8 was replaced by a 370, and the 401 V8 was replaced by a 429; the 477,534 V8 remained an option. Detroit 6-71, 6-92, 8-71 and 8-92 were an option also.
The 7000 and 8000 series had a Caterpillar V175 standard, the 7000 had a V200 and the 8000 had a V225 available. The 9000 series had a Cummins NH230 standard, Cummins N-series with up to and Caterpillar 3406 series up to 375hp were optional.
1973 engines (not all are shown.)
| Model[11] | Displacement | Type | Power | Torque | Notes | |
|---|---|---|---|---|---|---|
| Ford 361 V8 | 3611NaN1 | G V8 | 138hp | 250lb.ft | Std 6/7/800 | |
| Ford 401 V8 | 4011NaN1 | G V8 | 171hp | 274lb.ft | Std 900 | |
| Cat. V175 | 5221NaN1 | D V8 | 352lb.ft | Std 7/8000 | ||
| Cat. V225 | 6361NaN1 | D V8 | 225hp | 530lb.ft | Opt 8000 | |
| Cum. NH230 | 8551NaN1 | D I6 | Std 9000 | |||
| Cum. NTC350 | 8551NaN1 | DT I6 | Opt 9000 | |||
| Cat. 3406 | 8931NaN1 | DT I6 | 1091lb.ft | Opt 9000 |
For 1996, the Ford heavy-truck lines were redesigned, the second-generation heavy-truck line was nearly exclusively for Class 8 weight ranges.
Chassis weights were increased, front axle GAWRs were available up to 20000lb, single rear axles to 23000lb as before, and tandem rear axles to 46000lb. On tandems a walking beam type was standard and 2 different air suspensions were available.
In the redesign, both the Aeromax and Louisville gained a wider cab with a sloping windshield. Although Aeromax models would lose their composite headlights, it gained a much larger slope to the hood. To aid ergonomics, the Aeromax and Louisville would borrow many interior controls from other Ford vehicles. Another redesign was the grille bars, in the second generation the trucks that had extended frame bumpers knocked of the "middle" full painted piece off the grille.
As was the case previously, the heavy truck line was split into aerodynamically optimized semitractors (the newly renamed Aeromax 9500) and vocational/severe-service trucks. In the case of the latter, the popularity of the Louisville nickname led Ford to drop the L-series nomenclature and adopt the Louisville nameplate officially.
1996 models
| Model[12] | Max. GVWR | Engine | Trans | |
|---|---|---|---|---|
| LN 6000 | 35000lb | |||
| LN 7000 | 35000lb | |||
| L 8000 | 35000lb | mid-range | ||
| LT 8000 | 64000lb | mid-range | ||
| L 9000 | 35000lb | |||
| LT 9000 | 64000lb | |||
| LA 8000 | 35000lb | mid-range | ||
| LA 9000 | 35000lb | |||
| LTA 9000 | 60000lb | |||
| LL 9000 | 35000lb | |||
| LTL 9000 | 60000lb |
The second generation didn't offer gasoline or diesel V8s, all engines were inline 6 turbocharged diesels. The Caterpillar 3406 and Cummins N14 (the evolution of the NTC series) continued as heavy duty engines in the 9000 models.
1996 engines (Not all are shown)
| Model | Displacement | Type | Power | Torque | |
|---|---|---|---|---|---|
| Cat. 3176 | 6291NaN1 | Mid | 325hp | 975lb.ft | |
| Cat. 3406 | 8931NaN1 | HD E | 475hp | 1650lb.ft | |
| Cum. L10 | 6111NaN1 | Mid | 260hp | 975lb.ft | |
| Cum. N14 | 8551NaN1 | HD E | 460hp | 1650lb.ft | |
| DD Series 60 | 6771NaN1 | E O | |||
| DD Series 60 | 7751NaN1 | HD E O | 450hp | 1550lb.ft |
At the end of 1996, Ford completed the sale of its heavy-truck operations, selling the rights and production tools of the Louisville, Aeromax, and Cargo to Freightliner. Ford would end production of the Louisville/Aeromax in 1998; the truck lines would re-enter production as Sterling Trucks from 1998 to 2009; both lines were produced concurrently by Ford and Freightliner during 1998.[13]
In 1998, Sterling began production in St. Thomas, Ontario, Canada, of their L-Line 7500, 8500, 9500, and A-Line 9500. A Mercedes Benz diesel was introduced late in 2000,[14] and a very low profile "CarHauler" model was developed, otherwise there was very little change between 1998 and 2008. Production ended in 2009.[15]